Environmental Protection and Management of Volos Sea-Port

Connected Cities
ENVIRONMENTAL PROTECTION AND

MANAGEMENT OF SEA-PORTS.
THE CASE OF VOLOS SEA-PORT.
Effie Antoniou,
Planner and Regional Developer,

MSc in Development and Planning, MSc in Environmental
Economics and Natural Resources,
PhD Candidate
Konstantina
Stamatiou,
Solicitor, MSc
Planning and Regional Development, PhD Candidate
in
TABLE OF CONTENTS
EXTENDED ABSTRACT..1
CHAPTER ONE: PORT POLICY IN THE PROCESS

OF EUROPEAN INTEGRATION..3
1.1 Introduction. 3
1.2 The changing role of the port industry.4
1.3 The EU and its actions about environmental protection
and management of ports.4
1.3.1 The European Commissions White Paper European
Transport Policy for 2010..8
1.3.2. Liability and Compensation instruments.9
1.3.3 The Barcelona Convention of 1976..10
1.3.4 Council Decision 1999/802/EC...11
1.3.5 Protocol for the prevention of pollution of the
Mediterranean Sea by dumping from ships and aircraft....11
1.3.7 Protocol for the protection of the Mediterranean Sea against
pollution from land-based sources..12
1.3.9. Protocol concerning specially protected areas and biological
diversity in the Mediterranean...13
1.3.10. Council Decision 1999/800/EC...13
1.3.11 Protocol concerning cooperation in preventing pollution
from ships and, in cases of emergency, combating
pollution of the Mediterranean Sea...14
1.3.12 Council Decision 2002/762/EC of 19 September 2002..15
1.3.13 The COPE fund....16
1.3.14 Directive 2002/84/EC of the European Parliament and of the
Council of 5 November 2002 amending the Directives on maritime
safety and the prevention of pollution from ships...17
1.3.15 Regulation (EC) No 782/2003 of the European Parliament
and of the Council of 14 April 2003 on the prohibition of organotin
compounds on ships [Official Journal L 115 of 9.5.2003]...17
1.3.16 Directive 2005/35/EC..19
1.3.17 Decision 2005/667/JHA..19

Council of 26 October 2005 on enhancing port security.20
Council of 27 November 2000 on port reception facilities for
ship-generated waste and cargo residues..21
1.3.20 Port infrastructure: Green Paper of 10 December 1997
on seaports and maritime infrastructure.....22
1.3.21 Decision No 1692/96/EC24
1.3.22 Communication from the Commission to the European
Parliament and the Council, of 20 November 2002,
"A European Union strategy to reduce atmospheric
emissions from seagoing ships"...24
CHAPTER TWO: ENVIRONMENTAL MANAGEMENT AND
PROTECTION THROUGH NATIONAL INITIATIVES...26
2.1 The Greek port system....26
2.2 The National Port Policy of the Greek State..28
2.3 Volos port in the framework of the Greek port system..30
2.4 Engagements to the European legislation.31
2.4.1 Presidential Decree 55/1998...31
2.4.2 Decision No 181051/2080/78/14.2.1978 of
Minister of Commercial Shipping..31
2.5 Sewages..35
2.5.1 Sewage disposal methods..36
CHAPTER THREE: ENVIRONMENTAL ISSUES OF PORTS.38

3.1 Introduction38
3.2 Port waste management.39
3.2.1 The MARPOL 73/78 Convention....40
3.2.2
Oil waste...41
3.2.3 Noxious liquid substances in bulk...42

3.2.5 Sewage.43
3.2.4 Noxious Substances in Packaged Form.43
3.2.6 Garbage44
3.3 Air pollution in ports45
3.3.1 The MARPOL 73/78 Convention Annex VI..46

3.3.2 Air pollution control measures..47
3.4 The Fugitive dust in the city-ports...48
3.5 Dredging and disposal of dredging materials..49
3.6 Noise pollution from port activities.50
3.7 Bunkering51
3.8 Land Use.....52
3.9 Port Environmental Management ...53
CHAPTER FOUR: THE PORT OF VOLOS..55

4.1 The City Profile..55
4.2 The Port of Volos..56
4.3 Volos Port Authority S.A.58
4.4 Passengers ships services ..59
4.5 Services for shipment and discharge of cargos
and transit of merchandise....60
CHAPTER FIVE: THE PORT OF VOLOS- ENVIRONMENTAL ISSUES...62

5.1 Waste pollution and waste management of the port..62
5.1.1 Introduction.62
5.1.2
Noxious Liquid Substances....62
5.1.3
Oil residuals.64
5.1.4
Compulsory acceptance of solid waste...65
5.1.5 Sewage in the Port of Volos...67

5.2 Air pollution in the Port of Volos..68
5.2.1 Vehicles and Machines of the commerce port of Volos.....71
5.3 The use of water and energy.73
5.4 The noise in the port of Volos...74
5.4.1 Measures for the control of the noise in the Port of Volos77
5.5 Water Pollution in the Port of Volos....79
5.6 Changes in the land-use in the Port of Volos81
5.7 Dredging in the Port of Volos....83
CONCLUSIONS....84
REFERENCES..89
ANNEX90
EXTENDED ABSTRACT
Environmental management and protection of the sea and sea-ports is an issue of

great importance both for the sustainable development as well as for the overall
enhancement of the environment. The protection of the marine environment is an
important activity which contributes to the economic development, to tourist
development of the coastal areas and to sustainability.
The port of o Volos constitutes a port of great importance, not only for the Greek
financial life and transportation, but also for the international economic activity and
transportations. Being such a busy harbor, Volos raises the need for protection and
management of its marine environment. Up to nowadays there have been a few
attempts in order to contribute to its environmental sustainability but these were not
always methodical enough, therefore it is a matter of great importance for Volos to
undertake an integrated system of environmental management and protection of its
port.
The purpose of this study is to examine the environmental issues that are related to
the port of Volos. In order to analyse, present, examine and criticise them, and to find
the environmental advantages and disadvantages of the related issues to the port
there were considered many factors that determine the sustainable function of the
ports. The scope of the study is wide and includes the legal basis for the
environmental protection of ports, a theoretical review over the environmental
protection and management of ports, the special circumstances that exist in the case
of Volos, as well as the environmental issues that need to be dealt with in the case of
the Volos Port.
In Chapter One, Port Policy in the process of European Integration, there are
presented the legal issues that have to do with the port policy in the European Union.
Additionally, there are presented International and Communitys Conventions,
Directives and Agreements that help in the sustainable management of ports.
In Chapter Two, Environmental Management and Protection through National

Initiatives it is presented the national law that has to do with the marine operations,
always targeting to the environmental protection.
In Chapter Three, Environmental Issues of Ports, port waste management, dredging

and dredging disposal, dust, noise, air quality, bunkering, hazardous cargo, port
development, which is related to land use, and finally ship discharge are theoretically
reviewed.
In Chapter Four, The Port of Volos, it firstly presented the profile of the city of Volos.
Additionally it is presented the function of the port, as well as it is also presented the
marine traffic of the port both the commercial and the passengers ones.
In Chapter Five, The Port of Volos- Environmental Issues, there are discussed the
main issues that are important for the environmental sustainability of the port of
Volos. Waste management, air and noise pollution, land pressures and other
environmental related activities are discussed in the case study of the port of Volos.
Finally, in the Conclusions there are presented the main understandings from the
current study.
CHAPTER ONE
PORT POLICY IN THE PROCESS OF EUROPEAN INTEGRATION
1.2 Introduction
The coastline of the European Union is many thousands of kilometres in length and
contains well over 600 individual ports. These handle around 90% of EU external
trade and around 35% of trade between EU countries. This involves handling 3.5
billion tonnes of goods and 350 million passengers being transported on millions of
ship journeys each year. Consequently, it is vital that EU maritime transport operates
in a safe, secure and environmentally friendly way. In support of these goals, and in
addition to the systems and procedures in place in each country, the EU has set
legislation under port state control Directive 95/21. This aims to ensure that there is
effective inspection of ships in EU ports and, thereby, to ensure that ships sailing in
EU waters have been appropriately constructed and maintained.
Since 1957 the EU constitutes an additional policy making jurisdiction in the field of
transport. Within the framework of the treaty of Rome (1957), the Common Transport
Policy (CTP) was declared as an indispensable component of the emerging Common
Market. The six founding members of the European Economic Community had very
little interest in maririme transport, thus in the years that followed there was no
specific action regarding maritime transport, which was incorporated into the
Common Transport Policy (CTP) after the first enlargement of the Community in
1973 (with the inclusion of Ireland, UK and Denmark). During the next 17 years
progress of the common marirtime policy was fragmeneted and policy mainly focused
on possible ways to respond to the crisis caused by the flagging-out of the European
fleet towards various flags of convenience.
In 1991 the European Commission introduced the so-called hgorizontal approach

regarding the system of maritime transport within the framework of CTP. In the
context of that approach the Commission included, for the first time, thoughts and
choices regarding the European Port Industry. The accession of Greece (1981), of
Spain and Portugal (1986), and, not least, of Sweden and Finland (along with Austria
in 1998) significantly increased the importance of the port industry to the progress of
the European Integration Progress.
The following policy developments\characterize the 1990ies and formulate a mosaicapproach in an attempt to integrate proposals, thoughts and strategy on port industry:
The publication in 1992 of a new strategy document regarding the progress of the
CTP (CEU, 1992a)
Publication of the White Paper on the incorporation of the objective of sustainable

mobility in that strategy (CEU, 1992b)
The adoption of an EU policy aiming to develop the TEN-T, which was advanced
by the provisions of the Maastricht Treaty (signed in 1991, modified in 1993)
The reassessment of the EU Maritime Strategy in 1996 (CEU, 1996a, 1996b)
The provisions of the Green Paper on sea ports and maritime infrastructure in
1997 (CEU, 1997a)
The reports of the European Parliament on a common policy regarding the

European ports (EP, 1993, 1999).
1.2 The changing role of the port industry
Structural changes in the world economy that have taken place since 1970 have had
a significant impact on international trade, thus ports are also undergoing a process
of structural transformation. Nowadays, ports constitute areas where highly
sophisticated logistics activities are concentrated, largely due to fundamental
modifications in the production and distribution of goods. The creation of functionally
comprehensive industrial networks and the implementation of logistics - that is the
management of physical and informational flows into, through and out of a businessresulted in a new trading context and altered the transport-industry relationship. The
port product must be regarded as a chain of interlinking functions taking place within
the area of the port.
1.3 The EU and its actions about environmental protection and management of
ports
Ports are not only parts of the transport network but are also located on the coast or
on riverbanks. Transport, together with energy-generation plant and industry are
considered as the major sources of carbon dioxide emissions. Short sea shipping,
although short in length (in comparison to road traffic), entails traffic increase and
possible congestion on seaports. A 1% modal shift from road freight transport to

shipping would allow a reduction of CO2 emissions by 0,2 % (EC, 1998). The Kyoto
Protocol (articles 2.2 and 3.2) concludes that the creation of an integrated logistics
management system with full use of telematics would allow a CO2 reduction of about
4 %. The strategic location of ports between sea and land makes them the best
witnesses of pollution coming from land, ships and from the ports themselves. The
port environment is threatened by: port's hinterland, ships activity, port activity and
port operation. Ports pollution may result from ship accidents, accidents in ports
(Goulielmos and Pardali, 1998), land activities, ship bunkering, noises, garbage,
dust, dredging, port maintenance, ship air pollution, traffic congestion, sewage and
others. Very important is the relationship between port development and
environment, (Finney and Young, 1995; Vandermeulen, 1996; Guhnemann and
Rothengatter, 1998), as traffic (demand) expands and the role of ports change from a
simple hinterland terminal to a complex nodal point in the logistics chain. This last
fact requires also change in port's infrastructure layout (UNCTAD, 1993). Apart from
investment cost for dredging facilities, the infrastructure should now take into account
environmental impact and environment restoration to ecological standards.
Environment requirements are now part of the investment cost and this may be quite
high for a port, even for those owned by the public sector (Gibb, 1997). If should be
borne in mind that ecological organizations were in the past successful in canceling
investment projects concerning ports (the socalled Maritime Industrial Development
Areas). Environmental policies now enter drastically into the selection of new ports
locations (away e.g. from river mouths). Denial of port expansion on environment
reasons may favour other competing ports. Port environmental criteria should
therefore be harmonized among, at least, the members- states of the E.U. Since
1997, there is a tendency in E.U. for a modern, efficient and competitive European
Port Sector, which can contribute to the principle of a sustainable mobility. The port
sector integrates maritime transport and other port transport modes into the transport
chain (Commission of the European Communities, 1997).
Mobility is a condition for the single market, and sustainability is a condition for the
protection of the European environment. Since 1992 (Commission's White Paper,
1992, Common Transport Policy), E.U. is trying to develop a more balanced transport
system by promoting more environmentally friendly transport solutions like
intermodality and short sea shipping (Commission of European Communities, 1995,
1996). Ports are to help congestion and bottleneck phenomena of the main land-
corridors and minimize externalities. Ports are part of the logistics chain and the
transport networks with a decisive role in the protection of the sea environment. The
concepts of sustainability and sustainable mobility are very much discussed and it is
argued that the environmental protection issues should be introduced into the
production function of ports.
European Environmental Policies were discussed for the first time at the Paris
European Summit Meeting. The 5th Environmental Action Program (1987-1992) set
as priority the Water Pollution, and its sub-areas such as maritime pollution and
coastal zones protection. The first concern on the European Union (E.U.) agenda
was the protection of the Atlantic Ocean (1981), North Sea (1984) and later
Mediterranean Sea. Unfortunately, the environmental protection of ports was left
aside for later consideration. Transport has been the target sector for environmental
concern as early as 1973, but received the appropriate attention only after 1989
(Commission of European Communities, 1990).
Unlike environmental policies, marine pollution has received much attention by

International
Maritime Organisation (IMO) (ESCAP, 1992), United Nations
Conference on Trade And Development (UNCTAD, 1993), United Nations (1994,

1996), Comite Maritime International (CMI), International Navigation Association
(PIANPIANC), World Bank (Davis et al., 1990) and others. IMO, in particular, dealt
with transport, handling and storage of dangerous substances in ports. In Agenda 21,
(United Nations, 1994), ports' activities are considered as one of the sectors affecting
coastal areas and where reception facilities for the collection of oily and chemical
residuals and garbage should be established.
Specific E.U. policy for the port's environment does not exist. Port activities are
considered part of the transport and, especially, part of the multimodal transEuropean networks and from this point of view they should be considered as falling
into the objectives of sustainable mobility (Commission of European Communities,
1997). Environmental policies related to ports should pay attention to the
"environmental sensitive areas", which had been put into effect under the article 19 of
Council Regulation 797/85. Related to this concept is the Convention on wetlands of
international importance, (e.g. Wildfowl Habitat, 1971), RAMSAR (Convention on
Wetlands of International importance especially as waterfowls habitats) sites and bird
habitats protected under the EC directive 79/409, which has created the "Special
Protection Areas". EC directive 94/43 on the Conservation of natural Habitats and
Wild Fauna and Flora (1991) is also important in that respect. Apart from tight
development rights, a totally different management approach is needed on special
protection areas. Projects in those areas are permitted on the basis of overriding
public interest (social or economic). Following E.C. Council directive 92/43/EEC, this
is implemented by NATURA 2000 Network of EC Commission. Terminal expansion
of ports should then be examined whether they are detrimental to a Special Area of
Conversation (SAC) site (1999-2004). The European Court case No 57/89, European
Commission versus Federal Republic of Germany (FRG) (28/2/91) is relevant to this
issue. In UK, if environmental benefits are prevented from inadequate port facilities
(e.g. transferring freight from road to coastwise shipping), government should provide
a grant, shippers transferring cargos by the sea may be subsidized or restitution of
the area may be possible (UK Royal Commission, 1994).
Projects for port expansion should always be considered in the context of

environmental legislation and through the appropriate E.I.A. (Environemntal Impact
Assessment) approach. Key objectives set by the Commission are: (a) sustainable
and safe mobility, (b) environment protection, (c) combination of all modes of
transport (with their comparative environment advantage), (d) optimal use of existing
facilities, and (e) interoperability. Performance indicators for environmental
sustainability should be specified. According to European Communities (1997), all
"plans and programs in sectors such as transport (including transport corridors, port
facilities and airports, telecommunication and tourism)" are subjects to an E.I.A. The
E.I.A. should be entitled "strategic environmental assessment" which means a
formalized, systematic and comprehensive process to evaluate environmental
impacts resulted by the application of a policy, a plan or a program and its
alternatives. It should include the preparation of a report on the findings evaluation
and should use the findings in public accountable decision-making process.
Commission recognized that ports are located close to populated areas where
habitats and living species are put in danger. New port development should be
considered within an integrated frame for coastal planning, taking into account the
socio-economic and environmental needs and constraints of the surrounding coastal
zone. A Code of Conduct (ESPO, 1995) provides a quality framework
for a
programmed action with respect to the protection of the environment within port
areas.
European Commission, following DGXI (Environment Directorate) is not keen to

favour new port development given the fact that technology and operational
efficiency of existing facilities may improve. Indeed, in areas with many ports, coordination and specialization among them should be favoured.
It is worth mentioning that "port environment policies have generally been byproducts of sectoral legislation". In the following legislation acts we can find different
aspects and parts of the European environemental port policy: The Health and Safety
in the Workplace Directive, The Waste Reception Facilities Directive, The Wild Birds
Directive, The Habitats Directive, The Bathing Water Directive, The Dangerous
Substances Directive, The Urban Waste Water Treatment Directive, The Shellfish
Directive, The Water Framework Directive, The Environmental Impact Assessment
Directive,
The
Strategic
Environmental
Assessment
Directive,
and
The
Environmental Liability Directive.
1.3.1 The European Commissions White Paper European Transport Policy for
2010
Accoording to this paper ports have a critical role within the Communitys transport
policy for the next decade. Shifting traffic (mainly cargo) from road to sea has been
adopted as a main policy goal, and specific actions are proposed to move forward
towards that goal. As growth in European road transport has been recognised as
creating significant problems, such as congestion, pollution, noise, accidents, and
others, these problems create significant external costs, which are not reflected in
the price of services rendered. According to the White Paper, the most recent
estimate of the external costs of road congestion is 0.5% of Community GDP,
something that will increase by 142% to h80 billion a year in 2010 (ie, approximately
1% of GDP) if no action is taken. Any action to be taken is certain to involve EU
ports, as in order to achieve this strategic goal, one would need these ports to
operate efficiently.
Maritime transport of goods and passengers involves different types of risk. As a

consequence of a maritime accident, loss of life or injury may occur to crew and
passengers, damage to the property of shipowners and the cargo, as well as
potential risk to life, health and property of third parties and the natural environment.
Over the last decades, the risk of accidents has increased. Contributing factors are
the larger volume of maritime transport, including dangerous or polluting cargos, a
higher exposure to third party interests and, finally, the increased recognition of the
value of the natural environment. Therefore efforts have been made to reduce the
risk through better technology, rules and supervision as well as mechanisms of
compensation. As a consequence of a number of high profile accidents, the
international community has developed a series of legal instruments to manage
liability and compensation.
1.3.2. Liability and Compensation instruments
The platform for this development at international level is the International Maritime
Organisation (IMO). In 1969 the first oil pollution liability instrument was developed:
the International Convention on Civil Liability for Oil Pollution Damage (CLC) which
exists now in its 1992 amended version. Its compensation mechanism is
complemented by the International Oil Pollution Compensation Fund (IOPCF), first
established in 1971 and replaced by the Fund of 1992.
Other international liability and compensation instruments are the International

