HEADING PAGE - port of ploce authority * welcome

OBALA 4 

OBALA 3 

60 000 DWT 

50 000 DWT 

l=290,0m 

b=32,40m 

d=13,0m 

OBALA 7 

WATERFRONT 7 

OBALA 5 

OBALA 2 

30 000 DWT 

l=228,0m 

b=31,0m 

d=11,30m 

30 000 DWT 

OBALA 1 

14 000 DWT 

l=145,0m 

b=20,0m 

d=8,5m 

11 000 DWT 

l=135,0m 

b=18,0m 

d=8,0m 

OBALA 6 

OBALA 0 

RANŽIRNA GRUPA 3-PROJEKTIRANO Shunting group 3 - designed 

ENVIRONMENTAL IMPACT STUDY 

(OF TARGET CONTENT) 

PLOCE CONTAINER TERMINAL 

(QUAY 7) FAZE I. 

STUDIJA UTJECAJA NA OKOLIŠ 

( CILJANOG SADRŽAJA) 

KONTEJNERSKI TERMINAL PLOCE 

(OBALA 7) I. ETAPA 

RN 03-033 

IZVEDENO 

RANŽIRNA GRUPA 1-IZVEDENO Shunting group - completed 

RANŽIRNA GRUPA 2-IZVEDENO Shunting group 2 - completed

CONSTRUCTOR: PLOCE PORT AUTHORITY 

20324 PLOCE 

Trg kralja Tomislava 21 

AUTHOR OF THE SUTDY: RIJEKAPROJEKT d.o.o. 

51000 RIJEKA 

Moše Albaharija 10a 


OF TARGET CONTENT 

CONTAINER TERMINAL PLOCE 

IN THE PLOCE PORT 

PRODUCTION MANAGER: Aleksandar Markovic, B.Sc.C.E. 

PROJECT REFERENCE NUMBER: Rn 03-033 

DIRECTOR: Ratimir Šarar, B.Sc.C.E. 

RIJEKA , July 2004


Rn: 03-033 CONTAINER TERMINAL PLOCE PAGE: 1 

AUTHORS AND ASSOCIATES 

WATER PROTECTION: Mr.sc.Višnja Hinic, B.Sc.nav.arch. 

SEA: 

1. Sea Hydrodinamics prof. dr. Vladimir Androcec, B.Sc. nav. arch. 

2. Sea Flora and Fauna Dr. Andrej Jaklin, B.Sc.biol. 

GEOTECHNICS: dr. Cedomir Benac, B.Sc.geol. 

PRELIMINARY DESING PRISTANIŠTA: Aleksandar Markovic, B.Sc.C.E. 

PRELIMINARY DESIGN OF 

INFRASTRUCTURE 

1. Roads: Branimir Pliskovac, B.Sc.C.E. 

2. Railways: Aleksandar Markovic, B.Sc.C.E. 

3. Water supply and sewage: Raoul Valcic, B.Sc.C.E. 

4. Electrical installations: Željko Matic, B.Sc.el. 

SPATIAL PLANNING 

DOCUMENTS: Sanka Vrdoljak, B.Sc.arch. 

GRAPHICS: Dijana Jurišic, B.Sc.C.E. 

LANGUAGE EDITING: prof. Slavica Dundovic 

PHOTOGRAPHY: Ranko Dokmanovic, Rijeka 

RIJEKAPROJEKT d.o.o.



TABLE OF CONTENTS 




PAGE 

FRONT COVER 1 - 2 

AUTHORS 1 - 1 

TABLE OF CONTENTS 1 - 7 

A. DESCRIPTION OF INTERVENTION AND 

LOCATION 

A.1. PURPOSE OF CONSTRUCTION OF CONTAINER TERMINAL 

PLOCE 

1 - 8 

A.1.1. Intervention type for national significance 3 

A.1.2. Reasons and objectives of investments connected to 

Economic and spatial development 5 

A.1.3. General data on technological characteristics of 

Container terminal 6 

Attachments: 

Figure 1. Location of planned project 1:50 000 

Figure 2.Technological layout – final state 1:2500 

Figure 3.Technology – typical cross section 1:500 

A.2. DATA FROM PHYSICAL PLANNING DOCUMENT 

A.2.1. Strategy and program of physical planning of the 

republic of Croatia 2 

A.2.2. The Dubrovacko-neretvanska county spatial plan 9 

A.2.3. Changes and additions to spatial plan of 

the Kardeljevo municipality to year 2000 15 

A.2.4. Changes and additions to master plan 

of Kardeljevo 19 

Attachments: 

RIJEKAPROJEKT d.o.o. 

1 - 20 

Figure 1.Excerpt from the STRATEGY AND PROGRAM OF PHYSICAL PLANNING OF THE REPUBLIC 

OF CROATIA 

Figure 2. Excerpt from PHYSICAL PLAN OF THE DUBROVACKO- NERETVANSKA COUNTY 

Figure 3. Key to Use and Assignment of Land 

Figure 4. Physical plan of Municipality of Ploce –Assignment of land use in 2000.g. 

Figure 5. Master Plan of Ploce-Plan assignment of land use



A.3. DESCRIPTION OF LOCATION SURROUNDINGS AND 

INTERVENTION IMPACT AREA 1 - 63 

A.3.1. Location of the planned intervention 2 

A.3.2. Spatial and functional units and assignment of 

land in the Ploce town area 3 

A.3.3. Port industrial complex 6 

A.3.4. Analysis of natural conditions 9 

A.3.5. Assesment of the present site capacity 51 

Attachments: 

Figure 1: Panoramic view of the area 

Figure 2: Aerial view at the port area 

Figure 3:View at the port 

Figure 4: Town port 

Figure 5: Development plan for the Port of Ploce 

Figure 6. Port area - terminals 

Figure 7: Wind rose 

Figure 8: Wind 

Figure 9: Frequency of different directions (%) in the climatologic periods 7 a.m., 2 p.m. and 9. p.m. (a) 

and total (b). 

Figure 10: Mean annual wind force by directions in the climatologic periods 7 a.m, 2 p.m. and 9 p.m. (a) 

and total (b) in m/s 

Figure 11: Mean annual number of days with strong and stormy wind 

Figure 12: Annual range of the mean wind force 

Figure 13: Seasonal and annual frequencies of wind force classes (5). The wind force is given in Beaufort. 

Figure 14 Mean annual values of the sea level height in relation to the mareographic zero in Ploce 

in the period from March 2002 - March 2003 

Figure 15 Values of sea level height in Ploce recorded during occurrence of port standing waves. 

Figure 16 Basic directions of surface currents in winter and spring season in the Neretva channel 

Scale 1 : 80 000 

Figure 17 Permanent surface currents in the zone of the Neretva river mouth scale 1 : 40 000 

Figure 18 Currents at 5 m depth in the zone of the Neretva mouth scale 1 : 40 000 

Figure 19 . Mooring place for the Ploce Port 

Figure 20 . Wave height for basin between quay 5 and 7 

Figure 21. Mean monthly values of meteorological elements and occurrences 

Figure 22. MEAN DATES OF TEMPERATURE THRESHOLDS AND DURATION OF 

TEMPERATURE ABOVE 0°, 5°, 10°, 15° and 20° (in days) 

Figure 23 Mean annual air temperature rate, Ploce 

Figure 24 Mean annual rate of cloud and average number of cloudy and clear days 

Figure 25 Mean annual rate of relative humidity (%) and precipitation (mm) 

Figure 26 Annual rate of mean and minimum monthly air humidity (%) and average number of days 

with relative humidity >80% at 14.00 hrs and >30% in all three times of measurements 

Figure 27 Mean annual rate of number of days with precipitation and thunder 

Figure 28 Mean annual number of days with certain quantity of precipitation 

Figure 29. Planned intervention area in the Ploce Port, view of coast 

Figure 30. Planned intervention area in the Ploce Port, view of sea 

Figure 31. Map of area with transects PL-01 and PL-02. 

Figure 32. Small depth of the beginning of the transect PL-01. 

Figure 33. Transect PL-01 area above sea, buoy marking the end of transect. 

Figure 34. Short coast of sandy silt. 

Figure 35: Description of the profile PL-01 

Figure 36. Zoostera noltii sea grass; depth 0,8 m. 

Figure 37. Numerous holes in the sediment; depth 0,5 m. 

Figure 38. Marine fanworms Sabella spalanzanii; depth 6,8 m. 

Figure 39. Terrigenous silt without visible benthonic organisms; depth 9,9 m. 

Figure 40. Beginning of the transect PL-02. 

Figure 41 Transect PL-02. 

Figure 42 .End of transect PL-02. 

Figure 43 .Coastal soft mud 

Figure 44. Profile of the bottom of the transect PL-02, with established bottom type and bottom 

living communities. 

Figure 45. Sandy mud on the beginning of the transect, numerous holes visible; depth 2 m. 

Figure 46. Terrigenous mud without visible benthonic organisms; depth 13,5 m. 

Figure 47. Bare surface abundant with holes and mounts of unknown origin; depth 14 m. 

Figure. 48. Stations for sediment examination 

Figure 49. Results of examination of sediment in the area of the Ploce port 

Figure 50. Characteristics of the spatial ambient of the Planned Intervention 1:5000 

Slika 51. Present state 1:2000 

Slika 52. Container terminal - orto foto 1:5000 




A.4. DESCRIPTION OF PROJECT 1-14 

A4.1. Function of planned project 2 

A4.2. Spatial needs of planned project 2 

A4.3. Construction of structure/facility 4 

Attachments: 

Figure 1. Por of Ploce layout plan – functional assembly 1.2000 

Figure 2. Purpose of area and terms of construction 1:2000 

Figure 3. Traffic infrastructure 1:2000 

Figure 4. Water supply and drainage layout 1:2000 

Figure 5. Electrical installation layout - VN and NN distribution 1:2000 

A.5. EVALUATION OF COSTS FOR REALIZATION OF 

PLANNED INTERVENTION 1-2 

A.6. RELATION BETWEEN CONTRACTOR AND 

GENERAL PUBLIC 1-2 




B. OPERATION ACCEPTABILITY EVALUATION 

B.1. IDENTIFICATION AND OVERVIEW OF POTENTIAL 

ENVIRONMENTAL IMPACTS OF THE OPERATION DURING ITS 

PREPARATION, CONSTRUCTION AND UTILIZATION PHASE, 

INCLUDING ECOLOGICAL DISASTER AND RISK OF ITS 

OCCURRENCE 2-4 

B.1.1. Overview of potential environmental impacts 

during the construction phase 3 

B.2. OVERVIEW OF POTENTIAL ENVIRONMENTAL IMPACTS 

DURING THE UTILIZATION PHASE 1-17 

B.2.1. Potential micro-climatic condition change 2 

B.2.2. Potential impacts on natural terrestrial and 

sea ecosystems 2 

B.2.3. Potential changes with regards to utilization 5 

B.2.4. Potential changes of air or sea water quality, 

changes caused by noise, in normal conditions 

and in case of ecological emergency 6 

B.2.5. Potential environmental impacts of the operation 

in case of ecological emergency with occurrence 

risk assessment 16 

B.3. THE MOST SUITABLE OPTION PROPOSAL 

WITH CLARIFICATION 1-3 




C. ENVIRONMENTAL PROTECTIVE MEASURES AND 

MEASURE IMPLEMENTATION PLAN 

C.1. PROPOSAL OF ENVIRONMENTAL PROTECTIVE MEASURES 

DURING THE PHASE OF PREPARATION, CONSTRUCTION AND 

EXPLOITATION 1 - 20 

C.1.1. Proposed environmental protective 

Measures during the phase of preparation 3 


Measures during the phase of construction 8 


Measures during the phase of exploitation 10 

Attachments: 

Figure 1. Submarine excavation 

C.2. PROPOSAL OF MEASURES FOR PREVENTION AND MITIGATION 

OF POSSIBLE CONSEQUENCES OF ECOLOGICAL DISASTERS 

1 - 2 

C.3. ENVIRONMENTAL MONITORING PROGRAM 1 - 3 

C.3.1. Sea 2 

C.3.2. Traffic Impact 3 

C.3.3. Waste 3 

Attachments: 

Figure 1. Position of control measuring points for environemantal state monitoring 

C.4. ENVIRONMENT PROTECTION POLICY OF THE INTERVENTION 

HOLDER 1 - 3 

C.5. PRESENTATION OF THE PLANNED MODE OF COOPERATION OF 

INTERVENTION HOLDER WITH THE PUBLIC 1 - 2 




D. STUDY CONCLUSION 

D.1. EXPLANATION OF MOST SUITABLE PROJECT 

ALTERNATIVE 1-4 

D.2. DESCRIPTION OF PROJECT ENVIRONMENTAL IMPACT DURING 

PREPARATION, CONSTRUCTION AND USE OF PROJECT, 

INCLUDING ALSO ECOLOGICAL INCIDENT AND 

RISK OF ITS OCCURRENCE 1-5 

D.3. ENVIRONMENTAL PROTECTION MEASURES, DURING 

PREPARATION, CONSTRUCTION AND USE OF PROJECT, 

INCLUDING ALSO ECOLOGICAL INCIDENT AND RISK 

OF ITS OCCURRENCE 1-7 

Attachments: 

Figure 1. Submarine excavation 

D.4. ENVIRONMENTAL STATE MONITORING PROGRAMME 1-3 

Attachments: 

Figure 1. Position of control measuring points for environemantal state monitoring 

F. INFORMATION SOURCES 1-6 




A. DESCRIPTION OF INTERVENTION 

AND LOCATION 




A.1. PUROSE OF CONSTRUCTION OF CONTAINER 

TERMINAL PLOCE 

A.1.1. KIND OF INTERVENTION OF IMPORTANCE FOR THE 

STATE 

A.1.2. REASONS AND OBJECTIVES OF INVESTMENT 

CONNECTED TO THE ECONOMIC AND SPATIAL 

DEVELOPMENT 

A.1.3. BASIC DATA ON THE TECHNOLOGICAL SPECIFICS 

OF THE CONTAINER TERMINAL 




A.1. PURPOSE OF UNDERTAKING INTERVENTION 

A.1.1. KIND OF INTERVENTION OF IMPORTANCE FOR THE STATE 

Today, the Port of Ploce is a port of state significance open to home and 

international public traffic, and mainly designated for cargo traffic. 

The Dubrovacko-neretvanska County Spatial Plan defined that the Port 

of Ploce is a port of special (international) economic interest for the 

Republic of Croatia. 

LAW REGULATIONS 

In accordance with the Law on maritime estate and sea ports (Official 

Gazette158/03), a port is defined as a sea port, i.e. marine and land space 

directly connected with the sea with wharves and non built shores, 

breakwaters, equipment, plants and other structures designated for landing, 

anchoring and protection of ships, yachts and boats, loading and unloading of 

passengers and goods, storage and other handling of goods, production, 

enrichment and finishing of goods and other economic activities, which are in 

economic, traffic or technological interrelation with these activities. 

Port area of a port is the sea port area consisting of one or more sea and land 

spaces (port basin) used for port activities operations and under 

administration of a port authority, i.e. concessionaire representative, and the 

port area boundary-line are the boundary of the maritime estate. 

According to the purpose they are used for, ports are divided to: 

- ports open to public traffic 

- ports for special designation 

Port open to public traffic is a sea port which, under equal terms, can be 

used by every physical and legal entity in accordance with its designation and 

within the limits of available capacities. 

Ports open for public traffic can be: ports open to international traffic and ports 

open to home traffic, in accordance with the Maritime Code. 

The port can consist of one or more basins. 

According to size and significance for the Republic of Croatia, the ports open 

to public traffic are divided to: 

• Ports of special (international) economic interest for the Republic of 

Croatia 

• Ports of county significance 

• Port of local significance 




In accordance with “Ordinance on the criteria for ranking of ports open to 

public traffic” (NN 31/96) the criteria for classification of ports open to public 

traffic under ports of special (international) economic interest for the Republic 

of Croatia are: 

• average traffic exceeding 3,000,000 tons of cargo per year, with 10% 

share of transit traffic in the structure of the total traffic between 1985 

and 1990, or average traffic of passengers exceeding 500,000 

passengers per year with 10% of passengers in international traffic 

between 1985 and 1990 for a port operating for passenger traffic only; 

• railway and road connections with inland, i.e. connection to airports; 

• installed port capacities for traffic of 5,000,000 tons of cargo per year 

in accordance with the cargo structure against main goods groups, and 

developed shoreline and piers for anchorage of ships length over 130 

m and draught 6 m. 

• no less than five regular ship lines per month or minimum three 

international lines per year for port operating for passenger traffic only. 

In accordance with “Ordinance on ranking of the Port of Ploce” (Official 

Gazette no. 37/96): 

• According to size and significance the Port of Ploce has been 

ranked under a port of special (international) economic 

importance for the Republic of Croatia. 

• Port of Ploce is a port open to international public traffic. 




A.1.2. REASONS AND OBJECTIVES OF INVESTMENT CONNECTED TO 

ECONOMIC AND SPATIAL DEVELOPMENT 

In 2002 the Port of Ploce reloaded about 10.000 TEU. There is a regular 

weekly feeder line to the ports of Malta and Gioia Tauto in Italy. The shipping 

company is Lošinjska plovidba - brodarstvo d.d. The ship UPA can transport 

226 TEU. This year an additional ship RAPOCA of the same shipping 

company has been introduced to the same line twice a week. 

With the aim to obtain a thorough insight, as well as scientific and expert 

assessment of the possibilities and needs of sea ports several scientific 

institutions and foreign companies have been engaged, which have also 

prepared the development studies for the Port of Ploce, and in which the 

segment of the port containerization has also been considered: 

• Economic and technical study of the ports of Rijeka and Ploce, 

Sofremer - Apis, 1997. (financed by the Works Bank); 

• Study on the multimodal traffic corridor Ploce-Sarajevo (financed by 

TDA, USA Government Agency), 

• Forecast of traffic of these goods has been given also by the one and 

only operator in the port area – the Port of Ploce. 

The first study was used as landmark document for elaboration of the Traffic 

Development Strategy of the Republic of Croatia, which related to ports, and a 

Sea Ports Development Plan for the period of 10 years has been prepared but 

not yet passed. The quantities of containers to be transported through the Port 

of Ploce according to this plan should be: 

YEAR 1989 1995 1999 2000 2005 2010 

TEU 2,500 250 1,800 3,000 32,000 71,000 

The decision to initiate preparations for this investment has been influenced 

by the planned traffic forecasts and by the fact that the existing container 

traffic handling is even now a problem for the Port of Ploce. 

There are no onshore surfaces for container storage, the surfaces have not 

been designed to withstand heavy loads of the equipment required for such 

handling, the bearing capacity of operative shoreline for installation of special 

equipment for container transshipment are questionable and reported several 

times already. To conclude with, the Port of Ploce does not possess 

equipment suitable for reloading of container unit by LO-LO technology. 

On the basis of all these reasons, a clear goal was set out: 

The Port of Ploce should be equipped for container traffic by construction of a 

container terminal, capacity 100 000 TEU per year. 




A.1.3 BASIC DATA ON TECHNOLOGICAL SPECIFICS 

A.1.3.1. EXISTING STATUS ON THE LOCATION 

Micro location of the container terminal has been proposed based on the 

analysis of the local geography, suitable access from the sea and protected 

basin docks 5 and 7 against adverse meteorological, hydrographical effects, 

suitable access from inland-road/railway, adjacent required municipal 

infrastructure, enough space for extension of the terminal. Since impact on 

environment is not significant, the location is a buffer-zone against the city 

between the existing built volumes and pollutants which will be farther on. The 

bulk cargo terminals located opposite of the dock no.5.To the North is limited 

by the future waterline – dock 7, to the East by the existing runaway of the 

Airport Ploce, which is located in the area of the Neretva river valley, and in 

accordance with the Dubrovacko-Neretvanska County Spatial Plan, to the 

South by the future railway tracks routs and to the West by the shore line. The 

surface of this land plot is about 210.000 m². For half of this surface on which 

the container terminal will be built the Location Permit will be obtained. The 

remaining surface will be kept for expansion of the terminal what we do not 

foresee to be in so near future. 

A.1.3.2. DESCRIPTION OF INTERVENTION ON SHORES AND STORAGE SPACE 

Warf length 260 m is to form the line of the future dock 7 with water landing 

area depth of 13.5 m, in which root the RO-RO ramp is to be built. In the 

reloading zone the equipment is to be placed with technical characteristics 

enabling transshipment of the container ships of the third generation. The 

surface provided for construction of terminal is to be about 100,000 m². It is 

provided to include the zone for reloading ships and railway cars, the zone for 

storage, service zone and surfaces needed for the main infrastructure (roads, 

power supply , telecommunications), and is to include RO-RO space also. 

The design provides also construction of all infrastructure structures/facilities 

outside the terminal land plot necessary for its operation as one technological 

unit. 

The Location Permit has been applied for the final construction stage which 

includes RO-RO ramp also, and construction in phase should be made 

possible. 

RAILWAY TRACKS 

In order to get an insight into the status of railway infrastructure in the Port of 

Ploce as well as the marshalling tracks in the cargo railway station adjacent to 

the Port of Ploce, used as supporting structure to the port capacities, in 1988 

a Study on track capacities in the Port of Ploce and railway station Ploce 

(Institute for Traffic, Sarajevo, November 1988) was prepared. The conclusion 

of this study was that at construction of new railway capacities it will be 

necessary to undertake reconstruction of the connection of the existing port 

capacities to the cargo station Ploce. 

As shown in this study at construction of the container terminal it is necessary, 

besides the railway tracks on the terminal itself, construct marshalling groups 

III and IV. The first mentioned for the needs of the timber transit terminal and 

waterfront tracks of the future container terminal, and the second for the 




needs of the mainly container terminal. In addition, it is necessary to 

undertake reconstruction of the existing connection and connection of the 

connection track to the cargo station Ploce (about 600 m). 

ROADS 

The Spatial Plan of the Port of Ploce has provided for construction of the main 

port road 15.0 m wide, which goes to the main gate of the container terminal. 

For the main port road the Main Design has been prepared. So far about 350 

m of mentioned road has been built, while for the remaining about 580 m 

earth works are carried out. The Consultant will renew this documentation and 

design the road connections of this road to the traffic infrastructure of the 

container terminal. 

POWER SUPPLY SYSTEM 

Feeding of the Port of Ploce is from 10kV network from TS 35/10 kV Vranjak, 

which is located adjacent to the port fence. The energy is supplied through 

two cable lines type PP 41 A 3 x 150 mm² to switching yard 10 (20) kV of the 

Port of Ploce an from there to separate transformer substations within the port 

area. 

For the future container terminal there is a 10 kV cable, which route goes 

along the edge of the future terminal. Although this cable is in function and 

can serve for supply of the future terminal, it is obsolete and in future could be 

unsafe for the good quality feeding. Therefore, being aware of the need of the 

future port capacities for electric energy and water, the Port Authority has 

order elaboration of Main Design, Construction of public utilities system along 

the main port road with connection of the power supply cable Switch yard - TS 

Vranjak. The goal of this design is sizing and construction of an infrastructure 

corridor by which this new part of the port will be supplied with the necessary 

quantities of water and electric energy and creating a ring of 10 kV lines within 

the Port of Ploce space. The public utilities system is to be built along the 

main port road to South, and all utilities are provided to be placed into a 

reinforced concrete channel. 

The connection of the container terminal to new cable 10/20 kV cable is to be 

also at the edge of the container terminal. In this case the existing cable 10 kV 

network is provided as reserve to the new network. 

TELEPHONE AND FIRE ALARM 

The existing primary telephone and fire alarm networks within the port area 

have been reconstructed in the eastern part of the port. The ducts, cable 

manholes, new cable switch boards were installed, PEHD pipes laid, fire 

alarm cables, type JB- Y(ST)Y and telephone cables, type TK 59 were pulled 

through, with capacity to satisfy the existing and future needs. The 

reconstruction of the western part of the port is planned and will be completed 

during 2004. 

From the telephone, i.e. fire alarm stations, there is a built cable duct network 

leading to the HPT post office in which the PEHD pipes have been laid. 




For the needs of the container terminal in the part of telephone and fire alarm 

system and connection to the main fire alarm station, i.e. telephone station, it 

will be necessary to build a cable ducts network from the cable manhole KZ 

1.1 in the direction of the future container terminal space. 

WATER SUPPLY SYSTEM 

The main feeding port water supply system is built of steel pipes Ø 200 mm 

and laid underground, along the eastern edge of the road in the direction of 

«Energopetrol» and passes along the edge of the future container terminal. Its 

capacity is 33.6 l/s, and pressure 5.5-6.0 bar. 


A1. PURPOSE OF PROJECT 

CONSTRUCTION UNDERTAKING 

LOCATION OF PLANNED PROJECT 

A1. SVRHA PODUZIMANJA 

IZGRADNJE ZAHVATA 

LOKACIJA PLANIRANOG ZAHVATA 

PROJECT SCALE (MJ) 1:50000 

KEY (LEGENDA): 

PROJECT BOUNDARY (GRANICA ZAHVATA ) 

PORT AREA (LUCKO PODRUCJE)

60 000 DWT 

50 000 DWT 

l=290,0m 

b=32,40m 

d=13,0m 

OBALA 7 

OBALA 5 

m o r e 

30 000 DWT 

l=228,0m 

b=31,0m 

d=11,30m 

30 000 DWT 

14 000 DWT 

l=145,0m 

b=20,0m 

d=8,5m 

11 000 DWT 

l=135,0m 

b=18,0m 

d=8,0m 

OBALA 6 

TS-15 

interspeds−stocarnik 

intersped−stocarnik 

gps 

z 

vatrogasci 

z 

z 

z 

2179/2 

(4559/80) 

z 

z 

garaza 

ts 

I 

z 

z 

poslovni prostor − terminal za drvo 

z 

z z 

z 

ts 

RANŽIRNA GRUPA 3-PROJEKTIRANO 

RANŽIRNA GRUPA 2-IZVEDENO 

A1. PURPOSE OF PROJECT CONSTRUCTION 

UNDERTAKING 


TECHNOLOGICAL LAYOUT - FINAL STATE 

A1. SVRHA PODUZIMANJA I IZGRADNJE ZAHVATA 

SITUACIJA TEHNOLOGIJE - KONACNO STANJE 

SCALE (MJ) 1:2500 


PROJECT BOUNDARY (GRANICA ZAHVATA) 

LINE OF EXISTING WATERFRONT (LINIJA POSTOJECE OBALE) 

LINE OF NEW WATERFRONT (LINIJA NOVE OBALE) 

EXISTING RAILWAYS (POSTOJECE ŽELJEZNICE) 

DESIGNED RAILWAYS (PROJEKTIRANE ŽELJEZNICE) 

EXISTING ROADS (POSTOJECE CESTE) 

DESIGNED ROADS (PROJEKTIRANE CESTE) 

FENCE (OGRADA) 

EXISTING STRUCTURES (POSTOJECI OBJEKTI) 

SEA (MORE) 

STORAGE AREAS (POVRŠINE ZA SKLADIŠTA) 

CONTAINER DISPOSAL AREAS (POVRŠINE ZA ODLAGANJE KONTEJNERA) 

GREEN AREAS (ZELENE POVRŠINE) 

GROUND (TEREN) 

STRUCTURES (OBJEKTI) 

SL. 2

A1. PURPOSE OF PROJECT CONSTRUCTION 

UNDERTAKING 

TECHNOLOGY - TYPICAL CROSS 

A1. SVRHA PODUZIMANJA I IZGRADNJE ZAHVATA 

TEHNOLOGIJA-KARAKTERISTOCNI POPRECNI 

PRESJECI 

SECTIONS SCALE (MJ) 1:500 

SL. 3



A.2. DATA FROM PHYSICAL PLANNING DOCUMENT 

A.2.1. STRATEGY AND PROGRAMME OF PHYSICAL PLANNING OF THE 

REPUBLIC OF CROATIA 

A.2.2. THE DUBROVACKO-NERETVANSKA COUNTY SPATIAL PLAN 

A.2.3. CHANGES AND ADDITIONS TO SPATIAL PLAN OF THE 

KARDELJEVO MUNICIPALITY TO YEAR 2000 

A.2.4. CHAGES AND ADDITIONS TO MASTER PLAN OF KARDELJEVO 




For the intended intervention and analyzed space, considering the 

international importance of the port, all currently valid physical planning 

documents of this area have been analyzed, as well as those that will be 

passed in near future. 

They are: 

• STRATEGY AND PROGRAMME OF PHYSICAL PLANNING OF THE 


• DUBROVACKO-NERETVANSKA COUNTY SPATIAL PLAN 

• CHANGES AND ADDITIONS TO SPATIAL PLAN OF MUNICIPALITY 

OF KARDELJEVO UNTIL YEAR 2000 

• CHANGES AND ADDITIONS TO MASTER PLAN OF KARDELJEVO 

A.2.1. STRATEGY AND PROGRAMME OF PHYSICAL PLANNING OF THE 


(Ministry of Physical Planning, Construction and Housing, Institute for 

Spatial Planning, 1999, Official Gazette no. 50/99) 

The physical planning strategy of the Republic of Croatia has ranked the Port 

of Ploce among the seven biggest sea ports on the Croatian coast. 

The Strategy has defined the spatial development and planning trends and 

main development terms of reference for infrastructure systems. For the 

maritime traffic, as part of the infrastructure, i.e. traffic system, we can read 

the following assessment of the present status (section 4.4.1.2., page 115.): 

«The specific of the Croatian spatial territory is the very long and well indented 

coast that throughout history has been the natural base for development of 

ports in many places what was acceptable at that time considering the level of 

technique and technology. During the last fifty years due to the world 

economy development trends a phenomenon has arisen that some ports have 

been promoted into carriers of connection. In result of such policy seven big 

ports have been built on the Croatian coast (Rijeka, Pula, Zadar, Šibenik, 

Split, Ploce and Dubrovnik), with length of built operative shores 17,736 m, 

covering space about 700 ha, and reloaded cargo volume 14,891.000 tons for 

1995. This is a considerate decrease in comparison to traffic volumes before 

the Homeland War. Before the Homeland War began the operative shores 

built volumes and the superstructure was satisfactory with positive 

development trends». 

In the section Spatial-development and planning directives we can read 

the following guidelines (section 4.4.1.4., page 120.): 

«Revitalization of the maritime traffic in Croatia, considering the well indented 

coast and its length, is a necessity for Croatia and the neighboring countries 

both on home and international level. The further development of ports and 

marine connections should be based on the needs of the state (meaning 

connections with other countries), and at home level on needs of particular 

regions, especially islands, and economic activities of the country (ecological 

sustainable economy). 




The modern technology in transportation, transshipment and port handling is 

developing in such direction that ports become more and more specialized for 

specific designations and specific kinds of cargos. The first degree of 

specialization begins with unitized cargo from port to port and ends with 

automatic monitoring of cargo from the consigner to the consignee with all 

activities and changes of traffic branches. In this segment the Croatian ports, 

as well as the whole Croatian traffic system, are not at all at an enviable level 

and would require urgent and overall modernization in accordance with 

available resources, which would rendered them equipped to respond to 

possibilities that are generally known and applied in the developed world. 

The Port of Ploce should predominately develop for the needs of the 

neighboring Bosnia and Herzegovina, but also for broader home and 

international hinterland. 

GOALS AND TRENDS OF MARITIME TRAFFIC DEVELOPMENT: 

• revalorization the traffic value of the Adriatic Sea and proper evaluation 

of the exceptional geo-traffic advantages of the Adriatic traffic route, 

which would open the Croatian spatial territory to main traffic flows 

thus improving the Croatian costal and ferry navigation, 

• reorganization and upgrading of the Croatian ports technology base, 

providing better links with the world/inland and continent and promote 

use of the Croatian ports for realization of different economic activities 

thus attracting, as much as possible, traffic flows (goods) from Eastern 

Europe (in all Croatian ports, and in particular to Rijeka and Ploce. 

