e150 state of eritrea ports rehabilitation...

E150STATE OF ERITREA

PORTS REHABILITATION PROJECT

ENVIRONMENTAL ASSESSMENT SUMMARY

May 1 1996

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ERITREA FINAL REPORTRehabilitation of Port of Massawa Page 11.1

11. ENVIRONMENTAL ASPECTS

11.1 Executive Summary

The present project "Rehabilitation of berths 5 & 6" includes repair of a collapsed sectionof the existing quay, establishment of a new quay section swith 12 m waterdepth, dredgingand reclamation. The project further includes clearing of part of the port area andprovision of new cargo handling equipment.

An environmental assessment of the project and the following operation of the port haveshown the following regarding potential environmental impacts.

Rehabilitation of berths 5 & 6

- The realignment of berths 5 & 6 is assumed to lead to a slight increase in thewater circulation within the port and may therefore have a minor positive impacton the marine environment.

- Construction of berths 5 & 6 (pile installation etc) will cause minor temporaryimpacts. These, however, are not considered seriously and will not cause lastingdamage to the marine environment.

3The project includes dredging of approximately 50,000 m . Analysis of thematerial to be dredged have shown that this is suitable for reclamation purposesand free from contamination of heavy metals.

It is recommended that the dredged material shall be used for reclamation.

In order to reduce the spill during dredging and reclamation the followingexecution methods must be adhered to:

* The dredging work shall be executed by a suction dredger.

Dredging and reclamation must not be initiated before a sheet pile wall hasbeen installed in front of the lagoon, thereby creating a closed bassin wheresedimentation can take place. The content of solid material shall be below 2-3% before the pumping water is let back to the harbour/sea.

A survey of unexploded ordnances should be performed before constructionworks start. If the survey detects possible unexploded ordnances, theseshould be removed before the dredging works start.

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Resettlement

Some 40 port staff (ex-fighters) who were given shelter in the port after the LiberationWar, as well as a number of staff from the Customs Authority and the Ministries ofFinance and Health (about 120 people in total) are currently living in government-ownedhouses in the port of-Massawa. Both the- Port Authority and the Massawa MunicipalAuthority have determined that for safety and security reasons no-one should be livingwithin the port boundaries. Steps are being taken through the Port Authority andMunicipality of Massawa to ensure alternative accommodation for these people, withhouses being set aside for them in a new housing development currently underconstruction.

Treatment of Hazardous and Noxious Cargo

The Port has very limited facilities and guidelines for handling and storage of hazardousand noxious cargo. In order to avoid storage of hazardous materials, such as explosivesand very toxic cargo the port normally requires, that such materials are handled as directdelivery.

The existing procedures for handling and storage of hazardous cargo are clearlyinadequate and do not live up to international standards. Likewise the equipment forcombatting accidents seem insufficient.

In order to reduce the risks from dangerous cargo the Port must set procedures forhandling and storage of this as well as, for the different cargo types, emergency plans incase of accidents. The procedures should take basis in the guidelines developed by IMO.

A list of items which should be included in the above mentioned procedures is given insection 11.5.2.

Further the port should review if the institutional set-up in the port for carrying out theseprocedures is adequate and if proper attention to the handling and storage of cargo isgiven at all levels in the organisation.

Establishment of improved procedures for handling and storage of dangerous cargo andthe subsequent following of these procedures will have a positive environmental impact.

Handling of Ship's Wastes

At present the facilities in the Port of Massawa for collection, storage and treatment ofship's waste are very limited.

In order to improve the facilites for reception of ship's waste the following isrecommended:

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For reception of bilgewater, sludge from oily separators and used lubricants theport should be provided with the following facilities:

* Tank truck* Holding tank for oil/water waste with a capacity of 100 m3

'Separator unit (API or similar)* Tank for separated oil with a capacity of 50 m3 .

The facility will not be equipped for treatrnent of oily waste as this is assumed tobe done in Assab or Jeddah.

- For reception of solid waste a system should be established in cooperation withthe Municipality as the solid waste will have to be dumped at the Municipality'sexisting dumping site.

For collection of solid waste one container truck and six open topped containerswith flap door opening in one end will be needed.

* For reception of sewage a tank truck with pumping equipment will be needed. Itshould be investigated if it is necessary for the Port to have its own sewage truckor if the port can buy this service from the Municipality.

Implementation of the above facilities should reduce the amount of waste dumped by seaand will therefore have a positive environmental impact.

Oil Spill Contingency Planning

No oil spill contingency plans exists today and the Port has at present no equipment forcombatting oil spills.

It is proposed to develop an oil spill contingency plan for the Port of Massawa. The planshould be arranged in such a way that it can be integrated in a national oil spillcontingency plan at a later stage.

The contingency plan should enable the port authorities to handle accidental oil spill upto 1-2 tonnes within the port area and should include alert procedures, combat strategies,procurement of equipment, mapping of sensitive areas etc.

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ER1TREA FINAL REPORTRehabilitation of Port of Massawa Page 11.4

The Port Authority is in the process of procuring some oil spill recovery equipment inconnection with procurement of a new tug boat. Beside the equipment already underordering the following equipment should be included in the project:

* Skimmer pump, preferably screw pump type with capacity up to 50 m3/hour.* Booms. 200 meter inflatable booms of harbour boom type. Mounted on rack in

container equipped with power pack and pumping systems.* Selfpropelled barge for collection of recovered oil (locally made).* Alarm and communication equipment (to be specified in cooperation with Port

Authority)* Miscellaneous equipment, spades, beach cleaning etc.

With this equipment it is assessed, that the Port can handle oil spill up to 1-2 tonneswithin the port area.