Convention on Liability and Compensation for Damage in Connection with the
Carriage of Hazardous and Noxious Substances by Sea (HNS Convention) of 1996
and the International Convention on Civil Liability for Bunker Oil Pollution Damage
(Bunkers' Convention) of 2001. Although they are not in force yet, their ratification
and implementation at the EU level is widely supported by the EU institutions.
Additionally, passenger claims are regulated by the Athens Convention relating to the
Carriage of Passengers and their Luggage by Sea. The 1974 Convention is in force,
although the Protocol adopted in 2002 is on its way to become accepted. This is also
supported by the European Commission; a related proposal has been presented in
the third maritime safety package.
Other maritime related compensation claims are regulated by national laws although
the compensation available is limited by a horizontal maritime convention:
Convention on Limitation of Liability for Maritime Claims (LLMC) which provides for a
limitation of liability of the shipowners. The Convention was adopted in 1976 and the
liability limits were increased in 1996. The European Commission encourages the
ratification of the 1996 Protocol by all EU Member States. One of the proposals
presented by the Commission within the third maritime safety package concerns this
issue. Moreover, Directive 2002/59/EC (art. 26) requires the Commission to examine
the need for, and feasibility of measures at Community level aimed at facilitating the
recovery of, or compensation for, costs and damage incurred for the accommodation
of ships in distress in places of refuge.
Last but not least, the recent entrance into force of the Directive 2005/35 on shipsource pollution and on the introduction of penalties for infringements gives the
Commission, an subsequently to EMSA, on the basis of art. 10 thereof, a role in its
implementation.
1.3.3 The Barcelona Convention of 1976
The Barcelona Convention of 1976, amended in 1995, and the Protocols drawn up in
line with this Convention aim to reduce pollution in the Mediterranean Sea and
protect and improve the marine environment in the area, thereby contributing to its
sustainable development. Decision 77/585/EEC enables the Community to accede to
the Convention for the protection of the Mediterranean Sea against pollution
(Barcelona Convention) and the Protocol for the prevention of pollution of the
Mediterranean Sea by dumping from ships and aircraft. The purpose of these two
instruments, together with the protocols to which the Community has subsequently
acceded (by Decisions 81/420/EEC, 83/101/EEC and 84/132/EEC), is to limit
pollution in the Mediterranean region. They were signed in 1976 by all the Member
States (Greece, Spain, France, Italy) and non-member countries bordering on the
Mediterranean (a total of 21 countries). In 1999 the Council adopted a series of
Decisions on amendments to the Convention and two of the existing Protocols as
well as a new Protocol concerning specially protected areas and biological diversity
in the Mediterranean. Furthermore, in 2002 the Community signed a sixteenth
Protocol to the Barcelona Convention to which it acceded through Council Decision
2004/575/EC.
The Contracting Parties to the Convention will individually or jointly take all
appropriate measures to protect and improve the Mediterranean marine environment
in order to contribute to sustainable development in the area and to prevent, abate,
combat and, as far as possible, eliminate pollution in this area. The Parties give
particular attention to four types of pollution:
pollution caused by dumping from ships and aircraft;
pollution from ships;
pollution resulting from exploration and exploitation of the continental shelf

and the seabed and its subsoil;
pollution from land-based sources.
The Convention lays down provisions on cooperation and information among the
Parties in the event of a critical situation causing pollution in the area of the
Mediterranean Sea in order to reduce or eliminate any damage resulting. The Parties
also undertake to endeavour to establish continuous pollution monitoring. They
cooperate in the fields of science and technology and work out appropriate
procedures for the determination of liability and compensation for damage resulting
from pollution deriving from violations of the provisions of the Convention. For the
settlement of any disputes arising between the Parties as to the interpretation or
application of the Convention, the text of the Convention provides for the settlement
of disputes and for arbitration. The Parties must cooperate in working out procedures
to supervise the application of the Convention. The United Nations Environment
Programme will carry out secretariat functions in the framework of
the
implementation of the Convention (convening and preparing meetings, coordination,

etc).
1.3.4 Council Decision 1999/802/EC
Council Decision 1999/802/EC concerns a number of amendments to the Convention

which were accepted by the Community in 1995. These amendments concern, in
particular, the extension of the Convention's geographical field of application to the
coast, the application of the precautionary and "polluter pays" principles, the
obligation on the Parties to carry out and promote impact assessments, protect and
preserve biological diversity as well as combat pollution from cross-border
movements of dangerous waste, and access to information and public participation.
1.3.5 Protocol for the prevention of pollution of the Mediterranean Sea by

dumping from ships and aircraft
The Protocol covers only pollution of the region of the Mediterranean Sea caused by
ships and aircraft. Dumping of certain types of waste and matter (toxic
organohalogen and organosilicon compounds, mercury, cadmium, plastics, crude oil,
etc.) is prohibited. Dumping of other matter or types of waste (arsenic, lead, copper,
zinc, chrome, nickel, containers, scrap metal, certain types of pesticides, etc.) is
subject to the prior issue of a permit by the competent national authorities. Such
permits may be issued only after careful consideration of a number of factors
(characteristics and composition of the matter, characteristics of dumping site and
method of deposit, general considerations and conditions). Ships and aircraft used
for other than governmental and non-commercial purposes are excluded from the
scope of the Protocol.

Council Decision 1999/802/EC concerns a number of amendments to the Protocol
particular, the clarification of terms defined by the Protocol, waste or other matter
authorised for dumping subject to the issue of a special permit, the ban on
incineration at sea, and the procedure to follow in the event of a critical and
exceptional situation. Protocol concerning cooperation in combating pollution of the
Mediterranean Sea by oil and other harmful substances in cases of emergency. This
Protocol stipulates that the Parties will cooperate when a huge quantity of oil and/or
other harmful substances in the Mediterranean Sea, whether accidental or
cumulative, presents a serious and imminent danger to the marine environment, the
coast or the economic, health or ecological interests of one or more Parties. This
cooperation focuses on drawing up emergency plans, promoting measures for
combating oil pollution in the sea, monitoring and exchanging information regarding
the state of the Mediterranean Sea, disseminating information on the organisation of
resources and on new methods to prevent and combat pollution, and developing
research programmes on the subject. The Protocol requires all Parties facing a
critical situation to carry out the necessary, precise evaluations concerning the nature
and the size of the accident, take all measures likely to reduce or eliminate the
effects of this pollution, and inform other Parties, either directly or through the
Regional Centre for the Mediterranean Sea created by the Barcelona Convention, of
these evaluations and actions undertaken.
1.3.7 Protocol for the protection of the Mediterranean Sea against pollution
from land-based sources
The purpose of this Protocol is to combat pollution in the Mediterranean Sea caused
by discharges from rivers, outfalls, canals or other watercourses, or pollution
emanating from any other source or activity within the territory of the States party to
the Protocol. The Protocol lists the substances of which discharge is prohibited, and
the factors which should be taken into account in order to eliminate pollution from
these substances. It also lists substances for which discharge is subject to
authorisation by the competent national authorities. This authorisation must take
particular account of the characteristics and composition of the waste, the
characteristics of the elements in the waste in terms of harmfulness, the
characteristics of the place where the waste is discharged and the marine
environment it is entering, the techniques available to manage the waste, as well as
possible damage to marine ecosystems and its effect on sea water usage. The
Protocol also stipulates cooperation regarding research and information, and the
adoption of appropriate programmes, measures and standards aimed at reducing or
eliminating the targeted substances.
Council Decision 1999/801/EC concerns a number of amendments to the Protocol

particular, the application of the precautionary principle, the extension of the scope of
the Protocol to airborne pollution of land-based origin, the regulatory system for
waste discharge, the continued monitoring of pollution levels, and technical
assistance to developing countries.
1.3.9. Protocol concerning specially protected areas and biological diversity in

the Mediterranean
The Protocol concerning specially protected areas in the Mediterranean, to which the
Community acceded in 1984, protects natural resources in the Mediterranean region,
preserves the diversity of the gene pool and protects certain natural sites by creating
a series of specially preserved areas.
1.3.10. Council Decision 1999/800/EC
Council Decision 1999/800/EC allows the Community to accede to the new Protocol,
signed in 1995, concerning specially protected areas and biological diversity in the
Mediterranean. The new Protocol makes the distinction between specially protected
areas (already provided for in the former Protocol) and specially protected areas of
Mediterranean importance. It stipulates that the Parties develop guidelines for
establishing and managing protected areas and lists a certain number of appropriate
measures which the Parties must adopt in order to ensure the identified areas are
protected. These measures include: prohibiting the discharge or unloading of waste,
regulating shipping operations, regulating the introduction of any non-indigenous or
genetically modified species, and any other measures protecting the ecological and
biological processes and the countryside. Furthermore, it introduces national or local
measures which the Parties must take in order to protect animal and plant species
throughout the Mediterranean area. The Protocol also provides for exemptions to be
granted because of traditional activities carried out by local populations. However,
these exemptions must not compromise the preservation of the protected
ecosystems, nor the biological processes making up these ecosystems, nor must
they cause the extinction or a substantial fall in numbers of any species or animal or
plant populations included within the protected ecosystems. The annexes to the new
Protocol include a list of common criteria which the Parties must respect when
choosing which marine and coastal areas are to be protected under the system of
specially protected areas of Mediterranean importance. The annexes also list
threatened or endangered species as well as including a list of species whose
exploitation is regulated.
1.3.11 Protocol concerning cooperation in preventing pollution from ships and,

in cases of emergency, combating pollution of the Mediterranean Sea
This Protocol updates the legal mechanisms in the Barcelona Convention by

incorporating in it measures concerning cooperation between Parties regarding
prevention and, in cases of emergency, combating pollution in the Mediterranean
caused by ships. It also endeavours to promote the development and implementation
of international regulations adopted in the framework of the International Maritime
Organization. Cooperation focuses on maintaining and promoting emergency plans
and other means for preventing and combating pollution from ships, adequate
monitoring of the Mediterranean Sea, efforts to recover harmful and potentially
dangerous substances, as well as disseminating and exchanging information. The
Protocol also stipulates operational measures which the Parties must take in the
event of pollution caused by ships (evaluation, elimination/reduction, information
measures), as well as emergency measures which must be taken on board ships, in

offshore installations and in ports (in particular the availability of and compliance with
emergency plans).
This Decision aims to authorise the Member States to become Contracting Parties to
the 2001 International Convention on Civil Liability for Bunker Oil Pollution Damage.
1.3.12 Council Decision 2002/762/EC of 19 September 2002
Council Decision 2002/762/EC of 19 September 2002 authorising the Member

States, in the interest of the Community, to sign, ratify or accede to the International
Convention on Civil Liability for Bunker Oil Pollution Damage, 2001 (the Bunkers
Convention) [Official Journal L 256 of 25.09.2002]. The Bunkers Convention was
adopted on 23 March 2001, under the auspices of the International Maritime
Organisation (IMO) with the aim of ensuring adequate, prompt and effective
compensation of persons who suffer damage caused by spills of oil carried as fuel in
ships' bunkers. This Decision, adopted by the Council of the European Union (EU) on
19 September 2002, authorised the Member States to sign, ratify or accede to the
Bunkers Convention, subject to the conditions set out in the Decision.
The Convention applies to pollution damage caused in the territory, in the territorial
sea and in the exclusive economic zone or equivalent zone of any State which is a
party to the Convention; The provisions of the Convention do not apply to warships,
naval auxiliary or other ships owned by a State. However, any State which is a party
to the Convention may decide to apply the Convention to such ships. The shipowner
at the time of an incident is liable for all pollution damage caused by its bunker oil.
However, no liability will attach to the shipowner if the shipowner proves that: the
damage resulted from an act of war, hostilities, insurrection or a natural phenomenon
of an exceptional, inevitable and irresistible character; or the damage was caused by
an act or omission done with intent to cause damage by a third party; or the damage
was wholly caused by the negligence of any Government or other authority
responsible. The financial liability of the liable party is subject to the limits laid down
in the applicable national or international regime but may under no circumstances
exceed an amount calculated in accordance with the 1976 Convention on Limitation
of Liability for Maritime Claims, as amended. Owners of ships with a gross tonnage
greater than 1 000 registered in a State which is a party to the Convention are
required to maintain insurance or other financial security, such as the guarantee of a

bank or similar financial institution, to cover their liability for pollution damage. The
Council Decision calls on Member States to take the necessary steps to deposit their
instruments of ratification of, or accession to, the Bunkers Convention within a
reasonable time
with the
Secretary-General of
the
International Maritime
Organisation, if possible before 30 June 2006. Member States are required to inform
the Council and the Commission, before 30 June 2004, of the prospective date of
finalisation of their ratification or accession procedures.
1.3.13 The COPE fund
The European Parliament and the Council made a proposal for a regulation on the
establishment of a fund for the compensation of oil pollution damage in European
waters and related measures [COM (2000) 802 final - Official Journal C 120 E, 24
April 2001]. This proposal for a regulation forms part of the second package of
Community measures on maritime safety . Following the sinking of the Erika, the
Commission came to the conclusion that the existing liability and compensation
arrangements failed to offer sufficient guarantees against oil pollution damage. The
objective of this proposal from the Commission is to set up a supplementary fund
covering liability and compensation for pollution damage caused by oil tankers,
designated COPE (Compensation for Oil Pollution in European waters fund), to pay
compensation to the victims of oil spills in European waters. The COPE Fund would
top up the CLC (Convention on Liability of the Carrier) and IOPC (International Fund
for Compensation for Oil Pollution Damage) systems in force at international level. A
Fund for Compensation for Oil Pollution will be established to provide compensation
to the extent that the protection afforded by the CLC Convention and the IOPC
Convention is inadequate. To this end, the COPE Fund will pay compensation to any
person who is entitled to compensation for pollution damage under the IOPC
Convention but who has been unable to obtain full and adequate compensation
under that Convention. No compensation will be paid by the COPE Fund until the
Commission has approved the results of the relevant assessment of entitlement.
Each Member State will be required to communicate to the Commission the name
and address of any person who is liable to contribute to the COPE Fund. For the
purposes of ascertaining who are liable to contribute to the COPE Fund and of
establishing, where applicable, the quantities of oil to be taken into account for each
such person, a list must be compiled and kept up to date by the Commission.
Member States will also have to lay down a system for imposing financial penalties
on any person found by a court of law to have contributed, by wrongful intentional or
grossly negligent acts or omissions, to an incident causing or threatening to cause oil
pollution. Three years after the entry into force of the regulation at the latest, the
Commission will submit a report on the efforts made at international level to improve
the international insurance and compensation arrangements.
1.3.14 Directive 2002/84/EC of the European Parliament and of the Council of 5

November 2002 amending the Directives on maritime safety and the prevention
of pollution from ships
This Directive aims to improve the implementation of Community legislation on

maritime safety, on the prevention of pollution from ships and on shipboard living and
working conditions. The Directive is closely linked to Regulation 2002/2099/EC
establishing a Committee on Safe Seas and the Prevention of Pollution from Ships
and amending the Regulations on maritime safety and the prevention of pollution
from ships. The aim is to simplify the committee procedures through the replacement
of the various committees set up under the Community legislation on maritime safety
and the prevention of pollution from ships with a single committee to be known as the
Committee on maritime safety and the prevention of pollution from ships. At the same
time, the Directive will seek to speed up and simplify the incorporation of international
rules into Community legislation. This Directive amends the following Directives:
Directive 94/57/EC, Directive 95/21/EC, Directive 96/98/EC, Directive 97/70/EC,
Directive 98/18/EC, Directive 98/41/EC, Directive 99/35/EC, Directive 2000/59/EC,
Directive 2001/25/EC, Directive 2001/96/EC. This regulation aims to prohibit
organotin compounds (anti-fouling paints) on all ships entering port in the Community
in order to reduce or eliminate the adverse effects of these products on the marine
environment and human health.
1.3.15 Regulation (EC) No 782/2003 of the European Parliament and of the

Council of 14 April 2003 on the prohibition of organotin compounds on ships
[Official Journal L 115 of 9.5.2003]
Based on the strategic objectives set out in the Commission White Paper on
transport policy, the purpose of this Community regulation is to reduce the adverse
effects on the environment caused by organotin compounds used on ships.
Organotin compounds are chemicals from anti-fouling paints used on boat hulls and
nets. These surface coatings are designed to prevent the attachment of algae,
molluscs and other organisms which slow down vessel speeds. Organotin
compounds pose a definite risk to aquatic fauna and flora. During the '60s the
chemical
industry
developed
efficacious
anti-fouling
paints
using
metallic
compounds, in particular the organotin compounds tributyltin (TBT) and triphenyltin