Request for new space is relevant for three ports only: Rijeka, Split 

and Ploce, 

• improvement of following new techniques and technologies in maritime 

traffic (application of containers, unitized cargo, and other). 

Considering the above, validate and incorporate into the spatial plans of 

lower-rank the requirements and conditions relating to space for the requested 

extensions and modernization. It is equally important that the planning of ports 

at local level is harmonized with the General Development Plans of the costal 

region/islands. 

This physical planning document has defined that in reconstructions or 

constructions of new structures the highest technological, economic and 

ecological criteria should be applied, and emphasized that physical planning 

of the maritime traffic must be prepared in compliance with regulations of 

relevant laws, in particular those regulating ports as part of the maritime 

estate. 




In the «Programme of Physical Planning of the Republic of Croatia» we 

can read in section 3.1.3. Martine traffic goals and guidelines for 

development of the maritime traffic: 

(3-6) 

(3-7) 

In the new circumstances of social and economic development in 

Croatia, the development of the maritime traffic should be based on 

the advantages of Croatia, with particular emphasis on improvement of 

connections between islands, and systematic approach in the following 

segments: 

Physical planning of ports should be planned at the level of needs of 

the economy and traffic as a whole, and establish the spatial 

requirements for necessary extensions and modernization. 

The maritime traffic physical planning should comply with all 

regulations of relevant laws, and in particular those regulating ports as 

part of the maritime estate. At reconstruction or construction of new 

projects/structures, all interventions should be undertaken in 

compliance with the highest technological, economic and ecological 

criteria, and include investigation of the interrelations of traffic corridors 

road-railway-sea in the narrow costal space/islands. 

Priorities in elaboration of documents are: 

• strategic development plan of all ports 

• general development plan of the port systems of Rijeka and 

Ploce 

The connection of ports with the inland traffic structure should be 

improved. 

While developing the broader maritime infrastructure priority should be given 

to improvement of technical and technological characteristics of marine 

vessels and accompanying port services. 

In the section 4.4. Maritime estate we can read: 

In further development Croatia should adopt a more appropriate and 

systematic approach when using the advantages of its position on the 

Mediterranean with distinctive orientation to tourism and maritime economy. 

(4-13) 

Improvement of the maritime orientation of the country should be 

based in particular on: 

• maritime traffic and shipping industry, 

• port economy (including joint economic activities and free 

zones) … 




The economic interests and programmes should be prepared in such 

way to incorporate broader influences and especially those related to 

development of costal settlements in relation to lithologization 

processes and influences of other activities, and include environmental 

impacts as well as account for the fact that good quality environment is 

considered as the main advantage and specifics of the Croatian 

maritime economy. 

This objective can be achieved through systematic determination of 

the maritime estate boundaries, allowable maritime space pressures 

(land and home waters), and criteria for location of economic activities. 

Special importance should be given to valorization and preservation of 

sea water quality and the costal region on a larger scale. 

In the section 5.1. Environmental protection, among other things, we read: 

(5-1) 

(5-2) 

(5-3) 

Croatia should improve the present quality of the environment, and in 

further development remove causes of pollution and make efforts to 

coordinate future development with the efforts to achieve better quality 

of living. It is of special importance that the environmental protection is 

implemented per sectors- departments based on laws and regulations 

and in accordance with the Strategy on Environmental Protection, 

systematic preventive measures against adverse impacts and 

incentive procedures aimed at preservation and improvement of the 

environment. 

Croatia will enforce the signed bilateral agreements and conventions at 

all levels, especially those on sustainable development, biological 

diversity and human settlements, and in the framework of 

management of the larger spatial units belonging to the European 

systems (Adriatic Sea, Danube basin) and implement a system of 

protection of generally recognized values. 

Due to specifics of the Croatian spatial territory and past development 

trends the following aspects should be emphasized: 

• on the global level it is important to establish an integral 

approach to management of larger units, and special 

emphasize should be given, among other things, to the Adriatic 

Sea. 

Application of the environmental protection principles in spatial 

planning is based on modern principles and standards of the 

environmental protection and the quality of the environment should be 

the main criterion in spatial planning. 




(5-4) 

More efficient spatial planning would require proper clarification of 

the actual circumstances: 

• spatial pressures and past hazards, or the degree of the 

preserved quality of specific space and acceptable 

(sustainable) spatial capacity, 

• status, drawbacks and requirements relating needs in technical 

infrastructure, 

• natural and created values to be protected by application of 

special categories of protection as well as physical planning 

measures in connection with use of space, 

• regulations, agreements and conventions applying to specific 

area and determined kind of space -resource. 

The development context is marked by circumstances present in the 

body of undergoing social changes, by old technologies, incomplete 

physical planning systems and unbalanced development, aspirations 

for fast development, therefore special attention should be paid when 

choosing development programs; obsolete and hazardous 

technologies that represent a treat to space should be disregarded, as 

well as irrational exploitation of resources and space that can bring 

short term benefits, but in the long run can cause damage to space 

and environment, should not be allowed. 

Therefore it is necessary to: 

• enforce measures for remediation of endangered parts of 

space and environment within the framework of departments 

activities and engagement of all entities involved in space use, 

in particular those systems causing considerable environmental 

loads, like industry and mining, energetic industry, traffic, 

intensive farming, water management, 

• investigate and correct the former spatial-planning and 

development projections, considering mainly declamatory 

postulations of environmental protection, unbalanced and 

unreal past development trends of all development indexes, 

with side effects of adverse space loads, and define criteria for 

space use in accordance with guidelines of sustainable and 

balanced development that will account for the specifics and 

sensitiveness (vulnerability) of the spatial structure, 

• increase investments in infrastructure and qualitative changes 

of the existing economy systems (removal of unclean and 

obsolete technologies), and when defining new locations and 

routs consider all key elements of environment and space 

through application of an interdisciplinary approach, 

• establish mechanisms of information and decision making 

based on reliability and verification of data, and promote cooperation 

and consensus of all relevant entities and local 

communities, 

• prevent possible and actual pollutions in-situ (in the framework 

of technologies and functional units), establish economic and 

legal instruments of incentives and penalties and recognize 




(5-5) 

conflicts and solve them primarily through prevention and 

incentive measures. 

During elaboration and implementation of the Strategy guidelines and 

department programmes at the level of significant interventions 

(national programmes, programmes of complex infrastructureeconomy 

systems and other), environmental protection must be 

considered as the basic principle and goal to be realized through 

application of systematic measures at both state and local levels. 

Key action fields are the areas of economy concentration, exploitation 

of natural resources, and conflict of interests in use of urban space, 

especially in cities, with priorities: 

Energetic and industry: priority in updating and introduction of 

modern technologies that will lower and even eliminate the adverse 

trends, and in further development, care in selection of locations and 

technologies, and implementation of all measures already in the 

preliminary phase of planning to secure best possible location and 

operation within the allowable environmental pressures. 

Infrastructure and municipal activities: modernization of 

infrastructure networks - solution of traffic problems in cities and other. 

Landscape: implementation of protection measures of natural and 

cultural heritage and preservation of the cultural and natural features of 

landscape as a whole. 

At the state and local levels it is necessary to establish such 

instruments of taxation policy and financial measures that will treat the 

ecological component as an expenditure item, but payment should not 

give right to pollution. 

At the local level as well as within framework of competences of the 

environmental management entities, it is necessary to implement 

urgent and pragmatic measures that do not require complex 

procedures and projects or major funds, but are relating to behavior 

and order in space and concern organization and function of all 

mentioned entities. 

CONCLUSION: 

Construction of the container terminal in the Port of Ploce is in 

accordance with the spatial planning principles of the Strategy and 

Programme of Physical Planning of the Republic of Croatia. 




Picture 1 .Excerpt from the STRATEGY AND PROGRAMME OF PHYSICAL PLANNIN OF THE REPUBLIC OF CROATIA 




A.2.2. SPATIAL PLAN OF DUBROVACKO-NERETVANSKA COUNTY (PPDNŽ) 

(County Institute of Physical Planning, Dubrovnik) 

The Port of Ploce, as port of special (international) importance for the 

Republic of Croatia, represents one of the relevant development and traffic 

components in the Dubrovacko-Neretvanska County. Therefore, a more 

detailed excerpt from the Spatial Plan of Dubrovacko-Neretvanska County 

(PPDNŽ) is presented for the needs of this Study. 

Excerpt form the County Spatial Plan (PPDNŽ): 

1. PREMISIS 

1.1. CHARACTERISTICS OF SPACE, DEVELOPMENT AND 

RESOURCES 

Maritime traffic system 

On the territory of the Dubrovacko-Neretvanska County there are, according 

to the Ordinance on ranking of ports open to public traffic in Dubrovacko- 

Neretvanska County (Official Gazette no. 96/96), two ports of special 

(international) importance for the Republic of Croatia: 

• the Port of Gruž - passenger port 

• the Port of Ploce 

The Port of Ploce has not been damaged during the Homeland War, but 

because of war and aggression on the Bosnia and Herzegovina territory the 

port operations were reduced to minimum, with the exception of humanitarian 

aid shipments and equipment shipments for the United Nation peace task 

forces in Bosnia and Herzegovina. 

The total length of the operative shore of the Port of Ploce is 1.618 m, water 

depth between 6 and 12 meters. The Port of Ploce now operates with the 

following terminals: 

• general cargo terminal 

• bulk cargo terminal 

• liquid cargo terminal 

• spike cargo terminal 

• timber transit terminal 

• alumina and petrol coke terminal 

1.2. OBLIGATORY TERMS OF REFERENCE FROM STARTEGY AND 

PROGRAMME OF PHYSICAL PLANNING OF THE REPUBLIC OF 

CROATIA 

Maritime traffic 

In the new social and economic conditions in Croatia, the development of 

maritime traffic should be based on the comparative advantages of Croatia, 

with special emphasis given to improvement of connections between islands, 

and based on the systematic approach in the following segments: 




• renovation, reconstruction and refurbishment of ports 

• physical planning of maritime traffic 

• construction and reconstruction of the existing piers for express ship 

lines. 

Priorities in elaboration of documents: 

• development strategy plan of all ports 

• general development plan for the Port of Ploce system 

2. GOALS OF SPATIAL AND PHYSICAL PLANNING 

2.1. DETERMINATION OF SPATIAL AND ECONOMIC STRUCTURE 

Main point of reference (factors) of economic development 

Since infrastructure is the precondition for more advanced economic 

development, it is essential to solve the problem of traffic isolation of this area. 

It is also possible to reverse the negative trends in maritime trade by 

introducing smaller specialized cargo liners and RO-RO ships to Italy and 

other countries on the Mediterranean. 

The ports of Ploce and Dubrovnik have good development prospective on 

long term basis considering the importance of shipping, road and port traffic. 

2.2. DEVELOPMENT OF TRAFFIC AND OTHER INFRASTRUCTURE 


Revitalization of the maritime traffic in Croatia due to very indented and long 

coastal line, is a necessity for Croatia both on the international and home 

level. The future development of the ports and maritime connections should 

be based on the needs of Croatia, and at home level on needs of particular 

regions, in the first place islands, and economic activities of the country. 

The Port of Ploce should be developed predominately for the needs of Bosnia 

and Herzegovina, but also for broader national and international hinterland. 

The main goals and development trends of maritime traffic are: 

• revalorization of the traffic value of the Adriatic Sea and proper 

evaluation of the exceptional geo-traffic advantages of the Adriatic 

traffic route, 

• reorganization and technological updating of the Croatian ports, 

together with improvement of their connections with the world/inland 

and continent. 

• following of the latest technical and technological trends in maritime 

traffic, 

• improve legislation to enable new capital investments into ports and 

the whole sector of maritime traffic. 




3. PHYSICAL PLANNING 

Potentials of the future economic development of the City of Ploce 

The economic development of the City of Ploce projections foresee fast 

growth in the fields of 

agriculture, development of smaller production plants in the fields of traffic and 

transport (port activities) in accordance with the new geo-political 

circumstances, development of trades and crafts, catering business and 

tourism as auxiliary activities. 

The development of the port activity – traffic and transport activities as the 

main carrier of development in this region, will depend partly on the growth of 

the Bosnia and Herzegovina economy and partly on recently established geopolitical 

and development strategy circumstances on the longitudinal routs- 

through orientation to particular kind of cargo, necessary for the economy of 

the Republic of Croatia. 

3.1. DEVELOPMENT OF INFRASTRUCTURE SYSTEMS 

3.1.1. MARITIME TRAFFIC SYSTEM 

Planned status 2015. 

• Ports of special (international) economic importance for the Republic of 

Croatia 

• The Port of Ploce should now, after restoration of peace and 

normalization of relations on the territory of the Bosnia and 

Herzegovina, regain its former position within the system of Croatian 

cargo ports and this part of Europe. The fact that port capacities have 

remained undamaged will considerably speed up and facilitate return 

of the Port of Ploce to the pre-war status regarding both reloaded 

cargo volumes and traffic volumes. Within the Port of Ploce area it is 

planned to construct a new bulk cargo terminal, new container 

terminal, and new liquid cargo terminal and issue a concession for the 

liquefied oil gas. All these planned interventions objective is significant 

improvement of the existing infrastructure and superstructure of the 

port, which should become the main cargo port for the territory of 

Bosnia and Herzegovina and for the north east area of Croatia and 

part of Middle Europe. It has to be pointed out that part of the 

operative shore in Metkovic is an integral part of the Port of Ploce 

system. 

II. PROVISIONS FOR REALIZAITON 

139. On the territory of the County, the maritime traffic system 

consists of the existing ports: 

• Port of special (international) importance 

o Port of Gruž-passenger port (the City of Dubrovnik) 

o Port of Ploce (the City of Ploce) 




CONCLUSION: 

The construction of the container terminal in the Port of Ploce is in 

accordance with the spatial and planned premises of the Spatial Plan of 

the Dubrovacko- Neretvanska County – final proposal of the plan. 




Picture 2. Excerpt from SPATIAL PLAN OF DUBROVACKO-NERETVANSKA COUNTY 




Picture 3. Key for reading signs USE AND DESIGNATION O F SPACE 




A.2.3. CHANGES AND ADDITIONS TO THE SPATIAL PLAN OF MUNICIPALITY 

OF KARDELJEVO 2000. 

(Zoning Institute of Dalmatian Region, Split, 1987.) 

The changes and additions to the Spatial Plan of the Municipality of 

Kardeljevo have been prepared with the objective to harmonize the Spatial 

Plan of the Municipality of Kardeljevo from 1981 to the defined goals and 

assignments of the socio-economic development of the Municipality of 

Kardeljevo, which have arisen due to law regulations, changes of 

development trends, as well as due to departures from the planned premises 

and space designations. 

The changes and additions to the Spatial Plan of the Municipality of 

Kardeljevo have been prepared and passed with the goal to offer to the social 

entities that decide about the future development of the municipality, the 

optimal concept of organization and physical planning of space. 

The Spatial Plan as per its nature is a development plan defining the main 

components of development and giving a comprehensive insight of the 

economic and spatial elements of development. 

With the objective to define the needs for space in 2000, the economic and 

social trends between 1981 and 1985 have been analyzed with the aim to 

check the premises defined in the earlier Plan. For the Port o Ploce, the 

analysis has shown the following results: 

Between 1981 and 1985 the Work organization »The Port of Ploce» had 

shown growth in total revenues by 6 time, and 3.2 % yearly increase of the 

number of employees. The realized accumulation income has also been 

considerate. 

The prospective of the further development of the port have been assigned as 

significant due to the interests of a boarder development area. In addition, the 

Federal Executive Council also passed an «Ordinance on approval to 

establish custom zone in Kardeljevo», what would increase the business 

operations and needs for additional space (about 290 ha of new surfaces). 

In the planning section of the Spatial Plan of the Municipality of Kardeljevo 

(Section IV. TRAFFIC PLAN) we can read the following: 

• The long term development of the traffic system of the 

Municipality of Kardeljevo has been made on the basis of the 

development strategy trends of the more immediate and 

boarder socio-political community, where the development of 

traffic has a major functional role in development of the port 

activities, industry, agriculture and tourism. 

• The traffic network, structures/facilities and their connection 

into a system provides for a higher degree of integration of the 

municipality space with its boarder surrounding, and has been 

based on built structures/facilities and routs and plans, 

investigation and projects. 

• The Plan has defined the traffic corridors that have to be kept 

for construction and extension of the traffic networks and 

structures in the long term perspective. It is assumed that the 

realization of the separate parts of the network will follow after 





2000. The realization schedule of particular interventions in 

solving the traffic system will be in accordance with the 

economic possibilities and medium-term development plans. 

• The Port in Kardeljevo has been defined as the main maritime port for 

international and home traffic. 

• The biggest part of the traffic the Port of Ploce will be realized to 

satisfy needs of the gravitation area. The port has excellent 

prospective (possibilities) to increase traffic and foreign trade 

exchange (forming of custom zone) and development of other 

economic activities connected with the port. With the objective to 

increase the port traffic volumes it will be necessary to continue 

construction and extension of the operative shores and construction of 

modern storage space, modernization of the port machinery and 

creation of favorable technical and spatial conditions for maximally 

efficient good handling of goods. In the town of Rogotin on the Neretva 

River a smaller cargo operative shore will be built. 

IX. PROVISIONS FOR IMPLEMENTATION OF CHANGES AND ADDITIONS 

INTO SPATIAL PLAN OF THE MUNICIPALITY OF KARDELJEVO 

• The Spatial Plan has defined the Port of Kardeljevo as the main 

maritime port for international and home traffic. 

• The Spatial Plan has provided for surface for the extension of the Port 

of Ploce covering 410 ha in order to render possible further 

development of traffic volumes and foreign trade exchange, forming of 

a freight-transportation center and development of other economic 

activities connected to the port. 

• The Plan provides for construction and extension of the operative 

shores, construction of the modern storage space, i.e. creation of 

favorable technical and spatial conditions for maximally efficient 

handling of goods. 

• The Spatial Plan defines the boundaries of the protected costal zone 

for the sea shore, ..... 

• Construction along the sea shore is implemented based on the 

detailed zoning plan. 

• The sea shore and shore waters shall not be occupied, nor is any 

construction allowed in opposition to the spatial plan designation. 

• Spatial Plan has defined especially endangered parts of the human 

environment:: 

• The River Neretva 

• Costal sea waters from the mouth of the river Neretva to the bay of 

Mala Pošta 

• Industrial and port operative zones 




........... 

CONSCLUSION: 


accordance with the spatial-planning premises of the Changes and 

Additions to the Spatial Plan of the Municipality of Kardeljevo from 1987. 


SL. 4



A.2.4. CHANGES AND ADDITIONS TO MASTER PLAN OF KARDELJEVO 

(Zoning Institute of Dalmatian Region, Split, 1987.) 

The changes and additions to the Master Plan of Kardeljevo had been made 

at the same time with Changes and Additions to the Spatial Plan of the 

Municipality of Kardeljevo and passed in 1987. 

It should be mentioned that the Master Plan of the City of Ploce has been in 

force from 1973 and that many new law have been passed since, as well as 

regulations that regulate the field of spatial planning, that changes have 

occurred in use of surfaces and that all mentioned required to revaluate the 

spatial and planning premises with the objective to harmonize with the Spatial 

Plan of the Municipality of Kardeljevo. 

With consideration that these two Physical Planning documents (Spatial Plan 

and Master Plan) have been harmonized, the planned development within the 

city area is in accordance with the defined goals and assignments of the 

socio-economic development of the Municipality of Kardeljevo, arisen 

changes in legislation, changes of development trends, and also due to 

departures from planned premises and designations of space. 

However, in the Master Plan, space is better divided between the one 

foreseen for construction and other surfaces. In the graphical part of the 

Master Plan (Picture 7. Excerpt from the Master Plan, Space designation 

Plan) the surface for the port-industrial complex have been determined (portoperative 

zone), while in the textual part of the Master Plan the contents within 

this complex (zone) have been defined. 

Therefore, in the Master Plan of Kardeljevo (point 3.1.5. Port-industrial 

complex) we can read the following: 

• The port-industrial complex and other industrial zones will be used for 

realization of the contents of the freight-transportation terminal 

Kardeljevo. 

• The port-industrial zone in the part between the city and the channel 

Vlaška is covering the surface of 211.5 ha. According to present 

knowledge, within this zone, besides the port-reloading function and 

the goods storage function, it is planned to enrich transit goods. Part of 

the custom zone will be realized with the boundaries of this zone, and 

part in the industrial zones (along the channel Vlaška). Within the portindustrial 

zone it is generally foreseen to locate contents described in 

detail in PROVISIONS FOR MASTER PLAN IMPLEMENTATION. 

• The future extensions of the port-industrial zone are planned over the 

channel Vlaška covering surface of 165.2 ha. By extension of the zone 

the channel Vlaška will be regulated and used as operative shore 

(both sides), 

• The Plan also defined the main communication lines by which the 

connection between the port and the city and with the boarder 

surrounding is to be realized, as well as the main network of the 

industrial and railway tracks. 

• The regulation of the operative shore in plan is general only, and final 

solution will be regulated by the detailed zoning plan. The terminal for 

special cargo will be left within the port zone until the realization of the 




new zone in the area of «Dracevac». Relocation of the terminal to the 

new zone is to be completed until 1990. 

VIII. PROVISIONS FOR IMPLEMENTATION OF CHANGES AND 

ADDITIONS OF THE MASTER PLAN OF KARDELJEVO 

In the Master Plan the goods-transportation center has been defined, the 

terminal will be realized in the port and industrial zones. 

In the Master Plan the space of the port-industrial zone generally designated 

for construction have been defined as: 

• general cargo terminal, food products, timber, terminal, bulk cargo, 

liquid cargo, livestock, grain (spike cargo) and container and RO-RO 

terminal 

• warehouses 

• custom zone contents 

• business-administration building with parking lot 

• hydro-meteorological station 

• main entrance space with central parking lot 

• traffic and public utilities structures/facilities, green belts, construction 

of operative shores and similar. 

The Master Plan defined the main communication lines networks for 

connection between the port and the city and the boarder area, the main 

network of the industrial and railway tracks, and the general regulation of the 

shoreline. In the detailed zoning plan it is necessary to define in detail the 

traffic and municipal utilities solutions of this zone, regulation of the operative 

shore and achieve their harmonization with the technological and operational 

processes. 

The Master Plan has defined that future extensions of the port-industrial zone 

will be undertaken on space over the channel Vlaška, together with the 

regulation of the channel Vlaška and refurbishment/construction of operative 

shores. 

The Maser Plan has also defined the zones of other industrial activities and 

along the channel Vlaška, in function of the port-industrial complex, and 

smaller service-storage zones in the Town of Rogotin. 

The Maser Plan has defined the Port of Kardeljevo as the main maritime port 

for international and home traffic. 

CONCLUSION: 


accordance with the spatial-planning premises of the changes and 

additions to the Master Plan of the Kardeljevo from 1987. 


SL. 5



A.3. ENVIRONMENT AND IMPACT AREA OF THE SITE 

DESCRIPTION 

A.3.1. LOCATION OF THE SITE 

A.3.2. SPATIALY FUNCTIONAL UNITS AND DESIGNATION OF 

PLOTS IN THE TOWN OF PLOCE AREA 

A.3.3. INDUSTRIAL COMPLEX OF THE PORT 

A.3.4. ANALYSIS OF NATURAL CONDITIONS 

A.3.5. ASSESSMENT OF THE EXISTING SITE CAPACITY 




A.3.1. LOCATION OF THE SITE 

The Port of Ploce is situated in the southern part of the Adriatic coast in the 

natural harbour to the northeast of the Neretva Estuary. Its clearly defined and 

large gravitation area includes the north-eastern part of Croatia, part of Serbia 

and Montenegro, Bosnia and Herzegovina, part of Austria, Hungary, the 

Czech Republic, the Slovak Republic, Romania and Poland. The navigation 

corridor Bosanski Šamac – Vukovar and the Pan European road corridor Vc 

Budapest – Osijek – Sarajevo – Ploce will enhance the importance of the 

Ploce Port for the combined road transport among the Danube countries. The 

central Adriatic navigation corridor, the natural continuation of the Vc corridor 

will connect the Italian southern regions with the Central and East European 

countries in the most efficient way. 

The long-term development program passed by the Parliament should create 

conditions for the Port of Ploce to provide high quality services to all users. 

The construction of the container terminal is therefore a priority project in the 

forthcoming investment cycle. 

The primary transport corridors connecting the industrialized countries are 

containerised. There is at the same time a growing tendency in both 

developed and developing countries to containerise the traditional routes. Port 

Authorities in the developing countries must therefore consider 

containerisation of both their own ports and the ports within their gravitation 

area as well as forecast changes that such a development would entail for the 

port planning, organisation and implementation. 

Figure 1: Panoramic view of the area 




A.3.2. SPATIALY FUNCTIONAL UNITS AND DESIGNATION OF PLOTS IN 

THE TOWN OF PLOCE AREA 

Numerous limiting factors in the near and remote townscape have affected the 

selection of individual plots. Thus, it is possible to identify the following three 

global zones in the Town of Ploce, which are divided as to the characteristic 

designation: 

• Working zones in the area of the Neretva Delta 

• Residential zone on the lime-stone hills 

• Tourist and recreational zone in the area of the Bacinska lakes 

The central town spaces are to be found in the inner-town, at the junction of 

the delta and the residential zones. All relevant public spaces that shape the 

urban character of the town are also here and serve as the orientation point in 

the urban structure of the town. 

Almost all working activities take place in remote, large, industrial zones, 

which ensure both the continuance of technological processes and the proper 

traffic connections. 

Figure 2:Aerial view at the port area 




Figure 3:View at the port 

Figure 4: Town harbour 




The areas that are not built up but are designated for parks and other green 

zones affect the physical planning considerably. 

The town is encircled by large water bodies (sea and lakes), which are 

partially categorized as protected areas. 

The cargo port Ploce in the harbour basin Ploce is located to the south of the 

residential part of the town, in the remote cargo operating zone adjacent to 

which is the industrial zone. 




A.3.3. INDUSTRIAL COMPLEX OF THE PORT 

The cargo terminal Ploce is situated within the industrial complex of the port 

with industrial facilities. 

The industrial zone of the port, occupying a portion of the town and the Vlaška 

Channel, covers the area of 211.5 ha. The zone includes: 

• Terminal for general cargo, food, wood, bulk cargo, liquid 

cargo, livestock, cereals (loose cargo) as well as the container 

and RO-RO terminal 

• Indoor warehouses 

• Customs facilities 

• Administration building with the car parking 

• Hydro-meteorological station 

• Main entrance are and the central car parking 

• Traffic and utility facility, green buffer zone, operation quays, 

etc. 

According to projections the industrial zone would extend across the Vlaška 

channel and cover the area surface of 165.2ha. Due to such an extension the 

Vlaška channel would be regulated and used as an operation quay (from both 

sides). 




Figure 5: Development plan for the Port of Ploce 




OTHER INDUSTRIES 

The industrial zones with the total surface of 94.7ha include the zone of the 

port and other industries along the Vlaška Channel as well as the smaller 

service-storage area in Rogotin. 

The major part of the industrial zone along the Vlaška Channel is designated 

for industrial activities related to the development of the port’s industrial 

complex (customs zone). 

Figure 6: Port terminals 




A.3.4. ANALYSIS OF NATURAL CONDITIONS 

A.3.4.1. GENERAL DATA ON METEOROLOGICAL, MAREO-GEOGRAPHIC AND 

CLIMATIC CONDITIONS 

This chapter presents the available data relating to the general climatic sea 

and air conditions that may be relevant for the assessment of interrelations 

between the terminal and the environment. Knowing these elements and 

taking into consideration the expected climatic conditions in a particular 

month, season or year is crucial for continuous and coordinated construction 

works and for the technological operating of the terminal during its life cycle. 

A.3.4.1.1. Meteorological wind data 

According to the hydro-meteorological division of the Adriatic Sea in 

quadrants in which the wind data are statistically processed, the Port of Ploce 

is in the 13 th quadrant. For a twenty-year period (1957 – 1976) in (1) days the 

probability (‰) of wind occurrence from all directions is as follows: 

529,4 235,3 

(1-3 Bf), (4-5 Bf) 

58,8 19,6 

(6-7 Bf), (= 8 Bf) 

The above table confirms that the area of the Ploce Port annually registers ca. 

16% of calm and ca. 2% of strong winds and hurricane = 8 Bf. 




Figure 7: Wind rose 




Figure 7 shows the wind rose for the Ploce Port area, based on the same 

data. It is obvious from it that the strongest winds blow from the SE direction. 

Another relevant source (2) provides the wind statistics in the period between 

1949 and 1976, based on measurements by the meteorological station 

Opuzen, some 8.5 km to the east of the site. Figure 8 shows these 

measurement data classified by months and directions. 

Figure 8:WIND 

MEAN FREQUENCY (‰) AND FORCE (BEAUFORT) 

MEAN NUMBER OF DAYS WITH STRONG (6. B) AND STORMY (8. B) WIND 


OPUZEN 

N NE E SE S SW W NW ‡ ‡ 

Month Fr Fo Fr Fo Fr Fo Fr Fo Fr Fo Fr Fo Fr Fo Fr Fo C 6.B 8.B 

1 97 2.8 84 2.6 101 2.4 560 2.5 112 2.5 13 2.7 9 2.2 24 2.8 0.8 0.1 

2 195 3.5 124 3.2 112 2.9 392 2.7 90 3.0 33 2.6 47 3.0 7 3.5 1.1 0.1 

3 113 3.7 82 3,1 127 2.8 338 3.0 79 3.1 73 2.7 175 2.7 13 2.3 1.3 0.1 

4 71 4.1 71 3.6 98 3.0 363 3.0 80 3.9 91 2.9 204 2.9 22 2.5 1.5 0.1 

5 33 4.0 49 3.8 66 2.5 332 2.6 64 3.8 95 2.3 324 2.8 37 2.0 0.5 0.1 

6 97 3.5 33 3.4 55 3.0 360 3.0 75 2.9 51 3.1 358 2.9 7 3.3 4 0.1 

7 95 3.5 49 3.2 70 2.8 312 2.8 35 3.2 56 2.6 368 2.8 15 2.5 0.2 

8 86 3.1 6 3.5 60 2.8 301 2.7 41 3.0 66 2.5 431 2.8 9 2.3 0.2 

9 112 3.6 70 3.8 62 3.0 336 2.8 53 3.0 79 2.8 280 2.8 5 3.0 3 0.5 

10 135 3.5 84 3.5 78 3.0 443 2.9 58 3.6 56 2.7 129 2.5 17 2.8 0.7 

11 97 3.7 55 2.5 120 2.7 519 2.9 97 2.8 35 2.9 66 2.0 11 2.9 0.9 

12 99 3.5 79 2.9 101 2.7 670 2.7 22 3.0 4 3.0 19 2.7 6 3.5 0.9 0.2 

P 99 3.7 65 3.5 88 2.9 410 2.8 67 3.3 54 2.9 201 2.6 14 2.9 1 8.7 0.7 

It is interesting to notice, also here, that the predominant frequency is from the 

southeast throughout each month and in particular in the wintertime. Strong 

winds blow the whole year through (2,3%) and in particular in the winter and 

spring months, while stormy winds and hurricanes blow in winter and in 

spring, though less than 1%). 

The detailed data come from the weather station Ploce that is positioned 2 m 

above the sea level, at 43 o 2’ N and 17 o 25’ E, which is less than 1 km to the 

south of the site. The data used here (3) refer to a 16-year period (1978-1994) 

and are based on three daily climatologic periods (7 a.m., 2 p.m. and 9 p.m.) 