In connection with the development of national plans, it is recommended, that steps aretaken to join the IMO International Convention on Oil Pollution Preparedness, Responseand Cooperation, 1990 (OPRC), which will allow Eritrea to call in intemationalassistance without delay in the case of larger oil spills in its waters.

11.2 Legislation

11.2.1 National Legislation

The national legislation has still not been fully developed, mainly due to the short periodof independence that the country has enjoyed.

The legislation relevant to environmental aspects of the port project are the following:

i) Rules and Regulations for the Eritrean Sea-Ports. 1992. Eritrean Sea PortsAuthority.

ii) Provisional Directives for the Protection of the Marine Environment of theEritrean Territorial Waters. 1992. Department of Marine Resources andInland Fisheries (DMRIF). Asmara.

iii) Oil Industry Regulation Recommendations. 1993. Ministry of MarineResources.

With these regulations the country has started building a legislative framework. However,the concerned authorities still have very little resources for monitoring and enforcement,which hampers more efficient pollution control.

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The Ministry of Marine Resources has informed that the country has started to develop anational integrated coastal zone management plan. With such a plan the authorities willhave a more powerful instrument to deal with, inter alia, marine pollution control.

11.2.2 International Conventions

The following international conventions are relevant for marine pollution control in theRed Sea:

i) International Convention for the Prevention of Pollution from Ships asmodified by the Protocol of 1978 (Marpol 73/78);

ii) The Regional Convention on the Conservation of the Red Sea and the Gulfof Aden (PERSGA) and its Protocol on Regional Cooperation in CombatingPollution by Oil and other Hannful Substances in Cases of Emergency.1982

iii) International Convention on Oil Pollution Preparedness, Response andCooperation (OPRC). 1990

iv) Intemational Convention on the Establishment of an International Fund forOil Pollution Damage. 1971

Even though Eritrea has not ratified any of these international conventions on marinepollution control, the country has stated its interest in joining in particular the Marpol73/78 and the PERSGA Conventions.

11.3 Project Description

The commercial Port of Massawa is situated on the northern shore of Massawa Islandwhich is connected to Taulud Island and the mainland by causeways. These islands andconnecting causeways enclose the harbour on the southern side. The Gherar and Abd-el-Kadar peninsulas projecting from the mainland together enclose the northern side of theharbour, refer fig. I 1..

The enclosed harbour is given additional protection by short breakwater arms extendingsouth from Abd-el-Kadar peninsula and north from Massawa Island.

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Fig. 11. 1: Port of Massawa

/ " X t | ! ^ ~~~~~~D E p EI N L , '

The physical part of present project "Rehabilitation of berth 5 & 6" takes place in theeastern part of the port, refer fig. 11.2, and includes repair of a collapsed section of theexisting quay, establishment of a new quay section with 12 m waterdepth. The projectfurther includes dredging and reclamation. Besides the physical works the projectsincludes clearing of part of the port area and provision of new cargo handling equipment.

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Fig. 11.2: Rehabilitation of berths 5 & 6

AREA TO BE DREDGED EE

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For the proposed project and the operation of the port the following activities may givepotential environmental impacts

- Rehabilitation of Berths 5 & 6- Treatment of Hazardous and Noxious Materials- Handling of Ship's Wastes

11.4 Rehabilitation of Berths 5 & 6

11.4.1 Existing Marine Environment

The marine environment around Massawa can still be characterized as pristine, and bothin Taulud Bay and in Gherar Bay can corals be found very close to the port area.

The openings in the causeways secures a circulation of the water around the city. Inrecent years, however, the cross sections of the openings have been reduced leading to areduced water circulation. The effect of this can be seen in part of the near shore water,where there is a tendency towards increased eutrophication.

For the marine environment it is therefore important that the water circulation is notreduced further.

11.4.2 Environmental Impacts

With respect to the physical works which will take place in connection with therehabilitation of berths 5 & 6 the following potential impacts have been identified:

11.4.2.1 Realignment of Berths 5 & 6

This may lead to a changed current pattern in the port area which may lead to changes inthe water circulation. Further a changed current pattern mav cause newsedimentation/erosion to take place.

The proposed alignment of berths 5 & 6 closes the existing lagoon behind the southbreakwater. It is assumed that this will lead to a slight increase in the water circulation, asthe eddies in the current pattern created by the lagoon will disappear.

The realignment of berth 5 & 6 might therefore have a minor positive impact on themarine environment.

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ERlTREA FINAL REPORTRehabilitation of Port of Massawa Page 11.9

11.4.2.2 Construction of Berths 5 & 6

This involves installation of sheet piles in front of the existing block wall and in front ofthe lagoon where the blockwall was never completed. On top of the sheet piles the quaywill have a concrete superstructure with bollards, fenders and safety ladders.

Minor temporary impacts may occur during the actual construction works for exampleduring pile driving etc. These impacts, however, are not considered serious and will notcause lasting damage to the existing marine system. Furthermore these impacts cannormally be reduced by careful handling of equipment and strict supervision of theconstruction activities.

11.4.2.3 Dredging and Reclamation

At berth 6 an increase of the waterdepth from 9.0 m to 12.0 m is planned. This willrequire dredging in front of the berth, but also in the harbour basin in order to create amanoeuvring area for the larger vessels. The dredging volume is estimated to 50.000 m3 .

Dredging in the harbour may cause a negative impact on the environment both during thedredging operation itself but also during disposal of the dredged material.

The potential impact depends much on the type of material to be dredged as very finematerial normally will lead to more spill both during dredging and disposal. Furthermorefine materials are not suitable for reclamation purposes and will therefore normally haveto be dumped at sea.