(TPT). The regulation applies to ships flying the flag of a Member State, ships not
flying the flag of a Member State but operating under the authority of a Member State
and ships entering port in a Member State but not covered by the two previous
points. The regulation does not apply to any warship, naval auxiliary or other ship
owned by a State and used on government service. As from 1 July 2003, organotin
compounds which act as biocides in anti-fouling systems may no longer be applied
on ships flying the flag of a Member State. As from 1 January 2008 ships entering
port in a Member State must either bear no coating of organotin compounds which
act as biocides or must bear a second topcoat forming a barrier to prevent organotin
compounds leaching from the non-compliant anti-fouling undercoat. The regulation
introduces a survey and certification system for ships flying the flag of a Member
State. It stipulates that: ships of 400 gross tonnage and above must be surveyed,
irrespective of the voyage; ships of 24 metres or more in length, but less than 400
gross tonnage, must simply carry a declaration of compliance with the regulation or
with the AFS Convention. No particular survey or certificate is specified in the
regulation to avoid overburdening the administrations in the Member States; no
survey or certification is envisaged for ships of less than 24 metres in length, i.e.
mainly pleasure craft and fishing boats. As regards recognition of certificates and of
statements of compliance: as from 1 July 2003, Member States must recognise any
AFS certificate issued by or on behalf of a Member State; as from 1 July 2004,
Member States must recognise any AFS statement of compliance issued on behalf of
a Member State; as from 1 July 2003, Member States must recognise any AFS
declaration. By 10 May 2004 at the latest, the Commission must report to the
European Parliament and to the Council on progress with ratification of the AFS
Convention and, if necessary, propose amendments to speed up the process of
reducing pollution by harmful anti-fouling compounds.
Ship-source discharges in breach of Community law constitute a criminal offence and

that penalties, both criminal and administrative, must be imposed if the persons
concerned are found to have caused or participated in the act with intent or as a
result of negligent behaviour. These rules comprise two different elements: the
incorporation into Community law of international discharge rules for ship-source
pollution and the application by the Member States of penalties when these rules are
breached and the definition of the legal framework for these penalties.
1.3.16 Directive 2005/35/EC
According to this Directive, discharges of oil or other noxious substances from ships
must be regarded as an infringement and punished accordingly when committed with
intent, recklessly or as a result of grossly negligent behaviour. The Directive makes
such discharges of polluting substances an offence when carried out in: the internal
waters, including ports, of a Member State, territorial waters of a Member State,
straits used for international navigation subject to the regime of transit passage, as
laid down in the 1982 United Nations Convention on the Law of the Sea, the
exclusive economic zone (EEZ) of a Member State, the high seas. This regime
applies to discharges from any ship, irrespective of its flag, with the exception of any
warship or other ship owned or operated by a State and used only on government
non-commercial service. There are some exceptions to the ban on discharges of
polluting substances, particularly where human safety or the safety of the ship is in
danger. If a ship makes an illegal discharge in an area under belonging to one
Member State and then calls in a port of another Member State, the two states must
cooperate with regard to this matter. Every three years, each Member State must
report to the Commission on the application of the Directive.
1.3.17 Decision 2005/667/JHA
With this decision the regime of (criminal) penalties applicable to the conduct made
an offence in the Directive is defined. Each Member State shall ensure that illegal
discharges of polluting substances, participation in and incitement to carry out such
discharges are penalised as criminal offences. These penalties must be effective,
proportionate, dissuasive, and must be applied to anyone deemed responsible (the
ship owner, the owner of the cargo, or any other implicated person). For the most
serious cases, i.e. instances that cause significant and widespread damage to water
quality, animal or vegetables species or parts of them, or the death or serious injury
of persons, each Member State must include imprisonment among possible
penalties. Other penalties may be provided for individuals, such as fines or
disqualification from performing a regulated activity. Each Member State must make
the necessary provisions to ensure that legal persons can be held liable when an
offence is committed for their benefit by an individual with managerial or
representative powers within that body, or where such an individual has been subject
to insufficient supervision or control. Penalties against legal persons may include
fines, permanent or temporary disqualification from engaging in commercial activities,
being placed under judicial supervision, a judicial winding-up order, and exclusion
from access to public benefits or aid. Each Member State must take the necessary
steps to establish its jurisdiction with regard to the offences stated above, particularly
when committed on their territory, on board a ship flying their flag, or by one of their
nationals, acting on behalf of a legal person established on their territory. The sinking
of the Prestige in November 2002 and of the Erika in December 1999 highlighted the
need to tighten the net in relation to ship-source pollution. However, accidents are
not the main source of pollution: most of it is the result of deliberate discharges (tankcleaning operations and waste oil disposal). In this respect, the 390 oil slicks
detected in the Baltic Sea and the 596 detected in the North Sea in 2001 show the
need to put an end to the thousands of deliberate discharges of waste and cargo
residues from ships in the seas around Europe.

October 2005 on enhancing port security
Ports are often the focal point for shipments of dangerous cargo, for major chemical
and petrochemical production centres, and/or situated near cities. It is clear that
terrorist attacks in ports can easily result in serious disruptions to transport systems
and the neighbouring population. This Directive complements the measures
presented by the Commission in May 2003 to enhance the security of ships and port
infrastructure. The main objective of the Directive is to introduce a security system in
all port areas. With a view to realising this objective, the Directive is aimed at
establishing a Community framework to guarantee a high and comparable level of
security in all European ports. This Directive thus complements the measures
presented by the Commission in May 2003 (COM(2003) 229 final) whose Regulation
establishing a ship and port facility security system in line with the amendments of
the SOLAS (Safety of Life at Sea) Convention and the ISPS (International Ship and
Port facility Security) Code. Taken together, therefore, the Directive on port security
and the Regulation on ship and port facility security provide the necessary framework
for protecting the whole chain of maritime transport logistics (from the ship to the port
via the ship/port interface and the whole port area) against the risk of attacks on
Community territory. The Directive applies to people, infrastructure and equipment
(including means of transport) in ports and adjacent areas. Member States must
designate a port security authority for each port. One must be designated for several
ports. This authority is responsible for identifying and taking the necessary port
security measures in line with port security assessments and plans. Member States
must also ensure that port security plans are developed, maintained and updated,
with a detailed description of the measures taken to enhance port security (such as
the conditions of access to ports or the measures applicable to baggage and cargo).
Member States must monitor security plans and their implementation, and specify
penalties for non-conformity. Different security levels are established in line with the
perceived risk (normal, heightened or imminent threat. The Member States accredit a
security officer in each port, who may be common to them all. These officers act as
the contact point for port security related issues and should have sufficient authority
and local knowledge to adequately ensure and coordinate the establishment,
updating and follow-up of port security assessments and port security plans. Member
States must ensure that port security assessments and port security plans are
reviewed every time security-relevant changes occur, and at least every five years.

November 2000 on port reception facilities for ship-generated waste and cargo
residues
The Directive pursues the same aim as the 73/78 Marpol Convention on the
prevention of pollution by ships, which all the Member States have signed. However,
in contrast to the Convention, which regulates discharges by ships at sea, the
Directive focuses on ship operations in Community ports and addresses in detail the
legal, financial and practical responsibilities of the different operators involved in
delivery of waste and residues in ports. The Directive targets: all ships, whatever
their flag, including fishing vessels and recreational craft, putting in at a Member
State port, apart from warships and ships belonging to or operated by a State for
non-commercial governmental purposes as well as all Member State ports. Member
States must ensure that port collection facilities are provided which meet the needs
of the ships using them without causing abnormal delays. These facilities must be
tailored to the size of the port and to the categories of ship calling there. A waste
reception and handling plan must be drawn up in each port. These plans must be
checked and assessed by the Member States and approved by them at least every
three years. Captains of ships (other than fishing boats and recreational craft
authorised to carry no more than 12 passengers) bound for a Community port are
required to notify certain information, in particular the date and the last port in which
ship-generated waste was delivered and the quantity of waste remaining on board.
Unless exempted, all ships are required to deliver their ship-generated waste before
leaving a Community port, unless the captain can prove that his vessel has adequate
storage capacity. Ships which do not deliver their waste without providing valid
reasons for exemption are not allowed to leave the port until such delivery has taken
place. Ports must establish cost recovery systems to encourage the delivery of waste
on land and discourage dumping at sea. All ships calling at a Member State port will
bear a significant part of the cost (which the Commission interprets as meaning at
least 30%), whether they use the facilities or not. These cost recovery systems
comprise a built-in, fixed element and, possibly, a variable element according to the
amount and type of waste actually delivered. Ships may be inspected. Since not all
ships can be checked, the choice of those to be inspected will focus mainly on ships
which have not complied with the notification requirement and those suspected of not
having delivered their waste. Where it is proven that a ship has put to sea without
having delivered its waste and without benefiting from an exemption, the next port of
call is alerted. The ship will not be authorised to load or unload its cargo nor to take
on passengers without undergoing a detailed inspection in accordance with Directive
95/21/EC. The Directive provides for a series of accompanying measures. In
particular, ships that have been unduly delayed owing to the inadequacy of reception
facilities, while they themselves meet the requirements to which they are subject,
must receive compensation. Every three years, Member States must send the
Commission a status report on the implementation of the Directive, following which
the Commission must submit an evaluation report on the operation of the system to
Parliament and the Council.
1.3.20 Port infrastructure: Green Paper of 10 December 1997 on seaports and

maritime infrastructure
This Green Paper aims to launch a debate on the efficiency of ports and maritime
infrastructure, their integration into the multimodal trans-European network and the
application of competition rules to this sector. The port sector handles more than
90% of the Union's trade with third countries and approximately 30% of intra-EU
traffic, as well as over 200 million passengers every year. The sector shows great
diversity between regions in terms of structure, operation, organisation and legal
framework. Competition between and within ports is increasing for a number of

reasons, highlighting factors that distort trade flows between Member States:
liberalisation of the internal market; technological changes (application of information
technology, standardisation of loading units); development of the trans-European
network, which provides users and operators with greater choice in an intermodal
environment. A Community framework is needed to ensure the principle of free and
fair competition.
The Green Paper notes that ports have so far not been at the centre of the common
transport policy. However, they have a role to play in the trans-European transport
network (TEN-T) by:
increasing the efficiency of the European transport system;
encouraging growth of intra-EU trade and trade with third countries;
overcoming congestion of the main land-corridors;
enhancing maritime links with island and peripheral regions;
strengthening the multimodal aspect of the TEN-T.
To connect the TEN-T with the networks of Central and Eastern Europe and the
Mediterranean, the Commission proposes that standards be promoted in these ports
comparable to those found in Community ports. The programmes for cooperation
with third countries contribute to achieving this aim.
Intermodal transport is an essential component of the common transport policy for

sustainable mobility. In this context, the importance of ports is clear in that they are
crucial connecting points, transferring goods and passengers between maritime and
land-based modes. Improved port efficiency will contribute to the integration of
modes in a single system, on condition that there is interoperability and
interconnection between systems (common information system, reduction of
administrative procedures, standardisation of loading units). Despite the increasing
turnover in European ports, intra-European maritime traffic has not yet increased its
market share vis a vis that of the road transport sector. The promotion and
integration of short sea shipping into environmentally-friendly multimodal transport
networks has become an objective of the Union's transport policy. Priority is therefore
given to short sea shipping projects in the TEN-T and measures will be supported
under the PACT programme (the new Marco Polo programme).
The Green Paper also stresses the importance of maritime safety. Primarily focused
on ships, this nevertheless also has a direct impact on ports, as it requires port
authorities to co-operate in the implementation or enforcement of the legislation and
to ensure a high level of port services such as pilotage, mooring and towage that are
intrinsically linked to the safety of ships. The Commission also makes suggestions for
improving the integration of environmental considerations in the planning of port
development.
1.3.21 Decision No 1692/96/EC
Decision No 1692/96/EC of the European Parliament and of the Council of 23 July

1996 on Community guidelines for the development of the Trans-European Transport
Network (TEN-T) provides a broad framework for establishing an integral and
multimodal infrastructure network. Sea ports obviously play an important role within
such a network. This is why the Commission has proposed, as far as sea ports in
particular are concerned, internal navigation ports and intermodal terminals, the
identification of, inter alia, some 300 seaports, using objective criteria, for inclusion in
the outline plans and sought to improve the definition of relevant projects of common
interest relating to sea ports.
1.3.22 Communication from the Commission to the European Parliament and

the Council, of 20 November 2002, "A European Union strategy to reduce
atmospheric emissions from seagoing ships" [COM (2002) 595 final, Volume I Not published in the Official Journal]
Emissions from seagoing ships include air pollutants, greenhouse gases and ozonedepleting substances entailing risks for human health and the environment. Sulphur
dioxide (SO2) and nitrogen oxide (NOx) emissions from ships are responsible for
acid deposition, which can be harmful to the environment, as well as particulate
matter harmful to health. NOx and volatile organic compound (VOC) emissions
contribute to the formation of ground-level ozone harmful to health and to the
environment. NOx emissions contribute to environmentally damaging eutrophication.
Carbon dioxide (CO2) emissions contribute to climate change. Halon emissions
damage the ozone layer. The communication contains a table showing emissions of
air pollutants and greenhouse gases from ships in Community waters in 2000 as well
as projected emissions for 2010 and their environmental impact. Other figures show
ships' SO2 emissions in EU sea areas, the contributions of ships' SO2 and NOx
emissions to critical loads of acidity being exceeded, the role of NOx and COV
emissions in the concentration of ground-level ozone in Europe and the role of ships'
emissions of NOx in exceeding the critical loads of nutrient nitrogen.
CHAPTER TWO
ENVIRONMENTAL MANAGEMENT AND PROTECTION THROUGH
NATIONAL INITIATIVES
2.1 The Greek port system
Due to Greeces multi-island geography, its number of ports is significant. Also, the
countrys geographical location at the crossroads of three continents (Europe, Africa
and Asia) makes the port sectors importance very significant both to the national
economy and to the economies and trade of the Eastern Mediterranean regions. With
the possible exception of terminals dedicated to the needs of specific private or stateowned industrial enterprises (mainly in the oil, cement, grain and ore businesses), to
date all general-use ports in Greece are under the control of the state. The relevant
overseeing Government ministry is the Ministry of Mercantile Marine (YEN), although
for a variety of issues other ministries come into play, including the Ministry of
Economy and Finance (for budget and price approval matters), the Ministry of
Environment, Physical Planning and Public Works (for construction of major works),
and the Ministry of the Aegean and Island Policy (for ports in the Aegean
archipelago). YEN has set up a four-tier port classification scheme. The countrys top
two state-controlled ports, Piraeus and Thessaloniki, are considered large transeuropean ports. The inclusion of both these ports in the same tier may be
misleading, as Piraeus is about three times the size of Thessaloniki in terms of
annual turnover. The second tier consists of 10 ports that are considered national
ports. These are Alexandroupoli, Elefsina, Igoumenitsa, Iraklio, Kavala, Kerkyra
(Corfu), Lavrio, Patra, Rafina and Volos. The third tier consists of 53 ports that are
considered municipal portuary fund ports, and the fourth tier comprises all other
ports (some 1,250 of them), which are considered peripheral ports. Main gateways
to the rest of the European Union via the Adriatic are the ports of Patra, Igoumenitsa
and Kerkyra, whereas the ports of Thessaloniki, Kavala and Alexandroupoli are
gateways to the Greek provinces of Macedonia and Thrace and to the Balkan
countries north of Greece (mainly Bulgaria and FYROM2, but also Romania, Serbia
and Albania). The role of these ports (and especially of Thessaloniki) as gateways to
the Balkan hinterland is expected to be enhanced with the accession of Bulgaria and
Romania to the EU as of January 1, 2007. The port of Volos serves mainly the
province of Thessaly, whereas the ports of Piraeus, Rafina and Lavrio are main
passenger ports to the Aegean islands. Elefsina is mainly a cargo port
complementary to Piraeus. The port of Iraklio is the largest port of the island of Crete.
Piraeus is by far Greeces largest port, handling over 20 million passengers per year
(of which about 40% come from a short ferry crossing to the nearby island of
Salamina), and also being a major container hub in the Eastern Mediterranean.
For some 70 years, and up to 1999, the ports of Piraeus and Thessaloniki, officially
known as Piraeus Port Authority (OLP) and Thessaloniki Port Authority (OLTh)
respectively, have functioned as public law undertakings, an institutional model that
can be found in many public sector organisations in Greece, such as universities,
hospitals, municipalities, etc. All other ports were modelled according to the so-called
portuary fund (limeniko tameio) scheme, which is also a public law undertaking, but
much simpler in structure than that of OLP and OLTh. Each of these portuary funds
could include more than one port, and generally referred to a specific municipal area.
In 1999, OLP and OLTh were converted into corporations (societes anonymes) wholy
owned by the Greek state (Law 2688/1999). In 2001 corporatisation was also
adopted for all 10 national ports (Law 2932/2001). At that time, 53 other portuary
fund ports came under the managerial jurisdiction of the respective local
municipalities. Law 2932/2001 also established the General Secretariat of Ports and
Ports Policy, a YEN agency tasked to oversee ports in a systematic and structured
way, and formulate a national ports policy.
Greeces top two ports were eventually listed in the Athens Stock Exchange, OLTh
as of 2001 and OLP as of 2003. Although there have been attempts for the 12 toptier ports to develop a coordinated strategy, and although YEN oversees and
coordinates their operation at a high level, thus far they have been pretty much
independent of one another. Competition among them is rather meagre, as each
seems to have carved a special niche. Exceptions mainly concern Rafina and Lavrio
as alternatives to Piraeus for coastal and cruise shipping (situation in which the
dynamics are in favour of Lavrio). In the container sector, Piraeuss dominant position
(1.6 million TEU vs. 0.27 million TEU of Thessaloniki in 2003) seems unchallenged
domestically, at least for the foreseeable future. The port of Volos is potentially a
container alternative to both Piraeus and Thessaloniki for cargoes to and from central
Greece, but significant infrastructure improvement is needed for that alternative to
become serious. Last but not least, the completion of the Burgas-Alexandroupoli oil
pipeline would see the latter port emerge as a major oil port in the region, and the
completion of the Egnatia east-west motorway axis (Igoumenitsa-ThessalonikiKavala-Alexandroupoli) would reinforce the role of Igoumenitsa as gateway of
Adriatic ro-ro traffic. In contrast to the lack of serious domestic competition, some
competition currently exists with foreign ports, mainly as regards container
transhipment, a sector in which Piraeus competes mainly with Gioia Tauro, and
secondarily with other ports such as Malta, Limassol, Damietta, and Port Said.
Piraeus was established as a Med hub port in 1997, with a doubling of its container
traffic in just 4 years (1996 to 2000) and continuous growth until it reached a peak of
2003, after which traffic experienced a decline.
The Association of Greek Ports (ELIME) was established in 2002 but was abolished
in 2005. It was replaced in 2006 by the National Center for Port Development
(EKAL), another umbrella organisation whose members are the 12 top-tier ports.
The portuary fund governance structure is very simple, as the local municipalities
who manage the respective ports carry out all relevant investments. Funds are
provided from port dues and the state, and port employees are civil servants. The
management of the port is exercised by the municipal authorities and operations are
monitored by Coast Guard officers. Of more interest is the governance structure of
the 12 state-controlled 1st and 2nd tier ports, all of which are corporations in which
the Greek state has a majority stake. In fact, for the ten 2nd tier national ports, that
is, with the exception of Piraeus and Thessaloniki, each respective corporation has a
single share, wholly owned by the state. For Piraeus and Thessaloniki the scheme is
different, with OLP having 25,000,000 shares and OLTh 10,080,000 shares. With the
listing of both ports in the Athens Stock Exchange, the Greek state has retained a
majority stake in both ports, 74.14% and 74.27% respectively, the rest being held by
private investors (individuals, including port employees, and institutional). All 12 toptier ports are service ports, at least on paper, with all basic services (of which more
below) provided by ports personnel6. At a high level, the institutional regime of OLP
and OLTh is very much the same, although lower-level differences do exist with
respective to organisational structures, internal regulations, and business plans.
The institutional regime of the ten 2nd tier national ports draws from the OLP-OLTh
scheme, being simpler as regards shareholder composition and organisational
structure. All (former and current) civil servant personnel of Greek public ports are
unionised under the Federation of Permanent Employees of Greek Ports (OMYLE),
which, together with the Federation of Cargo Handlers of Greece (OFE), representing
dockers, are the two main port labour unions in Greece. Lower-level unions also exist
in all ports. Dockers work regulations vary among ports, with ports such as Piraeus
and Thessaloniki having a strict employer-personnel relationship with their dockers

workforce (which guarantees, among other things, a minimum salary), whereas
others such as Elefsina having a more loose relationship (engaging dockers on an ad
hoc basis). It is important to state that the 12 top-tier ports have no formal relation
with the municipalities in which they are located, as is prevalent in many other
European ports.
It is important to mention that all harbour maritime authority services come under the
Hellenic Coast Guard, an agency under YEN which is independent of the port
corporations.
2.2 The National Port Policy of the Greek State
In January 2006 the new National Harbour Policy of the Greek State was released.
According to which the geophysical particularity of our country and supports a seaoriented approach of growth in the sector of transports, in which ports are called to
play leading role. The ports contribute to the sustainable approach of growth, since
they serve and promote the marine transports against pollutant land transports, they
ensure already the combined transport of passengers and merchandise, they
contribute to the growth of local societies and the wider region, to the increase of
enterpreunership and employment. The port operation takes place in an intensely
international competitive environment.
In this framework the new national port policy focuses upon three points:
Promotion of combined transports and infrastructure in connection
with the
railway
Growth of Small Distances Shipping to interconnect important Greek ports with

ports of Eastern Mediterranean, Adriatic sea and Black Sea
Improvement of port connection with the local urban web for the service of needs
of local societies
Even though port policy for a very long time did not constitute basic European Policy
priority the1997 Green Bible on port infrastructures altered significantly the European
landscape. The growth of marine transports is considered henceforth as alternative
way of transports against land and air with explicit competitive advantages in the
sectors of saving of energy and protection of environment.
In this framework Transeuropean and Paneuropean Transports Networks are

developed, where a particular role in the ports as department of networks of
combined transports is reserved. The transeuropean transports networks were
established with the treaty of Maastricht.
Today three transeuropean axes have connection to Greek ports. Axis IV connects
northeastern with south-eastern Europe, it begins from Germany and a part of it
leads to Greece to the port Thessalonica. Axis H has four ramifications, one of which
connects Florina, Kozani and Igoumenitsa. The third axis that leads to Greek port
begins from Finland and it leads to the port of Alexandroupoli
2.3 Volos port in the framework of the Greek port system
According to KYA 3514.96/02/92 (OFFICIAL JOURNAL OF THE HELLENIC