For the purpose of getting a complete account of the wind regime for the 

Ploce Port area, probabilities of simultaneous occurrences of both wind 

direction and wind force in the three climatologic periods between 1978 and 

1994 have been analysed. Figures 9, 10 and 11 detail the summarized data. 

Figure 9 shows the wind rose for each period (a) and for all of them together 

(b). The frequencies are expressed in percentages for each wind direction.



Figure 9: Frequency of different directions (%) in the climatologic periods 

7 a.m., 2 p.m. and 9. p.m. (a) and total (b). 

Figure 10: Mean annual wind force by directions in the climatologic periods 7 

a.m, 2 p.m. and 9 p.m. (a) and total (b) in m/s 

Figure 10 shows the distribution by the mean wind force for each direction, 

converted into m/s. 

Figure 11 details the mean annual number of days with strong and stormy 

winds, for a period of 17 years. 


b) 

a)



Figure 11: Mean annual number of days with strong Figure 12: Annual range of the mean and stormy 

winds wind force 

Figures 9 – 11 detail the key indicators of the wind regime: a very 

characteristic shape of the wind rose with the most frequent winds from the 

northern quadrant (N-E), in particular in the morning and evening hours, while 

during the day the predominant directions are from the west and southwest. A 

characteristic of the study area is that the winds are strongest at 2 p.m., while 

the frequency of the calm is ca. 14%. In addition, the strongest wind is not the 

most forceful one since the most forceful winds are associated with the flows 

from the southeast (SE). Such a distribution of wind directions and speed is 

based on the general circulation and flows in the study area, as well as on the 

orographic effects (the windward sides are to the west, southwest and 

northeast). In average less than 1 day with stormy wind per year can be 

expected, while strong winds can be expected to blow ca. four days in the 

winter and spring months. The widest range of strong wind days occurs in 

December and in the observed 17-year period it comes to 10 days, though it 

may not occur at all. Stormy winds occur most frequently in February but also 

their ranges are widest in December: they can be expected to occur up to 4 

days per month, while in February the maximum recorded value is 3 days. 

Figure 12, showing the mean wind force regardless of the direction, details the 

winter and spring maximum wind force values. 

Since the wind regime is contingent on the position of the Sun in relation to 

the Earth, the wind roses differ by seasons. Seasonal and annual wind roses 

are shown on Figure 7. 

Both seasonal and annual wind force distributions are presented on Figure 13. 

It shows that except for winter the increased frequency of stronger winds is 

connected to the 2 p.m. period in all seasons. Namely, due to less radiation 

from the Sun, winds are less contingent on the day scheme. Almost a uniform 

distribution by the periods is characteristic for the wintertime of the year, while 

the summer months record the most diverse division. 




Figure 13: Seasonal and annual frequencies of wind force classes (5). The wind force is given 

in Beaufort. 

Conclusion 

For this statement, the most interesting winds are the strongest winds, which 

may cause problems related to the port facilities’ operational functions. Most 

sensitive are the mobile portal crane (100 tons) and the container bridge, for 

which the operational criterion comes to the wind peak of 5 Bf (36 km/h or 10 

m/s). The data show that such winds (= 6 Bf), making the loading activities 

impossible, blow ca 30 days or 8,2% per year. 

All the equipment should be dimensioned for at least two-second gusts of ca 

11 Bf (108 km/h or 30 m/s), which are possible by a long-term distribution if 

the maximum hourly wind speed comes to 8/9 Bf (72 km/h or 20 m/s). 

According to the observed periods, the maximum speed of 8/9 Bf (20 m/s) can 

be understood as the speed of the return period of 20 years. For a 100-year 

return period, according to the Gumbel distribution scale, the maximum speed 

will amount to ca. 23 m/s, which corresponds to 9/10 Bf. 

Theoretically speaking, the winds that may generate surface waves, which 

may impact the site, blow from the south-southwest. Based on the 

aforementioned data, they can be 5/6 Bf (10 m/s) strong in a twenty-year 

return period, i.e. a limit of 6/7 Bf (14 m/s) is accepted as the speed per hour. 




A.3.4.1.2 Mareographic data (dynamics of water masses, waves, tides, submarine 

springs) 

Part of the sea dynamics interesting for mutual impact of the project and sea 

movements are certainly tides and sea currents. They will, therefore, be 

described here on the basis of existing data. 

Tides 

The dynamics of exchange of sea levels has the character of semidiurnal 

period predominantly on a greater part of the Adriatic and consequently in the 

area of the location under consideration. 

The theory of sea tides in the Adriatic shows that the distribution of theoretical 

amplitudes of longitudinal oscillations coincides with the observation in the 

case when assumed that the stimulus for oscillation comes from the Ionian 

Sea. On the other hand, the determination of mentioned values does not 

agree with empirical values, if these are derived under the condition that the 

Adriatic water mass is stimulated to oscillation only by the direct gravitational 

action of the moon and the sun. It can be concluded from this that the tides in 

the Adriatic sea are not independent. 

Almost completely regular flow of the tides is disturbed by fluctuations of the 

Adriatic level which is the consequence of the effect of atmosphere, from air 

pressure variations and wind action. Increase of the air pressure and northerly 

winds (bora/north-easter, sjevernjak/north wind) lower the water level of the 

sea in the northern part by 40 cm, while the air pressure drop and southerly 

winds (jugo, oštro) which are the consequence of the Mediterranean 

depressions (cyclones), increase the water level by 70 cm. Jugo blows 

towards the closed part of the basin for several days with the constant 

strength and accumulates water in the north Adriatic where, in the period of 

high water, the coastal areas can be flooded (very high water level in Trieste 

and Venice). On the other hand, very low water levels are linked with high air 

pressure which is the consequence of anticyclone over the central Europe. 

Fluctuations of the Adriatic water level which is reduced to the action of 

mentioned atmospheric factors, consists primarily in slow rising and falling of 

its mean level. It is very irregular and slightly disrupts the amplitude of sea tide 

oscillations. In addition to that, free oscillations (standing waves) occur, with 

periods smaller than 1 minute and up to a period of several hours, which can 

sometimes significantly disrupt the rate of sea tides. These are the standing 

waves in numerous bays and channels, whose water mass is prompted to 

oscillation by impulses of the movement of the atmosphere or of the open sea. 

Since their periods depend on dimensions and relief of the basin bed, these 

oscillations too are the characteristic of sea delevelling in a particular area. To 

date explorations were made of seiches in the bay of Trieste, Bakar and 

Kaštela and the free oscillation of the entire Adriatic basin, whose period 

amounts to about 23 hours. 




On the basis of the data under (5) information is obtained for the area of Ploèe 

with regard to geodetic zero (Trieste) that: 

Mean sea level SRM = +0.32 m 

SNNžR = +0.12 m (hydrographic zero) 

Extr.NžR10 = -0.22 m 

Extr.NžR100 = -0.32 m 

A SVVšR = + 0.35 m 

Extr.VR10 = +1.00 m 

Extr.VR100 = +1.10 m 

According to this long-term forecast we can see, a piece of information 

interesting for us, that in the ten-year return period the possible amplitude is 

about 1.22 m while in the hundred-year return period the maximum possible 

oscillation of the level is 1.42 m which should be taken into consideration in 

designing the port quay. 

The latest investigations of sea level fluctuations in the port of Ploèe are 

shown in the study of the Croatian Hydrographic Institute (4). On the basis of 

measurements conducted continuously from March 2002 to March 2003, 

calculations were made of the values of the sea mean level (SRM) and of the 

hydrographic zero (HN) in the area of the port of Ploèe, and these were 

compared with the geodetic zero (GN) and mareographic zero (MN) 

(mareograph measures the height of the sea level in relation to the 

mareographic zero). The relationships are as follows: 

SRM - HN = 24.5 cm SRM - MN = 121.1 cm 

SRM - GN = 42.2 cm HN - MN = 96.6 cm 

HN - GN = 17.7 cm GN - MN = 78.9 cm 

With regard to shortness of measured period a survey of relationships of 

SRM, HN and GN in Split based on 19-year measurements is given too. 

Namely, because of astronomic parametres which influence the tidal 

fluctuations of the sea level, it is exactly this time period that is necessary for 

an accurate definition of the hydrographic zero. Therefore: 

SRM - HN = 20.2 cm 

SRM - GN = 30.7 cm 

HN - GN = 10.5 cm 

Consequently, the difference between SRM and HN in Split is slightly smaller 

than in Ploèe which is the consequence of semi-diurnal components which 

have higher amplitudes in Ploèe than in Split. Furthermore, in the investigated 

period the mean sea water level in Split is by about 10 cm higher than in the 

several-year period and this relationship is also valid in the port of Ploèe 

aquatorium. It is therefore to be assumed that the values of HN and SRM in 

Ploèe in the investigated one-year period are about 10cm higher than in the 

19-year period, which has to be taken into consideration during planning of 

activities over a longer time period. 

The graphic presentation of daily sea level values is shown in fig. 9 


HEIGHT OF SEA LEVEL (m) 

HEIGHT OF SEA LEVEL (m) 



Figure 14. Mean annual values of the sea level height in relation to the mareographic zero in 

Ploèe in the period from March 2002 - March 2003 

Here we can see consistency with previously mentioned source, having taken 

into consideration the extrapolation for a long-term period 

Figure 15. Values of sea level height in Ploèe recorded during occurrence 

of port standing waves. 




What figure 15 distinctly shows are measured fluctuations of sea levels at the 

occurrence of port standing waves in the period of three days which is the 

result of the topography of the entire bay of the port of Ploèe and 

unhomogeneous activities of atmospheric pressure disturbances. According to 

this it can be estimated that the period of standing waves in the port of Ploèe 

is about thirty minutes, which is far above own frequencies of all motions of 

any vessels which will move or be berthed to the quay (7) and there is no 

danger of resonant effects. 

Sea currents 

Sea currents, along with the changes in sea level or as their consequence, 

are an important cause of sea dynamics which causes cleaning, bringing or 

distribution of various types of pollutants on one side and the spatial sea 

change which affects flora and fauna of a particular aquatorium, on the other 

side. 

The investor has provided data based on measurements of Hydrographic 

Institute about basic directions of sea currents in the aquatorium between the 

Pelješac peninsula and the mainland, consequently in the neighbourhood of 

the project for Quay 7 of the port of Ploèe. 

Figure 16 shows the basic directions of surface currents in the Neretva 

channel during winter and spring. They are qualitative for the whole year, 

because it is evident that the surface currents in the wider neighbourhood of 

the project are under the impact of the Neretva river confluence. More detailed 

and quantified these surface currents are shown in the sea aquatorium in front 

of the project in figure 17 where it can be seen that surface currents in the 

immediate neighbourhood of the project are significant and amount to about 

25 cm/s (about 0.9 km/h). This can be attributed to the circulation from the 

Neretva, Vlaška channel and the bay of the port of Ploèe itself. 




Figure 16 Basic directions of surface currents in winter and spring season in the Neretva channel 

Scale 1 : 80 000 




Figure 17 Permanent surface currents in the zone of the Neretva river mouth 

scale 1 : 40 000 


Speed of currents (cm/s) 

SPRING SEASON 

WINTER SEASON



Figure 18 Currents at 5 m depth in the zone of the Neretva mouth 

scale 1 : 40 000 


WINTER SEASON 

SPRING SEASON 

KEY: 

FLOOD TIDE CURRENT (cm/s) 

EBB TIDE CURRENT (cm/s)



In order to get a better insight into the deep-sea spatial circulation, the figure 18 shows 

currents at 5 m depth, separately for flood tide and ebb tide. In the very location of the 

project, ebb and tide currents alternate and amount to about 8 to 10 cm/s (about 0.35 km/h). 

With the estimate in the first approximation through the continuity equation and considering 

two-beat mean sea tide for the volume of the Ploèe Port aquatorium, we arrive at these 

speeds exactly as the maximum ones in the channel near the cape G.Višnjica, at mean 

oscillations of the sea. This leads to the conclusion that the currents in the neighbourhood of 

this project are under the distinct impact of ebb and tide and have regular periodic alternating 

flow. The Crna rijeka river confluence in the aquatorium of the port of Ploèe which is 

minimum in the summer season was not taken into consideration here. 

As far as the execution of the project and its impact on the sea current is concerned, it is 

necessary to conclude immediately that this impact practically does not exist or if it exists 

then it is positive. 

Namely, the project is executed laterally, by preserving the existing coastline and deepening 

the basin, thus enabling better spatial circulation and eddying motion around the vertical 

edges of the basin. 

Besides, with the execution and maintenance of an appropriate access waterway of the 

constant depth, hydrodynamic resistances to current will be reduced, which will contribute to 

the safety of the waterway. 

Sea waves 

Surface sea waves, as oscillatory periodic occurrences of sea fluctuation are divided into 

short and long waves. 

Among long waves, which by their definition are those with period of more than about thirty 

seconds, the sea tides and atmospheric (baric) waves were processed because of the 

passage of front or gusts of wind. 

With a simple calculation for the own frequency of semiopen rectangular basin, it can be 

seen that the first tone has a period of about 160 seconds. Therefore, there is the possibility 

of resonant effect of long waves of mentioned period, but according to above mentioned 

measurements of seiches, which could cause this resonance effect, they have a much 

greater period (about 30 minutes). 

As the own periods of ship movements which will be berthed in this port basin are also 

significantly lower, for rolling motion between 25 and 35 seconds, for pitching motion 

between 10 to 15 seconds and for heaving motion about 10 seconds, these long waves 

cannot cause resonance effects neither of the basin or of the ship, significant for safety resp. 

operational level. 

The short waves which are wind-related can have an effect if they should penetrate the basin 

in which they are also analyzed. 




Wind waves which can affect the project of Quay 7 are those from the sector of exposure S 

to SW. Since it was analyzed earlier that the winds from this direction can have an hourly 

strength in twenty-year return peak period 7 Bf (17 m/s) for the direction SW and ( Bf (20 

m/s) for S which is a strict criterion for impact of waves on the port, then through known 

diagram for wave forecast for shorter windward sides (Groen-Dorrenstein) we obtain the 

following wave elements, for the position in the deep sea in front of the entrance to the 

waterway (near cape Višnjica): 




Slika 19 . Windward sides for port pf Ploce 




Slika 20 . Wave height for harbour basin between Quay 5 and Quay7 




Direction Wind speed 

m/s 

Windward 

side 

F (km) 

Significant 

wave height 

H1/3(m) 


Period 

T(s) 

Length 

L(m) 

S 10.00 8.5 1.60 3.5 19.1 

SW 17.00 9.0 1.40 3.4 18.0 

This shows that these deepwater waves start their transformation because of the impact of 

the bed at a depth of about 9 m, i.e. in front of cape Višnjica, at the entrance to the waterway. 

Since the waterway has about 150m in width and 15m in depth, with about 700m in length, 

and in the SSW direction, according to presented bathymetry, all waves are outside this 

direction, and from the critical sector with refraction and diffraction on the shore and in 

shallow waters around the way they dissipate and cannot in any way reach the port basin of 

the quay 7, which means that they cannot affect its safety. 

Waves from the direction SSW itself, and along the channel whose wave height can by 

interpolation be determined as Hs = 1.5 m, especially behind the cape G.Višnjica, have 

smaller height because of lateral energy dissipation by sudden refraction and diffraction. It 

can be seen and established that the reduction of wave height only considering the principle 

of energy preservation equation in diverging channel in the ratio 

B1 

H2 = -------- . H1 

√ B2 

where H1 and B1 is the height of waves and width of wave front before wave deformation and 

H2 and B2 on some position in the direction of the wave beam/ ray. 

In this way in the line of Quay 7 and the island of Gubavac we come to the reduction of wave 

height from Hs = 1.5 m to Hs = 1.0 m. In that line there comes the diffraction of this wave and 

the diffraction lines, based on the standard diagram, are the diffractions around an acute 

angle shown in enclosed layout. From this analysis, it can be seen in the first approximation 

that the aquatorium of Quay 7 and the berth itself are well protected from all waves from the 

critical sector S - SW. 

Direct waves are possible from the direction W and they can be caused by maximum wind up 

to 6 Bf (about 14 m/s). With regard to the windward side which is short and amounts to about 

0.9 km at the end of the basin, according to mentioned diagram Groen-Dorrenstein we get 

considerable height of waves Hs = 0.4 m which has no effect on port operational level since it 

lies within the permitted criteria (6), (7). 

This analysis shows that the Quay 7 itself, for which the Environmental impact study is being 

prepared, is very well protected from wind waves and its complete safety and operational 

level with regard to this parameter. 

A.3.4.1.3. Climatic data 

In order to get a more complete insight into other climatic parameters on an immediate and 

wider project area, here are given measured data for the weather station Ploèe for the period



from 1978 - 1994 (Attachments 15 - 20) and the neighbouring station Opuzen for the period 

from 1949 - 1976 (Figure 14). 

It is clear how the data for these two stations coincide well also in different time periods, and 

they are therefore briefly commented upon here. 

Month 

TEMPERATURE 

mean monthly 

mean daily 

amplitude 

absolute maximum 

Absolute minimum 

Absolute mean 

amplitude 

Mean monthly total 

cloudiness in 10/10 

REL./MOIST 

URE 

Mean monthly 

rel.moisture in % 

1 7.4 7.2 17.7 -8.6 26.3 5.7 70 17 155 283 91 

2 7.3 7.9 20.8 -7.3 28.1 5.3 67 22 139 298 96 

Abs.min in % 

PRECIPITATION NUMBER OF DAYS 

Monthly sum 

Absolute month 

Absolute daily 

maximum 

With precipitation 


With precipitation 

Sa padavinama 

cloudy 

sunny 

cold 

warm 

hot 

With warm night 

With snow 

With hail 

With thunder 

With fog 

S snježnim 

pokrivacem 

11. 

5 

10.1 5.6 13.3 6.2 4.1 1.4 0.4 2.2 0.1 0.5 

10. 

5 

9.9 4.5 11.2 6.3 3.8 1.3 0.8 1.9 0.5 0.7 

3 10.6 8.7 23.6 -4.4 28.0 4.9 70 8 88 183 55 9.9 9.0 3.2 10.0 9.1 2.7 0.8 0.2 1.8 0.3 0.4 

4 14.3 9.3 28.5 1.9 27.2 5.1 67 7 95 178 74 9.8 8.1 2.6 9.3 8.8 0.5 0.1 3.2 0.3 

5 18.9 9.9 32.2 3.7 28.5 4.2 67 19 59 93 73 7.2 6.6 1.9 6.8 8.4 8.1 0.8 0.6 0.1 4.0 0.6 

6 22.3 10.3 34.4 10.1 24.3 3.4 61 18 66 233 77 6.5 5.2 2.1 3.8 10.1 20.4 5.6 1-9 0.1 4.2 0.2 

7 25.1 11.4 37.3 11.6 25.7 2.4 62 16 38 205 64 4.2 2.8 0.7 1.7 16.3 29.2 16.0 8.7 3.6 

8 25.2 11.7 38.5 10.8 27.7 2.3 60 11 53 119 86 4.7 3.4 1.6 2.5 17.0 29.5 18.0 7.5 2.6 0-1 

9 21.5 11.4 34.7 3.4 31.3 3.3 66 15 93 234 112 6.6 5.9 2.8 4.5 12.5 16.7 4.2 0.7 0.2 2.6 0.4 

10 16.4 10.7 32.1 -2.0 34-1 4.1 71 5 128 325 76 8.7 7.9 4.1 7.5 11.2 2.4 0.3 3.0 0.3 

11 12.8 8.7 23.1 -4.4 27.5 5.5 75 16 189 250 151 

12 9.1 7.5 20.3 -5.2 25.5 5.8 73 14 185 472 155 

15.9 9.5 38.5 -8.6 47-7 4.3 68 5 1288 1429 155 

CLIMATIC CHARACTERISTICS 

Figure 21 Mean monthly values of meteorological elements and occurrences 

OPUZEN 

0° 5° 10° 15° 20° 

1.I - 31.XII 1.I - 31.XII 9.III-9.XI 18.IV-27.X 26.V-25.IX 

365 365 276 193 123 (days) 

17- 

1 

11.5 4.7 11.7 5.2 0.3 0.1 3.5 0.5 

13- 

7 

11.9 5.8 13.5 6.7 2.1 0.1 0.3 2.8 0.2 0.1 

10 

6.0 

92.3 39.6 95.8 117.8 13.0 106.8 44.6 19.4 3.6 2.6 35.4 3.5 1.7 

Figure 22 MEAN DATES OF TEMPERATURE THRESHOLDS AND DURATION OF TEMPERATURE ABOVE 0°, 

5°, 10°, 15° and 20° (in days) 

Air temperature 

Air temperature by itself is not of special interest for the analysis of the possible impact of 

some object on the environment. However, it is useful to have available the data about the 

temperature and the range within which it is found. Figure 23 shows an annual temperature 

rate: mean monthly temperature, absolute maximum and absolute minimum.



Cloud, precipitation and relative air humidity 

Cloud is the total amount of clouds which at a given moment covers the celestial dome. This 

is an important meteorological element on which it depends how much energy of the sun will 

reach the ground and how much will the ground cool at night by irradiation. It is therefore 

important for the power balance between the ground and the atmosphere. Cloud amount is 

determined virtually and expresses the proportion of the sky covered by cloud. 

Figure 23 Mean annual air temperature rate, Ploèe 

months 

Mean annual cloud in the area of Ploèe amounts to 4.3 tenths (from 1.9 tenths in August to 

5.5 tenths in March and April). The total number of cloudy days (cloud above eight tenths) is 

about 80 on average, which makes about 22% annually, while the number of clear days 

(cloud under two tenths) is as much as about 38% annually, which is also expected 

considering the location of Ploèe. 

Along with the air temperature, cloud and precipitation gives an important piece of 

information about the climate. Annual rate of cloud and annual rate of the number of clear 

(cloud ≤ 2/10) and cloudy (cloud ≥ 8/10) days are shown in figure 24, while figure 25 shows 

mean annual rate of the quantity of precipitation and humidity. 

Relative air humidity represents the degree of air saturation with water vapour and it depends 

on air temperature. Mean annual rate of relative humidity is shown in figure 25, which also 

gives the mean annual rate of precipitation. On average it amounts to about 63% for the 

whole year, and the deficit in moisture is highest in summer months. 

Overview of mean and minimum monthly air humidity as well as the number of days with 

relative humidity >80 % at 14.00 hours and >30 % in one of the three daytime 

measurements, is shown in figure 26. This overview clearly shows that the maximum 

humidity in mean day measurement (14.00 hours) is expected right in summer months (July, 

August) when air temperatures are also highest, i.e, when evaporation from big water areas 

is high. At the same time, annual daily humidity, as well as the number of days with moisture 

< 30 % is at the lowest in these months. 




Number of days with cloud 

>8 and 8/10 

Cloud 80 at 14.00 hrs 

Figure 26 Annual rate of mean and minimum monthly air humidity (%) and average number of days with 

relative humidity >80% at 14.00 hrs and >30% in all three times of measurements 


Cloud 

in tenths



Mean annual rates of the number of days with precipitation and thunder are shown in figure 

27. It can be observed that there are two maximums of precipitation annually, in spring 

months (March, April) and autumn (October, November, December). On average it amounts 

to about 100 days a year, whereby the greatest number is of days with precipitation between 

0.5 and 1 litre per square metre. The number of days with certain quantity of precipitation 

(ranging from 0.1 to 50 mm) is shown in figure 28. The total annual quantity of precipitation is 

about 1080 mm on average. 

Precipitation is the parameter which is measured once a day at 7 a.m. Consequently, the 

quantity of precipitation refers to the total precipitation which is registered in the period of 24 

hours. In about 10% of cases it is above 20 litres per square metre, while about 3 days a 

year can be expected to have very heavy precipitation with about 50 l/m 2 and more. 

Days 


Thunder 

Precipitation 

months 

Figure 27 Mean annual rate of number of days with precipitation and thunder 

Figure 28 Mean annual number of days with certain quantity of precipitation 

Number of days



Since the number of cold days, with fog, snow and hail is very small, it can be said that the 

container terminal in the port of Ploèe (quay 7) has very good climatic characteristics for 

operation and in that sense no problems related to operational level and safety should be 

expected. 




A.3.4.2. SEA FLORA AND FAOUNA 

A.3.4.2.1. Explored area and work method 

A.3.4.2.2. Results 

The inspection of living communities of the sea bottom along two transects 

was performed in the area of the planned container terminal Ploce. The first 

transect is in the area where the extension foreseen by the design could affect 

the environment and the second one in the area of an unlikely possibility of 

impact by extension. (Fig. 29,30.). The first transect (PL-01) is located on the 

internal side of the cove, opposite to the existing operative Quay 5. The 

second transect (PL-02) is placed outside the area of the extension planned in 

this phase, almost at the very west end of the quay (Fig. 31.). 

During this field biocenologic research on the transects, a standard method of 

direct observation and sampling was applied using autonomous diving 

equipment (SCUBA), and records taken in situ are completed with pictures 

(Jaklin i Travizi, 1999). Biological material was preserved in the 70% alcohol 

and 4% neutralized formalin. An average number of samples was visually 

evaluated in degrees of abundance: R = rare samples, + = species is 

frequent, C = species is very frequent, CC = species prevails in number. In 

addition to these identification marks, a number of individual specimens was 

recorded. 

With the purpose of biological environmental impact study assessment of the 

container terminal extension in the port of Ploce, it was performed a 

biocenologic analysis of flora and fauna at the bottom with the intention of 

valorising bottom communities. The biocenologic analysis of sea bottom was 

performed on the basis of Braun-Blanquet (1921) fitocenologic method and 

the terminology used is nomenclature by Pér?sa and Picarda (1964), 

Gamulin-Bride (1967), Pér?sa and Gamulin-Bride (1973), and Bellan- 

Santinija & associates (1994), which is gerally used for similar researches in 

the Mediterranean and the Adriatic sea. 

While making preparations for field work, not a single study was found which 

refers to the port of Ploce. Since there is no previous biocenologic data 

concerning this area, the comparison of recent and historical data was not 

possible. Therefore this research can be considered as a preliminary 

assessment of the current zero state. 

Transect PL-01 

Due to shallowness and soft sediment, the transect is withdrawn some 15 

meters from the coastal line to the right edge of the hall (viewed from the 

beginning of cross-section) on Quay 5 in the direction 345° (Fig. 32.). GPS 

position at the profile end is 43° 02,681' N and 17° 25,690' E. Total transect 

length along the bottom is 182 meters (Fig. 33.). 

The beginning of transect consists of the mixture of terrigenous mud and the 

finest river sand that looks like silt earth. The bottom is slightly slanted (Fig. 

34.). After somewhat steeper transition part follows the inclination where 

gradually decreases the portion of sand and the bottom continues gradually to 

descent in depth. Sediment is pure soft sticky mud and the greatest depth of 




13.9 m is recorded at the very end of the transect. In spite of a sunny day and 

relatively small depth, the visibility of the greatest part of transect was about 

0.5 m. Along last fifty meters, the visibility more or less equaled zero! 

Cross-section description (Fig. 35.): 

The beginning of transect PL-01 covers infra-littoral part of sandy mud to the 

depth of 1.4 m. By subsequent exploration of transect surroundings, it was 

recorded that the tidal movements zone almost does not exist, so that neither 

flora nor fauna species are recorded. In the infra-littoral part, at depth of 0.7 

and 1.0 m, a small “meadow” of Zoostera noltii sea grass is developed which 

is the only plant species recorded in the entire transect (Fig. 36.). With regard 

to animal species, numerous species of snails (Cerithium vulgatum i 

Nassarius sp.) as well as the hermit crabs (Paguridea indet.) in sub-fossil 

houses of these snails are registered. Numerous small holes in sediment most 

probably originated from the crabs Thalassinidea indet. but it was not possible 

to determine for sure by the used work method (Fig. 37.). 

Between the 14th and 30th meter of transect, the depth relatively suddenly 

increases from 1.4 to 7.9 m. Portion of sand decreases more and more in the 

sediment content, the bottom is almost naked, and judging by small hole 

density in sediment, the number of crabs in sediment decreases as well. The 

oases of hard base make some discarded cable in depth of 6.8 m, which is 

colonized by a thick community of filtering organisms. The most frequent 

organisms are white sea squirts (Styela plicata), marine fanworms (Sabella 

spalanzanii) and tube worms (Serpula vermicularis), and colonies of bryozoas 

(Schizobranchiella sanguinea) - (Fig. 38.). 

From the depth of 8.6 m, the bottom is naked and sediment consists of sticky 

terrigenous mud. The increase of depth is almost hardly noticeable, so that 

the greatest recorded depth is 13.9 m at the very end of transect. It should be 

emphasized that the visibility along the last 50 meters equalled zero, so that 

the absence of macro-organisms could not be determined with certainty. 

However, according to the description, terrigenous mud is the most frequent 

sediment (Fig. 39.). 

By this preliminary review, only 1 plant and 10 animal macrobenthic species 

have been recorded on the transect PL-01 area (Fig. A; Table I, II). 

Considering this more than modest number of species, it is hard to talk about 

the prominent bottom biocenosis. The finding of Zoostera noltii sea grass 

indicates the muddy sands biocenosis of protected coasts of the shallowest 

part of the transect. The remaining explored bottom part contains a very poor 

terrigenous mud community. Real population could be evaluated only by using 

a grab and by studying possible infauna sediments. Anyway, great 

sedimentation of the smallest fractions of suspended materials resulting from 

intensive river inflows is obvious. The only hard based enclave is of 

antropogenic origin (discarded rope or cable) and is colonized by numerous 

sciaphilic filtering organisms (filtrators). Their density also indicates a strong 

and constant inflow of organic substances in suspension. 

Fish fauna has not been specially examined and only two species (dragonet 

Serranus hepatus and mullet -Mullus sp.) are recorded along the transect. Not 

a single species that would be interesting for fishing has been noticed. 




Transect PL-02 

Due to shallowness and soft sediment, the transect is withdrawn some 20 

meters from the coastal line to the red port light on the opposite coast in the 

direction of 330° (Fig. 40.). The GPS position at the beginning of profile is 43° 

02,629' N and 17° 25,436' E. Total transect length along the bottom is 190 

meters (Fig. 41,42.). 

The beginning of the transect makes the mixture of terrigenous mud and the 

finest river sand with some black particles (coal dust?) while the bottom slowly 

descends into depth. After extremely steep transitional part in which sand 

portion diminishes more and more, the bottom continues very slowly to 

descend into the depth. Sediment is pure, soft, sticky mud and the greatest 

depth of 14.1 m is recorded at the very end of the transect. The visibility in the 

greatest part of transect is approximately 0.5 m. 

Description of cross-section (Fig. 44.): 

The beginning of the transect PL-02 covers the infralitoral part of sandy mud 

in depth from 0.6 to 2.4 m (Fig. 45.). Tufts of Zoostera noltii sea grass (the 

only plant species recorded in the entire transect) are recorded in depth of 

about 1 m. With regard to animal species, numerous species of snails 

(Cerithium vulgatum, Nassarius sp.) as well as hermit crabs (Paguridea indet.) 

in sub-fossil houses of these snails are recorded. Numerous small holes in 

sediment originate most probably from the crabs Thalassinidea indet. The 

oases of hard base make some discarded cable at depth of 2.4 m which is 

colonized by a thick community of filtering organisms. The most frequent 

organisms are white sea squirts (Styela plicata), marine fanworms (Sabella 

spalanzanii) and European flat oyster (Ostrea edulis), as well as the bryozoas 

(Schizobranchiella sanguinea) 

Between the 20th and 40th meter of transect, the depth suddenly increases 

from 2.4 to 10.1 m. Even at the beginning of the slope the sand disappears 

and remains only terrigenous mud. The bottom is completely naked and 

deserted at least in the field of sight. After a prominent slope, the inclination 

decreases very fast so that the depth in the second part of the transect varies 

from 13.5 to 14.3 m the most. The sediment surface made of terragenous 

mud is furrowed, full of holes and hillocks of unknown origin. Any 

macrobentonic organism is noticed (Fig. 46,47.). 