In order to investigate the type of materials to be dredged bottom samples have beenextracted from the areas to be dredged, ref. fig. 11.2, and grain size analyses beenperformed.

The results of the sieve analyses is given in fig. 11.3 showing that bottom sediments fromsubareas 1, 2, 3 and S consist of silty sand, while bottom sediments from subarea 4consist of clayey and sandy silt.

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ERITREA FINAL REPORTRehabilitation of Port of Massawa .10

Fig. 11.3: Sieve Analysis

3t II-' 'iI -rWljlil l{llIilI II' 1 :g t2:0. f11 1 i1ILi 1.C- 0 0

FINE HElI'l IUIl4 FINHlE lfll- HEIU CARSE FINtE I4EO.IUM .

xo Xlt0!lUlllS,9 11! ll-1 ++,Ul1,9,Z11l11X,X,41|,l ftlW|0i0lliiii'M-1i11 l1 W lt,ll!fff,f,i l i

-t d~ -. aU. - . -, -n obasal sbde a fond

FINE M EitIUM | GR [FINE 7' MEGIUH: RSE |s FlrvE HETU COH E

CLAY SILT |SANG GRAVEL STO7NE

eorerBsde Nt.helnfdle No ___| h2avCurve __ L ° °be tigated.Locaticn (S.barea) ___a Rpsentative2 3sr( of.all sm p wh the a t berkedwud grdin were bought t 0 a31 d 0t 76 _ L 3 metals.u,,iormy coeff.~Theresult t oef t h alU s0crei 0 0052) ise 0.05/0t016 e5.9 _d 3 /0 0t7 3 4a 11.1-1 l -Th

ACtivity lI Slwc aEy 1, ~- _- L - X- -------- Specific gravity acI_______ >___I.,_____

This has been confirmed by the soil investigations which have shown coral sand to atleast 10 m below the sea bottom. It should however be noted that in some boreholesbasalt boulders are found.

Besides the grain size analyses the level of contamination of the bottom sediments havebeen investigated.

Representative samples from areas (a mixture of all samples within the area) to bedredge d were bought to Denmark and tested for content of heavy metals.

The result of the heavy metal screening (EDXRF) is presented in table Il1 I .- I below. Thelevel of contamination is generally very low and should not require any specialprecaution for the dredging and reclamation works.

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Table 11. 1-1: Dredged material, level of contamination

Dry Loss on Cr Ni cu Zu Pb AsSub- Material Ignitionarea % % _

mg/kg Dry Material

1 79.4 3.2 <20 20 30 140 60 <152 74.4 4.3 <20 40 60 170 70 <153 67.9 6.0 <20 80 20 300 100 <154 62.4 8.6 30 50 140 460 210 <155 68.1 7.8 <20 60 20 120 70 <15

The testing institute furthermore mentions that the materials have a high content ofstrontium and calcium. This may be explained by the fact that calcium is naturallyderived from erosion of the surroundings coralling limestone. The limestone is naturallyenriched in strontium replacing Ca in the calcite. The strontium is probably derived fromdegrading of mammal skeletons.

The above shows that the materials to be dredged are suitable for reclamation purposesexcept immediately behind the sheet pile wall, where special requirements to the angle offriction requires import of fill material.

Having found that the material can be used for reclamation it is important to prescribeconstruction methods which secures that the spill of material is low both during dredgingand reclamation.

Measurements in connection with recent larger dredging works have shown that withsandy/silty bottom materials the spill from the dredging operation itself can be keptbelow 5% if dredging is performed by a suction dredger. This is a acceptable value andthe use of a suction dredger is not supposed to lead to additional costs to the execution ofthe project.

In order to reduce the spill from the reclamation the opening of the lagoon should beclosed before dredging and reclamation starts. This can be secured by starting the workswith berth 6 and the following construction procedure:

- Between the western end of the existing berth 6 and the south breakwater a dyke isconstructed. The dike consist of coarse sand/rubble with a limited content of finematerials.

- Concurrently with the dyke the sheet piles and the support piles are installed.

- The sheet pile wall is anchored via anchor bolts and anchor plates. The latter areplaced in the dyke.

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When the opening of the lagoon has been closed reclamation with the dredged materialcan take place in the closed basin behind the dyke. By this the sedimentation process canbe controlled and the spill from reclamation minimized. Sedimentation of the dredgedmaterial shall be monitored through turbidity measurement and the content of solidmaterial should be below 2-3 % before the pumping water is let back to the harbour/sea.

11.4.2.4 Unexploded Ordnances

During the civil war figthing across the existing harbour basin took place. Experienceshows, that as much as 25% of ordnance dropped or fired may not explode, which meansthat there is a risk of unexploded ordnances in the dredging area.

It is therefore recommended to perform an investigation whether any unexplodedordnances still remains in the dredging area.

The investigation should preferably be performed during preparation of the tenderdocuments and if positive, any unexploded ordnances should be removed beforeconstruction works start or the removal be a part of the contractor's obligations.

The investigation for unexploded ordnances will consists of:

- Discussions with local authorities and residents to establish whether any items mayhave been found.

A side-scan sonar survey of the sea bed.

A magnotometer survey of the sea bed.

- Investigations of anomalities by divers.

- Preparing of a map of the surveyed area showing the extent (if any) of anomaliesfound.

The investigation should be documented by a report.

11.4.2.5 Recommendations/Conclusions

With respect to the physical works in connection with the rehabilitation of berths 5 & 6the following have been found:

- The realignment of berths 5 & 6 may have a positive environmental effect by a slightincrease in the water circulation.