REPUBLIC B 440/7.7.1992) the greek ports system is divided in ports of national
importance, among which the port of Volos, in ports of major interest and in ports of
local importance. With Law 2932/2001 the port Volos was transformed to a Societe
Anonyme of public interest, and the Greek State being the unique shareholder, with
the name "ORGANISM of PORT VOLOS ANONYMOUS COMPANY (OLV AE)". The
port functions according to the rules of private economy, enjoys economic and
administrative independance and takes place under the monitoring of Ministry of
Commercial Shipping. In year 2003 the Greek State granted OLV AE the building
installations and the infrastructure found inside the land area of OLV AE, worth
4.176.780,54.
In the framework of European and national marine and port policy, an important and
particularly competitive role will be assigned to Volos port in the years to come,
since it is the basic port that serves the Region of Thessaly, while the neighbour city
of Larisa is found precisely in the middle of the national highway Athens Thessaloniki.
Strategic and Operational planning for OLV AE have already been carried out.
Central objective is the role of the Region of Thessaly as a strategic node of
networks with the creation of modern infrastructures, that will attract investors and
will improve the competitiveness of productive sectors.
According to the General Framework of Land Planning and Sustainable Growth

(Draft of Common Ministerial Decision) the port of Volos (which accepts the hard
competition of Piraeus and Thessalonica) executes important merchandising activity
in containers. The role of Volos port will be additional to that of OLP and OLC. The
direction for the port is to invest further in infrastructures of cabotage but also to
hospitality of cruise and marine tourism or to invest in specialised infrastructure of
merchandising transports (cars, cereals, chemical etc).
According to the same Framework benefit of high quality of combined transports in all
almost the ports that are found neighbour of national railway network with priority in
the merchandising departments of ports Piraeus, Thessalonica and Patras and
circumstantially the ports Alexandroupoli, Volos, Chalcis, Corinthus and Kalamata is
expected.
2.4 Engagements to the European legislation
2.4.1 Presidential Decree 55/1998

According to the article 4 presidential decree 55/98 (OFFICIAL JOURNAL OF THE
HELLENIC REPUBLIC 58 A'/20.3.1998) that it codes Law 743/77 (OFFICIAL
JOURNAL OF THE HELLENIC REPUBLIC 319 A'/17.10.1977) "Protection of marine
environment" , boats of independent flag, that sail into in Greek harbours, bights and
anchorages they are compelled to be arranged with the international Conventions
that have been ratified by Greece and to deliver all nature petroleum products mixes,
litter, remains of charge and residues of harmful substances in the recognized
Facilities of Reception of Residues of harbour. According to the article 3 of the p.d.
55/98 which refers to cleanness and order of ports and territorial sea, the rejection of
petroleum products of mixes, harmful substances or this mixes and each nature of
waste, sewages and litter from which it can be caused pollution of sea and coasts in
coasts, ports and Greek territorial waters is prohibited.
According to article 9 of the same presidential decree ports obliged to create facilities
of reception.
2.4.2 Decision No 181051/2080/78/14.2.1978 of Minister of Commercial Shipping
According to Decision No 181051/2080/78/14.2.1978 (OFFICIAL JOURNAL OF THE

HELLENIC REPUBLIC 1135V/28.12.1978) of the Minister of Commercial Shipping
ports and portuary funds are responsible for the manufacture, organisation and
operation inside their region of responsibility of facilities of reception for the service of
boats that sail into in their territory of jurisdiction. By decision of Minister of
Commercial Shipping it can be also allowed in private enterprises the manufacture,
organisation and exploitation of similar facilities. With the new Directive of European
Council and Parliament 2000/59/EK provisions for the delivery and disposal of waste
and residues of boats in the ports became obligatory. The harmonisation of Greek
legislation with the above mentioned Directive became with KYA 3418/07/2002.
According to article 4 of Community Directive 2000/59 each member state will be

supposed to ensure the existence of facilities of reception of port so that are satisfied
the needs of boats that sail into in the ports, without is observed unjustifiable delay in
the boats. More specifically the above facilities of reception will be supposed to have
the possibility of receiving all categories of petroleum products of waste (functional
and charge) that usually sail into in the port. The facilities of reception in question
should be drawn according to the size of port and the categories of boats that sail
into it.
The terms and conditions of foundation and operation of land facilities of reception
and treatment of petroleum products of residues are reported in Common Decision of
the
Ministers
of
Energy
and
Technology
and
Commercial
Shipping
No
181051/536/80/2.3.1980 (OFFICIAL JOURNAL OF THE HELLENIC REPUBLIC 364

V'/11.4.1980). The measures and conditions for the management of petroleum
products of residues are described in the article of 6 of KYA 98012/2001/95
(OFFICIAL JOURNAL OF THE HELLENIC REPUBLIC 40 V'/19.1.1996). The terms
for issuing uthorisation in boats and navigable objects, that are used as navigable
facilities of reception of petroleum products of residues, are reported in Decision of
Minister of Commercial Shipping No 3231.8/1/89/28.7.1989 (OFFICIAL JOURNAL
OF THE HELLENIC REPUBLIC 573 V'/3.8.1989).
The boats and navigable objects, that are used as facilities of reception of port,
should be registered in the Greek shipping registers accordingly the article 9
paragraphs 5 p.d. 55/98. According to the article 3 paragraphs 1 p.d. 55/98
(OFFICIAL JOURNAL OF THE HELLENIC REPUBLIC 58 A'/20.3.98), which codes

Law 743/77 (OFFICIAL JOURNAL OF THE HELLENIC REPUBLIC 319 A'/17.10.77),
the rejection of oil, petroleum products of mixes, harmful substances or mixes of
aytw'nkaj each nature of waste, sewages and litter in coasts, in ports and Greek
territorial waters is prohibited.
The petroleum products waste that cannot be sold with the above way are sold
according to the article of 6 KYA 98012/2001/95 (OFFICIAL JOURNAL OF THE
HELLENIC REPUBLIC 40V/19.1.1996).
The subject of management of solid waste is regulated by Law 1650/86 (OFFICIAL

JOURNAL OF THE HELLENIC REPUBLIC 160 A), KYA 69728/824/16.5.96
(OFFICIAL JOURNAL OF THE HELLENIC REPUBLIC 358 V'/96) "Measures for the
management of solid waste", KYA 113944/27.10.97 (OFFICIAL JOURNAL OF THE
HELLENIC REPUBLIC 1016 V'/97) "National Planning of Management of Solid
Waste" and KYA 114218/31.10.97 (OFFICIAL JOURNAL OF THE HELLENIC
REPUBLIC 10116 V'/97) and "Training of frame of Specifications and general
programs of management outcast".
KYA 114218/31.10.97 sets also a framework of technical directives on the safety of

personnel at the complete circle of collection of solid waste. According to the article 4
paragraphs 1 b p.d. 55/98 the boats are compelled to deliver their litter in the
recognized facilities of reception of residues of port. According to the Regulation of 7
Annex B of DS MARPOL 73/78 sufficient facilities of reception should be sold in ports
and in terminal stations so that the needs of boats that sail into in the ports are
satisfied, without unjustifiable delay in the boats. The above-mentioned facilities of
reception will be supposed to have the possibility of receiving all the categories of
solid waste (domestic, functional and charge) the boats that usually sail into in the
boats.
Annex B of DS MARPOL that was ratified in our country with Law 1269/82
(OFFICIAL JOURNAL OF THE HELLENIC REPUBLIC 89 A'/21.7.1982) was placed
in force 31.12.1988. For the application of new Annex B and the pollution of sea from
solid litter has been given line of Directives with more recent Permanent Circular
P.C.P. - 1st No 3221.3/6/1999.
According to the article of 6 KYA 69728/824 (OFFICIAL JOURNAL OF THE

HELLENIC REPUBLIC 358 A/17.5.1996) the collection of municipal waste from boats
and navigable installations may be by the local authorities or by private individuals
according to the provisions of current legislation.
The terms and conditions on the recognition of boats and navigable objects that are
used as navigable facilities of reception of litter are reported in Decision of Minister of
Commercial Shipping No 181051/1090/82/13.4.82. The boats and navigable objects
used as facilities of reception of port should according to the paragraph of 5 a 9 p.d.
55/98 be registered in the Greek shipping registers. The terms and the conditions of
foundation and operation of land facilities of reception and treatment of litter, as well
as means of collection are determined in KYA 114218/97 (OFFICIAL JOURNAL OF
THE HELLENIC REPUBLIC 1016 B/17.11.97).
According to Annex B of DS MARPOL 73/78 the following regulations on rejection of

litter in waters of Aegean and Mediterranean waters are in power:
GOOD OF LITTER
INSIDE SPECIAL REGIONS *
Plastic-include synthetic ropes, synthetic Rejection prohibited

nets of fishery and plastic waste bags
Materials of stevedoring, rapping and Rejection prohibited

investment, that floats, except the above
mentioned
Papers, rags, glassware, metals, bottles, Rejection prohibited

crockery and types of similar use
Other
litter,
included
papers,
rags, Rejection prohibited
glassware etc, pulped and chopped **
Remains of wet nurses not pulped or Rejection allowed in distance > 12 N.M.
chopped
Remains
(naval miles) from the nearest coast
of
wet
nurses pulped
or Rejection allowed in distance > 12 N.M.
chopped **
(naval miles) from the nearest coast
Mixed litter
***
* As special regions have been characterized following: Mediterranean Sea, Baltic

Sea, Black sea, Red Sea, region of gulves, Northern Sea, Antarctic, wider region of
Caribbean. Currently the provisions about special region are applied, according to
the Regulation of 5 Pararti'matoe B of DS MARPOL only in: Baltic Sea, Northern
Sea, Antarctica.
** Pulped or chopped litter are considered the litter that they can go through mlesa
from mesh with apentures of diameter no bigger than 25 mms.
*** When the litter is mixed with other harmful substances, what have different
requirements of disposal or reject will be applied the stricter requirements.
In Annex IIA of KYA 69728/824/96 (OFFICIAL JOURNAL OF THE HELLENIC

REPUBLIC 358 V'/17.5.96) the permissible methods of disposal of litter are
specifically descriped.
2.5 Sewages
According to the Regulation of 10 Annex of IV DS MARPOL 73/78, sufficient facilities

of reception should be sold in ports and terminal stations so that the needs of boats
that sail into in the ports are satisfied without unjustifiable delay of boats.
It is pointed out that while the Annex of IV DS MARPOL 73/78 has not been placed
internationally in force, our country has ratified and applied the provisions p.d. 400/96
(OFFICIAL JOURNAL OF THE HELLENIC REPUBLIC 268/6.12.1996), which is
equivalent with the above mentioned Annex.
2.5.1 Sewage disposal methods
According to Law 743/77 the rejection of sewages in the sea inside territorial waters
of Greece is prohibited. Also according to the Annex of IV DS MARPOL 73/78, as
well as the article 7 p.d. 400/96, the rejection of sewages in the sea is allowed in
distance over 12 NM (naval miles) by the nearest coast.
Requirements on the rejection of sewages in the sea according to the articles 7
and 11 p.d. 400/96
Method
of Over 12 n.m. from Over 6 n.m. from Inside the 6 n.m.
treatment
and nearest coast
nearest coast
disposal/equipment
nearest
coast
Approved system of allowed

pulping
from
allowed
Not allowed
allowed
Not allowed
5 Not allowed
Not allowed
and
disinfection
Approved system of allowed

treatment
of
sewages
according
to the MEPC.2 (VI)

which the flow of
does
not
create
visibly floating firmly

and does not cause
discoloration
of
waters
Reservoir
of It
withholding
of k.m./hour
sewages
is
speed
allowed
and
of
smaller 4 nodes
no
Specifications of flow of systems of boat according to the mepc.2 (vi)
Parameters
Maximum permissible limits
Kolovaktirjoejdi' of excrements
< 250 (MPN/100 ml)
Trial on land < 50 mg/lt

Trial on board < 100 mg/lt
BOD5
< 50 mg/lt
Chloride (as disinfectant)
As
long
as
concentration
the
possible
lower
CHAPTER THREE
ENVIRONMENTAL ISSUES OF PORTS
3.1 Introduction
The environmental protection and sustainability are issues of great importance

worldwide. The air pollution, the greenhouse effects, the water pollution, the noise
pollution, the pollution in densely or less densely populated urban areas is issues that
are taken into account in the entire developed world. The raise of environmental
awareness appeared only few decades before but nowadays is a major issue of
importance. National Legislations and international Conventions and Agreements are
pursuing to deal with the different environmental problems that the natural and
urbanised world faces.
Ports nowadays serve too many activities related mainly to the human and products
transport. Alike all the other human activities the ports produce pollution. The busiest
a port is the higher the risks and hazards for suffering from pollution are due to its
activities. Therefore attention should be paid to these activities from an
environmental point of view. Every country has taken measures in order to avoid, to
prevent, to control and to measure the environmental pollution that is caused by the
port activities.
Bearing in mind that the majority of the ports are quite close or neighbours - in the
majority of the cases - urban environments, the need for controlling the pollution
arising from the ports constitutes a major and authoritative need and claim. Urban
environments face already themselves environmental problems. Air pollution, mainly
coming from the traffic, the lack of public open spaces, water pollution (when cities
have a waterfront) and the management of solid and liquid waste are part from the
important environmental problems that the modern cities face nowadays. Adding to
the fact that cities face environmental problems the existence of a port nearby a city
makes the environmental problems that the cities face more acute and intense.
Therefore the need for environmental protection of the ports becomes essential and
inevitable.
The issues that the ports need to take into consideration are the port waste
management, dredging, dredging disposal, dust, noise, air quality, bunkering,
hazardous cargo, port development, which is related to land use, and finally ship
discharge. Undoubtedly, these are issues that all ports worldwide need to cope with.
Therefore, there exists an integrated legal system which arranges the issues of
management and protection of marine environment and ports. Global conventions,
European Directives, as well as the national law are assisting the effort of the
authorities, the private sector, the NGOs and the public to be able and capable of
sustaining and protecting the ports from various environmental risks, hazards and
threats.
3.2 Port waste management
It is widely known that ports generate a large amount of waste every year. It is
important to clarify that it is a complex issue because it is both related to national and
international legal basis. Additionally it is very important to notice that there exist two
kind of waste, originating from two different sources. The first source of waste is portrelated waste and the second one is the ship-related waste. Since there are two
different origins of waste there is going to be presented a double analysis about
waste related to port- and the ship-related waste. Nevertheless, both kind of waste,
regardless of its origin can be considered as any substance or object that the holder
intents to or is required to discard. Therefore, waste is oil and oily waters, noxious
liquid, special controlled and hazardous wastes, sewage and garbage (ECOPORTS
2006). Also, the different kind of wastes can be divided into different categories.
MARPOL 73/78 Convention is a world-wide accepted categorisation of shipgenerated waste. The same categorisation is followed in the case of port-generated
waste.
The waste management consists of two main phases handling and treatment.
Although international Conventions are followed and accepted by the majority of ship
and seafaring nations nevertheless there are still enough cases of ship-generated
waste that still go into the sea and which pollutes the marine environment. MARPOL
Convention, accepted almost globally is the convention that is in charge with the
handling of the ship generated waste, whereas, the matter of handling waste
generated from the activities carried out in the ports is often under national or local
legislation.
3.2.1 The MARPOL 73/78 Convention
Oil pollution of the seas was recognized as a problem in the first half of the 20th
century and various countries introduced national regulations to control discharges of
oil within their territorial waters. In 1954, the United Kingdom organised a conference
on oil pollution which resulted to the adoption of the International Convention for the
Prevention of Pollution of the Sea by Oil (OILPOL), 1954. The following entry into
force of the IMO Convention in 1958, the depository and Secretariat functions in
relation to the Convention were transferred from the United Kingdom Government to
IMO. MARPOL 73/78 is the International Convention for the Prevention of Pollution
From Ships, 1973 as modified by the Protocol of 1978. ("Marpol" is short for marine
pollution and 73/78 short for the years 1973 and 1978) (IMO 2002 a).
MARPOL 73/78 is one of the most important international marine environmental

conventions. It was designed to minimise pollution of the seas, including dumping, oil
and exhaust pollution. Its stated object is: to preserve the marine environment
through the complete elimination of pollution by oil and other harmful substances and
the minimization of accidental discharge of such substances (IMO 2002 a).
The original MARPOL Convention was signed on 17 February 1973, but did not
come into force. The current Convention is a combination of 1973 Convention and
the 1978 Protocol. It entered into force on 2 October 1983. At 31 December 2005,
136 countries, representing 98% of the world's shipping tonnage, are parties to the
Convention (IMO 2002 a).
According to the MARPOL 73/78 Convention there is a certain amount of quantity

and type of waste that ships may discharge into the sea, taking into consideration the
environmental sensitivity of different sea areas and the mechanisms of discharge.
Additionally there should be facilities in ports which will assist ships to discharge
there waste that is not allowed to be discharged overboard and those facilities should
not delay the ships from their scheduled route (P. H. Olson 1994).
The MARPOL 73/78 Convention deals with five categories of waste: oil, noxious
liquid substances in bulk, noxious substances in packed form, sewage and garbage.
There are five different annexes that deal with each one of those wastes. In the
following table there are presented the different wastes as well as the date that there
were out into force worldwide (M. Nauke, G. Holland, 1992).
The five annexes of the MARPOL 73/78 Convention and their dates of entry into
force
Annex
Date globally in
number
I
Refers to
Oil
force
2 October 1983
Noxious liquid substances in