By this preliminary review, only 1 plant and 10 animal macrobenthic species 

were recorded on the transect PL-02 area (Fig. B; Table I, II). Considering 

such a small number of species, it is hard to define certain bottom biocenosis. 

The finding of Zoostera noltii sea grass indicates the biocenosis of muddy 

sands of protected coasts of the shallowest part of the transect, but compact 

settlement has not been recorded. Individual sea grass shoots indicate the 

last remnants of once developed settlement or to the initial phase of 

colonization. The remaining part of researched bottom should be a very poor 

terrigenous mud community. Real population could be evaluated only by using 

a grab and by studying possible infauna sediments. Anyway, great 

sedimentation of the smallest fractions of suspended materials resulting from 

intensive river inflows is obvious. The only hard based enclave is of 

antropogenic origin (discarded rope or cable) and is colonized by numerous 

sciaphilic filtrating organisms. Their density also confirms a strong and 




constant inflow of suspended substances with a very rich organic component. 

Fish fauna has not been specially examined and no species have been 

recorded along the transect. 




A.3.4.2.3. Attachmetns 

Figure A.: Field records related to transect PL-01, with estimated abundance of species 

recorded by depth and distance from the initial transect. 

* field records: first number indicates the distance from the beginning of the 

transect (along the bottom) and the number in the bracket the depth, both 

expressed in meters. 

Transect PL-01, 13.09.2003., 10:30, AJ 

- GPS position (at the end of cross-section): N 43° 02,681' 

E 17° 25,690' 

- transect drawn from the coast toward the right hall edge (viewing from the 

beginning of cross-section) on Quay 5; transect direction from the end toward 

the beginning: 165° 

- length along the bottom: 182 meters 

- photographs CCXXXVIII: 01-07 and M32: 20-end, M33: 01-02 

10(0,6): mixed terrigenous mud and the finest river sand (like flint earth), black 

particles are frequent (coal dust?); small meadow (1 m) of Zoostera 

noltii sea grass, snails Cerithium vulgatum +, Nassarius sp. +, hermit 

crab Paguridea indet. +, small holes in sendiment CC (probably crabs 

Thalasssinidea indet.) 

12(1,1): terrigenous mud and some smaller quantity of the finest sand 

14(1,4): small holes in sediment CC 

16(2,1): snails Cerithium vulgatum 1, houses Nassarius sp. +, small mullet 

Mullus sp. 1, small holes in sediment C 

18(2,8): terrigenous mud with some sand; small holes in sediment + 

20(3,6): soft mud with fresh terrigenous layer 

30(6,5): / 

36(6,8): rope or iron (wire cable) bellow cross-section, approx. 1 m above the 

bottom); dragonet Serranus hepatus 1, marine fanworm Sabella 

spalanzanii +, tube worm Serpula vermicularis +, bryozoa 

Schizobranchiella sanguinea +, sea squirt Styela plicata C 

40(7,9):/ 

50(8,6): soft mud, visibility < 0,5 m 

60(9,3): / 

70(9,6): / 

80(9,7): gray soft mud with a thin layer of brown terrigenous deposit on the top 

90(9,9): / 

100(10,6): / 

110(11,4): / 

120(12,3): / 

130(12,5): sample of sediment to be analyzed in Rijeka PLS 01 

140(12,7): / 

150(12,5): very soft mud, visibility almost 0 

192(13,9): obscure and very dark, visibility 0, soft terrigenous mud 




Figure B.: Field record related to transect PL-02, with estimated abundance of species 

recorded by depths and distance from the beginning of transect. 

* field records: first number indicates the distance from the beginning of 

transect (along the bottom) and number in the bracket indicates the depth, 

both expressed in meters. 

Transect PL-02, 13.09.2003., 12:51, AJ 

- GPS position (at the beginning of cross-section): N 43° 02,629' 

E 17° 25,436' 

- transect from coast in the direction of red port light on the opposite coast, 

transect direction from the end toward the beginning approximately 150° 

- length along the bottom 190 meters 

- photographs CCXXXVIII: 08-22 and M33: 03-12 

10(0,6): mixed terrigenous mud and the finest river sand (like flint earth), black 

particles are frequent (coal dust?); small holes in sediment CC 

(probably crabs Thalasssinidea indet.) 

12(0,8): / 

14(0,9): crabs Paguridea indet. C in houses of snails Cerithium vulgatum i 

Nassarius sp., rare tufts of Zoostera noltii sea grass 

16(1,1): / 

18(1,8): / 

20(2,4): mud and the fines sand; Myxicola infundibulum 1, crabs Paguridea 

indet. in houses of snails Cerithium vulgatum +; discarded wire ropes: 

marine moluscus Murex sp., marine fanworm Sabella spalanzanii +, 

European flat oyster Ostrea edulis +, sea squirt Styela plicata +, 

bryozoa Schizobranchiella sanguinea + 

30(7,1): / 

40(10,1): / 

50(10,7): / 

60(10,9): visibility 0 

70(11,1): no more small holes in sediment 

80(11,2): sticky terrigenous mud with a thin brown layer on the surface, the 

bottom is furrowed, full of holes and hillocks, visibility ~ 0,5 m 

90(12,4): / 

between 90 and 100 distance of 1,5 m 

100(13,9): / 

110(13,9): / 

120(13,8): soft mud, visibility < 0,5 m 

130(13,7): / 

140(13,5): / 

150(14,3): / 

160(13,9): / 

170(14,1): / 

180(14,1): / 

190(14,0): / 

200(13,9): sticky, soft terragenouns mud; dark, visibility < 0,5 m; 

sediment sample to be analyzed in Rijeka PLS 02 




Table I. List of recorded macrobethonic species on the researched area 

Transect PL - 01 PL - 02 

ANGIOSPERMAE 

Zoostera noltii + + 

MOLLUSCA 

Cerithium vulgatum + + 

Murex sp. + 

Nassarius sp. + + 

Ostrea edulis + 

POLYCHAETA 

Myxicola infundibulum + 

Sabella spallanzani + + 

Serpula vermicularis + 

CRUSTACEA 

Paguridea indet. + + 

Thalassinidea indet + + 

BRYOZOA 

Schizobranciella sanguinea + 

+ 

TUNICATA 

Styela plicata + + 

PISCES 

Mullus sp. + 

Serranus hepatus + 

Table II. Number of recorded macrobenthonic species by transect and total 

number of species on the researched area 

PL - 01 PL - 02 ? 

MACROALGAE 0 0 0 

SEAGRASSES 1 1 1 

MACROANIMALS 10 10 13 

TOTAL 11 11 14 




Figure 29. Planned intervention area in the Ploce Port, view of coast 

Figure 30. Planned intervention area in the Ploce Port, view of sea 




Figure 31. Map of area with transects PL-01 and PL-02. 

Figure 32. Small depth of the beginning of the transect PL-01 




Figure 33. Transect PL-01 area above sea, buoy marking the end of transect. 

Figure 34. Short coast of sandy silt. 




Figure 35: Description of the profile PL-01 

Figure 36. Zoostera noltii sea grass; depth 0,8 m. 




Figure 37. Numerous holes in the sediment; depth 0,5 m. 

Figure 38. Marine fanworms Sabella spalanzanii; depth 6,8 m. 




Figure 39. Terrigenous silt without visible benthonic organisms; depth 9,9 m. 

Figure 40. Beginning of the transect PL-02. 




Figure 41 Transect PL-02. 

Figure 42 .End of transect PL-02. 




Figure 43 .Coastal soft mud 

Figure 44. Profile of the bottom of the transect PL-02, with established bottom type and bottom 

living communities. 




Figure 45. Sandy mud on the beginning of the transect, numerous holes visible; depth 2 m. 

Figure 46. Terrigenous mud without visible benthonic organisms; depth 13,5 m. 




Figure 47. Bare surface abundant with holes and mounts of unknown origin; depth 14 m. 




A.3.4.3. GEOTECHNICAL EVALUATION OF THE LOCATION 

A.3.4.3.1. ENGINEERING – GEOLOGICAL BASIS 

The main rock on the processed area is made by the sedimentary rock of 

karst type of Jurrasic and Cretaceous age. Due to the emphasized tangential 

movements during the paleogenetic and tectonic period, there has come to 

compression of rock masses. The consequence of these movements was 

folding of Cretaceous and palogenetic rocks and creation of reverse structures 

and covers. After the change of direction of regional stress in the younger, 

neotectonic period, the earlier created structures were distrubed. The rock 

mass was completely deformed and weathered, and karstificated for tens of 

meters below the present sea level. 

The main rock on the Ploce Port area is completely covered in the alluvium 

from the delta of the Neretva river and in marine sediments as well as in 

embankment. The sediments of the Neretva river delta were sedimented on 

the paleorelief, formed in karst rocks, which are visible on the surface of the 

surrounding elevations. According to the data known so far, the thickness of 

the layer (alluvium and marine sediments) is increasing towards the south and 

sout-west. On the location of the port, the thickness of alluvium from upper 

pleistocenic and holocenic age above the main rock ranges from 70 to 125 m. 

Alluvium of the Neretva river delta is sedimented in pronounced 

morphodynamic conditions where, besides the river flow, the late pleistocenic 

and holocenic erection of the Adriatc sea level had a significant influence. 

Since the sedimentation environments rapidly changed as well, whether 

horizontally or vertically, the sediments are of various grain size content. 

Some belong to the marine, some to brackish, and the third to the fresh water 

type. There is also a pronounced vertical and horizontal exchange of grain 

size content, so drilling revealed sediments of sand and dust, organic mud, 

clay and gravel. 

Current state of relief on land and sea bed is a consequence of erection of the 

Adriatic sea level, alluvium from the river Neretva delta during the upper 

pleistocene and holocene, as well as embankment of the sea bed during the 

construction of the port. 

A.3.4.3.2. HIDROGEOLOGICAL INFORMATION 

The river Neretva delta area is under the influence of the river Neretva flow as 

well as of sea tides. The same is applicable to the underground water level 

within the sediment body of the delta. In the port area three levels of 

underground waters were established. The first or the upper level is found in 

surface sands. The channel flow is open, i.e. it is the freatic type of aquifer. 

The second and third channel flow, located lower, are found in gravel lenses. 

The lowest gravel level is connected with deep karst water-carrier. 




A.3.4.3.3. SEISMIC CHARACTERISTICS 

The river delta territory is seismically active. It is shown ba the density of 

earthquake epicenters, their frequency as well as the magnitude size of 

seismic impacts. The cause of elevated seismic activity is the the Adriatic slab 

slipping under the Dinarides, i.e. under the High Karst zone. The contact 

between those zones is characterized by seicmically very active Biokovodubrovacka 

fracture zone, stretching through the river Neretva delta as well. 

In the last 50 years, in 1942. and 1961. this area was struck by earthquakes of 

7 to 8 0 magnitute on the MCS scale, causing greater material damage on 

buildings. 

According to the valid data, the basic seismic intensity on the river Neretva 

delta is of 8 0 of the MCS scale. The expected intensities with 63% probability 

of occurrence are: 6 0 MSK-64 for the 50 year return period, 7 0 MSK-64 for 

100 and 200 year return period and 8 0 MSK-64 for 500 year return period. 

According to the ground seismic stability analyses in the river Neretva delta 

zone since 1986, the maximum magnitude can be M = 6.1, while the basic 

seismicity degree Imax = 9.15 of MCS scale. The same analyses have shown 

the psosibility of liquefaction in the mud and sand sediments of the delta. 

A.3.4.3.4. GEOMECHANICAL INFORMATION 

According to the information from the geotechnical study by the IGH, the 

Institute of Geotechnics, the area where the Ploce Port is located lies on the 

wide delta of the river Neretva. Therefore, this territory is formed mainly of 

sediment formations from the Quarternary age which in form of thick 

formations are accumulated over the karst paleorelief. On the area foreseen 

for container terminal and Quay 7 construction, the thickness of Quarternary 

formations exceeds 100 m. sediment formations are of very different grain 

size content and are often intermixed. According to the research studies 

performed in 1989, for the phase I of the container terminal construction in the 

Quay 7 background, the following types of ground were established: 

From elevation 0 to elevation –20 mud and sand material 

From elevation –20 to elevation –35 clayley materials 

From elevation –35 to elevation –42 sand 

From elevation –42 to elevation –52 gravel 

These research studies were elaborated in the text: Study on Engineering 

Geological and Geotechnical Ground Characteristics and Requirements for 

the Object Funding for the First Phase of Container Terminal in the «Ploce 

Port» in Kardeljevo, Institute for Geotechnics and Funding of the Faculty of 

Civil Engineering in Sarajevo, Reference number D-1815, Sarajevo, I/1990 

(cited from the quote in the Geotechnical Study of the IGH, project number 

Rn-03-033-04-IR-03). 

According to these information, the ground where the container terminal shall 

be built is of extremely low carrying capacity and is subject to subsidence. In 

the geotechnical study for the preliminary design, the terms of construction 

and ground consolidation with gravel piles were determined, in order that 

foreseen loads from the container terminal could be taken over. 




A.3.5. EXISTING LOCATION LOAD ASSESSMENT 

A.3.5.1. AIR 

On the port territory of the Ploce Port there are no larger stationary, point air 

pollution sources. In several smaller boiler rooms designed for business 

premise heating, gas or light special liquid fuel is used, and the volume of 

pollutants emmitted into the air are negligible. 

Reloading devices are categorized into diffusive air pollution sources, i.e. 

there is no specific discharge where the values of the emmission of the 

pollutants could be controlled, but the whole reloading device is an open 

source of air pollution, there is no exact data of the measurement of 

emmission of particles from the Ploce Port area. 

Regulation on limit air emmission value of polluting substances (OG 140/97) 

sets out limit values of emmission only for stationary sources, while diffusive 

sources and transportation means are not included. 




A.3.5.2. THE SEA QUALITY 

A.3.5.2.1. DESCRIPTION OF THE LARGER AREA OF THE PROJECT 

Ploce is situated west from the Neretva estuary, where the Neretva flat delta 

touches the hilly karst areas. The port, as the principal economic branch has 

been developed at Ploce, situated at the beginning of the natural 

communication way along the Neretva valley. The nearest surroundings of 

Ploce offer great possibilities for development of tourist activities (the 

Bacinska lakes), and the Neretva estuary is very favourable for mariculture 

development. The Nature Park (ichtyological and ornithological reserve) is 

situated at the south-east side of the channel Vlaška–more. 

The town and the port Ploce occupy the east part of the Ploce bay. The 

densest urbanized part of the town and the port zone are situated between the 

Crna River and the channel Vlaška – more. 

Systematic researches of the coastal sea quality in the Neretvanski channel 

have been carried out for many years within the Project Vir – Konavle. The 

researches have been made by the Oceanography and Pisciculture Institute 

from Split for the requirements of the Hrvatske Vode («Croatian Waters») from 

Zagreb, Department for water and sea waters protection from pollution and 

contamination. The sea quality state is presented based on the results of the 

researches undertaken in the year 2002. 

The researches include the area from Gradac to the Malo More and the 

Prapratno cove. Figure 48. presents the sea research stations in the specified 

area. Station P1 is located in front of the Ploce town port. The investigation 

included climatological features of the area, physical and chemical properties 

of the sea water, biological properties and characteristic pollutants. 

The Neretva channel is characterized by variable hydrographic properties 

(temperature, salinity, density) conditioned by an interaction with the 

atmosphere, the influence of fresh waters, first of all those from the river 

Neretva, as well as by exchange of water with other parts of the Adriatic 

(Table 1). Influence of fresh water inflow is reflected in variations of the 

surface salinity, between 32.28 – 34.53 psu. The lowest salinities are 

registered in April, then in July, while in December minimum values were a bit 

higher. In warmer season a vertical temperature stratification is noticed, where 

thermo cline is pronounced, contrary to almost homogeneously mixed strata in 

colder part of the year (December - April). 

In the Neretvanski channel, influence of the gradient incoming stream of 

north-west direction is registered. The sea streaming in front of Ploce is under 

considerable influence of the river Neretva flow, whose estuary is situated 

south from the town. The river Neretva flow accelerates the sea streaming 

along the shore in north-west direction, so we can suppose that this fact is 

favourable for taking off the town and the port pollution from the Neretvanski 

channel. The same favourable effect is achieved by mixing of water with 

seawater of the Hvarski and Bracki Channel. 

The limpidity ranges between 7 and 25 m. The lowest and very uniform 

limpidity is registered at the station P1 that is under most expressed influence 

of sweet waters: 7 – 9 m. A higher limpidity and its larger ranges are recorded 




at station P4 situated in front of the Prapatno bay on the Pelješac Peninsula, 

i.e. at the outer side of the Neretvanski Channel: 14 – 25 m. 

April July September December 

Temperature, º C 14.18 – 17.06 16.16 – 26.20 17.44 – 23.43 13.7 – 17.21 

Salinity, psu 32.28 – 38.57 34.93 – 38.93 34.53 – 38.69 36.72 – 38.51 

Density (s t) kg/m 3 23.41 – 28.81 22.98 – 28.70 23.93 – 28.39 27.42 – 28.18 

Table 1. Ranges of main hydrographical parameters in the Neretvanski Channel (3 stations) during the year 2002: 

The presence of dissolved nutritious salts, i.e. salts of nitrogen, phosphorus 

and silicon are a precondition for primary production of organic matter. 

However, their excessive amount (brought by rivers or by waste waters) may 

cause eutrophication of a certain area, with unfavourable impact on the sea 

ecosystem and on aesthetical properties of the sea water. 

The sea of the Neretvanski Channel in the year 2002, as well as in the 

preceding years, can be classified as an area of low concentration of 

nutritious salts. The sea, in the area influenced by the Neretva river (stations 

P1, P2 and P3) contains higher concentrations of salts of inorganic nitrogen 

and orthosilicate in relation to the outer side of the Channel (station P4), while 

values are opposite for orthophosphate. The only exception is the station P1, 

situated in front of the town port in Ploce, where the surface layer is often 

enriched by orthophosphate. 

In the whole investigated area, water column saturation by oxygen was 

appropriate; it ranged within narrow limits. On the station in front of the Ploce 

town port (P 1) vertical profile of saturation by oxygen shows a uniform 

distribution by depth, without enrichment in the surface layer or reduction in 

the bottom layer. 

Trophic (nutritional) degree of an area is very well reflected through the height 

of primary production of organic matter (the first step in transformation of 

inorganic material into a living organic matter). Each disturbance of the sea 

ecosystem balance is first reflected at the first step of the food chain, so that, 

by following the primary production, an appropriate insight into the integral 

state of the sea ecosystem can be obtained. The primary production has been 

examined by determination of biomass (chlorophyll a) and the phytoplankton 

community structure. 

In the area of Ploce, the overall situation can be considered very favourable, 

as chlorophyll concentrations (amount of biomass) range between values 

characteristics for channel waters and open waters of the Adriatic. Qualitative 

composition of the phytoplankton community is marked by predominance of 

diatomaceaes, although in summer period dinoflagellates were proportionally 

well represented too. In this area no important water bloom was noticed in the 

year 2002. 

Contamination by faecal waters was examined by determining bacteria 

indicators of the faecal pollution. The sea at the station P1, in front of the 

Ploce port, was only lightly polluted, i.e. it satisfied the criterion imposed for 

the sea intended for bathe and recreation. 




Investigation of heavy metals shows that contents of cadmium, lead, copper 

and zinc in the sea sediment at the area in front of the Ploce port is higher 

than the values found in the sediment at the reference station (Vis – Stoncica) 

(Table 2). Concentration of cadmium is above the level of «probable natural 

contents» of this heavy metal in sea sediments in the greater area of the 

Central Adriatic, which indicates a certain influence of anthropogenic sources 

of pollution (waste waters in the town port). 

Station Wsm (Cd)*10 6 Wsm (Pb)*10 6 Wsm (Cu)*10 6 Wsm (Zn)*10 6 

PLOCE 0.303 25,7 19.2 106.3 

STONCICA 0.124 16.1 8.46 54,9 

Table 2. Average values of mass share of Cd, Pb, Cu and Zn in surface sediments in the area of Ploce 

and Stoncica in the year 2002. The portions refer to dry sediments (Wsm (CD)*10 6 

Chlorinated hydrocarbons (chlorinated insecticides and polychlorinated 

biphenyl) were examined in shells Mytilus galloprovincialis. Concentrations of 

these organic pollutants are considerably lower in the area of Ploce in relation 

to average values of chlorinated hydrocarbons for the Mediterranean area. 

A.3.5.2.2. RESTRICTED AREA OF THE PROJECT 

Construction of a container terminal in the port Ploce is planned within the 

Ploce port area, west from the bulk freight shore. On the south-east, along the 

canal Vlaška – more, a petroleum terminal is situated, as well as storehouses 

for foodstuffs, soja oil and etc. 

There were no systematic researches of sea quality in the restricted site of the 

Project. Sea limpidity between the bulk freight ramp and the area planned for 

container terminal construction is reduced, and bigger waste floating matter 

was noticed as well. Having in mind that, in addition to the activities in the 

port, untreated waste waters of town Ploce are emptied into the sea by a 

coastal outlet, it is to be expected that the area of the Project has been 

considerably degraded. 

For the purpose of the present Study, sediment was examined in the Project 

area on two stations: PLS 01 and PLS 02, as shown on Fig. 49. 

Sediment sampling took place in September 2003. 




PLS-02 

Fig. 48. Stations for sediment examination 

Sediment was analysed by the Public Health Institute of the County 

Primorsko-Goranska. The examination included detection of heavy metals 

(cadmium, chrome, lead, copper, zinc, nickel, vanadium) and of organic, 

steady, hazardous matter: polychlorinated biphenyl and polycyclic aromatic 

hydrocarbons. The results are shown in the Table 3. 

Polycylic aromatic hydrocarbons, µg/kg S.T. 

Sample marking PLS 01 PLS 02 

Phenanthrene 29 11 

Anthracene 4 1 

Fluorantrene 77 30 

Pyrene 57 20 

Benzo (a) anthracene + chrysene? 39 7 

Benzo(b)fluoranthene + benzo(k) fluoranthene 19 8 

Benzo(a)Pyrene 22 16 

Indo(1,2,3-cd)Pyrene 29 7 

? PAU 276 100 

Heavy metals, mg/kg S.T. 

Pb 18.3 20.9 

Cd 0.26 0.24 

Cr 27.2 30.5 

Ni 36.6 45.1 

V 39.5 48.3 

Zn 112 104 

Polychlorinated biphenyl, ug/kgM.T.



Sediment in the station PLS 01 is a bit more loaded with polycyclic aromatic 

hydrocarbons than sediment in station PLS 02. Levels of polycyclic aromatic 

hydrocarbons in both stations are low and characteristic for low loaded areas. 

Presence of polychlorinated biphenyl has not been detected. 

There is no considerable difference in concentration of examined heavy metals 

between the stations. 

Established concentrations are at the level of those found in sediment in the 

station situated in front of the port Ploce (examinations carried out within the 

Project Vir- Konavle). Concentrations of heavy metals are characteristic for 

areas under lower anthropogenic influence. 

On the investigated area the port basin has been recently deepened. When 

excavating the sediment, the surface layer was removed so that these 

investigations probably do not reflect the real situation of local sea water 

loading by these matters. 

Sanitary quality of the sea is being examined at Bacina and on the municipal 

beach close to the port Ploce. On both beaches microbiological pollution of 

faecal origin was detected. The beach close to the town port had been 

proclaimed unsuitable for bathe and recreation as early as 1999. but in spite 

of this, people keep bathing there. The pollution is the result of inappropriate 

drainage of waste water in the area of Ploce, where untreated waste waters 

are let into the sea close to the shore. Such a situation may have negative 

consequences for human health. 



Rn: 03-033 CONTAINER TERMINAL PLOCE PAGE:56/1 

A.3.5.2.2.1. SUPPLEMENT - WORLD BANK 

The revision of the Environmental Impact Assessment for Container terminal 

at the Port of Ploce made by the World Bank has asked for to supplement the 

Assessment in the part referring to problems relating to deepening of the port 

maritime zone on the area planned for terminal construction (between 5 th and 

7 th pier). It has been asked for to supplement the Assessment as follows: 

1. To estimate maximal content of contaminants based on results obtained 

from analysis of excavated sediment; 

2. To discuss about dredging technology and water volume estimate to be 

removed together with excavated sediment and to be drained into the sea via 

proposed storage reservoir. The time necessary to carry out dredging works 

has to be estimated too and an optimal period for their carrying out has to be 

defined; 

3. To discuss about possible contaminant leaching from excavated masses 

when depositing them on soil; 

4. To classify sediment on spot of planned intervention in view of its disposal: 

deposit in sea or deposit on land for the purpose of embankments of port 

quays; 

5. To show on map the area on which dredging shall take place and location 

where excavated material shall be deposited. Storage reservoir –coagulation 

tank for water to be drained from excavated material has to be shown on the 

same map. 

In terms of outlined problems the target of this study has been: 

• To estimate maximal content of contaminants based on results 

obtained from analysis of excavated sediment, 

• To estimate possibility for contaminant leaching from excavated 

masses when depositing them on soil; 

• To classify material anticipated to be excavated in view of possibility of 

its disposal: deposit in sea or deposit on land for the purpose of 

embankments of port quays. 

Work Method 

Within the development framework of the Environmental Impact Assessment 

for Container terminal at Ploce (Rijekaprojekt d.o.o. Rijeka, 2004), in the year 

2003 the sediment surface layer (0 to 5 cm depth) has been examined on two 

stations PLS 01 and PLS 02 on the area of planned intervention, shown on 

the Fig. 1. The diver took a sample of the sediment by means of 

polyethylene container. The sediment analysis included determination of 

heavy metals (Pb, Cd, Cr, Ni, V and Zn) and organic contaminant: polycyclic 

aromatic hydrocarbon (PAH) and polychlorinated biphenyls (PCB). 

For the purpose of better assessment of sediment characteristics and 

contaminant content, a sample of sediment has been taken on the previous 

stations (PLS01 and PLS02) once again. By this occasion, the diver took the 

sample by corer : on the station PLS01 up to depth of 60 cm and on the 

station PLS02 up to depth of 40 cm. 

Physical and chemical properties has determined done by the 

HIDRO.LAB.d.o.o Rijeka on following samples: 




Sample Mark Sampling Station Analyzed Layer 

Sample 1 st PLS01 0 – 10 cm depth 

Sample 2 nd PLS01 50 - 60 cm depth 

Sample 3 rd PLS02 0 -10 cm depth 

Sample 4 th PLS02 30 - 40 cm depth 

The analysis included following determinations: 

• Physical parameters: grain size distribution, content of solid 

substances/water and portion of combustibles 

• Chemical parameters: heavy metals (cooper, zinc, cadmium, 

chromium, nickel, lead and mercury), total and mineral oils, polycyclic 

aromatic hydrocarbon and polychlorinated biphenyls 

The leaching test has been carried out on the most critical samples in terms of 

contaminant content. The leaching test has been carried out according to the 

standard EN 12457 for granulated waste and sludge. Examined material has 

been mixed with water in proportion 1: 10. Following parameters has been 

determined in water portion of the sediment containing desorbed, dispersed 

and dissolved substances from the sample of examined material: pH, 

electrical conductivity, total organic carbon (TOC), total phenols, metals: 

cooper, zinc, cadmium, chromium, nickel, lead and mercury. These indicators 

have been selected with respect to characteristics of untreated sediment, 

estimated possibility for contaminant leaching (e.g. polycyclic aromatic 

hydrocarbons has not been examined as they tend to be bound to particles, 

but phenols as good water-soluble substances and as such easily leached 

from sediment have been examined). 

Sediment Characteristics and Estimate of Contaminant Leaching 

Sediment Analysis 

Analysis results of grain size distribution are given in the Table0 and figure 1. 

Sample mark mm 4.00 2.00 1.00 0.50 0.250 0.125 0.063 

PLSO1, 0-10 cm 

PLS01, 50 -60 cm 

PLS02, 0-10cm 

PLS02, 30- 40 cm 


< 

0.063 TOTAL 

dry wt (%) 0,14 0,86 1,71 2,30 2,18 2,81 12,59 77,41 100,00 

dry wt (%) 0,00 0,17 0,25 0,00 1,24 3,60 14,34 80,39 100,00 

dry wt (%) 2,57 3,98 6,07 4,93 3,53 5,06 16,52 57,34 100,00 

dry wt (%) 0,79 1,03 1,19 3,24 0,00 3,07 10,69 79,98 100,00 

Table 0. Grain size distribution at the Port of Ploce



100% 

80% 

60% 

40% 

20% 

0% 

PLS01, 0-10cm PLS01, 50-60 

cm 


PLS02, 0-10 

cm 

Šljunak Pijesak Silt+glina 

gravel sand Silt+clay 

Fig. 1. Portion of basic sediment fractions from the Port of Ploce 

PLS02, 50-60 

cm 

The sample taken at the station PLS01 is of uniform grain size distribution. 

Prevailing sediment fraction (from 77 to 80%) is composed of particles smaller 

than 0.063 mm. Portion of particles between 1.00 and 0.063 mm amounts to 

19 and 21 %, and portion of particles bigger than 2 mm 1.00 and 0.17 %. 

Sediment type on surface of this station is sandy silt and in the lower layer silt 

and clay. 

Grain size distribution of the sample taken on the station PLS02 is something 

different in upper and lower layer. Upper layer is sandy silt with gravel portion 

of 6.55 %, sand 36.1 % and 57.34 % silt + clay. Silt and clay are in the lower 

layer and portion of individual fractions is as follows: gravel 1.83 %, sand 

18.9% and silt+ clay 79.9 %. 

Testing results of content of dry weight, fixed residue, heavy metals and 

organic contaminants have been shown in the Table 1. 

Parameter Sample Mark 

PLS01 PLS01 PLS02 PLS02 

0–10 cm 50-60 cm 0-10 cm 30-40 cm 

Dry weight, % 58,6 73,7 70,9 71,7 

Fixes residue, % 44,5 61,6 60,6 63,4 

Cooper, mg/kg dray substance 

(S.T.) 

34,1 24,7 33,9 27,0 

Zinc, mg/kg S.T. 157 72,7 82,6 81,3 

Cadmium, mg/kg S.T. 0,47



Dry weight content (S.T.) in analyzed samples varies from 58.6 to 73.7 %. In 

addition to the sample of sediment surface layer PLS01, it is a matter also of 

material with high portion of solid substance. Portion of combustible 

substances (rough estimate for content of solid substancess) is the highest in 

the sample PLS01 0-10 cm (24.1 %) and the lowest in the sample PLS02 30- 

40 cm (11.6 %). 

Differences at heavy metal concentrations in single samples are not big. The 

biggest difference has been determined at zinc and chromium concentrations. 

Zinc concentration varies from 72.7 to 157 mg/kg S.T. 

The sediment surface layer at the station PLS01 is considerably loaded with 

this metal in respect to other samples. This is probably the result of discharge 

of untreated sewage being as a rule loaded with zinc into the maritime zone 

between the pier 5 th and 7 th . 

Chromium concentration ranges from 14.1 to 34.7 mg/kg S.T. Vertical and 

horizontal distribution of this metal is something different then the zinc 

distribution. The lowest value has been obtained in the surface layer PLS02 

and the highest in the layer from 30 to 40 cm on the same station. 

Nickel concentrations range from 30.7 to 43.4 mg/kg S.T. The distribution of 

this metal is very similar to the distribution of chromium. The surface layer on 

the station PLS01 contains a higher concentration then the layer being at 50 – 

60 cm depth. On the station PLS02 the situation is inverse. 