- The construction of the berths may cause minor temporary impacts, which, however,not are considered serious.

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The dredging and reclamation may cause an impact to the marine environment. Toreduce this to an acceptable level it is recommended that the following is specified inthe tender documents:

* The-dredging work shall be executed by a suction dredger.

* The dredged material is used for reclamation.

* Dredging and reclarnation must not be initiated before reclamation can take placein a closed basin. The content of solid material shall be below 2-3 % before thepumping water is let back to the harbour/sea.

An investigation of unexploded ordnances should be performed.

11.5 Treatment of Hazardous and Noxious Cargo

11.5.1 Existing Conditions

According to the Port Administration, the Port receives hazardous materials in reducedamounts, such as explosives, solvents, chemicals etc. Unfortunately no statistics onhandled dangerous goods seem to exist, which makes it difficult to make a properassessment of the problem.

The Port has very limited facilities and guidelines for handling and storage of hazardousand noxious cargo. In order to avoid storage of hazardous materials, such as explosivesand very toxic cargo the port normally requires, that such materials are handled as directdelivery. During unloading, the operations are supervised by the quay supervisor, and ifthere is a risk for fires, explosions etc., the fire truck is standing by at the quay apron.

The Port has one fire fighting truck with a capacity of 4 m3 of water and 200 litre offoam. A supplementary water truck carrying additional 4 m3 can be coupled to the firefighting truck thus doubling the capacity.

The fire fighting truck also serves the city of Massawa, which could create problems ifaccidents happened at the same time in the port and in the city.

The existing procedures for handling and storage of hazardous cargo are clearlyinadequate and do not live up to international standards. Likewise the equipment forcombatting accidents seem insufficient.

11.5.2 Proposed Mitigation Measures

The existing practise with direct delivery of dangerous cargo relieves the port from someof the problems related to this. However, even today some classified materials (asphalt,

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paintings etc.) are stored in port and in the future, with the expected increase in traffic,storage of more dangerous cargo must be foreseen.

In order to reduce the risks from dangerous cargo the Port must set procedures forhandling and storage of this as well as, for the different cargo types, emergency plans incase of accidents. The procedures should take basis in the guidelines developed by IMO.

Further the port should review if the institutional set-up in the port for carrying out theseprocedures is adequate and if proper attention to the handling and storage of cargo isgiven at all levels in the organisation.

The handling procedures and emergency plans should at least contain the following ofwhich many items may be implemented before fmalisation of the plan:

- Make sure that Port Regulations contains the standards and procedures to be adheredto by ships for transit, handling and documentation of dangerous goods. Theregulations should refer to International Maritime Dangerous Goods Code (IMDGCode).

- Implement a system which makes sure that the Port can keep track of all dangerouscargo which flows through the Port. The first registration should be the vessel'sreports of dangerous cargo, which preferably should contain the IMDG classificationcode for each shipment.

- Segregate dangerous cargo, both bulk cargo and containerised cargo, from the rest ofthe cargo. For bulk cargo this can be done by dedicating a special area and forcontainers by reserving space at the end of the container blocks.

For explosives, if this becomes actual, a storage building with strong walls and alight roofing should be considered.

- Establishment of traffic restriction procedures for ships entering the port withdangerous goods. The restrictions should be specified in such a way that certaindangerous goods, e.g. classifications 1-3 are restricted to specific berths, preferablenear the port entrance and as isolated as possible;

- Ensure that there is unobstructed access to all working areas in the Port, especially toareas involving handling and storage of dangerous cargo.

- Procurement of an additional fire fighting truck.

As an immediate measure it is also recommended to remove all existing permnanentlystored dangerously material in the port, such as barrels with oily debris etc.

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11.6 Handling of Ship's Wastes

11.6.1 Present Status of Port Waste Reception Facilities

At present the facilities in the Port of Massawa for collection, storage and treatment ofship's waste are very limited.

Oily waste is only collected from the ports own tug boats. The oily waste from thesevessels are stored in a small tank truck and the waste is dumped outside the port areawhen the truck is full.

For all other vessels calling the port no facilities are offered to receive oily waste. Inprinciple this means that all vessels have no other option than dumping their waste interritorial or national waters before entering the port, if the storage facilities on board theships are exhausted. For cargo vessels, container ships etc. the waste will consist of bilgewaters, sludge from oil separators and lubricants.

For tankers calling the two terminals outside the main port area the waste will be both theabove mentioned wastes and tank washing. No dirty ballast water will be generated, sincethe tankers calling the terminals will always bring in petroleum products and as such notcarry any ballast water.

For solid waste the port offers some facilities for collection of the waste. When the shipscall at the port they will be asked to dispose their solid waste in provided bins/drums.These drums will then be transported to the municipal dump site, where the waste isdumped without further treatment. However, only a limited number of the ships make useof the provided facilities. The main reason for this is that the port demands a separate feefor collection of the solid waste, and since the port has no means to take legal actionsagainst the ship if it does not possess solid waste on board when arriving many ships willprobably dump solid waste offshore before entering the port.

There are at present no facilities for reception of sewage from ships in the port.Collection facilities can be established relatively easy. Final treatment of the sewage willnot be possible since no municipal treatment plant is available.

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11.6.1.1 Types and Generated Quantities of Oily Wastes

The types of oily wastes relevant in this context will normally include the following:

* Used lubricant oils* fuel residues* sludge* oily bilge water* dirty ballast water* oily tank washing

In the port of Massawa all these types of wastes will be generated, except for the dirtyballast water. Ballast water will only be generated if the port or terminals in the portdischarge oily products, such as crude oil or refinery products. In this case tankers maycall the port carrying ballast water.