II
bulk
6 April 1987
Noxious substances in packed

III
form
1 July 1992
IV
Sewage
27 September 2003
Garbage
31 December 2005
Source: M. Nauke, G. Holland, 1992
Most of the ports in the developed world are equipped with facilities to discharge
waste. On the other hand there are still enough ports in the developing countries
which are not satisfactory equipped since these facilities are quite expensive and the
consequence is the ships to discharge their wastes into the sea putting in danger the
marine environment and polluting the sea.
3.2.3
Oil waste
Even though general cargo and container-handling ports and terminals generate
small amount of wastes, which are usually restricted to the waste oils from trucks and
other equipment the situation on oil terminal and tank farms is considerably different.
These ships may generate large amounts of waste oils either form operational or
from accidental spills. Operational oil spills are predictable by their nature although
the amounts should be minimised. Accidental oil spills should be prevented and
therefore should be a minor problem in the handling of waste. However, experience
has shown that even in the best kept ports and terminals they do occur. Oil
separators of different kinds are used for that purpose in both kinds of spills (P. H.
Olson 1994).
Oil is usually loaded in refinery terminals and the ships have to remove dirty ballast
or tank cleaning waters when they arrive at these. Refineries are generally equipped
with oil water separators to clean their own oil-contaminated storm and process
water. These separators can also handle the oily ballast water transferred from the
ships. Additionally, engine room wastes could be collected by tank trucks or barges
belonging to a contractor authorised to collect and transport environmentally
hazardous wastes or by the port authority. In some port ships move to a berth with a
fixed facility. Such a facility usually consists of a pipeline leading to a shore tank (P.
H. Olson 1994).
3.2.3 Noxious liquid substances in bulk
Chemical products shipped in bulk have been classified by the Joint Group of
Experts on the Scientific Aspects of Marine Pollution (GESAMP) into four categories
A to D, according to the degree of damage caused to the environment. All products
shipped in bulk should be evaluated for pollution hazards and, if necessary, assigned
a pollution category and transport requirements. These classifications have to be
handled by tripartite agreement, which involves the governments of the exporting,
importing and flag states and they are cumbersome and time-consuming (Laws of
the Sea).
There is waste in ports and terminals handling liquid bulk chemicals. It is considered
to be very dangerous to humans and the environment and therefore there should be
put greater effort and importance to handle it and to dispose it of. Thus it is very
important that the equipment in chemical terminals is in a good working order and the
staff are well acquainted with the dangers of the substances they handle (P. H. Olson
1994).
Chemical carriers are usually equipped with segregated ballast tanks. Therefore,
they seldom have to discharge ballast water in ports. To reduce the effects of
aggressive chemicals and to make stripping and subsequent cleaning more efficient,
the cargo tanks are very smooth, usually coated or made of stainless steel. Chemical
carriers are equipped with special stripping appliances to further reduce the amounts
of products left in tanks after unloading (P. H. Olson 1994).
3.2.4 Noxious Substances in Packaged Form
Noxious substances in packaged form are what commonly are referred to as

dangerous goods. Occasionally residues of these goods have to be taken care of in
ports. For instance when goods have escaped their packaging is defective and the
goods therefore have become a hazard to humans and/or the environment. The
amounts spilled are usually small, but, as with bulk chemicals, spills from these
substances are often difficult and expensive to handle and to dispose of (P. H. Olson
1994).
3.2.5 Sewage
The same principles which dominate the practice of public health ashore must of
necessity be applied to ships. Additionally, the ports should be equipped with the
appropriate sewage installations, since sanity is not only a demand but a need for
public health (Willoughby W.M., 1921). Local authorities are responsible for the
sewage installations so that ships can discharge of sewage in ports.
There is set a number of regulations regarding the discharge of sewage into the sea,
ships' equipment and systems for the control of sewage discharge, the provision of
facilities at ports and terminals for the reception of sewage, and requirements for
survey and certification. The discharge of sewage into the sea will be prohibited,
except when the ship has in operation an approved sewage treatment plant and is
discharging comminuted and disinfected sewage using an approved system at a
distance of more than three nautical miles from the nearest land or is discharging
sewage which is not comminuted or disinfected at a distance of more than 12
nautical miles from the nearest land. The latter was instituted from the Marine
Environment Protection Committee (PEPC) in 2006 (IMO 2002 b).
Especially for the case of passenger ferries, with a short time in port, may create a
special problem. The pumping rates have to be high due to the shortage of time and
the municipal pipe systems are often not constructed to cope with these amounts of
waste in such a short time (P. H. Olson 1994). Additionally, every ship to which
Annex IV of MARPOL 73/78 Convention applies shall be equipped with either a
sewage treatment plant or a sewage comminuting and disinfecting system or sewage
holding tank. The discharge of sewage into the sea is prohibited, except when the
ship:
has in operation an approved sewage treatment plant; or
discharging comminuted and disinfected sewage using an approved system
at a distance of more than three nautical miles from the nearest land; or
discharges sewage which is not comminuted or disinfected at a distance of
more than 12 nautical miles from the nearest land (Gilman, Thane 2003)
Quantities of sewage to be expected from passenger ships
Amount of sewage (lt/person/day)
Conventional
Vacuum
system
system
70
25
230
185
Type of sewage
Sewage (black
water)
Sewage and grey
water
Source: P. H. Olson, 1994
3.2.6 Garbage
It is quite important to clarify first of all what is meant by the term garbage. Garbage
is all kind of victual, domestic and operational waste excluding fresh fish and parts
thereof, generated during the normal operation of the ship and liable to be disposed
of continuously or periodically. More specifically, garbage consists of ordinary
households waste such as cardboard boxes, empty glass and plastic bottles, tins and
other small containers and food waste, also cargo associated waste, which is waste
from cargo holds such as dunnage, wire slings and covering materials (plastic sheet).
Other ship garbage is non-harmful cargo residues as well as other waste and
residues which are not mentioned in any other annex of the MARPOL 73/78
Convention (P. H. Olson 1994).
There is a limit of 12 nautical miles form the nearest land for the disposal of food
waste and other garbage. Additionally, the disposal of all garbage except food waste
is prohibited in the Mediterranean Sea, the Baltic Sea, the Black Sea, and the Red
Sea, the region of the Persian Gulf and around the Greater Barrier Reef in Australia.
Food waste may not be dumped less than 12 nautical miles from the nearest land in
these areas. According to a research conducted by Paul V. Horsman (1982) though,
there has been proven that these regulations are ignored.
3.3 Air pollution in ports

Air pollution is a significant problem that ports face world wide. Taking into account
the intense that hundreds of ports welcome ships, anyone can assume that the
pollution in ports is evident. One aspect of pollution that is related to ports and port
activities is the air pollution. It is obvious that the busier a port is the greater the air
pollution exists. Unfortunately, ships and port activities are strongly related to air
pollution. Adding to the fact that the majority of ports are close to cities it is easy to
understand that the air of the city beyond the citys activities itself it becomes
deteriorated due to port activities. Therefore it is a matter of great importance to
manage the air pollution, protecting human health and the environment.
The ships, indifferent of the type use diesel. The combustion of diesel exhaust
depends on the type of engine, the speed and the load at which it is run and of
course on the composition of the fuel used. It is well-known that diesel exhaust
contains identified mutagens and carcinogens. Diesel exhaust particles are small
enough to penetrate to the alveolar region. According to research that has been
conducted it has been measured the about 98% of the particles emitted form diesel
engines are less than 10 microns in diameter (PM10), 94% are less than 2.5 microns
in diameter (PM2.5) and 92% are less than 1 micron in diameter (PM1). As a result of
the incomplete combustion, the gaseous fraction also contains pollutants such as the
carbon monoxide, sulphur oxides (SOx), nitrogen oxides (NOx), volatile hydrocarbons
and low-molecular-weight polyaromatic hydrocarbons and their derivatives (Sharma
D.C. 2006).
Increased asthma, bronchitis and hearth failure are the most common effects on
humans health due to air pollution. According to researched throughout Europe the
heath effects for the air pollution emitted in EU sea areas are presented in the
following table:
Air pollution related to health

Number of hospital
admissions
SO2: 0.64
PM: 0.69
Number of life years lost

SO2: 3.94
PM: 14
Source: DG Environment European Commission, 2002

There is a wide variety of initiatives that the port authorities might undertake to
reduce air pollution with targeting measures and controls against it. Additionally, the
ideal would be for the new constructed ports to be placed far from the cities and cities
centers. After all, the latest trend worldwide is to sit the new terminal close to the
mouth of the harbor, close to existing transportation infrastructure and far from
residential areas.
Estimates based on actual ship movements and average times spent in ports
presented that the top 100 highest emission EU ports for the year 2000 are the
following:
Rotterdam is the number 1
One third of the ports are in Mediterranean
18 ports are in Italy
6 ports are in Greece
7 ports are in Spain
2 ports on French Mediterranean Coast
Lots of major ports are in major cities which according to CAFE (Clean Air for
Europe) have more PM than the limits allowed (Robinson N. 2005).
3.3.1 The MARPOL 73/78 Convention Annex VI
Similar to the case of waste the MARPOL 73/78 Convention includes also the issues
of air pollution due ships and port activities. Specifically, the MARPOL Annex VI,
Regulations for the Prevention of Air Pollution from Ships, is included within the
1997 MARPOL Protocol which was adopted by the 1997 MARPOL Conference. The
MARPOL Annex VI entered into force 19 May 2005. In terms of exhaust emissions,
the Annex VI controls apply to the oxides of nitrogen (NOx) Regulation 13 - and the
Oxides of Sulphur (SOx) Regulation 14. Furthermore, there are requirements, partly
related to the SOx controls, which cover certain aspects related to fuel oil quality and
supply arrangements Regulation 18.
In addition, the Annex also covers such
aspects as the prohibition of new systems using certain ozone depleting substances
(ODS), for example, halons and freons as used for firefighting and refrigeration, the
design and operation of onboard incinerators and the design requirements for tanker
vapour emission control systems (IMO 2004).
Fixed and floating platforms, including drilling rigs and similar structures, are
considered as ships for the purpose of this Annex, except in respect of those
emissions to the atmosphere resulting directly from operations solely related to their
drilling, production or processing functions. These controls are in addition to any
imposed by the government which has jurisdiction over the waters in which they
operate (IMO 2004).
The major air pollutants related to port activities which affect human health include
diesel exhaust, Particulate Matter (PM), Volatile Organic Compounds (VOCs),
Nitrogen Oxides (NOx), Ozone (O3) and Sulphur Oxides (SOx). Other air pollutants
that are provoked from port activities and affect human health are Carbon Monoxide
(CO), Formaldehyde, Heavy Metals, Dioxins and finally pesticides used to fumigate
produce (Bailey D., Solomon G. 2004).
3.3.2 Air pollution control measures

One very important matter that should be taken into consideration is the criteria of
easily achievable approaches. Ports could reasonably switch to these proven
approaches that make a modest contribution towards cleaner air. Another factor that
contributes to the control of the air pollution is the cleaner diesel fuels. Although low
sulphur diesel is most widely available and cheaper there can be used other options
with low sulphur diesel ( 15 ppm sulphur), diesel emulsions, biodiesel and FishcerTropsch diesel. Finally, well enforced idling restrictions can save hundreds of gallons
of fuel per vehicle annually and are a cost effective way to substantially reduce diesel
emissions from trucks and locomotives, because these sources normally tend to idle
for long periods of time at ports (Bailey D., Solomon G. 2004).
Additionally, it is quite important that the infrastructure is well working and updated.
This is not an easy process since it is extremely expensive; therefore it is not always
easy for all harbours to control air pollution and to take measures in order to mitigate
it. Measures include programmes to retrofit, repower and retire vehicles, equipment,
locomotives and ships and of course to use alternative fuels such as the natural gas.
In the future there are expected new technologies that can provide substantial
pollution reductions at ports which are still in demonstration phase. These
technologies from the time being have to overcome the very expensive cost and
should be perfected, but in the future the air pollution in harbours is expected to be
easier and more efficiently faced and mitigated.
For the European Union reducing the sulphur content of marine fuel is a priority. Ship
SOx emissions are now relatively high as a result of the high sulphur context of
marine fuel. In the Northern Sea and the Baltic for instance all ships should reduce
acidification by implementing the SOx Emission Control Areas defined in the IMOs
MARPOL Annex VI Convention. Additionally, all regular passenger vessels should
improve air quality in coastal areas, should maintain high standards for intra-EU
regular vessels and should also help to ensure availability of 1.5% fuel. Finally, in all
EU ports all ships at berth should use less than 0.2% sulphur fuel and by the year
2008 less than 0.1% aiming to reduce health impacts by cutting the local and PM
emissions (DG Environment 2002).
3.4 The Fugitive dust in the city-ports

Similar to the case of the air pollution in the ports is the case of fugitive dust
emissions. Actually, the dust emission is part of the air pollution problem and it is laid
under the same Directives, Conventions and International Agreements as in the case
of the air pollution mentioned above. Dust is considered as a set of particles emitted
to air and can constitute visual, physical, chemical or health hazards for employees
and the public. The most common sources of dust are open storage, handling and
spillages of dry bulk cargoes. Fine particles require little wind to create dust.
Fugitive dust is emitted from coal and iron ore storage and handling sites in the ports.
Even though there have been numerous of reports and researches about the fugitive
dust emissions from traffic on roads and in industrial areas few only attempts have
been launched in order to measure and estimate the dust that is emitted from the
port activities.
A research conducted be Ernest Vrins and Sef van den Elshout (2006) has proven
that the in the port of Rotterdam is emitted fugitive dust. The dust deposition causes
nuisance in residential areas and add to the PM10 concentration. The emissions often
depend on wind speed and carefulness of the handling which are parameters highly
variable.
Another research that has been conducted in a port and harbor region in India has
proven that ports through loading and unloading, transportation and construction
operations can create dust emissions. From this research it was clear that dust
emissions from a port can effect urban populations. Hence, due to the fact that a port
has many types of non point source activities, large spatial coverage, proximity to
urban areas and unique meteorological condition because of land and sea breeze
effect a systematic collection of detailed information concerning the air pollution
emission in a port is very significant (Gupta A.K., Patil R.S. and Gupta K. 2002).
3.5 Dredging and disposal of dredging materials

Dredging activity consists of periodic removal of material from the seabed in
approach channels to port and harbour basins to maintain widths and depths in
previously dredged areas to ensure the safe access for vessels. It also involves the
disposal of the excavated material (TTD 2000).
Dredging is an activity that is constantly transforming. It has changed significantly
over the last decade. Traditional dredging activities like construction and maintaining
ports and harbors, desilting of drainage and irrigation channels, keeping reservoirs at
depths and removing sediments from waterways still are important. Yet these
activities are now surpassed by other applications of dredging technology.
Reclamation is an important example in this respect, but other applications, such as
infrastructural work for offshore winning of oil & gas, environmental clean-up, mining
of valuable minerals and aggregates from inland and offshore deposits deserve
mentioning as well. After all, for many nations dredging is an activity that contributes
to the national economy.
When it comes to the case of environment and environmental protection, dredging
activity has two aspects that should be examined. The first one is the dredging itself
and the second one is how and where the dredging materials are disposed. Dredging
may affect the environment by reducing the water quality. It may acute, therefore, the
water chemical toxicity, it may increase the suspended sediments; or it may release
organic matter. Dredging might also provoke turbidity, smothering or removal of
organisms, bioaccumulation, alteration of the community structure and the substrate
type (ECOPORTS 2006).
Undoubtedly, dredging may also have some positive effects. Apart from the fact that
dredging is a whole business itself and it contributes to the global, national and local
economy it may also contribute to the environment in a positive way. Contaminated
sediments can be removed through dredging activities and relocated to safe areas
and additionally the material extracted can be used to regenerate beaches, mudflats
or salt marsh habitats (ECOPORTS 2006).
3.6 Noise pollution from port activities