Mercury concentration ranges from 0.83 to 1.00 mg/kg S.T. 

The sediment surface layer on both stations is more loaded with total and 

mineral oils then the deeper sediment layers. The concentrations range from 

28.3 to 52.0 respectively from 5.7 to 9.7 mg/kg S.T. 

Polycyclic aromatic hydrocarbons are widespread sea environment 

contaminants. They originate mainly from combustion process or pouring out 

petroleum products. The sediment surface layer is as well when oils are in 

question more loaded on both stations being an expected phenomenon. The 

values obtained by this examination (20.6 do 34.9 µg/kg S.T.) are something 

lower then the values obtained by examination in the year 2003 (104 – 112 

µg/kg S.T.). 

Presence of polychlorinated biphenyls has not been identified in any sample 

as well as in the year 2003. Use of these organochlorine compounds as well 

as transformer and condenser oils and specially their use in open systems i.e. 

lubrication oils, colors etc. is forbidden therefore such finding has been 

obtained. 

Comparing the results of these examinations with results of examination 

performed in the year 2003 it could be said that concentration levels of 

examined metals are practically the same at both examinations. It has to be 

noted that mercury examination has been not performed in the year 2003. 

Sediment Pollution Estimate 

Sediment Contamination Estimate Based on Comparison with Reference 

Values for the Adriatic Area 

Attention to problems related to quality evaluation of sediment developed 

through port maintenance and its disposal has been paid in Croatia only in 

recent time. Oceanographic institutes are in charge for examination of sea 

sediment contamination in Croatia (Adriatic East Coast) within the Adriatic 

Systematic Contamination Research Project (Project Jadran, Vir Konavle, 




MED POL). The sediment surface layer from 0 to 5 cm depth is mainly 

examined Content of heavy metals is examining in most cases. Data on 

examination of organic contaminant are relatively poor and they refer to 

polychlorinated biphenyls and polycyclic aromatic hydrocarbons. Examination 

of the sediment provided for removal takes place only within the 

Environmental Impact Assessments for construction of new structures. 

Croatia has not both standards and specific guidelines for evaluation of sea 

sediment contamination. The comparison with concentration established on 

reference stations in the Adriatic Sea or in the Mediterranean is applying for 

evaluation of sea sediment contamination. The Table 2 shows results of 

heavy metal examination on area of the Adriatic being not directly affected by 

pollution source and may be used as reference concentrations. 

North Adriatic Middle Adriatic 

Cooper, mg/kg S.T. 20-22 8-23 

Zinc, mg/kg S.T. 105-130 54-100 

Cadmium, mg/kg S.T. 0,140-0,350 0,230-0,260 

Chromium, mg/kg S.T. 23-58 

Nickel, mg/kg S.T. 38-170 

Lead, mg/kg S.T. 25 - 50 16-27 

Mercury, mg/kg S.T. 0,24-0,60 0,037-0,042 

Table 2: Concentration of Cu, Zn, Cd, Pb and Hg in sediments of the Adriatic Sea 

By comparing the concentration of metals examined in the sediment at the 

Port of Ploce having concentrations characteristic for the Adriatic area, it can 

be concluded that the established concentrations of lead, chromium and 

nickel are on level of reference concentrations. Concentration of cooper, zinc 

and cadmium are a little bit higher, so the sediment poorly polluted with these 

metals can be taken into consideration. Only the mercury concentrations are 

higher then the concentrations characteristic for the Adriatic. 

The concentration of PAH sum in the sediment of clear Mediterranean areas 

ranges from 3 to 60 µg/kg S.T. The concentrations established in the 

sediment of Port of Ploce are on this level. 

Sediment researches on mineral oils performed on the Italian side of the North 

Adriatic Sea show that their concentrations in sediment are declining from the 

cost towards the high seas with values from 32.3 to 7.2 mg/kg (GEA Project - 

Snamprogetti, 2000). The authors consider that these values are within limits 

for areas with a low pollution rate. All values of mineral oils in the sediment of 

the Port of Ploce are below 10 mg/kg resulting that this sediment is not loaded 

with new contaminants. 

Sediment classification according standards of some European 

Countries 

There is a different approach to sea sediment pollution estimate being 

excavated to maintain ports, shipways and likely in the world. The 

comparison with contaminant concentration in sediments on the area being 

under no pollution effect (reference or background concentrations) is often 

used for estimate. The approach review towards environmental quality 

standards for sediments in ICES (International Council for the Exploration of 

the Sea) Members Countries is given in the Table 2. It is noticeable that many 




of countries do not have required standards for sediment pollution estimate. In 

such cases, the government authorities use often the recommended values 

based on reference concentrations. However, some ICES members (Norway, 

Sweden and the Netherlands) regulated the sediment classification, which 

may be based on concentration of single contaminant (Table 3). 

Country Legislation Notes 

Belgium x Data compared against OSPAR BC 

Denmark x Locally derived BCs from reference sediment (mainly for metals) 

Finland x 

France x Data compared against OSPAR BRC and locally derived BCs 

Irland x 

Canada ? ISQG and PEL approach from field data demonstrating 

associations between chemistry and biological effects. 

Netherlands yes Two-class system (NEC and MPC) based on equilibrium 

partitioning or ecotoxicological data. 

Norway yes Five class system. Data compared against local, surface 

sediment concentrations. 

Germany x 

Portugal x Data compared against OSPAR BC. 

Spain x Data compared with international (e.g. USEPA) and locally 

derived BCs 

Sweden yes Five-class system.. BCs derived from cored sediments 

UK 

(England 

and Wales) 

x Data compared against OSPAR BRC: locally derived BCs in 

preparation 

Table 3: Summary of Environmental Quality Standards for sediments in International 

Council for the Exploration of the Sea (ICES) Members Countries 

x= standards not currently covered by legislation BRC= 

Background/reference concentration 

ISQA = Interim sediment quality guidelines PEL= Probable 

effects level 

USEPA= United States Environmental Protection Agency BC = background 

concentration 

NEC= No effect concentration MPC = Maximum 

Permissible Concentration 

Norwegian and Swedish standards predict five-class sediment classification. 

Sediment classification standards in Norway are given in the Table 4. 

Contaminant Unit Class 1 Class 2 Class 3 Class 4 Class 5 

(good) (moderate) (poor) (bad) 

(very bad) 

Cooper mg/kg < 35 35 - 150 150 - 700 700 - 1500 > 1500 

Zinc mg/kg < 150 150 - 650 650 - 3000 3000- 10000 > 10000 

Cadmium mg/kg 10 

Chromium mg/kg < 70 70 - 300 300 - 1500 1500 - 5000 > 5000 

Nickel mg/kg 1500 

Lead mg/kg 1500 

Mercury mg/kg 5 

Total PAH µg/kg 20000 

PCB µg/kg < 5 5-25 25-100 100-300 >300 

Table 4: Sediment classification with respect to pollution grade in Norway, in < 2mm fraction, 

dry weight 

By comparing the defined maximum values of single contaminant in sediment 

to be dredged at the Port of Ploce with limit values in Norwegian standards 

the implication is as follows: 

- cooper, chromium, PAH and PCB meet limit values for the 1 st class 




Contamina 

nt Class 

- zinc, cadmium, lead and nickel meet limit values for the 2 nd class with 

observation that the set concentrations are just a little bit higher then 

the limit values for the 1 st class 

- mercury exceeds the limit value for the 2 nd class by more then 50%. 

The World Bank’s counselor for funding construction of the Container terminal 

at Ploce suggested to classify sediments in the Port of Ploce according to 

criteria being considered on the EU level (not accepted yet) and being 

something more restrictive than the Norwegian standards. According to 

theses documents, sediments shall be classified in four classes depending on 

concentration of Cu, Pb, Zn, Ni, Cd, Cr, Hg and oil products (total oil): 

- Class 1 (pure sediment) – maximum one parameter exceeds 50% of 

the limit value for the class 1 

- Class 2 (poorly contaminated) – two or more parameters exceed 50% 

of the limit values for the class 1: 

- Class 3 (contaminated) – two or more parameters exceed 50% of the 

limit values for the class 2 

- Class 4 (very contaminated) - two or more parameters exceed 50% of 

the limit values for the class 3. 

Limit values of mentioned parameters are given in the Table 5. 

Type of 

sediment 

Concentration of Hazardous Substances mg/kg, dry weight 

OP Cu Pb Zn Ni Cd Cr Hg 

I Sand



Cu, mg/kg S.T. 

Pb, mg/kg S.T. 

Zn, mg/kg S.T. 

Ni, mg/kg S.T. 

Cd, mg/kg S.T. 

Cr, mg/kg S.T. 

Hg, mg/kg S.T. 

160 

140 

120 

100 

80 

60 

40 

20 

0 

140 

120 

100 

80 

60 

40 

20 

0 

700 

600 

500 

400 

300 

200 

100 

0 

140 

120 

100 

80 

60 

40 

20 

1,2 

1 

0,8 

0,6 

0,4 

0,2 

0 

0 

350 

300 

250 

200 

150 

100 

50 

0 

1,4 

1,2 

1 

0,8 

0,6 

0,4 

0,2 

0 

PLOCE N I. N II. EU I. EU II. 



PLOCE N I. N II. EU I. EU II. EU III. 



PLOCE N I. N II. EU I. EU II. EU III. 

Fig. 2. Maximum set concentrations in sediment of the Port of Ploce, limit values for single class 

within standard applied in Norway and criterion being under EU consideration 




By comparing the set maximum values of single contaminants in sediment 

provided for dredging in the Port of Ploce under EU criteria, being still under 

consideration, the implication is as follows: 

- Only cadmium concentration meet the class 1 

- Total oil, cooper, zinc, lead, chromium and nickel concentrations meet 

the limit values for the class 2 

- Mercury concentration exceeds the limit value for the class 2 by more 

then 50% 

The same proposal defines the limit values for PCB and PAH just for the class 

3: for PCB this is 0.03 mg/kg dry weight and for PAH 1.0 mg/kg dry weight. 

We have already mentioned that there is no evidence of PCB presence in 

examined sediments (detection limit 0.25 µg/kg). For this parameter the PAH 

concentration are lower then the limit values by two orders of magnitude. 

Maximum metal concentration set in sediment of the Port of Ploce and limit 

values of single contaminant and sediment class according to the Norwegian 

standard and criterion being under EU consideration are given parallel in 

order to have an easy reference to the shown on the Fig. 2. 

It can be concluded that sediment in the Port of Ploce can be classified 

in the class 2, i.e. poorly contaminated sediments. In addition, the 

comparison of concentration examined hazardous substances with 

reference concentrations for the Adriatic area indicates to poorly 

contaminated sediment. 

Sediments of such characteristics may be deposit in the sea on specifically 

determined territorial sea area outside of the coastal zone, i.e. on depth 

deeper then 30 m. 

Estimate of Contaminant from Sediment 

It is planned to use dredged material to embank quays. In respect to dredging 

technology with which sediment when extracting shall be mixed with specific 

water amount (app. 40 % sediment and app. 60 % water) water shall be 

leached from material deposited in land. For this reason, the leaching test for 

contaminants from sediment has been carried out. The surface sediment layer 

PLS01, proved as the most contaminated has been selected for testing. The 

leaching test has been carried out according to the standard EN 12457 for 

granulated waste and sludge. Tested material has been mixed with water in 

proportion 1: 10. Following parameters has been determined in water portion 

of the sediment containing desorbed, dispersed and dissolved substances 

from the sample of tested material: pH, electrical conductivity, phenols, and 

metals: Cu, Pb, Zn, Ni, Cd, Cr and Hg. 

The table 6 shows the testing results. In addition, the same Table shows limit 

values for waste eluates that may, according to the Regulations on Waste 

Treatment Conditions (Official Gazette No. 123/1997 and 112/2001), be 

deposited in landfills and limit values for hazardous substances that may, 

according to Regulations on Limit Values of Indicators of Hazardous and 

Other Substances in Waste Water (Official Gazette 40/1999 and 6/2001), be 

discharged into the sea. 




Parameter Unit Analysis 

Result 

GVO for filling 

in landfill of the 

2 nd category 


GVV for discharging 

of industrial waste 

water into the sea 

pH 7.35 5.5 - 13 6.0-8.5 

Electrical 

conductivity 

mS/cm 3.570



Sedimentation time 

PLS01 volume of 

extracted water (mL) 

PLS02 volume of 

extracted water (mL) 

10 min. 20 min. 30 min. 1 hour 2 hours 4 hours 24 hours 

220 310 330 370 410 450 540 

110 180 250 300 330 370 450 

Table 7. Sedimentation dynamics of sediment mixture from the Port of Ploce and the sea 

(40 % sediment and 60% water) 

Different velocity of sedimentation of individual sediment layers is noticeable 

being caused by their different grain size distribution. Upon 24 hours of 

sedimentation, the extracted liquid in sediment sample PLS01 amounts to 90 

% of added water volume and in the PLS02 75 %. Extracted water was almost 

clear. Concentration of suspended substances in extracted water amounts for 

the sample PLS01 = 7.3 mg/L and for the sample PLS02 = 8.0 mg/L 

representing low values. Namely, according to the Regulation on Limit Values 

for Indicators of Hazardous and other Substances in Waste Waters (Official 

Gazette 40/1999 and 6/2001) the maximum permissible concentration for 

discharge into waters of 2 nd category (the most sensitive recipients in which 

discharge of waste waters is allowed) is 35 mg/L. Our opinion is that with 

retention of dredged material in settling basins for a period of 24 hours the 

possible adverse effects of its disposal to the sea and sea ecosystem quality 

can be reduce largely. 

BIBLIOGRAPHY AND USED DATA 

1. Littoral Sea Quality Control, Project Vir – Konavle 2002, Oceanography 

and Fishery Institute, March, 2003, p. 187. 

2. Monitoring Programme of the Eastern Adriatic Coastal Area. Report for 

1983. 1992., Institut za istraživanje mora Rovinj 1993., p. 100-111, 128- 

143 

3. P. Garrignes et al.: Distribution and Biotransformation of Aromatic 

Compounds in Coastal Mediterranean Ecosystems. MAP Technical 

Reports Series No 59, UNEP, Athens p. 211-212 

4. Marine Habitat Committee, ICES CM 2003/E:04. Ref. ACME: Report of 

the Working Group on marine Sediments in Relation to Pollution, 

Tromso, Norway 2003. 



Rn: 03-033 CONTAINER TERMINAL PLOCE PAGE:57 

A.3.5.2.3. EXISTING POLLUTION SOURCES IN THE PROJECT AREA 

In the area of the Project the main pollution sources are sewage waters and 

activities in the port. 

SEWAGE WATERS 

Waste waters from the main sewer of the town Ploce sewage system are let 

without treatment into the sea, by coastal outlet situated beside the bulk 

freight ramp base. According to investigations carried out by the Public Health 

Institute of the County Splitsko – Dalmatinska in 2002, properties of these 

waters were as follows: pH 6.61 – 8,46, suspended matter 18 – 142 mg/L, 

KPK 63 - 300 mg/L, BPK5 22 - 260 mg/L, ammonium 14 - 115 mg/L, 

faecal coliforma 2E +08 - 3 E + 10. It is evident that these are characteristic 

sewage waters containing important amount of suspended matter, dissolved 

organic matter and nutritious salts, as well as micro-organisms of which many 

represent potential hazard for human health. Such loading rates, along with 

low sea streams are the main factors influencing sedimentation of suspended 

matter and the increase of nutritious matter amount within the port 

aquatorium, which, in conditions of increased temperature and proper 

illumination of the water column, may lead to an accelerated overgrowing or a 

mass development of algae. In some parts of the port total disappearance of 

oxygen may occur, as well as development of anaerobic process of 

decomposition of organic matter, whose final products have a very unpleasant 

odour and unfavourable biological impact. 

THE PLOCE PORT 

In the Ploce port, basic port activities take place: mooring of vessels, 

transhipment of goods from ships to open and closed storages, and reloading 

to transport means ship - railway – lorries. In this port transhipment of general, 

mass bulk freight and liquid freight is carried out. 

Sea pollution in ports is mainly the consequence of sea pollution from ships, 

and load handling, its loading, unloading, reloading and storage. The greatest 

problem of pollution is the consequence of unexpected occurrences – 

incidents. In regular working conditions the pollution degree depends on the 

method of handling and storing, on handling area layout and its drainage 

system. The port equipment and its maintenance also represent a danger for 

sea pollution due to contamination of handling surfaces by oil, and due to 

waste waters and other waste from garages and workshops for the equipment 

maintenance 

According to data furnished by the Ploce Harbour Master's Office, in several 

preceding years there was no sea pollution from ships. 

According to data furnished by the Marine Service of the port Ploce, in May 

2002 contamination by oil in the port aqatorium by the Shore No. 5 was 

registered. The pollution was of minor extent. 

The storage and handling areas of the bulk freight terminal (coal) dispose of a 

system for precipitation water collection; before its letting into the sea the 

rainwater is treated in sedimentation chambers – fat separators. Quality of 

these waters was not examined. 




No treatment system existsd for oiled waste waters of the port equipment 

maintenance facilities. These waters are let by a precipitation canal into the 

channel Vlaška - more. There are no data on quality of these waters. 

The port has no specific place for washing and cleaning of lorries and 

wagons, and there is no drainage system for soiled waters and their 

treatment. 

A part of faecal waste waters of the port structures (zone around Shores 0, 1, 

2, 3 and 5) is connected to the main municipal sewage that ends by the Shore 

No. 5, while a minor part is resolved individually, by septic tanks. 

The petroleum terminal of Energopetrol represents a high potential hazard for 

sea pollution by petroleum in case of an incident. Waste waters from its tank 

vanes are let into the channel Vlaška – more after treatment on oil separator 

(capacity 300 m 3 ). According to data furnished by the Public Health Institute of 

county Splitsko – Dalmatinska, these waters are considerably loaded by 

organic matter whose concentration highly varies (in 2002 chemical 

consumption of oxygen ranged from 30 to 800 mg/L). It is interesting to 

mention that total fat and mineral oil loading of these waste waters was 

relatively low (total fat 3.1 mg/L, mineral oils =.56 mg/L) and not proportional 

to the organic matter load. 

At the very location of the intervention, waste consisting mostly of timber, 

sturdy waste iron and rubber can be detected. 

A.3.5.2.4. CONCLUSION 

Basic hydrographical sea conditions in the Neretvanski Channel and the sea 

in front of the town port Ploce, are under great influence of the Neretva river. 

Although under considerable influence of sweet water, the sea in this area 

may be classified as having low concentration of nutritious salts and a good 

and uniform distribution of oxygen saturation. Only in the segment in front of 

the town port of Ploce, the surface sea layer is often enriched by 

orthophosphate. 

In the area of Ploce, in relation to bio-production properties of the sea, a 

general situation may be considered as very favourable. In the station in front 

of the Ploce port, microbiological pollution of faecal origin is low. 

Exploring of heavy metals shows that content of cadmium, lead, copper and 

zinc in the sea sediment in front of the Ploce port is higher than the values 

established in sediment at the reference station (Vis). Concentration of 

cadmium is above the level of the « probable natural contents» of this heavy 

metal in sea sediment in the greater area of the central Adriatic, which 

indicates a certain influence of anthropogenic sources of pollution (waste 

waters, the town port). 

Concentrations of organic pollutants – chlorinated hydrocarbons in shells 

Mytilus galloprovincialis are considerably lower in the area of Ploce in relation 

to average values of chlorinated hydrocarbons for the Mediterranean basin. 




Municipal sewage waters contain different kinds of heavy metals, high amount 

of suspended and dissolved organic matter and nutritious salts. These loads 

as well as less intensive streaming within the port aquatorium are the main 

factors influencing the limpidity reduction, sedimentation of suspended matter 

and increase of nutritious matter amount within the port aquatorium, which, in 

conditions of increased temperature and a proper illumination of water column 

may lead to an accelerated overgrowing or a mass development of algae. 

These processes may have unfavourable impact on the sea ecosystem as 

well as on aesthetic properties of sea water. 

The port itself may load the port aquatorium by its activities, the freight 

tranloading from ships. 

Emptying of untreated waste water from the equipment maintenance facilities 

is a considerable source of sea pollution. 

Concentration of heavy metals (cadmium, lead, copper, zinc, vanadium and 

nickel) and polycyclic hydrocarbons in sediment of the Ploce port are 

characteristic for areas under a very low anthropogenic influence. 

Polychlorinated biphenyls have been not detected. Sediment load with heavy 

metals is quite possible result of discharge of untreated sewage into the port. 




A.3.5.3 TRAFFIC INFLUENCE 

The problem of traffic is one of the essential factors in functioning of port 

technologies. This is equally pointed out for both external and internal traffic in 

the area of port basin Ploce. If the traffic possibilities of installed capacities in 

the Ploce port are put in relation with factor of traffic capacities of the external 

road traffic, one becomes aware of the problem of access roads to the port. 

Namely, even in the present form, prior to the container terminal construction, 

the port basin has a considerably greater installed capacity than the 

permeability of external road communications. 

It is therefore necessary, even inevitable, to start with modernization of the 

port capacities, and, even more necessary, with modernization and increase 

of permeability of communication ways, in particular those that connect the 

port capacities with the state primary road network. This will then enable a 

better and a more rapid traffic flow from the town, without disturbance, if 

possible. 

Consequently, the interference of lorry traffic into the traffic flow of the city 

vehicles is strikingly negative in the sense of environmental impact, whether 

considering the traffic safety, the environment pollution or occupying of a part 

of the communication capacity. According to the actual situation, the lorry 

route from the port facilities to the city area is realized, in the existing 

organization, through the city streets. Increased needs of the city traffic, 

pedestrian traffic, passenger cars, interfere to a large extent with the lorry 

traffic. In fact, such a situation on roads leading to the port or from it is the 

cause of the greatest pollution in every way. 

By this intervention - the container terminal construction, which 

understands modernization of transhipment technology and internal 

communication, the lorry traffic will be shifted to the direct connection 

with the primary state road network through the Adriatic Primary Road. 

As a result, the city streets will be free from the heavy lorry traffic, both 

internal and primary one. By this, negative impact of the port capacities 

on the site environment will be reduced. 




A.3.5.4 . NOISE 

The residential and business zone of the part of city under possible influence 

of noise from the port, as well as other susceptible zones, are predominantly 

loaded by traffic noise from the town streets, as well as by noise produced by 

railway traffic from the railway node. 

The highest allowable noise levels are defined by the Rule Book from the year 

1990 with the following values: 

Highest allowed 15-minutes 

levels Leq in dBA 

Purpose of the area 

By day By night 

Hospital zones, health resorts, zones 

of rest and recreation, cultural- 

-historical localities and large parks 50 40 

Residential city areas, other 

settlements, tourist zones, 

camps and zones of educational 

institutions, scientific-research institutions 55 45 

Office-and-residential zone with public 

purpose structures out of city 

centre, children's playgrounds 60 50 

Office-and-residential zone with public 

purpose structures within the city centre, 

zones along highways and main 

city roads 65 50 

Industrial, storage and service areas Noise at the limit of this 

and transport terminal areas, zone shall not exceed 

without apartments the allowed levels in the 

neighbouring zone 

A.3.5.4 .1. NOISE MEASUREMENT ON THE LOCATION 

Noise leven measurement within the area of the “LUKA PLOCE” and outside 

the area of the port took place based on the request of the Client. The object 

of the measurement is to determine noise on the characteristic and previously 

defined measuring points within the area of the “LUKA PLOCE” (points B2 

and B3) and on the external area at the point B1 closed to the port under daily 

and night-time operating conditions, to compare measured values with 

allowed values specified in the Rules on Maximum-allowed Noise Levels in 

Environment where People Work and Stay Official Gazette No. 145/04). 

Noise sources at the “LUKA PLOCE” : 

• Cranes, unloading and reloading devices and conveyors 

• Means of internal transport, external vehicles and means of transport for 

loading/unloading of cargo, waggons and traction locomotives 

• Other auxilliary plants, machines and devices 



Rn: 03-033 CONTAINER TERMINAL PLOCE PAGE:61/ 1 

External noise levels measured on the previously defined measuring points 

marked in the layout plan – plan enclosed to this Record. 

Internal characteristic points lay within the port and are marked in the layout 

plan as points B2 and B3. 

External characteristic point lays outside the area of the Port of Ploce to the 

north of the bus terminal and is marked in the layout plan as the point B1. 

MEASURING RESULTS 

Weather conditions during the measurements: 

In the daytime - clear with westerly breeze (v= app. 1.2 – 1.5 m/s) 

In the nighttime - clear and windless 

NOISE MEASURING RESULTS DURNG THE DAY 

MEASURING POINT 

(Measuring points – positions marked in the 

layout plan enclosed to the Record) 

POSITION B1 

(outside the port area) 

POSITION B2 

(within the area of the Port of Ploce) 

POSITION B3 

(within the area of the Port of Ploce) 


MEASURED EQUIVALENT NOISE LEVEL - LAeq 

u dB(A) 

DAY 

NOISE MEASURING RESULTS DURNG THE NIGHT 

MEASURING POINT 

(Measuring points – positions marked in the layout 

plan enclosed to the Record) 

POSITION B1 (outside the port area) 

58 

52 

57 

POSITION B2 (within the area of the Port of Ploce) 

POSITION B3 (within the area of the Port of Ploce) 

Note 

Noise of traffic and business activity 

and additional impact of construction 

site closed to the point B1 (app. 30 m 

distant north-east from the point B1) 

Noise coming from activities in the Port 

of Ploce 

Noise coming from activities in the Port 

of Ploce and additional impact – cries 

of flocks on the plateau 

MEASURED EQUIVALENT NOISE 

LEVEL - LAeq u dB(A) 

NIGHT 

39 

34 

33 

Note 

Additional impact of activities 

at the adjacent bus terminal



MAXIMUM-ALLOWED VALUES AND NOISE LEVEL ASSESSMENT 

Purpose of external space within which the “Luka Ploce” is situated 

As the Municipality of Ploce has not performed any acoustic zoning of this 

area, the ING ATEST (the company for noise measurement and prediction in 

environment where people work and stay) is of the opinion that the said area 

belongs to noise zone 4. 

Noise zone 4: Zone of mixed, predominantly business purpose with housing 

sector. 

Pursuant to the Article 5 respectively Table No. 1 of the Rules on Maximumallowed 

Noise Levels in Environment where People Work and Stay (Official 

Gazette No. 145/04) the allowed noise levels in the external area next to the 

Port of Ploce and in external space at the closest residential haouses amount 

65 dB(A) in the daytime and 50 dB(A) in the nighttime. 

• The maximum-allowed assessed noise immission level on the open area 

shall be determined consistently with the Article 6 - Table 1 of the Rules 

on Maximum-allowed Noise Levels in Environment where People Work 

and Stay (Official Gazette No. 145/04). For areas where the existing 

residual noise level is equal or higher than the level in the Table 1 of the 

Rules, the noise immission that would arise from new-designed, 

constructed or reconstructed respectively rehabilitated structures with 

appertaining noise sources may not exceed the allowed levels as from the 

Table 1 of the Rules reduced by 5 dB(A). For areas where the existing 

residual noise level is lower than the level in the Table 1 of the Rules, the 

noise immission that would arise from new-designed, constructed or 

reconstructed respectively rehabilitated structures with appertaining noise 

sources may not increase the existing noise levels by more than 1dB(A). 

• According to the Rules the noise may, on the line of the industrial district in 

this case of the port (zone 5), not exceed the levels allowed in the 

bordering zone and the zone 4 (Zone of mixed, predominantly business 

purpos and housing sector) with maximum-allowed assessed noise level 

for the daytime 65 dB(A) and for the nighttime 50 dB(A) has been 

determined as borderzone. 

C O M M E N T 

• The existing external noise level outside the “LUKA PLOCE” at the point 

B1 during business activity at the port in the daytime does not exceed the 

allowed value. 

• The existing external noise level outside the “LUKA PLOCE” at the point 

B1 without business activity at the port in the nighttime does not exceed 

the allowed value. 

• The measured noise levels within the “LUKA PLOCE” at the points B2 

and B3 do not exceed the allowed values. 

The new container terminal is situated in the middle of the Ploce port 

area. Noise from this terminal, when constructed, shall have no impact 

on the residential city area in accordance with Croatian regulation. In 

fact, the relations of the new container terminal should result in less 

noise input in the city Ploce and be beneficial for the inhabitants. 




Layout plan of the “LUKA PLOCE” with marked measuring points (points B1 , B2 and B3) 




A.3.5.5. WASTE 

According to their origin and properties, the waste matter detected in the port 

can be very different, but, in general, can be classified into two categories: 

a) Hazardous waste 

b) Other waste matter 

Hazardous waste may appear as a consequence of incidents in handling the 

hazardous matter. Sludge from oil separators (such as precipitation sewer 

separators) is also classified as hazardous waste. 

Other waste to be generated within the container terminal area is: 

• Waste from cleansing of operation shore (pieces of wood, plastic 

bags, cloths, cartons…) 

• Waste from process of internal sewage maintenance (solid waste 

appearing on drain covers) 

• Waste from vessels and waste occurred from workers' stay in the 

port, similar to municipal waste. 




A.3.5.6. STRUCTURES AT THE SITE 

The transloading operations in the port, planned in the container terminal, 

require, first of all, open areas without structures. 

The technology applied in the container terminal envisages storages at the 

rear, where they partly exist today. Some storages are planned to be 

demolished and the new ones constructed, but always at the same site, so 

that, in fact, the construction degree remains always the same. 

By constructing the container terminal, amount of structures in the 

Ploce port area will not considerably increase. 