The heterogenic nature of oily wastes makes it rather difficult to treat these wastes. Inaddition such wastes often contains cleaning agents, which emulsify the oil and makesthe mixture of water and oil difficult to treat by conventional techniques.

In order to determine the capacity of the reception facility and the treatment techniques itis necessary to estimate the type and the quantities of wastes generated in the Port ofMassawa. A first source in the case of Massawa is the port statistics, since very few dataon received amounts of waste exist so far.

The methodology for determining the capacity of the facility could be advanced byincluding a questionnaire for the ship captains calling at the port. This would give a veryprecise picture of the type and amounts of generated wastes. However, it is normallysufficient to use the tonnage and port statistics directly for these estimations.

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Bilgewaters, Sludge from Oily Separators and Lubricants

The port statistics from 1994 shows that a total of 384 ships entered the port during theyear. The monthly fluctuations over the year were relatively small, ranging from 24 inMarch to 39 in April. The size of the ships calling the port over the year, howeverfluctuated significantly. Such fluctuations should-be reflected in the way the facility fortreatrnent of oily waste is designed.

It has been estimated that the amount of oily waste from oily separators amounts to anaverage of 5 tonnes per year for a non tanker and approx. 30 tonnes per year for a tanker.Oil separated from machinery space is estimated to an amount of about 15 tonnesannually for tankers and 4.5 tonnes for non tankers.

In order to produce some operational figures it is necessary to estimate an averagenumber of days that the calling ships have been sea bound. For the Port of Massawa it isestimated that the ships have been at sea in average 10 days per ship. As mentionedabove the size of the ships also fluctuates and since the size of the ship is somewhatproportional with the amount of oily ship waste per day it is decided to follow theestimates of the IMO as given above.

In 1994 61 out of 385 calling ships were tankers. Based on these figures it is estimatedthat the port would receive 0.5-1 tonnes of oily wastes from the incoming ships per day,provided these follows the international agreements and refrain from illegal dumpingunderway. These figures corresponds to other estimates for generation of oily wastes.However, it should be noted that only a fraction (up to 25%) of the received waste is oilyproducts. It is therefore necessary to dimension the reception facility according to this.

The reception facility should be designed to receive and store oily wastes generatedduring 20-30 days, in order to allow for maintenance and cleaning of the facility. Thereception facility should therefore be equipped to receive, store up to 120 tonnes of oilywaste if the design is based on current figures. However in order to meet futureexpansions the facility will be designed to store approx. 200 tonnes.

Oil-Contaminated Ballast Water, and Tank Washing

The Port of Massawa and the two adjacent terminals do not receive any ballast water, dueto the simple fact that no oily products are discharged from the port and the terminals.This means that the tankers will always enter the area with full tanks.

However, there will be a need for a tank washing facility at the terminals, if the tankerswash their tanks here. This facility should be obligatory for the terminals and the residualsludge should either be delivered to the reception facility in the port or be diluted in otherterminal products.

A tank washing facility nonnally contains of holding tanks for contamninated water andslop tanks, connected to separation units (gravity separation, flocculation of gas

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flotation). The discharge water from the tank washing facility should not contain morethan 5-10 ppm of oil/hydrocarbons.

11.6.1.2 Types and Generated Quantities of Solid Waste and Garbage

The requirements for solid waste -collection facilitiesare somewhat different from theoily waste requirements, due to the fact that ships may dump solid waste legally at sea,except from the first and the last day on passage. However, the Red Sea is designated aspecial area in terms of marine pollution control, together with other areas around theworld. In these areas all dumping of solid waste and garbage is illegal.

The quantities of solid waste generated on board the ships are calculated from the numberof passengers and crew. The other important issue is the ships number of days at sea. Thefirst figure is given directly from the port statistics. The second figure has to be estimatedfrom the statistics over geographical origin of the ships.

A crew member or a passenger normally generates 2 kg of solid waste per day with adensity of approx 150 kg/m3. For solid waste it is assumed that the passage time is inaverage 4 days, due to the fact that the majority of the passengers come from SaudiArabia. The port statistics for 1994 have counted 9051 passengers and crew on shipscalling the port. In addition to the persons generating solid waste on the ships should beadded another approx. 900 persons working in the port regularly, since the receptionfacility should also collect and treat the solid waste generated in the port itself. Thisfraction, however, is estimated to generate only 0.2-0.4 kg per day, due to their onlypartial presence in the port.

The reception facility will be designed to store up to 20 days of solid waste. Based onthese assumption and the assumption that the number of passengers fluctuates drastically,due to the difference between passenger ships and cargo ships, the collection capacityshould be based on a daily generated solid waste from up to 200 persons per day from theships and 900 persons in the port. This corresponds to approximately 2000 kg or about 13m3 . Assuming that collection takes place at least twice a week the collection capacity inthe port should be approximately 40 m3 .

11.6.1.3 Generated Quantities of Sewage

Even though the MARPOL Convention 73/78 requires that adequate reception facilitiesare available for collection of sewage from ships, it is also clear that it will be verydifficult to enforce very strict regulations when it comes to sewage.

In the Municipality of Massawa no such facilities exist at present, which means that theport itself will have to establish its own facilities to collect and treat sewage from shipsand in principle from the persons using the port. The estimation of the capacity is basedon the same assumptions as for the solid waste. Any decisions on what kind of sewagetreatment to be applied in the port will be subject to a more detailed analysis.

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The sewage treatment should be designed first of all to remove phosphates and nitrates.For phosphates the discharge limit should be approx. 1.5 mg/l and for nitrates thestandard should be set at 8 mg/I. The removal of phosphates will be carried out bychemical coagulation by i.e. ferrooxides and the removal of the nitrates would probablybe through biological treatment. Any decisions on what kind of sewage treatment to beapplied in the port will, however, be subject to a more detailed analysis.