Noise pollution is another aspect of pollution that is created due to port activities.
Noise pollution should not be underestimated. Noise can play an important role on
peoples life and health, since specific noises, either too loud or low frequency
sounds could possibly become a risk for humans. Therefore, it is important for the
port authorities to be able and to have all the appropriate equipment to measure the
noise, as well as to be able to control the potential noise pollution.
It has been proven that noise pollution affects humans health. Researches have
proven that noise pollution, like air pollution might affect the cardiovascular system.
There are also some researchers that claim that noise and air pollution can act in
synergy. The European Commission recommends eliminating vibrations and noise
from auxiliary engines, which has been measured at 90-120 dB in close proximity
and improving maintenance conditions for the ships engineers (European
Commission 2006). Additionally, the European Commission has begun a project to
develop a noise mapping and management system for European ports aiming to
detect the noise pollution and to eliminate it.
One aspect of the noise pollution problem in ports is produced by diesel-run auxiliary
engines as ships approach ports and idle at dock. The noise that is produced by the
diesel-run auxiliary engines can reach 80-120 dB. While the port activity is increasing
throughout the decades the level of noise emitted from ships and mainly from large
vessels is increasing as well. According to Acoustics Research Letters Online in
2002 it was proved that the noise is increasing with a rate of 3 decibels per decade at
a single location off Southern California. Similar rates follow more or less the other
ports worldwide (Sharma D. 2006).
Additionally, in harbours there are produced low-frequency sounds by vessels while
cruising in the sea. These sounds can travel long distances and might affect the local
acoustic environments. Mammals that use sound in reproductive interactions might
become affected by the low-frequency sounds. In extreme cases, noise pollution may
cause habitat avoidance in these mammals (Sharma D. 2006).
Not all the ports measure the noise that is created by the port activities. The
measurements usually take place in busy harbours of the developed world, as pilot
projects. Ports of minor financial importance do not pay the proper attention in their
port activities noise emission; therefore there are not enough measurements and
evidences of the affects of the noise pollution to their environments.
3.7 Bunkering
The Bunker Pollution Convention (International Convention on Civil Liability for
Bunker Oil Pollution Damage) was agreed in March 2001 in London and was put into
practice on 30th of September 2002. The Convention includes 18 States, including
five States each with ships whose combined gross tonnage is not less than 1 million
gt, have either signed it without reservation as to ratification, acceptance or approval
or have deposited instruments of ratification, acceptance, approval or accession with
the IMO Secretary-General (Griggs P 2001).
The Convention was adopted to ensure that adequate, prompt, and effective
compensation is available to persons who suffer damage caused by spills of oil,
when carried as fuel in ships' bunkers. The Convention applies to damage caused on
the territory, including the territorial sea, and in exclusive economic zones of States
Parties. The bunkers convention provides a free-standing instrument covering
pollution damage only. The convention also includes articles on the scope of
application, and sets a limitation on liability.
The new convention aims to fill the one remaining significant gap in the international
regime for compensating victims of oil spills from ships. The new key provision in the
bunker convention is the requirement for direct action, which would allow a claim for
compensation for pollution damage to be brought directly against an insurer. In
general, the convention will provide cover for pollution damage in the territory and
territorial sea and exclusive economic zone of a party state.
3.8 Land Use

The lack of space and the increasing number of industries located in the Port area
can create a necessity for expansion towards the surroundings. The needs of a port
are increasing day after day and at some point there will arise the need for the port to
be expanded or relocated. After all, in practice the majority of the ports neighbour to
cities and tows. It is common truth that the ports generate wastes and these wastes
contribute to the general environmental degradation of the nearby urban
environment. Therefore, the need for relocation of a port or the expansion of a port is
not an easy issue to deal with. This occupation of the terrestrial space may generate
several consequences:
Destruction of some natural areas close to the Port. In many cases for
instance ports are next to wetlands or dune systems. The expansion of a port
towards those natural areas might cause instability to those areas as well as
hazard to the species that live or feed from these area. Additionally the
aesthetic degradation of the beautifulness of the natural environment.
Disturbance of the flora and fauna which live in the area affected for the new
expansion. Whether there is a natural area or not, there exists flora and
fauna. When in comes to the case of expanding a harbour the flora and fauna
living in the area of the expansion will either be extinguished or will have to
move but only in the case that there exists a nearby area that will be able to
host the natural life, otherwise it will be extinguished.
Relocation of some installations which can generate social conflicts. There

exists the possibility that some of the installations of a port might have to
move to an area that is residential for instance. The social conflicts that will
arise as a consequence to that is huge and the state or the local authorities
might ton be able to sustain them.
Landscape impact due to the very existence of the port. For instance, the port
infrastructure, the land-based traffic and the lighting used during night
operations give the Port the appearance of a busy industrialized district. This
might affect the aesthetic of the environment or the urban areas that
neighbour the port.
3.9 Port Environmental Management
The challenge for environmental management and sustainability of the modern ports
is fivefold. First of all, there should be improvements to the port and port
environmental management through adoption and application of appropriate tools
and methodologies. Secondly, there should be extensive use of monitoring based in
environmental performance indicators. Thirdly, there should become a publication of
an environmental report. Additionally, a publication of port environmental plans and
policies should follow. Finally, increased communication about environmental
practices and improvement is the final stage (Journee H., Wooldridge C. 2002).
There are a number of tools and methodologies that can be applied in order to
achieve sustainability and environmental management in ports. These tools and
methodologies are the following:
a) Self-Diagnosis Methodology (SDM)

This approach can be used to assist ports to establish the position and status of its
endeavours from an initial review to establish its own baseline, to the point of
implementation of a comprehensive Port Environmental Review System. Actually
SDM is a checklist which port managers can self-assess the environmental
management programme of the port in relation to the performance of both sector and
international standards. The SDM is based on a SWOT analysis and identifies priority
objectives for future action (Journee H., Wooldridge C. 2002).
b) Strategic Overview of Significant Environmental Aspects (SOSEA)

SOSEA is targeted to the authority that is legally responsible for the ports. It actually
provides a practical advice on how to identify and assess the significance of key
elements that the authority is responsible for (i.e. local interests) (Journee H.,
Wooldridge C. 2002).
c) Environmental Performance Indicators (EPI)

The EPI document is a concise document of examples and explanations developed
specifically for port operations and feeds directly into sections of Port Environmental
System (PERS) (Journee H., Wooldridge C. 2002).
d) Environmental Management Information System (EMIS)

EMIS represents a comprehensive, networked approach for both the individual port
and the sector as a whole (Journee H., Wooldridge C. 2002).
e) Decision Support System (DSS)

It is an approach that offers the port manager a structured guide and applied
examples of decision making when faced with a range of management response
options. It demonstrates evaluation and assessment of the complex of issues that
can face an environmental manager (Journee H., Wooldridge C. 2002).
d) Training
Training and dedicated workshops can be particularly cost-efficiency and provide
effective techniques to assist with the implementation of environmental management
programmes. Through the personnel training there can be raised awareness on
crucial issues, build internal capability and smooth implementation (Journee H.,
Wooldridge C. 2002).
e) Port Environmental System Review (PERS)

PERS includes all the above mentioned tools and methodologies. Actually it
coordinates the framework of these tolls and methodologies and the environmental
support services (Journee H., Wooldridge C. 2002).
CHAPTER FOUR
THE PORT OF VOLOS
4.1 The City Profile
Volos, the capital of the prefecture of Magnessia, is situated at the centre of the
Greek mainland, at an approximately equal distance from the countrys two main
urban centre, Athens and Salonica. Built at the innermost point of the Pagaseticos
Gulf and at the foot of mountain Pelion, it is the only outlet towards the see from
Thessaly, the countrys largest agricultural region.
The greater Volos conurbation has a population of 120,000 and includes the
Municipality of Volos with 85,000 inhabitants, the municipality of Nea Ionia as well as
smaller suburban communities. Volos lies at the place of the ancient city Iolkos, from
which Jason and the Argonauts started their expedition for the Golden Fleece
according to the Greek mythology. Agro, the trireme of Jason is today the emblem of
Volos.
The modern city was established in the 1840s and grew rapidly after the
incorporation of Thessaly into the Greek State in 1881. The development of the new
city was based on the port and the railway links to the rest of Thessaly and Pelion. A
combination of the knowledge and the skills of craftsmen of mountain Pelion, the
labour force of Thessaly and the investment from the major centres of the Greek
Diaspora enabled the city to develop into an important manufacturing and trading
centre that acquired an advanced urban character quite distinct for Greece of that
age.
Today Volos is an important industrial centre, the third of the country after Athens
and Salonica, with large industries in food and beverages, textiles and clothing,
cement, basic metallurgy and metallic products. The industrial estate established in
1973 attracted new industries to the area. However, the present worldwide crisis in
the manufacturing sector has seriously affected the citys traditional industries with
the closure of a series of large companies and rising unemployment phenomena.
The port of Volos has been one the most dynamic of the country and met a great
success as an international transport centre between 1977 and 1984 with a ferry line
for lorries to Syria and the Middle East. There were plans for further developing the
line with rail-ferries, but it finally had to cease due to Iran-Iraq war. Recent
investments in infrastructure and port facilities are expected to boost its position as a
major port of central Greece.
Tourism is an important sector of growing for the area. The nearby mountain Pelion
with the extended coast-line and the Northern Sporades islands (Skiathos, Skopelos,
Alonisos), with their tradition al settlements and exquisitely beautiful natural
environment, are the preferred destination of a large number of tourists, estimated at
around one million per year.
Trade and services are also important sectors in the economic life of the city, with a
growing share in the local economy, especially after the decline of the manufacturing
sector. The newly established University of Thessaly, based on Volos, is already
contributing to the development of the city. The same applies to research institutes
like MIRTEC that deals with industrial research and technological development in the
field of metallurgy and DEKAMM an international research centre for commercial
transport in the Eastern Mediterranean.
Finally, the city of Volos hosted the Olympic football games in the 2004 Athens
Olympic Games. Additionally Volos will host the Mediterranean Games of 2013. The
host of the Olympic Games 2004 in Volos gave a new breath at the city. Many major
interventions have been achieved which on the one hand changed the landscape of
the city and on the other hand changed and added to the activities and the economy
of the every day life. Additionally a large number of visitors came to the city both from
the land and the sea, while the marina of the Port of Volos became more modern and
more well equipped in order to satisfy all the needs of the visitors. According to the
Olympic Games 2004, the Mediterranean Games of 2013 are expected to add to the
economy, the city equipment, the urban landscape and the tourist activities.
4.2 The Port of Volos
The port lies upon ancient Iolkos where one of the most legendary sea faring epics
of ancient times started. Here, at the safe port of the wonderful Pagasitikos bay,
Jason built his trireme, Argo, and along with his oarsmen set course for Colhis
bringing
back
and
getting
married
to
priestess
Medea.
The legend indicates the struggle of Greeks to tame the sea and communicate with
other peoples.
The new port was founded in 1893. Volos, an insignificant town of 5000 people who
lived around the ancient castle, year by year turned into one of the most industrial
and handicraft centres in Greece. Today, the Metropolitan area Volos numbers
204.128 people according to the Laboratory of Demographic and Social Analysis of
the University of Thessaly. The port started to gain traffic due to the considerably
rising number of the tourists who enjoy the attractions of Mount Pelion that towers
over Volos, and the unrivalled coasts of Pagasitikos bay and the Aegean Sea. Mount
Pelion was the place of abode of the mythical Centaurs who were half men and half
horses. The most famous was Centaur Chiron (http://www.port-volos.gr/).
Also, a great volume of tourist activities is due to the Sporades islands with their
enchanting beaches that lie 1-3 hours trip from Volos, such as Skiathos, Skopelos,
Alonisos and other smaller ones. The port is equipped to receive cruise-boats,
conventional passenger ships and hydrofoils. There also regular sea links with the
islands of Nothern Sporades, while in the recent past there were also regular lines for
Kyklades, Mytilene, Crete and Thessaloniki.
The Magnesia Port Fund that is currently responsible for all the regional ports of the
prefecture pays particular attention to the development of tourism by cruise-boats.
Thus, it is a member of an organization that promotes the development of that
section in the Mediterranean region under the name of Medcruise and has been a
founding member of the organization (http://www.port-volos.gr/).
.
The works that have been under construction lately, and those that will soon be
constructed, create one of the big Eastern European Unions gateways that may deal
with any kind of cargo. The ones who may be interested will find themselves among
a friendly environment and will be served by the port services.
Additionally the port serves for the transport of goods and passengers to Greek and
foreign ports, offering the appropriate infrastructure for the reception, storage and
combined transportation of any kind of cargo: Ro/Ro (Roll on - Roll off), containers,
inert cargo etc. is a unique Greek port equipped with the necessary infrastructure for
a railway terminal (Magnesia, 2006).
4.3 Volos Port Authority S.A.
The members of the board of the Organization are consisting of the following
persons:
4 public sector representatives (including the president of the board and the
CEO)
1 representative of the companys employees
1 representative of the Greek confederation of the porters stevedores
1 member of the financial and social committee
1 representative of the shareholder
1 representative of the Prefecture
1 representative of the Municipality
1 representative of the Commercial and Manufacturing Chamber
1 Managing Director of the port authority or other port Officer
The main activities of the Organization are two. First of all the passengers ships
services and secondly the long shoring services. It has been estimated that the port
of Volos contributes 24% to the total income.
As far as the infrastructure is concerned that port of Volos offers:
Silo (seed deposits) with a capacity of 15.000 t.

2 cranes on railroad
3 stacking vehicles
1 Forklift lifting capability of 45t.
6 tow boats
The marine traffic of the port of Volos is provided on the following table. The traffic
represents that number of ships that approach the port of Volos from the year 2000
until the year 2004.
Marine Traffic in the port of Volos (2000-2004)

2000
2001
Hydrofoils
1.921
1.722
Tankers
21
38
Ferryboats
1.617
1.288
Repairs
50
35
Cruise
ships
54
79
Cargo
ships
812
895
Total
4.475
4.057
Source: Volos Port Authority S.A.
20002
1.381
31
2003
1.449
40
2004
1.942
30
941
20
854
14
894
15
72
27
26
1.019
3.464
1.109
3.493
824
3.731
4.4 Passengers ships services
Through the port of Volos there are served around 400.000 passengers annually.
There are two kinds of passengers that visit the port of Volos. There are the
passengers of the coastal navigation including the transport of vehicles and there are
also the passengers of the cruises.
Passengers of the coastal navigation for the time period 2000-2004
2000
2001
Number of
Passengers
368.643 366.722
2002
2003
2004
356.669
382.417
364.916
Passengers of cruises for the time period 2000-2004

2000
2001
Number of
Passengers
25.620
26.577
2002
2003
2004
75.663
9.978
11.542
The port of Volos is the basic hub for the connection of the continental Greece with
the Islands of the Northern Sporades (Skiathos, Skopelos, and Alonisos), while in the
past and mainly in the summer period there have been added lines towards Crete,
Cyclades and the islands of the East Aegean.
There are two stations serving the passengers of the marine navigation. They carry
two buffets and waiting rooms, while the port also has parking place for 400 cars.
In the case of the cruises the port of Volos is a very interesting destination for cruise
ships within the Mediterranean with attractive destinations the Meteora, Pelion and
the city of Volos. There is an area of 300m2 in wharf II for serving the cruise ships.
There is also a passengers station for the cruise and the marine navigation in the
Central Wharf of total 5.518m2 surface.
Vehicles for the period 2000-2004
2000
2001
Number of Vehicles
Lorries
15.451
14.945
Cars
49.998
43.981
Total
65.449
58.926
2002
12.088
38.760
50.848
2003
13.780
48.126
61.906
2004
14.530
48.005
62.535
4.5 Services for shipment and discharge of cargos and transit of merchandise
The port of Volos has installations which serve every kind of loads. The carriage of
the conventional cargos (cargo Ro-Ro, bulk, general cargo) is materialised mainly
through the facilities of the Silo wharf and secondly the wharf II. The machinery
equipment that is used for the shipment and the discharge of the cargo is seven (7)
electrically driven cranes on the Silo wharf, one (1) self-driven crane and forklift
tracks of different types.
Merchandise carriage of the Port of Volos for the period 2000-2004
2000
2001
Central Port
1.061.311 1.070.464
Cove of
Cements
5.750.636 5.343.759
Cove of Fuels
249.480
148.680
Total
7.061.427 6.562.903
2002
1.161.332
2003
1.264.297
2004
1.097.235
5.109.890
170.000
6.441.222
5.631.552
160.440
7.056.289
5.171.640
150.000
6.418.875
For the cereals there are areas of Silo storage with two implosion pylons and with the
ability to store 15.000 t of cereal. The carriage of the containers is achieved on the
wharf number 2 by using two (2) electrically driven cranes, tree (3) machineries for
stowage and one (1) forklift track of elevatory capacity 45t.
Cereals Carriage for cranes and Silo for the period 2000-2004
Silo
2000
94.498
2001
57.191
2002
52.673
2003
58.444
2004
12.780
Cranes
38.133
31.265
57.504
Total
132.631
88.456 110.177
Source: Volos Port Authority S.A
26.412
84.856
41.627
54.407
CHAPTER FIVE
THE PORT OF VOLOS- ENVIRONMENTAL ISSUES
5.1 Waste pollution and waste management of the port
5.1.1 Introduction
MARPOL 73/78 is one of the most important international marine environmental

conventions. It was designed to minimise pollution of the seas, including dumping, oil
and exhaust pollution. Its stated object is: to preserve the marine environment
through the complete elimination of pollution by oil and other harmful substances and
the minimization of accidental discharge of such substances (IMO 2002).
According to the MARPOL 73/78 Convention there is a certain amount of quantity

and type of waste that ships may discharge into the sea, taking into consideration the
environmental sensitivity of different sea areas and the mechanisms of discharge.
Additionally, there should be facilities in ports which will assist ships to discharge
there waste that is not allowed to be discharged overboard and those facilities should
not delay the ships from their scheduled route (P. H. Olson 1994).
The impact assessment for the waste management should always pay attention to
the actual needs of the ships that reach the port of Volos. Additionally, attention
should be attributed to the type and the position of the port, to the facilities that are
offered to the ships and the types of the products that circulate into the port.
Undoubtedly, the port of Volos, like all the other ports worldwide, is under the
MARPOL Convention.
5.1.5
Noxious Liquid Substances
All products shipped in bulk should be evaluated for pollution hazards and, if
necessary, assigned a pollution category and transport requirements. These
classifications have to be handled by tripartite agreement, which involves the
governments of the exporting, importing and flag states and they are cumbersome
and time-consuming (Laws of the Sea). Chemical products shipped in bulk have
been classified by the Joint Group of Experts on the Scientific Aspects of Marine
Pollution (GESAMP) into four categories A to D, according to the degree of damage

caused to the environment.
According to the existing evidences of the port of Volos about the noxious liquid
substances, there are substances such as sunflower oil, cotton oil, soya oil, cole and
golden syrup that can become hazardous to the sea.
A. Sunflower oil, cotton oil, soya oil and cole are classified by the IBC Code
(International Bulk Chemicals Code) and by the Regulation 3 of the Annex II of the
MARPOL Convention (Category D of Noxious Liquid Substances). The above
category includes hazardous substances that in case that are discharged into the sea
during cleaning the tanks could probably create an evident danger either to the
marine environment or to the human health.
B. Golden syrup does not belong to one of the 4 categories (A, B, C, D) of the Annex
II of the MARPOL Convention but it is classified to a different Adjunct (Adjunct III
Other Liquid Substances). It has been proved that these substances do not cause
any damage to the
Type of products
UN Number
human health nor to

the
marine
environment.
Natural oils including

cotton oil, sunflower
oil, cole and soya oil
Golden syrup
Regulation 3, Annex II
of the MRPOL
Convention
D Category
Classified to the cataloge of other liquids

that are transported in bulk
Source: MARPOL 73/78
According to the 5.4 Regulation, Annex II, MARPOL Convention, the waste
emissions into the sea that contain substances of D Category is only allowed under
the following circumstances:
The ship travels with a speed of at least 7 knots.
The substances should not exceed the concentration of on part of the

substance in ten parts of water.
The discharge should be let at least 12 nautical miles from the nearest coast.
In the case the Port of Volos for the discharge of the D Category substances are
applied:
Mechanic ventilation according to the Adjunct III, Annex II of the MARPOL