BULK CARGO TERMINAL 

LP DEVELOPMENT ZONE STAGE II 

Liquid cargo terminal 

Stage II 

CONTAINER TERMINAL 

Liquid cargo terminal - Stage I 

Vlaška channel - sea 

Quay 5 

SZ - Stage I of production programmes 

SZ-Stage II of production programmes 

Quay 3 

LIQUID CARGO TERMINAL LPG 

Quay 2 

Floating tank 

Quay 1 

Quay 0 

Parking 

PT centre 

Truck terminal 

Business and trade/ 

/shopping centre 

SZ - Stage III 

SCZ - Stage II of production programmes 

SCZ - Stage II of production programmes 

A3. DESCRIPTION OF LOCATION 

SURROUNDINGS AND PROJECT IMPACT AREA 

SURROUNDINGS OF PLANNED PROJECT 

FEATURES OF PHYSICAL SURROUNDINGS 

OF PLANNED PROJECT 

A3. OPIS OKOLIŠA LOKACIJE I PODRUCJA 

UTJECAJA ZAHVATA 

ZNACAJKE PROSTORNOG OKRUŽENJA 

PLANIRANOG ZAHVATA 

KEY (LEGENDA) 


PORT AREA BOUNDARY (GRANICA LUCKOG PODRUCJA) 

ROAD ROUTES - STRATEGIC (CESTOVNI PRAVCI-STRATEŠKI) 

WATER, TELECOMMUNICATIONS, FIRE ALARMS 

(VODA, TELEKOMUNIKACIJE, VATRODOJAVE) 

RAIL/WAY TRACK CORRIDORS (KOLOSIJECNI KORIDORI ) 

SL. 50

m o r e 

m o r e 

QUAY (OBALA) 5 

m o r e 

− 

− − − 

_ _ − _ − _ − _ _ − _ _ − _ − _ −_ 

_ _ _ _ _ _ _ 

_ _ _ _ _ 

− 

_ 

− 

_ 

− 

_ 

− 

_ 

− − 

_ 

− 

_ _ _ _ _ 

− − − 

− 

QUAY (OBALA) 6 


2127 

(4559/111) 


2129 

(4559/110) 

gps 

110 m 

2130 

2131 

(4559/109) 

vatrogasci 

z 


2128 

(4559/108) 

garaza 

195.712 195 m 

z 

gps 

z 

z 

z z 

ts 

2078/24 

(4559/90) 

2078/4 

( 4559/8 ) 

2078/1 

(4559/1) 

2078/25 

( 4559/92 ) 

2078/4 

( 4559/8 III ) 

(4559/1) 

z 

z 

z 

z 

z 

32 

(4559/63) 

petrolkoks 

(4559/66) 

z 

z 

z 

(4559/1) 

z 

42 

" p l o b e s t " 

z 

z 

z 

z 

z 

z 

z 

(4559/67) 

z 

z 

(4559/70) 

z 

(4559/65) 

z 

44 

z 

(4559/71) 

z 

z 

z 

607 

z 

z 

z 

z 

z 

z 

z z 

vaga 

57 

A3. DESCRIPTION OF LOCATION SURROUNDINGS 

AND PROJECT IMPACT AREA 

PRESENT SITUATION 



POSTOJECE STANJE 

SCALE (MJ) 1:2500 

SL. 51

OBALA 4 

OBALA 3 

60 000 DWT 

50 000 DWT 

l=290,0m 

b=32,40m 

d=13,0m 

OBALA 7 

WATERFRONT 7 

OBALA 5 

OBALA 2 

30 000 DWT 

l=228,0m 

b=31,0m 

d=11,30m 

30 000 DWT 

OBALA 1 

14 000 DWT 

l=145,0m 

b=20,0m 

d=8,5m 

11 000 DWT 

l=135,0m 

b=18,0m 

d=8,0m 

OBALA 6 

OBALA 0 


RANŽIRNA GRUPA 1-IZVEDENO Shunting group - completed 

RANŽIRNA GRUPA 2-IZVEDENO Shunting group 2 - completed 

A3. DESCRIPTION OF LOCATION 

SURROUNDINGS AND PROJECT IMPACT AREA 



SCALE (MJ) 1:5000 

SL. 52



A.4. DESCRIPTION OF INTERVENTION 

A.4.1. FUNCTION OF PLANNED INTERVENTION 

A.4.2. SPATIAL NEEDS OF PLANNED INTERVENTION 

A.4.3. CONSTRUCTION OF STRUCTURE/FACILITY 




A.4.1 FUNCTION OF PLANNED INTERVENTION 

With the construction of the container terminal Ploce the following will be 

achieved: 

A.4.2 SPATIAL NEEDS 

- new wharf (dock) length 300 m to serve for access of ships of the 

highest maritime requirements up to maximum deadweight of 60.000 

DWT and deep draught without limit. On the planned wharf (dock) at 

the simultaneous berthing of either one ship of the above mentioned 

maximum deadweight or two ships of half of the maximum deadweight 

requirement. 

- new storage and handling surfaces of about 15.4 ha to be used for the 

needs of the container terminal, capacity about 100.000 TEU/year. 

The refurbished container terminal will be covering the total surface of 

154.000 m² (15.4 ha) onshore and 53,000 m² (5.3 ha) sea water, i.e. gross 

surface 209,000 m² (21 ha). 

1. Statement of main surfaces 

- Port operations surfaces 86.000 m² 

- Waterfront with onshore surface 17.000 m² 

- Roads and infrastructure structures 24.000 m² 

- Warehouse space 12.000 m² 

- Auxiliary structures 15.000 m² 

- Total surface of pier 154.000 m² 

(of that roads and operative surfaces cover 127.000 m²) 

- Aquatic waters (sea) 53.000 m² 

2. Pier capacity 


Grand total 209.000 m² 

- container terminal 100.000 TEU/year 

3. Number of employees (evaluation) 40 

The pier capacity and the number of employees (data elaborated in many 

studies) are subject to change and will depend on port modernization process 

and dynamics of implementation of modern technologies.



A.4.2.1 DESIGNATION AND USE OF SURFACES AND FACILITIES 

According to its designation the container terminal represents part of those 

port surfaces designated for transport and storage of goods. The new 

surfaces will be built on one part of the port area, together with the new wharf 

for landing of ships for container transportation. 

On the surfaces for transport and storage, open space will be organized for 

reloading, loading and unloading of containers from ships to the operative 

surface of the storage and reverse, and loading and unloading of container 

via: ship-wagon and reverse, ship-truck and reverse, wagon-truck and 

reverse, and storage-wagon-truck. Part of the surface will be designated for 

accompanying structures/facilities and traffic and public utilities infrastructure. 

The open storage spaces (unsheltered) of the operative shore, warehouses, 

control facilities at entrance and exit, auxiliary premises and other to be used 

by the investor-end user for the activities within the main line of business only 

and described in the following sections. 

The inland part of the terminal is refurbished as a functional unit in 

accordance with the technological requirements. Within this unit we 

distinguish five zones provided for specific kind of construction and surface 

refurbishing: 

I. Port-operative surfaces – it s planned to refurbish open (unsheltered) 

storage space for handling and storage of containers. 

II. Waterfront with onshore surface - for loading and unloading of containers 

with Ro –Ro ramps. 

III. Traffic communication lines and infrastructure facilities/structures – 

construction of the new traffic communication lines is planned on the terminal, 

roads and railroads, as well as access roads and access railroad on terminal 

ground, throughout the port area. 

IV. Warehouse – in order to fill and empty containers a sheltered storagewarehouse 

will be built. 

V. Auxiliary structures – construction of a building is planned for control and 

protection of the main gate, with adjacent parking lot for the freight and 

passenger vehicles, and workshop for repair of containers and terminal 

machinery. 

No construction of housing space is to be allowed, or construction of plants for 

re-working and processing of raw materials and organization of activities that 

may increase pressures on traffic communication lines, infrastructure, 

pollution of air, ground and sea, as well as those creating too much noise. 

The space designation is shown on the graphical attachment «Detailed 

designation of space». 




A.4.3 WAY OF CONSTRUCTION OF THE FACILITY 

CONSTRUCTION OF PREFABRICATED PIER STRUCTURE 

Piles will be executed from the sea or partly before the excavation of the 

shore aquatic waters. The pile have reinforced concrete pile caps (made in 

steel removable formwork) for placement of grid made of prestressed 

reinforced concrete, longitudinal and traverse prefabricated beams, which will 

be connected by wet nods in-situ. 

The heads on the location of bumpers will be concreted in removable 

reinforced concrete formwork. They will be used for installation of bumpers 

and polers. 

The power supply channel on the shoreline is made of prefabricated 

elements. The prefabricated prestressed supporting plates will be placed over 

a grid of main transversal supports and fixed by a reinforced concrete slab, 

concreted in-situ. The whole pier structure will be covered with a layer of micro 

reinforced concrete. 

On the joint with the onshore plateau the pier structure has a transition, 

reinforced concrete plate built-in the pavement structure of the plateau and 

supported by pin joint, along the whole length, on the land longitudinal support 

of the pier structure. 

The excavations underneath shore are in slope 1: 2. 

General stone fill and rock protection are in slope 1: 1.50. 

The slope underneath the pier structure is protected against erosion by a 

stone retaining lining. 

The ground directly behind the shore and under the pavement structure is 

improved by gravel piles of different depth and density. The gravel piles are of 

100 mm ND. The improvement zone starts at the last pile of the pier structure 

and has two different piles density per width of the plateau zone. 

In the zone along the pier structure (width about 34.00 m) the piles have two 

lengths. 

CIVIL ENGINEERING SOLUTION OF THE PIER 

The wharf for container is a surface structure at elevation +3.00 m, 23.40 m 

wide and 300.90 m long berthing space. 

Shore water depth is 15.0 m, for ships up to 60.000 DWT and draught 13.5 m. 

The shore structure is divided per length into three dilatations. The first 

dilatation in the root of the pier is 109.50 m long, middle dilatation is 102.80 m 

long, and end 88.60 m long. The total length of the pier structure of the wharf 

(dock) no. 7 is 300.90 m. 

The pier structure is founded on drilled reinforced concrete piles (Benoto) 

1500 mm ND, and on driven, steel, battered piles, 812.8 mm ND . 




The axial distance in the longitudinal orientation in each dilatation is 7, 10 m, 

and in transversal 10,00 m ( three rows of piles per pier length ). 

Ro-Ro ramp is a surface structure at elevation +3.00 m with ramp 20.0 m wide 

and 12.67 m long. The ramp begins at elevation + 1.50 m and has slopes of 

25 % and 7.50 %. 

Ro-Ro ramp on the wharf (dock) 7 is located in the root of the pier, and 

located perpendicularly to ramp on wharf (dock) 6. 

The length of the wharf (dock) 6 with Ro-Ro ramp is 30.5 m and width 23.4 m. 

The water depth at location of Ro-Ro ramp is 15.0 m . 

All these interventions are in accordance with the spatial-planning 

premises in the current spatial-planning documentation. 

WARF EQUIPMENT 

For safe landing and berthing of ships the waterfront is equipped with rubber 

bumpers and polers. Bumpers are fixed to wharf structure by galvanized metal 

elements. Both access to sea water and landing will be secured by a sailor’s 

steel leather embedded into the prefabricated elements of the pier structure. 

The structural dilatations are protected with steel metal elements. On the 

wharf two container portal cranes will be installed for the terminal final phase 

of construction. For handling of containers during the construction of the 

terminal first phase mobile cranes are provided on shore. 

CONSTRUCTION PHASES 

Construction of pier is foreseen in two phases, and in accordance with the 

port needs. 

I. phase 

The first phase includes complete wharf and storage space, capacity 40.000 

TEU/year together with all required public utilities infrastructure. Part of road 

communication lines would also be built, with the required structure at 

entrance to terminal, and railroad tracks along the shoreline. 

II .phase 

In the second phase the construction of the remaining part of storage space 

would be undertaken together with the complete public utilities infrastructure, 

as well as construction of the remaining structures/facilities: warehouse, 

workshop, and part of structures at entrance to terminal. By completion of this 

phase the terminal would reach the design capacity of 100.000 TEU/year. 

SITE MOBILIZATION AREA 

In accordance with the construction phases and works performance schedule 

of separate phases it is necessary to provide a surface of about 10.000 m² for 




site mobilization and organization. Such surface is available within the port 

area and can be used for site mobilization. 

These surfaces have complete infrastructure. 

A.4.3.1 TRAFFIC CONNECTION 

The container terminal Ploce will enable to reach yearly equivalent units 

volume of about 100.000 TEU/year. 

About 30 % of mentioned capacities will be transported by railroad and 70% 

by trucks. 

For loading and unloading by railroad, new connection tracks are provided 

from the marshalling yard Ploce, adjacent to the port are of the Port of Ploce. 

For truck traffic, the existing main gate to the Port of Ploce is provided and 

connected, by the new road within the area of the Port of Ploce, directly to the 

terminal. 

Besides the main road gate to the Port of Ploce, there are functional auxiliary 

entrances to connect the port to railroad, and to the marshalling yard Ploce. 

Traffic on terminal: 

o The solution of the internal traffic provides for a main collecting multi-lane 

road located at the edge between the unsheltered and sheltered storage 

surfaces to which connect the transversal inside process roads, which are 

located in such way to meet the technological requirements of the loadingreloading 

operations. 

o Parking of the employees and client vehicles is solved at the main gate to 

terminal, within the port area. 

The foreseen surfaces provide parking space for 10 – 20 trucks and 

regular parking of about 60 passenger vehicles, of which 30 for employees 

and 30 for clients of port services. 

o Pedestrian traffic on terminal: 

• at arrival to work through the main and secondary gates 

• within the port on road traffic lanes network. 




A.4.3.2. PUBLIC UTILITIES INFRASTRUCTURE 

A.4.3.2.1. WATER SUPPLY 

WATER SUPPLY – SANITARY WATER SYSTEM 

CONNECTION of the water supply system will be made from the existing 

pipeline diameter 200 mm, with hydraulic conditions – available pressure 5-6 

bar, available quantity 33 l/s. 

At the point of connection a manhole will be installed with branch to water 

meter manhole. 

WATER METER MANHOLE – within the water meter manhole, it is provided 

to install water meter for sanitary water consumption, as well as water meter 

for fire system. 

Before the water meter the impurities traps will be installed, and for easier 

installation and dismantling appropriate fittings and armature will be installed. 

PIPE MATERIAL AND PLACEMENT –it is planned to install ductile pipes 

(modular cast) for work pressure minimum NP 10 bar, connection tyton, 

bearing class K-10 (min k-9). 

Pipes are placed into trench on sand bedding 4-16 mm, and minimum 

10 cm thick. Backfilling will begin with sand up to 30 cm above the pipe 

tip and finished with excavation material. The minimum depth above the 

pipe tip is 1.00 m. 

MANHOLES- all water system elements (nods, air vents, mud oulets, 

hydrant manholes) will be installed into concrete manholes, which size 

will secure free installation and regular maintenace of the water supply 

network. 

Manholes will be of reinforced concrete, and minimum 1.90 m high. 

Manholes will be watertight. Cover on manholes will have bearing 

power 400 kN (on raods and handling surfaces) and 250 kN (on other 

surfaces). 

Manholes will be equipped with step irons. 

FIREFIGHTING WATER SUPPLY SISTEM 

FIRE PROTECTION - for fire protection needs it is provided to install 

hydrants at minimum distance of 80 m. 

The required fire water quantities are secured from several sources: 

• CITY WATER SUPPLY SYSTEM – about 30 l/s is secured by hydrant 

network connected to the city water supply system. 

• MOBILE FIRE PUMPS – additional quantity is secured by mobile fire 

pumps (self suction pump with diesel motor on car trailer) individual 

capacity 20 l/s, which is connected to fixed inlet on the waterfront of the 




A.4.3.2.2 DISCHARGE 

new pier. Two fixed inlets are provided (marked as SU on layout), each 

with its own distribution system. Considering that there are two 

independent systems, parallel use of two mobile fire pumps is possible. 

• ADDITIONAL SIYSTEMS – there is also an additional possibility for fire 

fighting with port tug boats (about 50 l/s). 

The mentioned sources satisfy the total quantities of about 50 l/s and 

additional 20 l/s by parallel work of two pumps. Additional possible source are 

tug boats also. 

In any case, the required water quantities will be defined in accordance with 

the fire hazard assessment report to be prepared for the whole port complex, 

in order to get an overall solution. 

With the fire hazard assessment report it is necessary to define the end water 

quantities from the city water supply system, possible additional sources, 

firemen unit equipment level, and all in accordance with the assessment of 

possible fire hazard covering the whole complex, and taking into account 

different kind of goods, possibility of more then one fire taking place at the 

same time and other relevant factors. 

DISCHARGE OF SANITARY (FOUL) WASTE WATER 

Discharge of sanitary (foul) waste water will be solved by installation of main 

conduit to be connected to foreseen septic tank. 

Main conduit will be of polyester pipes, diameter 250 – 300 mm, with 

manholes 80/80 cm on each horizontal and vertical change of grade, as well 

as on connection to particular structures. 

Septic tank is located within green surface, and in the latter phases, when it 

will be possible to connect to the planned discharge system of the City of 

Ploce, the septic tank will be put out of function. 

In this phase, connection to the planned city system is provided with a 

gravitational main conduit up to the connection to the city main sewer. If the 

change in heights does not allow connection by gravity, the septic tank will be 

reconstructed into local pump station, which will be used for forced pumping to 

city main sewer. 

Possible alternative is installation of compact biological plant (like type Biodisc), 

what depends on investor’s assessment and is related to the investment 

cost-efficiency, as well as maintenance costs. In this case compact plant will 

dispose of treated waters through suction structure. 

DRAINAGE OF STORM WATERS 

Within the container terminal it is foreseen to build a closed drainage system, 

with treatment of storm waters before their outlet into the costal sea water. 

Main principles for the storm waters drainage system are as follows: 

• Polluted storm waters form open surfaces and traffic communication lines 

are collected by closed drainage system and are treated through 

separators before their outlet into sea, 




• Clean storm waters (roof), which quantity is relatively small, are also 

collected by the mentioned system, construction of separate system would 

not be cost -efficient, 

• Polluted waters form closed areas (workshops), before connection to the 

external storm waters drainage system, are treated through appropriate 

grease traps within the plants, 

• Reference intensity for sizing of drainage system is taken as 170 l/s/ha 

(return period 1.25 year, concentration time 10 min.) 

• Treatment of storm waters before outlet into costal sea water is provided 

through separators, type B (according to Swiss standards), with overflow 

channel within the separator. 

Collection and disposal of storm waters from open surfaces of the wharf- 

operative and handling surfaces and traffic communication lines is provided in 

the following way: 

• LONGITUDINAL OPEN CHANNELS – drainage from the surfaces of the 

wharf will be by longitudinal open channels (OK) laid parallel with the 

waterfront edge. Channels are 40 cm wide, about 125 m long (from wharf 

axis to connection to main conduit), and covered with continuous, castiron, 

drainage grilles for heavy traffic. Longitudinal channel slope is 3 per 

thousand (3 0 /00) so that its height ranges from 20 cm at the beginning up 

to 60 cm at the point of connection to the main conduit. Besides the 

channel on the part of the container warehouse, channels are also 

foreseen on the part by the storages and by the administration building. 

On this part the drainage surfaces are smaller; therefore the provided 

water storm channels will be of smaller width (30 cm). 

• STORM WATERS MAIN CONDUIT – the whole network of the storm 

water drainage system is divided into two drainage basins collecting water 

to separator. 

Separator S1 collects drainage basin from F1 to F5, with main conduit 

(from manhole 1 to S1) placed along the edge of the traffic communication 

line. 

Separator S2 collect drainage surfaces from F6 to F16, by help of main 

conduit along the edge of the traffic communication line (manhole 7 up to 

S2) and second main conduit placed along the terminal fence (manhole 

13 up to S2). 

For collecting and drainage of storm waters main conduits will be placed 

with installation of sewerage pipes, diameter according to hydraulic data, 

ranging from 400-800 mm. Main conduit installation is provided of 

polyester pipes, nominal bearing capacity to meet heavy duty traffic 

conditions. 

• PIPES are placed on send bedding, grain size from 4 to 16 mm, to be 

used for primary backfilling up to 30 cm above tip. Secondary backfilling 

will be with filling material grain size up to 5 cm, and to elevation at bottom 

of the pavement structure. 




On sections where damage of main conduit is possible or washing out of 

bedding (shallow sections, grade below elevation 1.00) the main conduit 

will be placed into protection concrete block or on concrete bedding. 

In the hydraulic analysis dimensioning will be made based on the 

maximum flow speed up to 4.0 m/s, and filling of profiles to maximum 90- 

95 %. 

• SEWERAGE MANHOLES – manholes on the rout are foreseen of 

concrete, layout over-all size 1.00/1.00 (at smaller diameters – up to 500 

mm), i.e. 1.20/1.20 (at bigger diameters). Walls will be of compacted 

concrete with additives to obtain watertight quality. At the bottom a halfround 

gutter will be made. Distance of manholes will depend on 

connection points, horizontal change of grade and change of diameter. 

Maximum installation distance will be 50 m. Covers will be of cast iron, 

600/600 mm, bearing power to meet heavy duty traffic. Access to manhole 

is provided by installation of standard step irons. 

• GULLIES – direct gathering of storm waters (at places where channels 

are not foreseen) will be through gullies Φ 50 cm, with cast iron grilles 

400/400 mm, bearing power for heavy duty traffic. Gullies will be installed 

in such way to collect waters from gathering surface of about 400 – 600 

m2. 

Catch pit height is 100 cm, and gully connection to main conduit or 

manhole is foreseen with pipes diameter 200 mm, with connection pipe 

gradient 1-2 %. It is recommended that connection to manhole is above 

the tip of the discharge pipe. 

• SEPARATORS – foreseen gravity separators are used for separation and 

keeping on surface oily substances lighter then water, while mineral 

substances heavier then water polluted by oil products are disposed on 

bottom. It is foreseen to build reinforced concrete separators according to 

Swiss regulations (types B). 

Internal space of separators is divided in three parts: intake for waste 

water, middle and largest part for separation of water from floating (oily) 

substances and sediment contents, and outlet-overflow part where treated 

water is discharged into the drainage cannel. The middle part can be 

divided per height to the top part foreseen for retention of pollutants and 

substances lighter then water, middle part for flow of purified water 

towards discharge-overflow part and bottom part for sedimentation of 

substances heavier then water. Along the whole length of the top slab, 

covers are foreseen for purpose of maintenance, revision and cleaning. 

Separators will be built on appropriate location enabling access to vehicle 

for maintenance and emptying. 

After purification, storm waters are discharged into costal sea waters by 

outlet located at the waterfront edge. 

There are planned totally 2 separators with relevant catchment area of 

app. 6 and 8 ha. 

A relevant precipitation with intensity of 170 l/s/ha has been adopted 

corresponding to 1.25 annual return period and duration time (time of 

concentration) of 10 minutes. 



Rn: 03-033 CONTAINER TERMINAL PLOCE PAGE: 10/1 

It follows that the separator with catchment of app. 6 ha receives in totally 

app. 880 l/s and the separator with catchment area receives in totally app. 

1250 l/s. 

The separators are foreseen as gravity separators with sedimentation and 

oil collection space with volume of 15 m3. 

Such solution conforms to water right conditions set forth by the institution 

«Hrvatske vode», item No. 6 of the said conditions. It is also practice in 

Croatia to use such separators within big traffic routes and handling areas. 

The flow velocity in the separator is limited to 0.3 m/s and oil retention is 

possible with submerged partition walls. 

It is important to note that the relevant intensity of 25 l/s/ha shall be let 

through such separators whereas bigger flows (with stronger intensities) 

shall be let through by-pass placed along the separator. Both waters shall 

be accepted on the separator outlet and they run through common pipe 

towards the recipient. 

The mentioned intensity of 25 l/s/ha is named, according to our 

regulations, as critical intensity in which process major contamination from 

the drained surface is collected together with water. Consequently, this 

intensity has to be let through the separator and the excessive amount 

through the overflow. 

The stated results from the fact that the precipitation hydrograph has 

usually a form of Gaussian curve, consequently every rain starts with the 

intensity «0» and intensifies to the maximum with subsequent trend to 

decline. Therefore, major contamination flushing from the surface 

develops when precipitation starts and this part of precipitation (up to 25 

l/s/ha) flows through the separator. 

It is important to note that such separator must be maintained regularly, 

implying their monthly control and, if necessary, their emptying from oil 

and deposited material after performed control, at least twice a year. The 

separator has to be cleaned also after a possible incident – pouring out of 

bigger amount of waste or hazardous substance reaching the separator 

through the drainage system. 

Such drainage solution does not provide for retention space than floating 

substances (fats and oils) and deposited substances (sand, particles 

heavier than water) shall be collected in the separator within the operating 

chamber. 



Rn: 03-033 CONTAINER TERMINAL PLOCE PAGE: 10/2 

Oil separator with overflow / by pass 




A.4.3.2.2 POWER SUPPLY SYSTEM 

HIGH VOLTAGE CONNECTION OF NEW AND EXISTING TRANSFORMER 

SUBSTATIONS 

For feeding of the new facilities of the container terminal - wharf (dock) no. 7 

in the Port of Ploce with electric energy it is planned to build one new 

transformer substation, which will be connected to the power supply system of 

the port. 

Planned increase of the peak load at point of measurement would be 1.408 

kW. 

High voltage feeding and connection of the new TS 10(20)/0,4 kV is foreseen 

form switching yard RS. 

In the same trench together with the high voltage cable it is foreseen to place 

optical cable with 24 fibers, for connection of power supply plants within the 

port. 

TRANSFORMER STATIONS 

During the first phase of the terminal construction one mobile low voltage 

crane, power 740 kW is foreseen only. For the second phase, instead of 

mobile low voltage crane, it is foreseen to have two high voltage portal cranes, 

power 836 kW each. For these needs one transformer substation TS 15 

1x630 + 1x1000 kVA will be built so that in the second phase the transformer 

1000 kVA would be used as reserve. 

Transformer substation will be designed of prefabricated elements and 

located on green surface near the entrance-control area to the terminal. It 

consists of transformer chambers for installation of power transformers and 

space for installation of HV (20 kV) and NN (0,4 kV) board. Air inlets are 

foreseen for natural ventilation and cooling of transformers. An oil pit is 

foreseen under transformer, and at the upper edge of the pit a net with layer 

of washed gravel will be placed. 

OUTDOOR LIGHTING 

The whole outdoor lighting of the container terminal wharf (dock) no. 7 and 

surfaces adjacent to accompanying facilities (administrative zone, frigo 

containers, service zone and storages) is foreseen (according to applied 

technology) on masts height h = 30 m and traffic communication lines along 

terminal on typical masts height h = 19 m, which are already installed on 

similar areas within the Port of Ploce. The space between structures 

(entrance-control terminal, storages and service workshops) is illuminated with 

lamps mounted on the façade walls of these facilities. 

Distance between masts on the container terminal is about 70-80 m. One 

mast is foreseen for installation of maximum 4 pcs asymmetrical reflector 

lights in order to satisfy illumination rate up to 50 lx. 




For lighting of traffic communication line it is foreseen to install typical masts 

with asymmetrical reflector lights, and the distance between masts is about 50 

m. 

Both automatic and hand control are foreseen on the outdoor lighting control 

system of the whole container terminal. 

CONNECTION SYSTEM FOR SHIPS AND CRANES 

CONNECTIONS FOR SHIPS, CRANES AND STRUCTURES /FACILITIES 

Power cables will be installed from the new transformer station TS-15 to end 

switchboards for connection. Cables W15 and W16 10 kV will be used for 

connection of portal cranes, while low voltage cables W 1 and W2 will be used 

for connection of cabinets used for connection of ships. 

Connection of ships will be from switchboards R1-R4 located along the shore 

line approximately every 80 m. Each feeder supplies electric energy to two 

switchboards. 

Cabinets for connection of ships R1-R4 are made of stainless steel class A4. 

During the first phase one mobile low voltage crane is foreseen for which 

feeding special cables W17, W18, W19 and W20 cross-section 4x(4x150 

mm2) which satisfy current load and voltage drop up to 300 m length are 

used. Feeding will be from LV board of the transformer T2 (1000 kVA). 

In the second phase the mobile low voltage crane is removed and the high 

voltage portal cranes are connected to feeder bays. 

Connection of the crane will be on switchboards RD1 and RD2 located along 

every crane way, each 100-110 m. crane feeding will be with special cables 

XHP48 4x70 mm2, 10 kV for each switchboard RD1 and RD2 (W15 and 

W16). 

Building of administrative zone, warehouses, service zone and frigo container 

zone will be connected to the transformer substations TS-15 by cables. 

Connection of frigo containers is foreseen with several cabinets, through three 

phase industrial sockets 63A installed on connection cabinets frigo containers. 

The electrical design for accompanying structures/facilities provided for the 

following power supply distribution networks: 

• power supply connection to TS15 

• main distribution, power and sockets wiring system 

• general wiring (indoor and outdoor) and safety (emergency) lighting 

metal masses potential equalization wiring 

• telephone and „LAN“ network systems 

• public-address system 

• hand and automatic fire alarm system 

• lightning system 




TELEPHONE SYSTEM 

Telephone system will be performed with telephone cables from TO on 

structures to end cabinets T on masts of outdoor lighting of containers. The 

telephone cabinets T are installed every 80 m. 

All telecommunication cables (horizontal cabling) is foreseen in outlet 

telephone cabinet ITO, on façade wall at entrance of structures. 

The existing telephone station, type: MD 110 (ASB 501) manufactured by 

ERICSSON Nikola Tesla d.d. Zagreb is located at the fire alarm center and 

has enough capacity for connection of new facilities of the container terminal 

wharves (docks) no.7 and 8 7 i 8. 

Telephone network from the telephone cabinets to end telephone outlets will 

be performed with cables, type: TK59, and telephone outlets are foreseen on 

every second outdoor lighting mast, while along the waterfront they are 

provided every 100 m for possibility of telephone connection for ship. Outlets 

will be installed in telephone cabinets TO. 

Together with the telephone cables it is foreseen to place optical cables for 

connection of transformer stations as well as LAN network cabinet inside the 

accompanying structures/facilities. 

FIRE ALARM 

For fire alarm system cables will be placed from DP on the administration 

building in the administrative zone to concentrations on other structures and 

hand sensors installed on outdoor lighting masts. 

Fire alarm system will be with analogue-addressable sensors for outdoor 

installation. They will be placed on outdoor lighting masts on every 80 m, 

while in structures/buildings an automatic and hand fire alarm system will be 

installed and also with analogue-addressable sensors for indoor installation. 

The existing fire alarm station, type: NEXUS manufactured by CONTROL 

EQUIPMENT LIMITED is located in the fire centre and has enough capacity 

for connection of new facilities of the container terminal wharves (docks) 7 

and 8. 

For fire alarm system cables, type: JB-Y(ST)Y will be used. 

Cables are placed along the outdoor lighting cable rout. Hand sensors are 

placed at height 1.5 m from ground level. 




PUBLIC-ADDRESS SYSTEM 

Public-address system network will be carried out with cables placed from 

concentrations RO on the administration building in the administrative zone to 

loudspeakers on outdoor lighting masts at 5-6 m high. 

Public-address system (loudspeakers) will be carried out with loudspeakers 

for outdoor installation, which will be placed on outdoor lighting masts every 

80 m, while in structures it will have loudspeakers and attenuators equipment 

for indoor installation. 

For public-address system cables, type: PP00-Y will be used. 

Cables are placed along outdoor lighting cable route. 

VIDEO CONTROL SYSTEM 

For video control system cable will be placed form central control system of 

the port in the fire alarm centre up to the video cameras on the outdoor 

lighting masts installed 20-25 m high. Cameras will be placed on outdoor 

lighting masts every 80 m. 

For the video control system coaxial cables, type: KOAX RG 59 will be used. 

Cables are placed along the outdoor lighting cable route. 

LIGHTNING SYSTEM 

For protection of the container terminal against direct thunder strikes it is 

foreseen to used the PREVECTRON 2 – INDELEC system, which functions 

on principle of pre-thunder riser. For lightning protection a special type of 

clamp will be installed to conduct electric field energy which is created during 

storm approach. Protection of structures against direct thunder strikes 

(administration, services, storages and other) is foreseen with standard 

lightning system placed into the structures foundation, but with copper ropes 

as clamps and conductors. 

All metal masses on roof (like antennas, gutters, ventilation and other) will be 

interconnected and at the nearest point connected together with clamp to 

grounding. 