11.6.1.4 Small Ships

The regulations under the MARPOL Convention 73/78, in particular in a special area likethe Red Sea cover all ships, although there is a tendency to exclude smaller ships whendesigning waste treatment facilities. Smaller ships, such as leisure yachts and fishingvessels have shown to be a significant problem in the Port of Massawa, in particular inrelation to solid waste disposal.

At certain times during the year a large number of yachts cross the Red Sea in bothdirection. Many of the boats call at Massawa. These boats are offered no facilities, whenit comes to drinking water, disposal of solid and liquid waste and toilet facilities. Countedin person equivalents, the solid waste problem from these small ships almost matches theproblem from the larger ships. As a consequence, relatively large amounts of solid waste(garbage, litter etc.) are generated and dumped from these boats during their stay in thePort. On the other hand these boats are charged no fees for their stay in the port. Atpresent no statistics exist for the number of yachts calling the port.

A special reception facility for leisure yachts should be constructed in the Port ofMassawa.

The Port of Massawa holds a small fishing fleet. In addition to the local fishing vesselsother fishing vessels from the Red Sea area arrive in the port. These fishing vessels havenot so far disposed their wastes in the port. For the fishing vessels it is important thatthese in the future are forced to dispose their oily and solid wastes in the receptionfacilities in the port.

11.6.2 Impacts of Discharge of Oily and Solid Wastes

The impacts of discharges of oily and solid wastes from ships will normally not effect theareas around the Port, since these illegal discharges will be carried out before calling thePort.

According to the Ministry of Marine Resources solid waste (garbage, plastics etc.) isaccumulating on the outside coast of the offshore Islands and along the coasts of Eritrea.The majority of the solid wastes comes from passenger ships and ships passing the RedSea without calling Eritrean Ports. According to the Ministry the coasts are also pollutedwith oily debris mainly coming from illegal discharge of dirty ballast, bilge water andslop tanks.

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Especially the discharges of oily waste will have long term effects on the marine life,although the oily residues will be degraded at a high rate in the Red Sea. Such dischargesnormally effects breeding grounds for fish and may destroy coral reefs if exposed inlarger concentrations. The discharge of solid waste is especially dangerous for marinemammals and fish.

Obviously the establishment of adequate port waste management in the Port of Massawawill only reduce these impacts, since the majority of the discharges arises from shipspassing the Eritrea waters without calling the ports. However, it was recently concludedin discussions between officials from the International Maritime Organization (IMO) andthe World Bank that the only way to reduce such marine pollution is to demand receptionfacilities in all ports.

11.6.3 Proposed Facilities for Collection, Storage and Treatment of Port Wastes

11.6.3.1 Proposed Facilities for Collection, Storage and Treatment of Oily Wastes

It is proposed to provide the port with facilities for reception of bilgewaters, sludge fromoily separators and used lubricants. This facility will consist of the following elements:

1. Tank truck2. Holding tank for received oil/water waste with a capacity of 100 m33. Separator unit (API or similar)4. Tank for separated oil with a capacity of 50 rn3

The facility will not be equipped for treatment of oily waste as this is assumed to be donein Assab or Jeddah.

It should be investigated whether there is alternative uses of seperated oil. One optioncould be to establish arrangements with the cement factory outside Massawa forreception of this, which normally can be used as supporting fuels for the cement kiln bydirect injection of the wastes in the kiln. Another alternative use of the wastes could be assupporting material in road surfaces.

It is proposed that facilities for treatment of tank washing are established at the twoterminals outside the port area. These facilities should be designed in accordance withIMO standards for such facilities.

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11.6.3.2 Proposed Facilities for Collection, Storage and Treatment of Solid Waste, Garbageand Sewage

For solid waste a collection system should be established in cooperation with theMunicipality. The solid waste will have to be dumped at the Municipality's existingdumping site. For the solid waste collection the facility will consist of followingelements:

- One container truck and containers (6) for collection of garbage from ships and in theport area

The trucks shall be equipped with open topped containers with flap door opening in oneend of the container. The truck should have a capacity of approx. 8 tonnes. Anotheralternative could be a self loading compacting truck. A system for garbage collectionwithin the port area should be developed based on current practices with the use of thenew equipment.

Facilities for reception of sewage from ships shall be established in the port. The sewagereception facility consists of the following elements:

- Tank truck with pumping equipment for collection of sewage

It should be investigated if it is necessary for the Port to have its own sewage truck or ifthe port can buy this service from the municipality.

11.6.3.3 Small Ships

A reception facility for solid waste should be established for collection of waste fromsmall ships, in particular yachts. The only additional equipment needed for this purposewill be a small self-propelled barge or boat.

The collection of the waste from the small boats should be carried out by specialdedicated staff from the port. In connection with the establishment of a solid wastecollection system for the small ships, a fee structure should be established. The incomingfees should be used to run the waste collection. At the same time toilet facilities anddrinking water facilities should be established for these small ships.

11.7 Oil Spill Contingency Planning

The Eritrean coastal waters with its extensive coral reefs and more than 350 islandsscattered along the coast possesses an evident threat for accidental oil spills. At the sametime the country's location at the entrance to the Red Sea, where more than 20,000 shipspass in both directions each year, further enhances the risk for larger oil spills, whichcould effect Eritrean waters.