Convention and discharge of water that enters the tank without limitations.
Dilution with water for the accomplishment concentration of compost residual

up to 10% and discharge to the sea according to the assumptions of the 5.4
Regulation, Annex II of the MARPOL Convention.
In the case of the dedicated slop tanks the discharge of the residuals of the category
D in which there are not included residuals of A, B, and C categories follow similar
procedure to that of the delusion with water and discharge to the sea, taking into
account the specifications of the speed of flotation and the distance of the nearest
coast. Therefore, according to all that mentioned above, in the port of Volos there is
no need for the receipt of residuals or of other composts with similar substances.
Chemical carriers are usually equipped with segregated ballast tanks. Therefore,
they seldom have to discharge ballast water in ports. To reduce the effects of
aggressive chemicals and to make stripping and subsequent cleaning more efficient,
the cargo tanks are very smooth, usually coated or made of stainless steel. Chemical
carriers are equipped with special stripping appliances to further reduce the amounts
of products left in tanks after unloading (P. H. Olson 1994).
5.1.6
Oil residuals
Ships may generate large amounts of waste oils either form operational or from
accidental spills. Operational oil spills are predictable by their nature although the
amounts should be minimised. Accidental oil spills should be prevented and therefore
should be a minor problem in the handling of waste. However, experience has shown
that even in the best kept ports and terminals they do occur. Oil separators of
different kinds are used for that purpose in both kinds of spills (P. H. Olson 1994).
The port of Volos reach sludge tank, as well as bilge holding tanks. The port of Volos
has the ability and the facilities for the acceptance of oil residuals and oil composts.
On the other hand there are not any crude oil refueling facilities in the port.
Therefore, there are not accepted eluants of the tanks of the ships that carry oil or oil
ballast.
Evaluation of the daily production of the oil waste in engine-room

Oil Residuals
(Osl in
Type of ships
m3/day)
Hydrofoils
Cruise ships
0.02
Tankers and cargo (external)
2.0
Tankers and cargo (internal)
0.14
Ferries
0.13
2.29
Source: Organisation of the Port of Volos
5.1.7
Oil Composts
(Qm in
m3/day)
0.006
0.17
5.6
1.0
0.88
7.65
Compulsory acceptance of solid waste
Garbage is all kind of victual, domestic and operational waste excluding fresh fish
and parts thereof, generated during the normal operation of the ship and liable to be
disposed of continuously or periodically (P. H. Olson 1994). There is a limit of 12
nautical miles from the nearest land for the disposal of food waste and other
garbage.
Taking into consideration that the Mediterranean Sea is within the regulated Special
Areas according to the Regulations of the Annex V of the MARPOL Protocol there is
not allowed the waste discharge into the sea. There should be the facilities of
acceptance of these solid wastes which descend into the Port of Volos.
The following tables show the weekly production of different kind of solid wastes in
the port of Volos.
Evaluation of the weekly production of the garbage
Type of ships
Hydrofoils
Cruise ships
Ferries
Amount of Garbage (K/week)

18.990
780
144
90
260
20.264
Evaluation of the weekly production of the waste conservation

Type of ships
Hydrofoils
Cruise ships
Ferries
Amount of waste conservation (K/week)

1.350
22,5
240
150
1.365
3.127,5
Evaluation of the weekly production of package waste

Type of ships
Ships with products in
package
Ships with solid bulk
Cargo ships
Amount of package waste (Tn/week)

0,03
0,41
40,65
41,09
Evaluation of the weekly production of solid wastes in the Port of Volos

Amount of Waste
Amount of Garbage
Conservation
Waste (m3/week)
(m3/week)
81,05
12,51
Total: 257,92 (m3/week)
Amount of Package
Waste (m3/week)
164,36
The average amount of solid waste that reaches the port of Volos is estimated to
2.450 tones, 60 per cent of which is package waste that come from cargo ships and
from the commercial function of the port. The rest of the solid wastes come from the
passengers as well as from the tourist activities of the port.
During the peak periods it is estimated that the daily amount of wastes for collection
can come up to 2,5 tn of garbage and conservation wastes and about 5,8 tn of
package wastes.
The port of Volos in order to manage sustainably the amount of its wastes should
undertake the following:
Two at least containers with the capacity over 10 m3 for the collection of solid
waste from the ships of wharf 1 and the wharf of the ferry train.
One specially designed vehicle for the loading and transport of the above
containers.
One vehicle for the waste with the capacity over 20 m3 for the collection of the
waste that are produced form the passengers and the tourist activities of the
port and more specifically for the service of ferries, cargo and tourist ships.
A small number of vehicles for temporary storage for a small amount of waste
lower than 0.5m3 from the ships that are permanently in the port of Volos.
5.1.5 Sewage in the Port of Volos
Local authorities are responsible for the sewage installations so that ships can
discharge of sewage in ports. The same principles which dominate the practice of
public health ashore must of necessity be applied to ships. Additionally, the ports
should be equipped with the appropriate sewage installations, since sanity is not only
a demand but a need for public health (Willoughby W.M., 1921).
According to the existing operation of the port of Volos, the weekly amount of sewage
that accept the port from the ships does not exceed the amount 70 cubic meters,
while the peak season during the summer season is estimated that could rise up to
380 cubic meters weekly. The 75% of this amount is estimated that comes from the
passengers of the port.
In order to function the sewage system of the port there exist the following facilities:
A tank vehicle for the sewage transport, with the capacity of 15 cubic meters
which will work only for the receipt and transportation of the ship sewage.
A tank vehicle for the collection and transport of sewage with the capacity of
at least 15 cubic meters, which will work as an auxiliary vehicle of collection
and transport of sewage during the peak seasons.
Evaluation of the weekly production of sewage

Type of ships
Hydrofoils
Cruise ships
Tankers and cargo
(external)
Ferries
Amount of Sewage (m3/week)

2,4
280,6
42
12
45,5
382,5
5.2 Air pollution in the Port of Volos

For the European Union reducing the sulphur content of marine fuel is a priority. Ship
SOx emissions are now relatively high as a result of the high sulphur context of
marine fuel. In the Northern Sea and the Baltic for instance all ships should reduce
acidification by implementing the SOx Emission Control Areas defined in the IMOs
MARPOL Annex VI Convention. Additionally, all regular passenger vessels should
improve air quality in coastal areas, should maintain high standards for intra-EU
regular vessels and should also help to ensure availability of 1.5% fuel. Finally, in all
EU ports all ships at berth should use less than 0.2% sulphur fuel and by the year
2008 les than 0.1% aiming to reduce health impacts by cutting the local and PM
emissions (DG Environment 2002).
The character of the port of Volos is more merchant and less for passenger transport.
There exist only two ferry boats that serve the line to North Sporades Islands
(Skiathos, Skopelos, Alonisos) which is busy only during the summer period. The use
of the merchant ships is the more evident in the Port of Volos and this is the main
cause of the air pollution in Volos due to its port.
Loading and discharging cargo is a procedure that is time-consuming. These ships

need to stay in the port for a large time space every time that they visit the port.
According to a economotechnical report that was conducted in 1992 the average
movement of ships in the port was only 1.33 ships per day. During the peak season
the two ferry boats carried out one route per day each one of them. During their stay
in the port machines are switched of and only their electric generator are functioning
in order to cover internal needs such as lightning, refrigeration and pumping. Taking
into account the up to date evidences it can be assumed that the majority of the ships
that use their electric generators are relatively small in size (5000 DWT 10000
DWT). According to these data a typical ship that approaches the port will have the
need of 100 KW which will be covered from the function of one Diesel generator with
a maximum yield of 200 KW.
Due to those mentioned above, it has been estimated that the air pollution in the Port
of Volos the following gases per ship are going to be emitted:
0,116 Kg/hr SO2
0,271 Kg/hr CO
0,077 Kg/hr HC
0,610 Kg/hr NO2
The total air pollution from ships is proportional to the number of the ships that
approach the port every time. Based to the measurements in 1992 and the forecast
for the 2013 are presented in the following table:
Total air pollution from ships in the Port of Volos

Parameter
1992
2013
Number of ships
6
10
SO2 (Kg/hr)
0,70
1,16
CO (Kg/hr)
1,36
2,71
HC (Kg/hr)
0,46
0,77
NO2 (kg/hr)
3,66
6,10
Source: Antonopoulos M. et.al. 1993
Additionally, there are presented in the scenario of 2013 both the factors of vehicle
emissions as well as the emissions of air pollution from the road traffic that is related
to the port and its activities.
Factors of vehicle emissions
Emissions
LorriesBusses
CO (Kg/hr)
6,29
NOx (Kg/hr)
7,54
HC (Kg/hr)
2,72
smog (kg/hr)
3,56
SO2 (kg/hr)
0,94
Diesel-engines
1993
2013
45,74
0,64
1,62
1,26
4,02
0,12
0,07
0,07
0,03
0,03
Air pollution emissions form the road traffic that is related to the port
Scenario
Vehicular Part
NO2
Volos - Larissa
0,285
Volos Mikrothives
0,285
1
1992
Common rout
0,571
Volos - Larissa
0,398
Volos Mikrothives
0,398
2013
Common rout
0,796
HC
0,228
SMOG
0,109
CO
1,858
SO2
0,029
0,228
0,457
0,124
0,109
0,219
0,157
1,858
3,716
0,308
0,029
0,059
0,042
0,124
0,248
0,157
0,314
0,308
0,616
0,042
0,084
It is obvious that, from the above table, the fact that the lorries and busses drive
through the city towards the port make the problem of the air pollution more acute.
Adding to the fact that Volos is a city that faces acute air pollution problem,
regardless the existence of the port, due to its geographical position and its
neighbouring to the close industries (both the industrial area from the northern side
and the cement factory from the southern site) makes the problem even more acute.
Therefore there is evident the need for the removal of the port from inside the citycenter to another position in order to help the air environment of the city to become
cleaner.
Additionally, during the shipment and discharge of the scrap in the Port of Volos
there is emitted dust. More specifically, when a ship discharges and opens its
ambergris takes the claw and since it has taken the appropriate quantity it transfers it
in HOPPER which is placed nearby that wharf. Under the HOOPER there is a lorry
and with the help of a pipe the transfer is performed. When the claw of the crane
leaves the scrap into the HOOPER, there still is dust that is emitted. This dust is
more evident when the weather conditions, the wind and the heat second it.
Additionally, the problem of the air pollution becomes more intense because of the
fact that in the port there is transferred wheat. It has been proven that the awn that is
emitted from the disembarkation of the wheat might become a threat for the public
health. It is quite important to notice the Volos has quite a few industries nearby the
city where the wheat is treated. Therefore the amount of wheat that approaches the
port of Volos every day is very large. The awn of the wheat was proven that cause
respiratory problems especially in the nearby to the port residential area.
1
From the cross from Labraki Str and Athinon Str until the entrance of the harbor
There is also air pollution emitted from the iron scrap, the solid fuels, such as the
carbon and the petroleum coke. Additionally, there are materials soluble to the water
such as the cruet and there are materials that are not soluble to the water such as
the quartz dust.
In order to avoid the pollution of the scrap there should be used special natural
products which ejected within the ambergris before the discharge process. The
chemical means have the ability to stabilise the dust and at the same time to stabilise
the dust on the main mass of the load. Following this way the dust is not drifted by
the wheels and settles.
5.2.1 Vehicles and Machines of the commerce port of Volos
Vehicle is called every vehicle that belongs to the definition of the article 2 of the
70/156/EEC and is bulldozed with combustion engine with compression or with gas.
Vehicles of the category M1, with technically allowed mass of vehicle with a load
smaller or equal to 3.5 tonnes are accepted.
The air pollution from the mechanically driven vehicles and from the machineries
during their function within the territory of the merchant port is due to the function of
their engines.
The categories of the vehicles and the machineries than function within the territory
of the port of Volos are presented in the following tables:
Self-transported Cranes
Type
Quantity
LIEBHERR
140t/4m
1
Source: Krikela V. et. al 2007
Power of engine
(KW)2
Total power of engines

(KW)
224
224
Regards to the motor of function of the cranes. The motor of transfer of the crane is rarely put into
function and is 316 KW
Clarks
Type
Quantity
MITSUBISHI 2,5 t/3,0 m
4
2
2
2
SVETRUCK 15,0 t/4,0 m
1
Power of engine
(KW)
37
51
51
83
140

(KW)
148
102
102
166
140
Transfer vehicles
Type
Quantity
NELLEN 903 - 35
1
NOELL
1
KLARK 45 t
1
Power of engine
(KW)
2003
223
235

(KW)
200
223
235
Excavators
Type
Quantity
FURUKAWA 18t
1
Power of engine
(KW)

(KW)
92
92
Tractors
Type
Quantity
4
STEYER
1
FIAT
1
Power of engine
(KW)
38
44

(KW)
38
44
Vehicles for the transfer of merchandise

Quantity
Type
(per hour)
LORRIES
25
Power of engine5
(KW)
200

(KW)
2500
The total power of the above mentioned vehicles and machineries is 4176 KW. The
engines that are used are diesel. The 2005/55/EC Directive is the one that specify
3
Ports two engines of 100KW each

It is not in use.
5
Under estimation
4
the upper limits of gas emissions that are permitted (Annex I). The amount of CO, of
HC, of NOx and the amount of particles should not exceed the limits of the following
table:
CO
HC
(g/KWh)
(g/KWh)
B1 (2005)6
1,5
0,46
7
B2 (2008)
1,5
0,46
N0x
(g/KWh)
3,5
2
PT
(g/KWh)
0,02
0,02
Taking into account all the random circumstances that exist in regular conditions of
vehicle and machine functions it will not be any excess of the limited values.
Additionally, according to the total power of the engines and the values of the
emissions from the above table we can estimate the maximum amounts of the gases
emitted (given in the following table):
Mass (g/h)
Type of With B1
With B2
gas
limits (2005) limits (2008)
CO
6264
6264
HC
1920
1920
N0x
14616
8352
PT
83,52
83,52
Mass (t/h)
With B1
limits (2005)
4,51
1,38
10,53
0,06
With B2
limits (2008)
4,51
1,38
6,01
0,06
5.3 The use of water and energy
Water
The facilities of the Port of Volos are water-supplied by the water supply system of
the Municipality of Volos. The port of Volos does not use any other water supplies
apart form those of the Municipality of Volos therefore there are no other alternatives
for the supply of the water apart from the central network system of water supply. It is
important to state that the total consumption of water in the port for the year 2006
was 31000 cubic meter.
6
7
Applied in October 2006

Into force from 2009
Energy
The electrical power of the port of Volos comes from the Public Service for Electricity
like the rest of the city facilities, the residential areas and the industrial areas.
Therefore there are no other alternatives for electricity supply for the port of Volos.
The following table shows the electricity use of the port for the year 2006.
Electric power
power installed
maximum demand
average energy consumption
network voltage (low, medium,
high)
4250 KVA
2800 KW
150MWH/month
3 x 400V, 20KV
5.4 The noise in the port of Volos
Noise exists in every human activity, in residential, in commerce and in industrial

areas. Similarly noise exists in ports. All ports, throughout the world face noise
problems. The intense of the noise depends of course on the level of how busy a port
is.
Researches have proven that noise pollution, like air pollution might affect the
cardiovascular system. There are also some researchers that claim that noise and air
pollution cat in synergy. The European Commission recommends eliminating
vibrations and noise from auxiliary engines, which has been measured at 90-120 dB
in close proximity and improving maintenance conditions for the ships engineers
(European Commission 2006). Additionally, the European Commission has begun a
project to develop a noise mapping and management system for European ports
aiming to detect the noise pollution and to eliminate it.
Noise pollution problem in ports is produced by diesel-run auxiliary engines as ships

approach ports and idle at dock. The noise that is produced by the diesel-run
auxiliary engines can reach 80-120 dB. Additionally, in harbours there are produced
low-frequency sounds by vessels while cruising in the sea. These sounds can travel
long distances and might affect the local acoustic environments. Mammals that use
sound in reproductive interactions might also be affected therefore the whole

ecosystem might have an impact due to the noise (Sharma D. 2006).
The display of humans in an environment with levels of noise higher than 90dB does
not cause decrease of the acoustic ability not even serious protogenic physiological
damages. However, noises higher than the allowed limits might cause different kind
of disturbances and the degradation of life quality.
People permanently displayed on noisy environment have limited capabilities of

adaptation. The consequences of a noise are highly related to the distance between
the noises caused from a single vehicle from the average level of noise depth. The
acoustic communications are disturbed when the noise exceeds a certain level. The
level of sensibility of the acoustic communications differs of course in every single
situation. Therefore, the apprehension of a communication might become difficult
when the level of noise exceeds 60dB (on average), the audition of a concert or of an
opera might need more quiet, less than 25dB, while the noise in a theatre should be
less than 30dB and in churches, cinemas, schools and hospitals should not exceed
the level of 35dB.
The noise during the function of the port is caused by sources that are related to the
function of the electro-mechanical facilities of shipment and discharging of cargos,
the collision of the loads with one another and during their silt on the docks or on the
platforms of the vehicles, as well as by the movement of the lorries that carry the
loads.
Noise appears during day and evening where the activities are more intense
while it disappears during the night. The limits of the emitted noise are specified by
the Greek Law (1180/81). According to that regulation the noise emitted by the port
should not exceed the 45dB especially for the port of Volos which neighbours to
residential areas. For all the other ports the limit of the noise is 65 dB.
The relevant regulation of Greece of 1992 assigns the limits of the noise traffic for the
indicator L10 (18-hr) 70 dB, while for the indicator Leq (8-24 hr) 65 dB for a distance
of 2 meters from the exterior of every household in the area of the traffic zone.
Additionally for small and large industries and the mechanical equipment should not
exceed the limit of:
70 dB when placed on an industrial regulated area
65 dB when placed on an area where there exists industrial activity