60 000 DWT 

50 000 DWT 

l=290,0m 

b=32,40m 

d=13,0m 

OBALA 7 QUAY 7 

OBALA 5 

m o r e 

30 000 DWT 

l=228,0m 

b=31,0m 

d=11,30m 

30 000 DWT 

14 000 DWT 

l=145,0m 

b=20,0m 

d=8,5m 

11 000 DWT 

l=135,0m 

b=18,0m 

d=8,0m 

OBALA 6 

TS-15 



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A4. DESCRIPTION OF PROJECT 

PORT OF PLOCE LAYOUT PLAN 

FUNCTIONAL ASSEMBLY 

A4. OPIS ZAHVATA 

SITUACIJSKI PLAN LUKE PLOCE 

FUNKCIONALNI SKLOP 

SCALE (MJ) 1:2000 






DESIGNED RAILWAYS (PROJEKTIRANE ŽELJEZNICE ) 


CESTE DESIGNED ROADS (PROJEKTIRANE) 



SEA (MORE ) 


AREAS FOR CONTAINER DISPOSAL 

(POVRŠINE ZA ODLAGANJE KONTEJNERA) 

GREEN AREAS (ZELENE POVRŠINE ) 

GROUND (TEREN) 


ENTRANCE TO THE PORT - VEHICULAR AND PEDESTRIAN 

(ULAZ U LUKU-KOLNI I PJEŠACKI ) 

SL. 1

60 000 DWT 

OBALA 7 

OBALA 5 

m o r e 

30 000 DWT 

OBALA 6 

TS-15 

GRAÐEVNA LINIJA 



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A4. PROJECT DESCRIPTION 

PURPOSE OF AREAUSE AND 

TERMS OF CONSTRUCTION 


NAMJENA POVRŠINA I UVJETI IZGRADNJE 

SCALE (MJ) 1:2500 



SHIP'S BERTH (BRODSKI PRIVEZ) 

CONSTRUCTION LINE (GRAÐEVNA LINIJA ) 

RAILWAY CONNECTION (ŽELJEZNICKI PRIKLJUCAK) 

PRIMARY VEHICLE ENTRANCE AND EXIT (PRIMARNI KOLNI ULAZ I IZLAZ) 

DRAINAGE, WATER SUPPLY, ELECTRIC SUPPLY, TT CONNECTION 

(ODVODNJA, VODOOPSKRBA, ELEKTROOPSKRBA, TT PRIKLJUCAK) 

PEDESTRIAN ENTRANCE AND EXIT (PJEŠACKI ULAZ I IZLAZ ) 

I PORT OPERATIONAL AREAS (I LUCKO OPERATIVNE POVRŠINE) 

II WATERFRONT WITH hinterland back-up area 

(II OBALA SA ZAOBALNOM POVRŠINOM) 

III LINES OF COMMUNICATION AND INFRASTRUCTURE FACILITIES 

(III PROMETNICE I OBJEKTI INFRASTRUKTURE) 

IV COVERED STORAGE WAREHOUSE (IV ZATVORENO SKLADIŠTE) 

V AUXILIARY STRUCTURES (V POMOCNI OBJEKTI) 

SL. 2

60 000 DWT 

50 000 DWT 

l=290,0m 

b=32,40m 

d=13,0m 

OBALA 7 

OBALA 5 

m o r e 

30 000 DWT 

l=228,0m 

b=31,0m 

d=11,30m 

30 000 DWT 

14 000 DWT 

l=145,0m 

b=20,0m 

d=8,5m 

11 000 DWT 

l=135,0m 

b=18,0m 

d=8,0m 

OBALA 6 

TS-15 



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TRAFFIC INFRASTRUCTURE 


PROMETNA INFRASTRUKTURA 

SCALE (MJ) 1:2500 




EXISTING ROADS (POSTOJECE CESTE ) 

CESTE DESIGNED (PROJEKTIRANE ) 

SL. 3

60 000 DWT 

VODA 

ISPUST OBORINSKIH 

SEPARATOR br. 1 

50 000 DWT 

l=290,0m 

b=32,40m 

d=13,0m 

5 

6 

OBALA 7 

PH2 

VO+PH2 

PH2 

VO+PH2 

PH2 

VO+PH2 

VO+PH2 

OK 

OBALA 5 

m o r e 

30 000 DWT 

l=228,0m 

b=31,0m 

d=11,30m 

30 000 DWT 

PH2 PH2 

PH2 PH2 

4 OK OK 

3 

2 

1 

SU 

PH2 PH2 

OK OK 

OK 

OK 

F =1.23 ha 

F =1.13 ha 

F =1.13 ha 

F =1.06 ha 

PH2 PH2 

PH2 

PH2 

PH2 PH2 PH2 PH2 

PH2 

PH2 

OK 

OK 

F =1.04 ha 

F =0.95 ha 

F =0.95 ha 

F =0.88 ha 

OK 

ISPUST OBORINSKIH 

PH2 

VO+PH2 

PH2 

VO+PH2 

PH2 

VO+PH2 

VO+PH2 

12 

11 

14 000 DWT 

l=145,0m 

b=20,0m 

d=8,5m 

11 000 DWT 

l=135,0m 

b=18,0m 

d=8,0m 

OBALA 6 

10 15 14 

F =1.22 ha F =1.02 ha F =0.23 ha 

SU 

VODA 

9 

8 

7 

OBRADA 

OTPADNIH VODA 

F =0.24 ha 

F =1.10 ha 

SEPARATOR br. 2 

OK 

F =0.62 ha 

NH 

NH 

S 3 

16 

S 4 

F =0.35 ha 

OK 

NH 

F =0.84 ha 


OK 

OV 

13 

NH 


NH 

gps 

z 

vatrogasci 

PRIKLJUCAK NA 

OKNO 

POSTOJECI VODOVOD 

VODOMJERA (post. vod ljež. želj. Ø 200) 

TRASA EVENTUALNE 

REKONSTRUKCIJE 

z 

z 

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WATER SUPPLY AND DRAINAGE LAYOUT 


SITUACIJA VODOOPSKRBA I ODVODNJA 


SU 

OK 

S 

VO+PH2 

OV 

SCALE (MJ) 1:2500 

PH2 

OKNO SA DVOSTRUKIM PODZEMNIM HIDRANTOM 

SL. 4

60 000 DWT 

50 000 DWT 

l=290,0m 

b=32,40m 

d=13,0m 

OBALA 7 

OBALA 5 

m o r e 

30 000 DWT 

l=228,0m 

b=31,0m 

d=11,30m 

30 000 DWT 

14 000 DWT 

l=145,0m 

b=20,0m 

d=8,5m 

11 000 DWT 

l=135,0m 

b=18,0m 

d=8,0m 

OBALA 6 

TS-15 



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ELECTRICAL INSTALLATION LAYOUT - 

- HV AND LV DISTRIBUTION 


SITUACIJA ELEKTROINSTALACIJE VN I NN RAZVOD 

SCALE (MJ) 1:2500 


SL. 5



A.5. EVALUATION OF COSTS FOR REALIZATION OF PLANNED 

INTERVENTION 




COST ESTIMATE 

1. WARF STRUCTURE 14.204.931,00 EUR 

2. GEOTECHNICAL AND INVESTIGATION COSTS 210.000,00 EUR 

3. STORAGE AREAS AND ROADS 22.719.261,00 EUR 

4. RAILWAY TRACKS ON TERMINAL 782.000,00 EUR 

5. WATER SUPPLY AND DISCHARGE 1.444.737,00 EUR 

6. POWER SUPPLY INSTALLATIONS 2.445.000,00 EUR 

7. ARHITECTURE AND CIVIL WORKS DESIGN 

-STRUCTURES ON TERMINAL 6.889.584,00 EUR 

8. RAILWAY TRACKS 

CONNECTION TO TERMINAL 1.580.000,00 EUR 

9. CONNECTION ROADS TO TERMINAL 430.346,00 EUR 

10. CONNECTION INFRASTRUCTURE: WATER, 

DISCHARGE,POWER SUPPLY,TELEPHONE 

AND FIRE ALARM SYSTEM 440.000,00 EUR 

11. TRAFFIC 75.000,00 EUR 

12. GRAND TOTAL: 51.220.859,00 EUR 




A.6. RELATION OF INTERVENTION CARRIER 

WITH GENERAL PUBLIC 




The general public has been informed about the planned intervention already 

during elaboration of the conceptual plan for the Port of Ploce. Through the 

verification process the intervention has become an integral part of the passed 

development plans of the state, county, city, and finally the maritime industry 

development plan for the period of ten years in Croatia and the Port of Ploce. 

All strategies and development plans are verified and incorporated into all 

current spatial plans of all ranks. 

It is possible to conclude that the general public has been fully informed about 

the plans through public hearings held prior to passing plans at the level of the 

state, Dubrovacko-neretvanska County and City of Ploce. 

The mass media, newspapers and television continuously inform the general 

public about the planned development interventions in the Port of Ploce. 




B. OPERATION ACCEPTABILITY EVALUATION 




B.1. IDENTIFICATION AND OVERVIEW OF POTENTIAL 

ENVIRONMENTAL IMPACTS OF THE OPERATION DURING ITS 

PREPARATION, CONSTRUCTION AND UTILIZATION PHASE, 

INCLUDING ECOLOGICAL EMERGENCY AND RISK OF ITS 

OCCURRENCE 

B.1.1. OVERVIEW OF POTENTIAL ENVIRONMENTAL IMPACTS 

DURING THE CONSTRUCTION PHASE 




B.1.1. OVERVIEW OF POTENTIAL ENVIRONMENTAL IMPACTS DURING 

THE CONSTRUCTION PHASE 

B.1.1.1. ON LAND 

The selected construction method, the suction dredging of the sea bottom 

between Quay 5 (existing) and Quay 7 (new), has partially reduced the 

environmental impact during the construction phase. Heavy traffic of trucks 

transporting the embanking material has fallen off, which has eliminated its 

harmful impact upon the immediate and remote environment. 

The phased and long-lasting realization, in accordance with the selected 

construction conception and technology, does not generate additional 

environmental impacts. 

B.1.1.2 ON THE SEA 

In terms of the sea dynamic the present site has already been affected by 

activities on the neighboring Quay 5, where the same type of ships berth. 

Tugboats are used to operate the entering/departing, eliminating thus 

probability of crash incidents or bottom disturbances caused by the propellers. 

Shallow and undeveloped shore at the site of the future Quay 7 causes 

uncontrolled inflow of swimming and floating pollutants that usually are not 

cleaned. The waves impact is insignificant and does not affect the capacity. 

Sea currents develop from the rise and fall of tide, that is, under the influence 

of the tides in the channel, so that the water exchange in the immediate 

aquatorium is practically affected only by the sea tides. 

The half-confined aquatorium between Quay 5 and Quay 7 is also a discharge 

point for the sewage system, which worsens the sea condition (current quality 

measurement values are enclosed). 

The sea tides are the key natural factor of quality conservation. Therefore, at 

present the site capacity is already as usual for confined harbours. 

The bottom inspection results revealed strong terrigenous material inflows via 

river stream, which sediments increasingly under conditions of diminished 

dynamic. Consequently, conditions for the establishment of the close-tobottom 

populations are worsened and this partially explains the low diversity 

of the registered species. 

Furthermore, according to some information, the port basin in the study area 

has been deepened. This may be substantiated by the steep bottom sections 

with sudden depth increases that have been registered at the beginning of 

both inspected transects. By dredging the sediment the surface stratum that 

may have been more densely populated was removed. In this case, the 

population of the silt sediments is expected to be recovering, which is slowed 

down by the aforementioned sedimentation. 

The enclaves of the solid bottom of anthropogenic origin on both transects are 

populated with numerous sciafile filtration organisms. Their presence in 

shallow waters confirms the constant inflow of suspended substance that 




considerably diminishes the light penetration, while the rich organic 

component suspension benefits the population density. 

The construction activities will muddle the water, in particular during the phase 

of deepening the aquatorium for the purpose of reaching the necessary basin 

depth. The increased quantities of suspended substances in the water column 

will be reflected on the reduced amount of the light that algae need for 

assimilation. Since all this occurs on the already degraded sea bottom, new 

activities do not degrade the existing condition. 




B.2. OVERVIEW OF POTENTIAL ENVIRONMENTAL IMPACTS 

DURING THE UTILIZATION PHASE 

B.2.1. POTENTIAL MICRO-CLIMATIC CONDITIONS CHANGE 

B.2.2. POTENTIAL IMPACTS UPON THE NATURAL 

TERRESTRIAL AND SEA ECOSYSTEMS 

B.2.3. POTENTIAL CHANGES WITH REGARDS TO 

UTILIZATION 

B.2.4. POTENTIAL CHANGES OF AIR OR SEA WATER 

QUALITY, CHANGES CAUSED BY NOISE, IN NORMAL 

CONDITIONS AND IN CASE OF ECOLOGICAL 

EMERGENCY 

B.2.5. POTENTIAL ENVIRONMENTAL IMPACTS OF THE 

OPERATION IN CASE OF ECOLOGICAL EMERGENCY 

WITH OCCURRENCE RISK ASSESSMENT 




B.2.1. POTENTIAL MICRO-CLIMATIC CONDITONS CHANGE 

Considering the size and the type of the site, neither changes of nor impacts 

on the microclimate are expected. 

B.2.2. POTENTIAL IMPACTS UPON THE NATURAL TERRESTRIAL AND 

SEA ECOSYSTEMS 

B.2.2.1. LAND 

PROTECTED VALUES OF THE AREA 

Since for some time now the protection of the environment has been receiving 

particular attention, the planning of new constructions or reconstructions of 

existing technological facilities takes into consideration the best possible 

conservation of those elements of both natural and anthropogenic 

environment that are protected by laws (land, water, air, flora and fauna, 

cultural, ethnographic, sacral, tourist and other sites and monuments). 

Industrial developments, communication means and settlements contribute a 

lot to reducing the natural habitats of animals. Regretfully, the tendency of this 

process is unstoppable. 

Pursuant to the Nature Protection Law, the protected parts of the environment 

are the estuary on the right Neretva bank with the lake Parile, while the 

Bacina Lakes with the peninsula Višnjica enjoy the status of a special 

preserve, and Rogotin with the Lake Vlaška the status of an important 

landscape. 

Special preserves are defined as areas where one or more natural elements 

are especially important, and the complex of the Neretva Estuary with the lake 

Parile is very important for the birds migration and breeding while the 

aquatorium is rich with diverse fish that spawn there. Within the areas of 

special preserves no activities are permitted that may impact the 

characteristics for which this special status has been awarded to them (e.g. 

plants-picking, disturbing, hunting or killing animals, importing non-indigenous 

species, irrigation, utilization of any kind, etc.). 

The original characteristics of this preserve have been altered by 

anthropogenic activities, but all further interventions ought to be prevented, for 

example by consequent implementation of the Law on Hunting, conservation 

of the pine and cypress woods, etc. 

Important landscape is a natural or engineered area of a higher esthetic value 

(picturesque landscape characteristic for a region, landscape with a cultural, 

historical or ethnographical monument, etc.). Bacina lakes, the flooded karst 

crypto-depressions with maximum depth of 32 meters (28 m bellow the sea 

level) are the most interesting phenomenon in the karst hydrography. The 

construction of the tunnel from the lake Podgora towards the polje Vrgorac is 

an example of how the protected areas can be impacted, because large water 

quantities were drained and the oscillation fell from 8,5 m to 2 m, affecting 

also the gray mullet’s acclimatization. 




B.2.2.2. SEA 

Rogozin, another important landscape, is an extraordinary combination of soil 

and water bodies typical for the Neretva. This zone has been disturbed by 

construction works but some landscape and ambiance features should be 

preserved. 

Several monuments can be found in the immediate surroundings. On the 

Kozjak and Sladinac there are antique locations, in Rogotin are three 

protected complexes and a church not distant from the Bacina Lakes, St. 

Luca’s church and medieval localities are near Pucevo. 

The construction of the container terminal in the Port of Ploce, located in the 

center of the port, does not increase the impacts upon its environment. 

The borders of the dock area of the Port of Ploce, which is located next 

to an important landscape, are strictly defined in order to best conserve 

the protected parts of the environment. 

The dock construction will lie on concrete columns – pilots. During the 

utilization phase, impacts from urban wastewater and industrial waters, oil and 

its derivates as well as water turbidity and pollution with solid waste in case of 

emergency are most likely. 

Increased amounts of phosphorus and nitrogen (urban wastewaters) cause 

the growth of phytoplankton and combined with silt this increases the 

seawater turbidity. Oil contamination generated by the marine transport is 

limited to the supralitoral and mediolitoral zone. Sediments of masut, oil and 

silt prevent a normal communication between the concrete organisms and the 

environment, which leads to the extinction of many species. 

Because of the surface size and the distance from the natural shore, the 

section under the quay will be left in complete darkness. Wearing out of the 

organisms whose life conditions will be changed as well as the suspended 

organic particles load in the water column will cause increased oxygen 

consumption and most probably anoxia. 

Weaker currents along the quay would impede the oxygen renewal, in 

particular over the summer months when also the vertical water exchange is 

insignificant (thermocline). Solid pollutants should have no impact on the sea 

environment, except for the esthetical one. 

The construction of the container terminal will entail an increase of the basin 

depth, because the sediments would be excavated to a certain depth. The 

removal would not include only the surface layer but all the existing organisms 

as well. What would be left is the pure azoic silt, at least in macrobenthic 

terms. 

Considering the planned operation, it is estimated with high level of certainty 

that it will have no additional negative impacts upon the environment. The 

construction would not imply any new activity in the aquatorium between Quay 

5 and Quay 7 in addition to the depth and the navigation path maintenance 

done so far. 




It can be concluded that the physical development of the existing shore 

with a range of tufa towers would improve the condition of the 

environment, since it would prevent sedimentation of both inorganic and 

organic material on the shore. The navigation path improvement and the 

increase in the depth will have positive impact on the water exchange in 

and around the aquatorium. 




B.2.3. POTENTIAL CHANGES WITH REGARDS TO UTILIZATION 

B.2.3.1. CHANGES WITH REGARDS TO UTILIZATION 

The construction of the container terminal and the development of the 

operation and stacking zones will neither have negative impact on other 

facilities of the area nor affect their operating, as the major part of the 

proposed operation would be realized within the existing dock area and also 

the extension of the operation zone will be brought about by the development 

of the existing dock area. 

All the proposed operations are compliant to the existing physical plans. 

B.2.3.2 AESTHETIC QUALITY AND VISUAL CHARACTER 

All Plans consider the Port of Ploce as the second most important national 

port. The construction of the container terminal in the port is just one stage of 

the development and modernization plan, which will not impact the present 

aesthetic value of this area, since the past activities have already degraded 

the beauty of the natural and pristine environment in the Neretva Estuary. 

In fact, the construction of the container terminal and the extension of the 

operation/stacking areas will improve the present, rather ugly sight of the 

Ploce Port basin. More severe laws and requirements will introduce order in 

the utilization of the operation and the open storage area. New dock facilities, 

and careful development of the dock area would turn the port into a modern 

and best-equipped site. 

Careful new construction activities that would put a special emphasis on 

the color selection would considerably improve the visual character of 

this part of the Ploce Port. 




B.2.4. POTENTIAL CHANGES OF AIR OR SEA WATER QUALITY, 

CHANGES CAUSED BY NOISE, IN NORMAL CONDITIONS AND IN 

CASE OF ECOLOGICAL EMERGENCY 

B.2.4.1. AIR 

B.2.4.2 SEA 

On the container terminal container reloading activities will be carried out. 

These activities are not accompanied by additional air pollution, as it is the 

case with bulk or loose freight. Potential sources of the air pollution are: 

• Berthed ships 

• Heavy road cargo vehicles (trucks) 

Ship’s main engines usually do not operate when ship is moored, and 

emissions generated by auxiliary engines are insignificant. 

The trucks reloading cargo in the reloading area may be a source of additional 

air pollution, depending on the gasoline used and on how old the engines are 

and how well they are maintained. 

Nevertheless, due to the distance, the impact upon the settlements of Ploce is 

insignificant. 

In order to reduce the negative impact of the transport means on air quality, 

the cargo vehicles on the terminal have to meet the requirements of the new 

EURO II and EURO III standards. 

In general, the changes of the port morphology generate changes in seawater 

quality. 

The planned construction may primarily affect the sea currents, the water 

body dynamic and time for the water exchange in the entire port. A potential 

key problem may be a decreased water flow and the water exchange with the 

surrounding aquatorium. Weak flows and retarded exchange of the water 

loaded with organic matter and nutrient salts may increase the concentration 

of these substances and the growth of the algae and consequently cause a 

decrease in the oxygen concentration and further turbidity. This may result in 

complete lack of oxygen and development of anaerobic organic matter 

decomposition, which produces unpleasant odor and is toxic for many sea 

organisms. One may say that such is the present situation in the basin 

between Quay 5 and Quay 7. 

Proposed is also an extension of the basin between Quay 5 and the future 

Quay 7, which would in fact be a correction and extension of the existing 

basin that is currently too narrow for the estimated number of container ships. 

The operation will have a positive impact on the water exchange both in the 

port aquatorium and its surrounding. 




Additional impacts of the construction works on the seawater quality will 

depend on the freight that would be handled. The threat of ballast and bilge 

waters being pumped out will remain. 

The following activities would be carried out on the new quay within the 

terminal area: 

• Ships berthing 

• Freight off-loading from ships into the open storage areas/ warehouses 

and other transport means ships – rail wagons – trucks 

• Freight storing in open storage areas and in warehouses for the 

container and RO-RO terminal 

• Freight storing, goods processing and packing in warehouses 

• Mending and maintaining the terminal machinery will be performed in 

the port’s existing facilities for such purposes 

Unpredictable incidents associated with cargo handling or berthed ships may 

cause pollution of the sea. 

In addition to that, dock machinery, transformer stations, storm runoff from 

open storage and handling areas, sewage discharge and pollutants may all 

cause pollution of the sea. 

On the construction site, the sea may be polluted by untreated wastewaters of 

the Town of Ploce. 

B.2.4.2.1 OIL SPILLS AND OTHER POLLUTION FROM SHIPS 

Oil spills from ships are the most frequent type of pollution occurring in ports 

and they will create a constant hazard also in this port. The waste and oily 

waters pumping out into the sea (bilge and ballast water), pollution with 

carbon black or engine oil leakages are all possible. 

B.2.4.2.2 HAZARDOUS CARGO HANDLING 

Loading, unloading and reloading of the packed hazardous freight will take 

place on the container terminal. Hazardous cargo will not be stored on the 

new section of the ferryboat terminal but in the already existing specialized 

warehouses in the dock area. Although hazardous cargo would make only a 

small fraction of the total cargo and pollution caused by it is not so frequent as 

pollution caused by oil spills, this issue deserves our special attention for the 

following reasons: 

• Range of potentially hazardous cargo is wide 

• Many incidents include two sorts of dangerous substances – 

flammable liquids and corrosive substances 

• Leakages happen on various ship types 

• Incidents with dangerous substances occur both with bulk and packed 

cargo 

Although prevention and intervention measures in case of contamination by 

hazardous substances are similar to those in case of oil spills, there are 

differences in terms of protection technology and security measures as well as 

with respect to the equipment used. They are: 




• Oil is present on the water surface in the viscosity layer. This is the 

case with a limited number of dangerous goods; oil spills are easily 

noticeable. Leakage of dangerous substance is often difficult to spot. 

• Intervention technology for the case of oil spills is well developed. This 

is not so with dangerous substances. 

• Removing oil from water surface can be very successful. When it 

comes to dangerous substances, this is often not the case. 

Various ships with hazardous cargo would be arriving in the port: 

• Container ship with cargo packed in containers, and usually it is dry 

cargo. Some container ships can carry solid (powder) or liquid 

chemicals in mobile tanks. 

• RO-RO ships equipped with fast unloading/loading machinery 

On the container terminal the packed dangerous goods will be handled. 

Probability of an emergency that would cause pollution with dangerous 

substances is very small. Still, consequences of such an incident may be very 

serious. Emergency situations may occur as a result of: 

• Crashes caused by bad maneuvering 

• Crashes against other berthed ships or the quay 

• Fire/explosion: local fire is the initial step in a chain leading to incidents 

with dangerous substances 

• Container falling into the water or onto the quay. Dangerous 

substances may leak from the damaged container or may get into the 

sea after flushing the dock polluted with dangerous substances 

• Disintegration of containers due to their bad quality 

• So called domino effect: emergency on one ship spreads onto the next 

ship or fixed installation on the quay 

Consequences of a leakage are contingent on the type of hazardous 

substance as well as on the leakage size and duration. 

B.2.4.2.3 DOCK MACHINERY AND TRANFORMATION STATIONS 

The port machinery (cranes, car cranes, forklifts, tractors, trailers, loaders, 

tugs, trucks, container transporters) is also a potential source of pollution of 

the operation zone with hydraulic oil, lubricants or gasoline. Rain flushes the 

operation zone and the runoff ends in the sea. 

Incidents with damaged machinery also may cause leakages. It gets more 

serious when oils on basis of dangerous substances are used (let us recall an 

incident from 1994 when a crane with 1,400 kg of hydraulic oil, containing 

polychlorine biphenyls collapsed in the Port of Bakar). 

Transformation stations pose a risk of polluting the sea if they contain the 

transformation oils, which are special oils made of dangerous substances 

(polychlorine biphenyls). Though such oils are kept in sealed compartments, 

there is always a risk of leakage, in unexpected circumstances. 




B.2.4.2.4 WASTEWATERS 

Storm runoff from the quay transportation and handling areas may carry 

suspended particles and mineral oils. The most intense pollution happens 

when it rains after longer dry periods. 

With the new container terminal the problem of oily, untreated wastewaters 

from vehicle maintenance areas and of water used to wash trucks and rail 

wagons will grow. 

Constructing the new container terminal entails employing more people. 

Sewage effluent discharge would be another source of pollution, unless it is 

treated after passing through impervious sewage pipe and subsequently 

discharged into soil or the sea. 

B.2.4.2.5 DISCHARGE OF UNTERATED WASTEWATERS FROM THE MAIN 

SEWAGE COLLECTOR OF THE TOWN OF PLOCE 

B.2.4.2.6 WASTE 

In terms of origin and characteristics the waste generated in the port can be 

classified in numerous categories, but the two principle are: 

a) Hazardous waste 

b) Other waste 

c) 

Hazardous waste can be generated in emergency situations that occur when 

handling dangerous substances. Pursuant to the Waste Regulations (Official 

Gazette, Narodne novine, No. 27/96), hazardous waste generated in ports 

under usual conditions is: 

1. Waste engine and hydraulic oil generated by the oil 

exchange in the production means (key number from the 

Waste Catalogue 13 02 02) 

2. Waste engine oil containers (key number from the Waste 

Catalogue 13 02 04) 

3. Waste transformer oils (key number from the Waste 

Catalogue 13 03 06) 

4. Storage batteries ((key number from the Waste Catalogue 

16 06 05) 

5. Silt from oil separators in the wastewater treatment plants 

((key number from the Waste Catalogue 13 05 02) 

Other waste that would be generated in the container terminal area is: 

- Waste generated by cleaning the handling area (wood particles, plastic 

bags, linen, cardboard, etc.) 

- Waste generated by maintaining the internal sewage system (solid 

residual on the sink grids) 

- Waste from ships and waste generated by dock workers that is similar to 

municipal waste 




B.2.4.2.7. CONCLUSION 

Finally, it ought to be pointed out that in view of the risk of polluting the sea, 

the mass liquid and bulk freight, which is considered to be the most 

problematic cargo, would be neither transported, unloaded, loaded, reloaded 

nor stored in this section of the port. 

The port activities relating to the planned operation are a potential source of 

pollution in case of an emergency. Possible are also other types of pollution of 

limited scale. 

Taking into account that the proposed operation will be carried out in 

the industrial port area, which has already been considerably degraded, 

that the quay activities would not include the most problematic cargo 

and imply risks of pollution that are linked to them, and ensuring 

appropriate protection measures, this operation is acceptable from the 

aspect of protecting the sea from potential pollution. 

B.2.4.3 . PRESENT SITUATION WITH REGARD TO THE SEA PROTECTION 

Pursuant to international regulations and conventions ratified by the Republic 

of Croatia (Barcelona Convention and the Protocol concerning cooperation in 

combating pollution of the Mediterranean Sea by oil and other harmful 

substances in cases of emergency 1976, 1996 - MARPOL, London 73/78) all 

ports that are open to international transport must be equipped with facilities 

for the reception of waste and oily waters from ships. It means that the port 

must have: 

• Organized service (or contractor) or department for cleaning the sea 

and collecting the waste from the ships 

• Boats that remove pollution from the sea surface (solid waste, oil, 

hazardous and harmful substances, algae, etc.) 

• Harbor boats for passengers and equipment 

• Barriers for encircling the pollution site 

• Skimmer boats for removing oil from the sea surface 

• Land devices for receiving and processing the pollutants from the sea 

• Specialized boats for participating in the clean up and pollutants 

collection 

• Various pumps 

• Dispersants and equipment for their employment 

• Information transmission system 

B.2.4.3.1 WASTE AND OILY WATERS RECEPTION FACILITIES IN THE PORT OF 

PLOCE 

Because of the liquid, bulk and other types of cargo and intensive ship 

transport, the Port of Ploce is an especially threatened area of the Neretva 

channel. Small water body and weaker water exchange and the pristine 

beauty of this part of the Adriatic Coast make this area in particular vulnerable 

to any kind of pollution. Thus, a coordinated approach to the issue of 

protecting the sea from pollution would be of highest importance. 

Pomorski servis – luka Ploce (Marine Service – Port of Ploce) is a company 

specialized for interventions in case of sea/land pollution. Main activities of 




this company include docking of ships, taking over the waste from ships, 

supplying ships with oil and collecting oily waters from ships as well as 

preventing oil spills during reloading activities. Also, this company carries out 

disinfections, disinsection and deratization in the dock area and onboard 

ships. 

The company uses following equipment for collecting oily waters, waste oil 

and solid waste from ships: ECO boat (13 m long, 1 tons of carrying capacity, 

5m 3 of tank capacity), two tanks with a capacity of 120 m 3 tons, truck–tank of 

14 tons, several working pumps, two smaller oil separators with a capacity of 

5 tons, some 300 m of floating barriers, dispersants with employment devices, 

certain quantity of adsorbents and communication equipment. 

Agreement on Funding the ECO Boat Operations has been signed between 

the company and the Government of the Republic of Croatia. The boat is 24 

hours a day ready for employment as unexpected pollutions cannot be 

predicted. 

Oily wastewaters and waste oil from ships are stored in mobile tanks. 

Processing the oily waters is carried out in improvised separators – tanks with 

a capacity of 120 m 3 . Sometimes, facilities of Energopetrol, i.e. the liquid 

cargo terminal (oil separator with a capacity of 300 m 3 ) are used. Utilization of 

the Energopetrol facility is not regulated by law, which means that it is not 

possible to guarantee systematic, controlled receiving and processing of the 

oily waters on land. 

Pomorski servis – luka Ploce and Dalmacija cement have signed an 

Agreement on Taking-over Waste Oils. In practice, this solution does not work 

well. Before accepting the oil, Dalmacija cement insists on a laboratory 

certificate, attesting that it is harmless. Since, at present, only a laboratory in 

Rijeka does this kind of analysis, it is difficult to meet the requirement. 

For daily collection of solid waste similar to municipal waste the ECO boat is 

employed, and the waste is treated like the municipal waste in the town area. 

The Harbor Authority Ploce controls the sea pollution in the Port of Ploce. 

B.2.4.3.2 REGULATIONS ON HANDLING HAZARDOUS SUBSTANCES AND ON 

KEEPING ORDER IN THE PORT 

At its meeting on March 5, 2002 the Management Board of the Port Ploce 

adopted the Guidelines on Types and Quantities of Hazardous Substances 

that can be handled in the Port of Ploce and that can enter the Port of Ploce, 

which also determines sites in the Port where such substances can be 

handled. Pursuant to Art 12 of the Guidelines on Handling Hazardous 

Substances, Conditions and Ways of Loading and Unloading Hazardous 

Substances, Bulky and Other Cargo in Ports and on Preventing Oil Spills in 

Ports (Narodne novine,No. 10/95), the Guidelines have been approved by the 

Ministry for Marine Affairs, Transport and Communications. 

Guidelines on Order and Working Conditions in the Port of Ploce, 

(adopted by the Port Management 2001) define the pollution prevention 

measures for the Port. They refer to the issue of receiving liquid and solid 

substances from ships (through licensees), degasification and deratization of 

ships that is to be done at specific sites within the port, and to the protective 




B.2.4.4 NOISE 

measures applied during the reloading of mineral oils (floating barriers). These 

Guidelines have not been agreed upon with the Harbour Authority. 

B.2.4.4.1 SOURCES OF NOISE DURING THE STRUCTURE UTILIZATION 

The new container terminal will enable the annual reloading efficiency of ca. 

100000 TEU. 

Containers will be delivered into and dispatched from the port on ships of 

60000 DWT. One ship of this size can berth quayside. 

An estimated 60% of the total cargo will be transported by rail and the 

remaining 40% by trucks. 