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ERITREA FINAL R1EPORTRehabilitation of Port of Massawa Page 11.22

Recognizing the high risk for oil spills in the future it is imnportant that responsepreparedness to oil spills is developed by the concerned Ministries, Authorities andoperators in Eritrea. Presumably the Ministry of Energy, Mines and Water Resourcesshould be the overall responsible for developing National Oil Spill Contingency Plans.However, the Port Authority and the oil companies operating in Massawa will have todevelop separate oil spill contingency plans to be-incerporated in the national planning.

11.7.1 Present Plan and Facilities for Oil Spill Contingency Operations

At present virtually no means exist in the entire country to combat accidental spills, andEritrea will have to depend totally on external facilities if a larger spill occurs. Inpractical terms that would probably mean that the facilities in Jeddah and Mogadishu willhave to be drawn upon. Since Eritrea has not ratified the OPRC Convention there will inprinciple be no possibility for seeking unconditional assistance from outside.

This is clearly an unacceptable situation for the country, mainly because of the delays inthe response operations, but also due to the fact that there is no obligation for theneighbouring countries to assist Eritrea in the case of a larger oil spill.

This was also pointed out clearly in the Marine Environment Protection Conference, heldin October 1994 under the auspices of the Ministry of Marine Resources. In theconference all involved parties were urged to start the work of building up oil spillcontingency plans and facilities for oil spill combat operations as soon as possible.

The Port Authority

The Port Authority is currently considering procuring equipment for oil spill recoveryoperations. In connection with the procurement of a new tug boat it is the intention of theAuthority to install equipment on the boat that can deal with smaller oil spills up to about1-2 tonnes.

Equipment to deal with oil spills this size would nornally include 100-200 meters ofbooms (inflatable) and 1-2 skimmer units with a capacity up to around 50 m3/hour.Normally equipment for dispersion of oil will also have to be procured, but this should beconsidered more closely, due to the impact on marine organisms by using oil dispersantsin oil spill combat operations.

The Port Authority do not seem, however, to have sufficient funds for procurement of allneeded equipment, although it intends to procure some equipment from own financialsources. Additional funding will therefore have to be provided for this purpose.

In order to make the use of the equipment efficient the Port Authority will have todevelop an oil spill contingency plan, specifying alert procedures, combat strategies etc.for the port itself. In addition to the contingency planning it should be considered toprovide training to selected staff in the Port responsible for oil spill recovery operations.

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The AGIP and Mobil/Total Terminals

The two oil terminals in Massawa have at present no plans or facilities for oil spillcombat at sea, which is highly unusual. Both terminals expressed that they wouldconsider to develop plans and procure equipment if it would be required by theGovernment in the future. -

Both terminals have suffered destructions during the war, and especially the Mobil/Totalterminal is under total renovation. It should be noted that the renovation of the land basedfacilities is carried out with careful consideration to environmental control, by installingtank farm protection and drains together with facilities for treatment of drainage wateretc.

National Oil Spill Contingency Planning

As mentioned above, it was agreed during the Marine Environment ProtectionConference that national oil spill contingency planning should be developed as soon aspossible. The responsible Government Agency for establishing national planning is theMinistry of Energy, Mines and Water Resources in cooperation with the Port Authorityand the Ministry of Marine Resources.

The national plan will establish procedures and means to combat accidental oil spillswithin Eritrean national waters. In connection with the development of national plans,steps should be taken to join the IMO International Convention on Oil PollutionPreparedness, Response and Cooperation, 1990 (OPRC), which will allow Eritrea to callin international assistance without delay in the case of larger oil spills in its waters.

11.7.2 Proposed Oil Spill Contingency Measures

It is proposed to develop an oil spill contingency plan for the Port of Massawa. The planshould be arranged in such a way that it can be integrated in a national oil spillcontingency plan at a later stage.

The contingency plan should enable the port authorities to handle accidental oil spill upto 1-2 tonnes within the port area and should include alert procedures, combat strategies,procurement of equipment, mapping of sensitive areas etc.

Recovery of spilled oil within the port area seems rather uncomplicated, due to the closednature of the Port. Outside the Port oil spill recovery operations, however, appears verycomplicated, mainly due to the difficult navigational conditions and based on the fact thatrecovery operations can not be carried directly on the reefs. In addition, basichydrodynarnic data are lacking, which makes it difficult to predict oil spill movements.The national oil spill contingency planning should therefore include collection of basichydrodybamic data (currents, tide and waves) and carry out more detailed mapping ofecological sensitive areas.

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As a part of the oil spill contingency planning should be included training of staff in alertprocedures, handling of recovery equipment etc. These activities should be evaluated andfmalised by setting up full scale exercises to test the ability of the staff and the efficiencyof the procured equipment.

11.7.3 Procurement of Equipment

The Port Authority is in the process of procuring some oil spill recovery equipment inconnection with procurement of a new tug boat, which will be partly equipped for oilspill recovery operations. Beside the equipment already under ordering the followingequipment should be included in the project:

1. Skimmer pump, preferably screw pump type with capacity up to 50 m3/hour2. Booms. 200 meter inflatable booms of harbour boom type. Mounted on rack in

container equipped with power pack and pumping systems3. Selfpropelled barge for collection of recovered oil (locally made)4. Alarm and communication equipment (to be specified in cooperation with Port

Authority)5. Miscellaneous equipment, spades, beach cleaning etc.

With the above equipment the Port should be able to handle smaller oil spills up to about1-2 tonnes within the port area. As the port has no experience in operating this type ofequipment, a training programme should be initiated as soon as the equipment isreceived.

11.7.4 Marpol 73/78

The Marpol 73/78 Convention is probably the most powerful worldwide legal instrumentfor marine oil pollution. It is therefore very important that Eritrea works towardsestablishing regulations that would enable the country to join the Convention.