55 dB when placed on area both industrial and residential
50 dB when placed on an urban area
The levels of the noise fluctuate depending on the type and the size of the activities.
More specifically:
i.
The noise from vehicle traffic (lorries) does not affect appreciably the level
of noise of the territory of the Port of Volos due to the fact that the area of
the port is situated to the center of the city of Volos, where the transport is
already very intense. The are is no by pass for the large amount of traffic
(especially for lorries) and therefore, all the traffic has to go through the
city which makes the noise pollution intense on the one hand but
inevitable on the other hand. The vehicles are therefore large in numbers
and many throughout the day even during the night. The lorries that are
related to the port are not that many in numbers compared to the amount
of traffic that the city faces daily and which is not related to the port.
Nevertheless the amount of the traffic and the noise that is derived form
that traffic that is related to the port should not be overlooked at any case.
ii.
The noise from the electromechanical function of the facilities for the
shipping and discharge of the loads derives from the function of the
vehicle engines and the alarms of the machineries. The function of the
engines itself does not produce noises of high intensity and the level of
the noises coming from those is within the allowed limits.
iii.
The noise form the collision of the cargos with each other during their silt
on the wharf on the platforms of the vehicles for the transportation of the
scrap, when it has the form of huge pieces and more specifically during its
backfall from high height during the opening of the claw of the cranes and
the possible collapse of the formulated pile. The level of the noise has
been measured and reaches the level of 85 dB and appears both during
the day and night.
The above mentioned noises due to the variety of their sources have different
characteristics:
i.
The noise from the movement of vehicles lasts a few minutes. The
movement of the vehicles in the area of shipping and discharging is
situated on a distance of over 150 meters from the perimeter of the port
that neighbours the residential area. The passage through the exit of the
port is achieved from the crossed way parallel the mentioned perimeter
and in the same area there is also situated and the scale. This movement
lasts about 2 minutes for every vehicle. With and average traffic of twenty
five (25) lorries daily the total time that the noise lasts is estimated to fifty
(50) minutes. During periods of intense function of the port facilities may
last for two (2) hours in total during the day and the evening.
ii.
The noise of the function of electromechanical equipment, which comes

from the function of the engines, lasts for long time periods but it is not
continual. The place where the electromechanical equipment is situated
has a distance over 150 meters from the perimeter of the port in the area
that neighbours the residential area. The average duration of the noise
has been estimated on five hours throughout the day (24 hours). During
high season periods the duration of the noise might become double (ten
hours) daily. At the same time when the machineries work they produce
other noises such as the alarms. These alarms attract peoples attention
from long distances.
iii.
The noise form the collision of the cargos with each other, during their silt
on the wharf on the platforms of the vehicles for the transportation of the
scrap, is the characteristic noise of the metal surfaces when they bump
each other and lasts for about five (5) seconds while the claw of the
cranes falls into the pile, attracting peoples attention from long distances.
The frequency that appears this noise is every two (2) or three (3)
minutes. These two or three minutes lasts every movement of the claw of
the cranes. The noise becomes apprehensible and more intense during
the night due to the quite that is evident.
5.4.1 Measures for the control of the noise in the Port of Volos
In order to control the noise from the source, the recession of its sources from the
places that the noise is more intense and the restriction of its diffusion towards the
adjacent areas can be undertaken the following measures:
1. The creation of a new passage zone for the lorries (new crossing)
within the port, towards the exit, which will have the largest possible
distance from the perimeter which neighbours the residential area.
2. The removal of the scale from the place that it is today as soon as
possible so that there will be no need for the lorries to pass from there.
3. Strict control and monitoring of the Code of Road Circulation.
4. Constriction to the minimum of the distance between the claw and the
formulated pile so that the bump will not be extended and the noise
will hive lower intense.
5. The formulated pile from scrap should be confined in height and
should not exceed four (4) meters.
6. Limitation of the diffusion of the acoustic waves towards the residential
areas direction. Additionally, there should be placed acoustic
draperies on the perimeter of the port towards the residential area or
in the place of shipment and discharge of the scrap.
7. Circumferential planting of trees on the area of the port near the
residential area with plants that grow fast and climbing plants that
flourish in the local environment.
8. Education of the operators in order to be avoided movements that
cause needless noises.
9. The vehicles and the machineries that are used should satisfy the
specifications and the requirements of the regulations.
10. Use of electromechanical equipment which is approved according to
the allowed limits of noise emissions.
11. In order to protect the workers and the employed in the port their daily
expositions to the noise should not exceed the limit of 90 dB,
according to the regulation. In case that this may not be satisfied
special measures should be taken in order to protect the health of the
human resources of the port.
5.5 Water Pollution in the Port of Volos
The most hazardous of the pollutants that enters the Pagasitikos Gulf are heavy
metals and pesticides that end up in the Gulf. These substances are least soluble
into the water and therefore they tend to gather into the grains of the sediments.
Especially, for the pesticides the concentrations into the sediments are largely
increased with the increase of the level of the organic substances of the sediments.
Existing researches has proved that the increase of the organic Carbon and of the
heavy metals Cu and Zn within the Pagasitikos Gulf and more specifically close to
the city of Volos.
The sediments of the area of the port of Volos are highly polluted with serious
quantities of heavy metals and pesticides due to the diachronic accumulation of the
pollutants and the high levels of the organic substances into the sediments (mainly
due to eutrophication of the Gulf.
The problem of the polluted sediments is expected to be extremely intense in the

west side of the port where the port is anticipated to be placed (the containers wharf
and the fishery wharf). At that exactly area there is the river mouth of the Ksirias
Stream which transports toxic pollutants from the Carla Lake and from the industrial
area of Volos. The ford sea swamp of the river mouth of Ksirias withholds the toxic
pollutants mitigating the pollution of the wider bottom of Pagasitikos Gulf but at the
same time creates an intense local pollution.
Additionally the water of the Pagasitikos Gulf becomes polluted from oil spills when a
nautical accident happens. The quantities of oil that might spill from the tanks of the
ships that visit the port might provoke serious damages into the marine environment
of the Pagasitikos Gulf and more specific of the Volos waterfront, due the limited size
and the narrow shape of the Gulf.
On the table below there are presented the incidents of latest years that regard the
pollution in the study area. The majority of the cases regard the marine pollution from
oil spills. The increase of the number of the ships that reach the port of Volos every
year will increase the possibility of a marine accident with the consequence a
possible oil spill in the Gulf.
The marine pollution with a large amount of oil might create surface stains that when
they cover the surface of the water they prevent the natural alimentation of the water
with oxygen from the atmosphere. These stains destroy the plankton that is gathered
near the marine surface too. After all, plankton is the basic nutrition for the marine
fauna.
The stains of oil also destroy the coastal flora as well as the marine fauna either
because of its toxicity or with the creation of oily layer in the gills of the fish that might
cause suffocation to the fish. Finally the spills of oil might cause huge damages to the
marine birds since their wings blunt from the heavier oil substances. The birds try to
clean their wings with their beaks with a consequence to swallow large quantities of
oil and to die from poisoning. If the oil spills do not be carried to a coast they do
disappear with the evaporation, with the dispersal or with the bacterial activity or with
the adsorption into pendulous solids.
Particularly toxic for the marine environment from the soluble components of oil are
the aromatic hydrocarbons. The aromatic hydrocarbons, even in very small quantities
may have destructive consequences for the marine species.
Apart from the oil pollutants, the study area is also polluted from the wastes and
other materials that carry the ships that visit the port. Finally, a major source of
pollution is the paints that are used on the ships which contain cooper and lead.
Generally, this kind of pollution is of limited extension unless there are carried blast
sand operations on wide area on the port installations.
Due to the fact that in the Gulf of Pagasitikos there are not any important marine
currents or rivers with large and permanent supply water refreshment is a difficult
task for the Gulf. The refreshment of the waters in the Gulf is achieved mainly by the
periodical import and export of the water that is induced by the tide. According to that
and based to the geometry of the port and the tide, there has been calculated that
the average time of stay in the port basin (which represents the 50% of the
refreshment) is 12 days, while there are needed 3 months for the 99% of the
refreshment of the water in the port from water of the Pagasitikos Gulf. Due to the
fact that the refreshment of the water is based on the tide and the future expansion of
the port it is estimated that the refreshment of the water will follow a similar pattern.
Nautical accidents that created marine pollution

Date
Ship Name
Kind of Pollutant
Area
1988
31March
SUNLOCK
bilge water
Agria
21 May
HAVTROLL
oil
Agria
25 Sept
SHOTA RUSTAVELI
waste
Port of Volos
3 Oct
BERGJOT
oil
Agria
26 Oct
ELPIDA
oil
Agria
11 Dec
MEN-OIL
oil
Marathos
25 May
HELVETIA
bilge water
Port of Volos
27 June
KUNSTSEVO
rust
"Silo" Port of Volos
14 Aug
VASSILEIOS V
petrol super
10 Oct
IKAROS I
lubricating oil
Agria
Central Wharf Volos Port
AYDAN
oil
Tsiggeli Almirou
3 Febr
ALBER WILL
bilge water
Port of Volos
14 Febr
RADOMYSHI
bilge water
Port of Volos
5 June
APJ KARAN
bilge water
Port of Volos
20 Aug
PATMOS
oil
Marathos
1 Sept
STEN JOHAN
bilge water
Port of Volos
20 Feb
AHAMAD
oil
Port of Volos
25 June
HORIZON
waste
Trikeri
oil
Marathos
1989
1990
1991
29 March
1992
1993
10 July
PATMOS
5.8 Changes in the land-use in the Port of Volos
The busiest a port is the bigger becomes the need for more spaces for the port. The
Port has the need for many equipments and large space for hosting its facilities and
visitors. Throughout the years ports that were small became quite larger since the
global, the national or the local economy demanded so. However, expanding a port is
a matter of great importance and should only be performed under careful planning
and a lot of studies on the area needs, tendencies, potentials and problems,
otherwise there might appear many miss-operations not only in the ports but also in
the cities that neighbour the ports.
In the case of the Port of Volos there is existent the need for more space for the port
facilities and equipments. The Port of Volos is a very important port for the local
economy, while it also serves international lines. Therefore, its can be called a busy
port, according to the national standards. Undoubtedly the need for port expansion is
apparent. There have already been introduced many scenarios about the expansion
of the ports as well as many studies both keeping the port within the city and further
form the city.
The expansion of the port of Volos or its re-settlement is an issue of great

importance. Moving the activities of the Port southern towards Alykes, the closest
area to the existing port, the natural environment of Alykes will endanger. The natural
environment of Alykes coast is a natural coastal area which consists a living quarter
for the migrant birds. Destroying a living quarter for migrant birds will have a negative
influence on the nutritional chain of the ecosystem.
Additionally, when it comes to the case that a port should be resettled there might
arise some social conflicts since this movement will influence the employment, the
environment or the transportation of an area. People employed to the port might have
to travel longer distances in order to get there. The transportation flows of the
passengers that travel with the ships will change. Additionally, the area that will
welcome the new settlement of the port will totally change both in social and
economic terms as well as in environmental terms.
Finally, the impacts on the landscape of Volos, due to the existence of the port are
evident. The port equipment, the vehicles, the transport and the lightening, mainly
during the night operations, give the impression of a heavy industrial area, which
diminishes the aesthetic value of the city of Volos.
5.7 Dredging in the Port of Volos

Dredging activity is the periodic removal of material from the seabed in approach
channels to port and harbour basins to maintain widths and depths in previously
dredged areas to ensure the safe access for vessels. It also involves the disposal of
the excavated material (TTD 2000). Dredging activities include construction and
maintaining ports and harbors, desilting of drainage and irrigation channels, keeping
reservoirs at depths and removing sediments from waterways still are important.
The master plan of the port of Volos has proposed the expansion of the port towards
the west with the construction of the Container wharf, a new fishery port, an
installation for the receipt of the ship residuals and the integration of the projects for
the rail ferry-boat wharf. These projects will demand the deepening of the west side
of the port of Volos so as that the approach of the ships would be easier to the
installations. Additionally, there has also been proposed the deepening of the marina
of St Constantine towards the outer part of the Port of Volos.
Dredging may affect the environment by reducing the water quality. It may acute,
therefore, the water chemical toxicity, it may increase the suspended sediments; or it
may release organic matter. Dredging might also provoke turbidity, smothering or
removal of organisms, bioaccumulation, alteration of the community structure and the
substrate type (ECOPORTS 2006).
Apart from the fact that dredging is a whole business itself and it contributes to the
global, national and local economy it may also contribute to the environment in a
positive way. Contaminated sediments can be removed through dredging activities
and relocated to safe areas and additionally the material extracted can be used to
regenerate beaches, mudflats or salt marsh habitats (ECOPORTS 2006).
CONCLUSIONS
Dealing with the environmental issues of ports is a matter of great importance as

important as the environmental protection of all aspects of natural life and human
activities is. Ports themselves are places of great importance both for the financial
and social life. Ports are vital for the global economy. Therefore, the ports protection
from environmental problems, risks and hazards is demanding and necessary.
The issues that the port of Volos needs to take into consideration are the port waste
management, dredging, dredging disposal, dust, noise, air quality, bunkering,
hazardous cargo, port development, which is related to land use, and finally ship
discharge. Undoubtedly, these are issues that all ports worldwide need to cope with.
Therefore, there exists an integrated legal system which arranges the issues of
management and protection of marine environment and ports. Global conventions,
European Directives, as well as the national law are assisting the effort of the
authorities, the private sector, the NGOs and the public to be able and capable of
sustaining and protecting the ports from various environmental risks, hazards and
threats.
All ports world wide have taken measures in order to protect both the natural
environment and peoples health. There are Global Conventions and Agreement as
well as national laws that impose the environmental way of managing and operating
ports. The MARPOL 73/78 Convention for the waste management and treatment
both for the waste that the ships produce as well as for the waste that ports produce;
the Joint Group of Experts on the Scientific Aspects of Marine Pollution (GESAMP)
for noxious liquid substances; the Marine Environment Protection Committee for the
sewage operation and management in ports; the International Convention on Civil
Liability for Bunker Oil Pollution Damage for the bunkering activities; and the
MARPOL 73/78 Convention for the air pollution created in ports are some of the most
important worldwide agreements regarding the environmental protection of ports.
Waste management in ports is an extremely complicated matter. The waste that is
produced or reach through the ships the ports are oil and oil residuals, the liquid
substances in bulk and many other kind of wastes is necessary to be treated in a
different way each one of them. Additionally, air pollution is a matter of great
importance, that should be attributed a lot of attention on that.
It is evident from this study that in Greece there does not exist an integrated policy
for the ports environmental protection. Of course, there does exist a variety of
measures and legislations about different aspects of environmental protection in
ports. Nevertheless, what is important for Greece and for the Greek ports is to
produce an integrated policy in order to be easier to manage, protect and sustain the
ports from the environmental pollution.
The port of Volos has a particular extended coastal zone and a variety of
infrastructure that can serve in a satisfactory level the current and the future needs.
The main insufficiency is the lack of a free zone for the attraction and the faster
transit of the cargos. The recent transformation of the east stores into passengers
station has improved the level of service of the passengers. Through the 3rd
Community Support Framework the pier of the port became more extended and deep
for hosting the cruise ships in the passengers wharf.
The direct neighbouring of the commercial wharf with the city has some negative
effects on the coastal face of the city, aggravates the circulation and as a
consequence creates contrasts and intensions into the port-city relationship.
It is widely accepted that the busiest a port is the more environmental needs should
be taken into consideration. Volos is not such a busy port compared to that of
Rotterdam for example, nevertheless compared to the national standards, Volos is
the third busiest commercial port after those of Pireous and Salonica. Therefore, all
the stakeholders should pay attention and take the appropriate measures in order
achieve the sustainability of the port. Adding to the fact that the port lays within the
city network the need for environmental protection is even more evident.
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ANNEX

Environmental Protection and Management of Volos Sea-Port

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Connected Cities

ENVIRONMENTAL PROTECTION AND

Planner and Regional Developer,

CHAPTER ONE: PORT POLICY IN THE PROCESS

1.3.17 Decision 2005/667/JHA..19

CHAPTER THREE: ENVIRONMENTAL ISSUES OF PORTS.38

3.2.3 Noxious liquid substances in bulk...42

3.3.1 The MARPOL 73/78 Convention Annex VI..46

CHAPTER FOUR: THE PORT OF VOLOS..55

CHAPTER FIVE: THE PORT OF VOLOS- ENVIRONMENTAL ISSUES...62

Noxious Liquid Substances....62

Compulsory acceptance of solid waste...65

5.1.5 Sewage in the Port of Volos...67

Environmental management and protection of the sea and sea-ports is an issue of

In Chapter Two, Environmental Management and Protection through National

In Chapter Three, Environmental Issues of Ports, port waste management, dredging

In 1991 the European Commission introduced the so-called hgorizontal approach

Publication of the White Paper on the incorporation of the objective of sustainable

The reassessment of the EU Maritime Strategy in 1996 (CEU, 1996a, 1996b)

The reports of the European Parliament on a common policy regarding the

1.2 The changing role of the port industry

possible congestion on seaports. A 1% modal shift from road freight transport to

Unlike environmental policies, marine pollution has received much attention by

Maritime Organisation (IMO) (ESCAP, 1992), United Nations

Conference on Trade And Development (UNCTAD, 1993), United Nations (1994,

Projects for port expansion should always be considered in the context of

European Commission, following DGXI (Environment Directorate) is not keen to

Environmental Liability Directive.

Maritime transport of goods and passengers involves different types of risk. As a

1.3.2. Liability and Compensation instruments

Other international liability and compensation instruments are the International

1.3.3 The Barcelona Convention of 1976

pollution caused by dumping from ships and aircraft;

pollution from ships;

pollution resulting from exploration and exploitation of the continental shelf

pollution from land-based sources.

implementation of the Convention (convening and preparing meetings, coordination,

1.3.4 Council Decision 1999/802/EC

Council Decision 1999/802/EC concerns a number of amendments to the Convention

1.3.5 Protocol for the prevention of pollution of the Mediterranean Sea by

1.3.6 Council Decision 1999/802/EC

1.3.8 Council Decision 1999/801/EC

Council Decision 1999/801/EC concerns a number of amendments to the Protocol

1.3.9. Protocol concerning specially protected areas and biological diversity in

1.3.10. Council Decision 1999/800/EC

1.3.11 Protocol concerning cooperation in preventing pollution from ships and,

This Protocol updates the legal mechanisms in the Barcelona Convention by

measures), as well as emergency measures which must be taken on board ships, in

1.3.12 Council Decision 2002/762/EC of 19 September 2002

Council Decision 2002/762/EC of 19 September 2002 authorising the Member

required to maintain insurance or other financial security, such as the guarantee of a

1.3.13 The COPE fund

1.3.14 Directive 2002/84/EC of the European Parliament and of the Council of 5

This Directive aims to improve the implementation of Community legislation on

1.3.15 Regulation (EC) No 782/2003 of the European Parliament and of the

compounds, in particular the organotin compounds tributyltin (TBT) and triphenyltin

Ship-source discharges in breach of Community law constitute a criminal offence and

1.3.16 Directive 2005/35/EC

1.3.17 Decision 2005/667/JHA

1.3.18 Directive 2005/65/EC of the European Parliament and of the Council of 26

1.3.19 Directive 2000/59/EC of the European Parliament and of the Council of 27

1.3.20 Port infrastructure: Green Paper of 10 December 1997 on seaports and

framework. Competition between and within ports is increasing for a number of