The Convention specifies a number of requirements to be fulfilled. The requirementsrelate to both equipment on board the ships, discharge limits and reception facilities inthe ports. All facilities proposed in this study will apply to the conventional texts,allowing Eritrea to ratify the Conventions at a later stage.

The Convention operates with two levels of standards to be fulfilled, one general standardand a standard for so-called Special Areas. Among the special areas are theMediterranean Sea, The Baltic Sea and the Red Sea. That means that more strict rules areapplied to the Red Sea, especially in relation to discharge of oily substances. In table1 1.7-1 is given the specifications for discharges from ships. Obviously very few ships canobey to these regulations, which means that they will have to discharge their oily wasteon shore, in the ports.

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2

Table 11.7-1: Control of Discharge of Oil from Machinery Spaces of all Ships(Ffom the 'Manual on Oil Pollution Section I - Prevention') 1083IMO (revised)

Sea Areas Ship Type & Size Oischarge Criteria

NO DISC;HARGE except when:

(1) the ship is proceedingen route; and

(2) the oil content of effluentwithout dilution does not

Anywhere Oil tankers of all exceed 15 ppm; andsizes and otherships 2 400 grt f3) the ship has in operation oil

filterng equipment withautomatic 1S ppm stoppingdevice; and

(4) for oil tankers the bilge waterdoes not onHginate from cargopump room biles or is not

Within a mixed with oil cargo residue.SPECIAL

AREA ' Within 12 NO DISCHARGE except whennautical miles the oil content of effluent withoutfrom land Ships < 400 grt dilution does not exceed 15 ppm

other than oiltankers

NO DISCHARGE except wheneither

More than 12 (a) the oil content of effluentnautical miles without diTution does notfrom land exceed 15 ppm; or

(b) (1) the ship is proceedingen route; and

(2) the oil content of theeffluent is less than 100 PPm

Source: Pollution control instrumentation for oil and effluents

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11.8 Budgets and Costs

All prices given below should be considered as preliminary and are subject to anappraisal of the project. The costs are excluding civil works and price of land.

The costs needed to establish the proposed facilities for the Port of Massawa are thefollowing:

Capital Costs (USD)

1. Reception Facilities1.1 Oily Waste

- Tank truck 100,000- Holding tank 65,000- Separator unit 45,000- Oil tank and piping 20,000 230,000

1.2 Solid Waste- Container trucks and containers 150,000

1.3 Sewage- Tank truck') 100,000

1.4 Small ships- Collection barge 135,000

2. Oil Spill Contingency Planning- Skimmer, pump and power pack 70,000- 200 meter harbour booms incl. container 100,000- Collection barge for recovered oil 100,000- Alarm and communication equipment 15,000- Misc. small equipment 10,000 295,000

Total costs 910.000

I) If a sewage truck can be rented from the Municipality this post can be eliminated.The yearly costs for operating the facilities is estimated to I 'SI) 60.000

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11.9 Economic and Financial Aspects

11.9.1 Economic Analysis

No economic cost-benefit analysis is considered necessary for the waste receptionfacilities or the oil spill contingency facilities. The benefits of avoiding pollution aretaken to be self-evident. Furthermore, the benefits are likely to accrue to the region ingeneral rather than the Eritrean economy in particular. This, because the main benefit ofproviding waste reception facilities is avoidance of disposal at sea, not necessarily inEritrean waters. In the case of the oil spill contingency facilities it would be preferable ifthere were no benefits, in the sense that it would be desirable that no oil spills should takeplace. Furthermore, it would be extremely difficult to estimate the benefits for a specificfacility: it would entail forecasting the probabilities of a spill occurring, its characteristicsand its costs.

11.9.2 Financial Aspects

Several methods of recovering the costs of the environmental protection facilities couldbe considered:

(i) The port could impose a charge per tonne of waste disposed. But experience showsthat this would deter ships from using the facilities.

(ii) The costs could be passed on via an increased in general "ships dues". These dueswould be applied to all ships, and would not therefore deter users. This is thenormal practice at other ports. The ports, however, already make a large surplus,weakening the argument that an increase is absolutely necessary to cover theseadditional costs.

(iii) Some of the costs could be recovered by selling off the oil reprocessed out of thewaste; but the scope for doing so is uncertain.

(iv) No charge could be applied. The cost of protecting the environment could beregarded as a cost to be borne by the Eritrean economy rather than the ships calling.In practice this is likely to be the reality even if the ships were charged, as theshipping lines would probably raise their sea freight tariffs to cover the charges,thereby passing the costs back to Eritrea.

The problem for the port with this solution, however, is that the costs appear intheir accounts, not those of "general government". One possibility would be to seeka grant from central government to cover the cost of environmental protection forthe region, on the grounds that this is a national responsibility.

The fourth option is considered the most rational, but is probably difficult to arrange.

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Charge Required to cover Costs

Port facilities are generally expected to make modest, rather than full commercial rates ofreturn on their fixed assets. The assumptions made here are that any charges applied tocover the cost of waste reception facilities should incorporate an interest rate of 6%, andthat assets should have lives of 25 years. On this basis the annual capital cost of thephysical facilities, based on the standard annuity formula, would be $70,000 p.a. (i.e.$2.56 million x 0.078). The total annual cost, including operating costs estimated at$60,000 p.a. (see table on page 11.19) would therefore be $120,000.

The cost would be equivalent to approximately $350 per ship calling (at 1994 trafficlevels); or alternatively about 20 US cents per tonne of cargo handled at Massawa in1994.

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e150 state of eritrea ports rehabilitation...

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