The existing accesses to the classification station Ploce and further into the 

inland will be used for the loading and transportation activities. 

Trucks will be using the existing access road from the Adriatic main road 

(Jadranska magistrala). Within the port, existing roads will be used. 

Sources of noise spreading within the construction site and impact area are: 

A) TRANSPORTATION MEANS 

- Loading/unloading ships 

- Entering/departing trucks 

- Entering/departing trains 

B) DOCK MACHINERY 

- Cranes and container bridges 

- Transtainers 

- Tractors with trailers 

- Container transporters 

- Other equipment, devices and installations 

B.2.4.4.2 TRANSPORTATION MEANS 

A) LOADING/UNLOADING SHIPS 

It has been mentioned that containers will be delivered into and dispatched 

from the port on ships of max. 60000 DWT and that one ship of this size can 

berth quayside. 

According to the present regulations in the developed countries (Germany, 

Sweden, Canada), ships must meet strict criteria with respect to the noise 

during the entering/departing maneuvers and the operations during the stay in 

the port (loading/unloading). 

Therefore, ships mooring into the container terminal area must meet following 

conditions: 




- WHEN A SHIP NAVIGATES AT FULL ENGINE CAPACITY, THE NOISE 

AT THE DISTANCE OF 25 M FROM THE SHIP PLATING MUST NOT 

EXCEED 75 dBA (LpA



B.2.4.4.3 PORT MACHINERY 

A) CRANES, CONTAINER BRIDGES AND TRANSTAINERS 

The noise limit for these machines is 103 dBA (LwA = 103dBA) 

(for those more modern LwA < 100dBA) 

The designer of the project must consider these values while specifying the 

equipment characteristics in the cost estimate, and the investor must insist on 

them. 

B) TRACTORS WITH TRAILERS AND CONTAINER TRANSPORTERS 

For such transportation means of 50 to 110 kW the highest noise values must 

not exceed 106 – 116 dBA (LwA = 106 – 116 dBA). 

C) OTHER EQUIPMENT, DEVICES AND INSTALLATIONS 

Other equipment, devices and installations include: 

- COMPRESSOR UNITS 

- TRANSFORMATOR UNITS 

- VENTILATION SYSTEMS 

- FILTRATION SYSTEMS 

- OTHER 

They all must be placed in closed spaces (buildings, soundproofed 

containers…) so their noise would not impact the environment more than 

permitted by regulations. 

B.2.4.4.4 NOISE IMPACTS DURING THE STRUCTURE UTILIZATION 

Types of the noise impact during the structure utilization can be summarized 

as follows: 

• NOISE GENERATED BY SHIPS ENTERING/LEAVING THE PORT 

AND LYING AT BERTH 

• NOISE GENERATED BY THE LOADING SYSTEMS 

• NOISE GENERATED BY CARGO ROAD OR RAILWAY TRAFFIC 

Noise generated during the use of the container terminal will not impact 

the environment considerably since the terminal will be located in the 

center of the dock area, at the outward side facing the sea. Ploce is more 

than 1500 m distant. 

B.2.4.5. TRAFFIC IMPACTS 

B.2.4.5.1 ON LAND 

Trucks would be entering/leaving the container terminal directly from the main 

port gate, using the port roads. 




Such a new technological organization considerably reduces the internal 

traffic in the old part of the Ploce Port. 

This new organization would not increase the environmental impacts but 

rather reduce them. Such a conclusion is based on the fact that the cargo will 

be more rationally handled and transported, which is precisely the main goal 

of the new construction. 

B.2.4.5.2 ON THE SEA 

General characteristics of the access navigation path and ships berthing and 

lying at berth are: 

• Berths are protected from sea currents, wind and waves 

• Water around the berths is deep enough for ships to maneuver freely, 

so that UKC is not problematic 

• Navigation marks along the navigation path and in the berthing area 

are all right 

• Free area in front of the future container terminal is big enough for the 

ships of the anticipated size to do the necessary maneuver operations 

Since the docking in or docking out the basin between Quay 5 and Quay 7 is 

considered to be a maneuver, and not free navigation, it can be concluded 

that ships lying at anchor at Quay 7 of the container terminal will not hinder a 

safe passage of the ships docking in or out the basin Rijeka. 

In terms of safe navigation, docking in and out the Quay 7 of the container 

terminal will at certain times disturb the arrival to/departure from the basin 

between Quay 5 and Quay 7. Since tugboats must be used because of the 

ships’ size, simultaneous maneuvering of two ships in this basin will be 

forbidden. Exceptions will be allowed in case that real dimensions of two 

smaller ships intending to do the docking in/out maneuvers are 

acknowledged, depending also on hydrological and meteorological conditions. 

It can be concluded that the new Quay 7 of the container terminal would 

affect safe docking in/out the basin between Quay 5 and Quay 7. It will 

be necessary to regulate additional proceeding for safe docking in the 

basin of the Ploce Port. 




B.2.5. POTENTIAL ENVIRONMENTAL IMPACTS OF THE OPERATION IN 

CASE OF ECOLOGICAL EMERGENCY WITH OCCURRENCE RISK 

ASSESSMENT 

B.2.5.1 OVERVIEW OF POTENTIAL ENVIRONMENTAL IMPACTS OF THE 

OPERATION IN CASE OF ECOLOGICAL EMERGENCY 

Since the Port of Ploce is of local significance at present, but envisaged as a 

county port and intended mainly for the passenger transport, no bigger 

incidents that may cause large scale ecologic catastrophes are expected to 

occur. However, since it is a public port that also cargo ships may enter, there 

may be accidents that could cause ecological catastrophes and have negative 

environmental impacts. The location of the Port of Ploce in the center of the 

town increases the number of potential environmental impacts since not only 

the natural but also the cultural environment may be affected. 

Pollution of the shore, which is usual in case of accidents, causes public 

distress and affects recreational activities such as swimming, sailing, diving. It 

also has effect on the hotel and catering business and the whole tourism 

sector. Rates of the oil pollution removal are contingent, among other factors, 

on the quantity and type of oil. 

The whole Ploce shore line is a recreational zone used by both locals and 

tourists. Activities exercised at present and anticipated with the plans include 

swimming, sailing, diving and other sport and underwater activities. Oil spills 

may spread due to sea currents and/or unfavorable wind and contaminate the 

whole harbor and beaches, including those outside of the harbor and not 

distant from the harbor and the town center. 

Impacts of individual oil spills on the aforementioned activities are rather 

short-term but any tourism impact is more an issue of winning back the 

confidence, once the clean up has been performed. 

Ecological emergency may occur during operations with oil and oil derivates: 

- In case that fuel tanks are damaged and oil leaks into the sea 

- In case of fire and/or explosions on ships 

- In case of emergency during ship maneuvers (crash, capsize, etc…) 

Oil spills would eventually pollute the harbor aquatorium and the vessels in it, 

but also the surrounding beaches in the bay and in the town. Such pollution 

would have negative impacts on the plankton, sea birds and other sea 

organisms. In case of unfavorable meteorological conditions (strong winds 

and storms), the pollution might spread to several beaches situated to the 

north and to the south of the harbor. This would temporarily make the use of 

the shoreline zone for swimming and large-scale recreation impossible. In 

addition, oil spills and sea pollution would produce an unpleasant aesthetic 

impression. 

Fire on ships, in addition to the initial air pollution, would create also a hazard 

of the explosion of the fuel tank or the gas bottles on the surrounding vessels. 




B.2.5.2 OCCURRENCE RISK ASSESSMENT 

Managing a public port situated next to a town and protected shore is always 

associated with certain environmental hazards and in order to assess 

potential risks, it is necessary to assess: 

• Probability of an unwelcome incident 

• Consequences of such an incident 

• Duration of the exposure to the consequences 

Unwelcome incidents may occur in case of 

• Force majeur 

• Accidental emergency 

Force majeur would be an earthquake stronger than expected, hurricanes, 

war or other deliberate damages of movables (vessels, vehicles) and 

immovables (buildings, facilities). “Accidental emergency” occurs in general 

because of the human factor, i.e. because of negligence or recklessness of 

either the ship or the port personnel, though sometimes also prepensely. 

Occurrence probability for an unwelcome incident is difficult to predict due to 

the nature of its source. Probability of a force majeur incident in peaceful 

condition in our ports is relatively low. Much higher is a probability of an 

“accidental emergency”. “Accidental emergency” may be a small-scale 

incident with spatially limited environmental impacts, when “the first level 

threat” occurs. In case of large-scale incidents bigger area is affected and “the 

second level threat” occurs, which is of equal relevance as a natural disaster. 

Exposure to the consequences of the first level threat is considerably shorter 

than in case of the second level threat or in case of force majeur incidents. 

The records of how the smaller Adriatic ports have been functioning so far 

support an assessment of a much lower occurrence probability for incidents 

causing the second level threat. 

When it comes to the Port of Ploce, the risk, i.e. the probability of an 

ecological emergency, is assessed as follows: 

• Relatively low risk produced by a force majeur emergency in peaceful 

circumstances 

• Much higher risk produced by an “accidental emergency” 

• Relatively low risk of ecological emergency with “the second level 

threat” 

• Much higher risk of ecological emergency with “the first level threat” 

It can be concluded that occasional, not frequent incidents of short 

lasting impacts and medium intensity may occur. Thus, the overall risk 

assessment would be “acceptable level of risk”. 




B.3. THE MOST SUITABLE OPTION – 

PROPOSAL AND CLARIFICATION 




The container terminal will be located on a plot of 250 000 m 2 surface area. The 

eastern side of the plot is where the container terminal and the RO-RO terminal with 

an annual capacity of 100,000 TEU will be constructed. The rest of the plot is 

reserved for the expansion to 200 000 TEU annually, pursuant to the long-term 

development plan. 

The reception zone for container ships with up to 60 000 DWT (Quay 7) will be north 

of the terminal platform, and two railway tracks, 340 m away from and parallel to the 

new quay will be on its southern side. 

There will be a bridge for unloading containers from ships to either railway wagons or 

trucks on Quay 7. According to the technological feasibility study, the areas for 

arranging containers and for stacking the refrigeration or empty containers will take 

the space from the shore toward the southern side of the platform. Next to the last 

stacking section at the southern side of the plateau there would be two rail tracks for 

the shipping by railway. 

The existing road that runs along the platform edge on the runway area will enclose 

the eastern side of the plateau. The southeastern side of the plateau will have an 

entry gate for cargo and other vehicles, with five passages between the traffic islands. 

Next to the entry gate, on its southern side, car parking and a reception building will 

be positioned. 

A service entry gate to/from the port road is planned to be on the southeastern side of 

the plateau. It would be opened to enable the mobile equipment to leave, if and when 

necessary. 

Between the existing road along the eastern edge o the planned plateau and the 

existing road leading from the border inspection point to the Quay 7, a road to the 

container terminal plateau, serving as the main access to the plateau, will be built. It 

would be an east-west road, continuing the axis of the road housing the border 

checkpoint, i.e. the main entrance into the dock area of the port. It will be a four-track 

road and the two outward tracks would be longitudinal parking lots for those cargo 

vehicles, which are waiting to enter the container terminal or to be cleared by the 

customs. The access road to the container terminal would run parallel to the planned 

switching group of the rail tracks. 

The plateau is divided into five working units – areas for stacking containers. On the 

first three the containers will be deposited in two groups, each with seven rows and 

four columns. The fourth unit will be for empty and refrigerator containers and in the 

fifth unit the containers will be stacked in four rows, next to the two railway tracks that 

can be accessed by a transtainer. Roads leveling with them encircle these five 

working areas. 

To the east of the four-track road are designed areas for warehouses, workshops and 

parking lots for cars at the entry/exit gate. 

The new Quay 7 will be built at the altitude of +3.0 m above sea level, so that also the 

terminal platform is at the same elevation. The quay for containers is a surface 

structure divided longitudinally in three dilated parts. The structure will lie on 

perforated vertical pilots of reinforced concrete (Benoto) and on the riveted steel 

diagonal pilots. 




The pilots will be constructed from the tidal area or partially prior to the aquatorium 

excavation off shore. A grid of pre-tightened horizontal and vertical prefabricated 

beams of reinforced concrete, connected by wet knots, will be placed onto the pilots. 

The tops on bumping points are covered with concrete in the prefabricated paving of 

reinforced concrete. 

The energetic channel on the edge of the quay is prefabricated, with support above 

the pilot. A layer of reinforced concrete covers both the prefabricated and pretightened 

slab-like props placed on the main vertical supporting grid and the whole 

quay surface. 

The structure is connected to the plateau with a plate of reinforced concrete, which is 

placed in the roadbed of the plateau structure. A hydro-insulating layer on which a 

tarmac road is built protects the surface of the structure. The slope under the quay is 

protected from erosion by a stone plaster. 

Deviation between the altitude points of the plateau and the basic height will be + 3 

m.n.m., which is necessary to achieve the bevel and enable the drain. On the plateau 

between the working surfaces planned are six roads parallel to the line of the new 

Quay 7 and two side roads, the western of which is two-track, while the one to the 

east is a four-track road. All roads on the plateau are with 3.5 m wide tracks. The 

transtrainer should be moving within the limits of the stacking areas. Traffic on all the 

roads will be two-way and all the roads will be accordingly marked (continuous and 

broken white lines). The STOP traffic signs and the stop lines will mark the 

connection points between the roads in the stacking areas and the main road. Curbed 

traffic islands and green islands will be located on the eastern side of the plateau 

between the eastern four-track road and the outer road at the platform-side (road “2”), 

in accordance with the plan to construct necessary warehouses and workshops. 

The surface of the container terminal plateau will be covered with 25 cm thick plates 

of micro-reinforced concrete on the 25 cm thick base of compacted crushed stone. 

Such a final treatment can be performed once the soil consolidation has been 

performed, ensuring that there is no sinking that might damage the working area of 

the plateau. 

Considering the geo-mechanical characteristics of the base soil, the geo-technical 

study suggests that the consolidation be done using the dredged material, for the 

basin between Quay 5 and Quay 7. In order to this, it is necessary to level the 

existing area to the altitude of +1 m.n.m. and to apply the geotextile and geonet that 

will be strewed with a 50 cm thick layer of stone material and covered with another 

geonet and a layer of 100 cm thick stone material. This is then covered with a 3 m 

thick layer of the dredged arisings, serving as the pre-load, which is supposed to be 

removed after 8-9 months and applied in new potential areas within the dock area, for 

the further port development. 

After the removal of the pre-load, begins the final treatment of the terminal surfaces. 

The geo-technical project study will detail the material use and quality criteria and the 

special construction parameters (Section A 1, Figure 2). 




C. ENVIRONMENTAL PROTECTIVE MEASURES AND 

MEASURE IMPLEMENTATION PLAN 




C.1. PROPOSAL OF ENVIRONMENTAL PROTECTIVE 

MEASURES DURING THE PHASE OF 

PREPARATION, CONSTRUCTION AND 

EXPLOITATION 

C.1.1. PROPOSED ENVIRONMENTAL PROTECTIVE 

MEASURES DURING THE PHASE OF PREPARATION 


MEASURES DURING THE PHASE OF 

CONSTRUCTION 


MEASURES DURING THE PHASE OF EXPLOITATION 




During the phase of preparation, construction and utilization of the port, it is 

necessary to reduce all possible undesirable environmantal impacts to an 

acceptable level by implementation of appropriate measures. 

C.1.1. PROPOSED ENVIRONMENTAL PROTECTIVE MEASURES DURING 

THE PHASE OF PREPARATION 

Before issuing preliminary building permit it is necessary to implement the 

following: 

C.1.1.1 . AIR POLLUTION PROTECTIVE MEASURES 

Terms of prevention and reducing air pollution by ships should be included in 

the Regulation on Port Operation and Requirements for Port Utilization in the 

Port Area of the Ploce Port, provided they were accepted on both national and 

international level. 

C.1.1.2. MEASURES RELATING TO REDUCTION OF ENVIRONMENTAL 

DAMAGES RESULTING FROM SUDDEN SEA POLLUTION 

C.1.1.2.1. Project design for land installations for disposal of oily water from ships 

in the Ploce Port 

In order to be discharged into the sea, waste water coming from the system 

treatment device, must meet the following requirements: suspended 

substances = 35 mg/L, KPK Cr- = 125 mg O2/L, BPK5 = 25 mgO2/L, total oil 

and grease 25 mg/L and mineral oil = 5 mg/L. 

C.1.1.2.2. Furnishing of a specialized company for waste oil takeover off ships. 

A specialized company for pollution control and elimination, performing within 

its business activities, waste oil collection from ships as well, must be supplied 

with appropriate equipment for waste oil sampling and must stipulate 

contracts on testing with the authorized testing laboratory. It is also necessary 

to define terms and liabilities of this business with the company receiving 

waste oil, by means of a contract. 

C.1.1.2.3. Plan elaboration for the further development of system of measures 

related to environmental damage reduction resulting from sudden 

pollutions in the Ploce Port. 

The development of the system must be performed in such a way as to 

enable efficient pollution protection by other hazardous substances as well. 

Setting up of this system should not be connected with the container terminal 

construction. Plans for the further development of the port should also include 

this component. 

Conclusion 

The set out requirements cannot be connected to the container terminal 

construction exclusively. However, in construction of this structure, all 




major problems related to the threat of sea pollution in the Ploce Port 

should be solved in the phase of preparation. 

C.1.1.3. PROTECTIVE MEASURES FOR WASTE WATER HANDLING 

Among major present problems concerning the Ploce Port sea pollution are 

waste waters. The largest problem is the waste water discharge from the main 

collector of the Ploce sewage system into the planned intervention 

acquatorium, and the unsolved waste water problem from the mechanical 

equipment repairshop, as well as wagon and truck cleansing. 

Therefore, the following general sea protection measures are being proposed: 

C.1.1.3.1. Construction of the first phase of the Ploce sewage system, 

Which according to the Conceptual design of the waste water disposal on the 

territory under GUP (Master Plan) Ploce (the Public company for water 

management «Hrvatska vodoprivreda» - National Water Company Zagreb OJ 

(Organisational Unit) Split TD 48/91) includes the following: 

- Construction of water purification system for lower quality rate waste 

waters and submarine outlet on the Višnjica Peninsula, 

- Construction of supply channel, final pump station (PS 19) and 

penstock, and 

- Connecting to the user pumps station of the Ploce town, i.e. to the 

main collector. 

Set out protective measures cannot be connected to the container terminal 

construction exclusively, but should be pointed out as an initiative for integral 

solution of the sea protection in the Ploce Port. 

It is necessary to determine the deadline for the construction of this project. 

C.1.1.3.2. Provide by the design for washing and cleansing of wagons and trucks 

on place where a system for controlled drainage of waste waters and 

their further treatment, e.i. purifying shall be established for the Ploce 

Port area. 

Before being discharged in the sea, waste water must meet the following 

requirements: suspended substances = 35 mg/L, KPK Cr- = 125 mg O2/L, 

BPK5 = 25 mgO2/L, total oil and grease 25 mg/L, mineral oils 5 mg/L, anionic 

detergents = 2 mg/L, non-ionic detergents = 2 mg/L. 

C.1.1.3.3 Provide by the design for purification of oily waste waters coming from 

the port equipment and vehicles repairshop on the oil trapsedimentation 

basin. 

Trap outlet waste water must meet the following requirements: suspended 

substances 35 mg/L, total oil and grease content 25 mg/L, mineral oil 5 mg/L. 

C.1.1.3.4. Project should be constructed as a distribution sewage system for 

sanitary-sewage waste waters, waste precipitation coming from traffic 

and operative port areas and «pure» rain water-roof water. 




Until the problem of the town of Ploce waste water discharge in the port 

acquatorium is solved, i.e. until the 1st phase of the city sewage system 

reached, the sanitary-sewage water coming from new structures must be 

purified in the septic tank and discharged into the ground. 

Waste waters resulting from traffic and operative port area washing out should 

be purified in the oil traps-sedimentation basins. 

Waste water at trap outlet must meet the following requirements: suspended 

substances 35 mg/L, total oil and grease content 25 mg/L, mineral oil 5 mg/L. 

Oil traps are also used for receiving hazardous liquids in the event of traffic 

and operative area incidents (i.e. spillage of fuel). 

C.1.1.4. TRAFFIC IMPACT PROTECTIVE MEASURES 

C.1.1.4.1. ON LAND 

C.1.1.4.2. AT SEA 

Prior to the container terminal start-up, the junction road leading from 

the Adriatic Highway to port industrial zone where the Container 

terminal is situated up to the intersection, must be in service. The same 

applies to the first phase of terminal construction, i.e. the first phase can 

be in use only after the junction road was put in service. 

The junction road has been approved by the Strategy and space development 

program of the Republic of Croatia, it has been included in the county and city 

physical plans and in the construction plan of the Hrvatkse Ceste (Croatian 

Roads) for the upcoming planning period of four years, namely until the year 

2004. 

Maritime traffic within the Container terminal zone should be regulated 

according to the existing maritime traffic laws and regulations and according 

to the Maritime Study for Entering and Leaving the Port which elaboration is 

mandatory for the new situation in the basin. 

C.1.1.5. ENVIRONMENTAL NOISE PROTECTIVE MEASURES 

Environmental protection with regard to noise pollution can be implemented 

through the following: 

C.1.1.5.1. ORGANIZATIONAL MEASURES 

Noise protection organizational measures implementation starts with 

preliminary technological and architectural and structural designs, continues 

with extensive solutions within working designs, then by site organization 

projects, by proscribing requirements to be met by the contractors, by designs 

of certain construction phases and connection with authorized inspection 

services, and after the completion of construction, by the organization of work 

technology procedures within the INTERVENTION. If performed in a quality 

manner, those works actually represent the least expensive and most 

effective environmental noise protection measures. 




Planned technological solutions of all activities, already in the phase of 

preliminary design creation, have to provide for and adopt as final solutions, 

actions and procedures, machines and devices which in normal conditions 

emit minimum levels of sound energy. During the design, optimization of 

working conditions in all aspects, including the noise created and the part of 

the day when they take place, should be implemented. 

C.1.1.5.2 ARCHITECTONIC AND ORAGANIZATIONAL NOISE PROTECTION 

MEASURES 

Architectonic noise protection measures in the organizational sense are to be 

achieved by the disposition of structures so that by their dimensions, they 

present an appropriately located barrier for the strongest sources noise 

expansion (in this case, road and railway traffic noise), and at the same time 

they favour the technological process progress. 

C.1.1.6. ENVIRONMENTAL MANAGEMENT MEASURES 

In order for the Container terminal management within the Ploce Port (during 

construction and utilization) to be efficient, it is necessary to compile already 

during the phase of designing, and before obtaining building permit, the 

following studies: 

«Environmental Management Policy» – study which includes and regulates 

the method of establishment of expert team for managing the project, running 

the terminal and monitoring proscribed environmental protective measures 

implementation. 

«Environmental Condition Review» – study which would serve as a starting 

point for the compilation of the “Environmental Management Programme”. 

«Environmental Management Programme» – study which would contain a 

complete environmental management plan, and which would coordinate the 

Ploce port requirements and needs with the appropriate environmental 

preservation requirements and needs. 

C.1.1.7. MEASURES TO MINIMIZE ADVERSE AESTHETIC IMPACTS 

It is necessary to incorporate plan and technincal measures for improvement 

of visual appearance of the port and city urban structures under the following 

conditions: 

• During designing, special attention should be paid to the port aesthetic 

appearance in relation to the city urban structure in the background, 

especially from the sea line of sight. The selection of building material, 

colours and shades for all port elements should be well considered. 

• Design should regulate superficial treatment of the structure, coast and 

coastline. 

• Master plan should examine and establish the best location for excess 

building material, and excavated material disposal. 




• It is necessary to elaborate the “Site organization and Mechanical 

Equipment Maintenance Design”, as a separate design within the 

designs necessary for obtaining building permit. 

It is necessary to elaborate the above mentioned designs and 

documetns from C.1.1.1. to C.1.1.7. before the issuing of the building 

perimt, in order to meet the construction requirements for the 

construction permit. 




C.1.2. PROPOSED ENVIRONMENTAL PROTECTIVE MEASURES DURING 

THE PHASE OF CONSTRUCTION 

C.1.2.1. EXCESSIVE NOISE PROTECTIVE MEASURES IN THE EVENT OF 

SITE OPENING AND CONSTRUCTION PURSUANT TO THE NOISE 

PROTECTION ACT (OG No. 17/1990.) 

This act regulates noise protection requirements for the INTERVETNION 

IMPACT AREA in the event of site opening, construction and 

exploitation of the PROJECT. 

The above mentioned act governs the contractor liability on the 

CONSTRUCTION SITE to PROVIDE FOR AND IMPLEMENT noise 

expansion protective measures, exceeding the permissible levels, and to 

monitor the implementation of the measures within the framework of site 

development plan. 

In accordance with this act, construction works shall be executed on everyday 

basis, in the period from 6 to 23 o’clock. 

For construction works, which have to be executed incessantly by day and 

night (as well as on holidays) due to the nature of their technological 

procedure, the opinion and approval by the competent inspection service shall 

be filed for. 

Contractor must comply with the general noise protective measures for the 

intervention location off the site. The general environmental noise protective 

measures off the site imply the following: 

• ESTABLISHING CRITERIA TO BE MET BY THE CONTRACTOR 

DURING CONSTRUCTION (limits for emitted sound force allowed for the 

constructor’s equipment). 

• CONTRACTOR’S LIABILITY TO COMPILE THE SITE DEVELOPMENT 

PLAN, AS WELL AS THE WORK PLAN INCLUDING A PRECISE COST 

ESTIMATE AND WORK, MATERIAL, PROCEDURES AND 

RESTRICTIONS SPECIFICATIONS, WHICH SHALL ENSURE IN A 

CLEAR AND COMPREHENSIVE MANNER THE CONSTRUCTOR’S 

MAKING OF A UNAMBIGUOUS AND CLEAR OFFER WITH ACCEPTED 

LIABILITIES. 

• SUPERVISION DURING WORK EXECUTION (not only technical 

supervision, but also occasional or constant monitoring by inspection 

services or companies authorized for noise measurement). 

C.1.2.2. AIR POLLUTION PROTECTIVE MEASURES 

Due to the assessment that the vehicles transporting the dredged material 

shall produce a considerable quantity of dust during dry period, which shall 

cause air pollution (during dry period and strong winds in particular), transport 

vehicles should be under constant supervision. In case of transportation of an 

extremely dry, powdery material, the material shall be sprinkled with water 

before transportation. 




Due to the possible environmental pollution by increased quantity of exhaust 

gases, machines and transport vehicles shall also be constantly monitored in 

respect of the quantity and quality of exhaust gases, in conformity with 

allowed values. 

C.1.2.3. SEA POLLUTION PROTECTIVE MEASURES 

C.1.2.3.1. SUBMARINE EXCAVATION 

The level of heavy metals and polycyclic aromatic hydrocarbons in sea 

sediment on the area of planned construction is low. Pollution by 

polychlorinated biphenyls has not been proved. Regardless of this quite 

favourable report, place and method of disposal of the excavated material has 

to be elaborated. The excavated material obtained by deepening port basin 

shall be used for the construction of a new embankment required for the 

container terminal and possible surplus of dredged material shall be deposited 

on the port area for new areas development for further port development. In 

any case, disposal of dredged material has to be avoided on sensitive areas 

of the coastal sea and on sea areas which are not degraded (Fig.1). 

Deepening of the port basin is accompanied with a number of problems and 

dangers for direct environment. Sediment resuspension increases turbidity of 

water within the port area and suspend and colloidal particles can reach the 

external sea too. Water turbidity reduces penetration of light needed for 

photosynthesis and resettling of suspended particles on sea bottom can 

damage benton bioceonoses. Removal of sediment includes, although 

temporarily, removal of habitats of bottom-dwelling sea organisms. It may be 

proposed to implement following measures in order to reduce all these 

negative effects of dredging to sea ecosystem: 

- Dredging has to be carried out in the most possible short time, in the 

period when damages to sea ecosystem shall be the least observable.. 

This is a period with no fish spawning and migration of fish and winter 

period when development of phytoplankton is limited by ecological 

factors. 

- Dredging works have to be executed out of bathing season in order to 

avoid possible disruption of esthetic sea appearance. 

- Less loading the water from waters leaching from dredged material 

being deposited on land with suspended substances and this water 

shall be again discharged into the sea. 

Taking into consideration input data on submarine excavation required for 

embankment formation 

o Total required embankment 500.000 m3 

o Possible excavation per hour 2.000 m3 

o Daily excavation within 16 hours 32.000 m3 

o Embankment/water proportion 40/60 

o Actual daily excavation 32.000 x 0.4 = ca 13.000 m3 

o Total required days 500/13 = 38 

and condition that no excavated waste material (being deposited on inshore 

part for years) is permitted to be disposed back in sea, the following 

technology for carrying out works has been proposed. 




Meanwhile tests for sedimentation time of particles in sample of submarine 

excavated material has been carried out and it has been founded out that 

mostly particles are falling on the bottom within 2 hours. Precipitation could be 

also quicker if coagulants would be used. 

With respect to ground conditions there is possible to for at least 3 (or more) 

basins in which excavated material would be deposited. 

Basins shall be formed on places requiring carrying out embankment so that 

at first around the planned basin edges embankments up to plateau final 

height level with sluice placed on one of the side shall be formed. Bottom 

and sides of the basin shall be lined with filter cloth of such permeability to 

retain particles that may not be returned in the sea. 

When depositing of excavated material a portion of water shall be leached 

through filter cloth back into the sea and a portion of water together with 

excavated material remains in the basin. 

Working technology for basins is as follows: 

1 st day – the basin No. 1 shall be filled with material 

in the basin No. 2 water is motionless 

in the basin No. 3 water shall be discharged 

2 nd day – the basin No. 3 shall be filled with material 



3 rd day – the basin No. 2 se shall be filled with material 



On such way sedimentation time in individual basin shall be obtained that is 

much longer than mentioned 2 hours. 

Draining of water from basin shall take place by regulating sluice directed 

towards the sea enabling slowly discharged of clarified water. 

The process shall be repeated until all basins shall be filled. 

FILLING 

MOTIONLESS 

WATER 

DISCHRGING 


SLUICE 

See picture C1-pic 2 :Submarine excavation and dispozal area-supplement 

and picture C1-pic 3: Cross sections.









C.1.2.3.2 WASTE ON CONSTRUCTION LOCATION 

When removing the waste from the construction site, it shall be necessary to 

determine the type of waste and make a report. If hazardous waste is in 

question, then it shall be managed in a way prescribed by the Ordinance on 

Requirements for Handling Hazardous Waste (Official Gazette, 32/98). 

Disposal of any type of waste in the sea is not allowed. 




C.1.3. PROPOSED ENVIRONMENTAL PROTECTION MEASURES DURING 

EXPLOITATION 

C.1.3.1. MEASURES RESULTING FROM REGULATIONS, PROVISIONS AND 

STANDARDS APPLIED 

C.1.3.1.1. AIR 

C:1.3.1.2. SEA 

Measures of Prevention of Pollution by Ships are an issue of international 

environment protection policy. The Republic of Croatia ratified the IMO 

conventions, namely MARPOL Convention of - the Prevention of Pollution by 

Ships 73/78, modified by 1998 Protocol. 

In 1997 IMO adopted the text of a new Annex VI to the MARPOL 73/78 

Convention. However, the Annex VI dealing with prevention of pollution by 

ships has not yet entered in force. 

The existing air protection legal provisions of the Republic of Croatia do not 

include transportation means (road vehicles, off-road vehicles, locomotives, 

ships, airplanes). 

Pursuant to the Air Protection Act (OG 48/95.) the Regulation on 

Recommended and Limit Air Quality Values was issued, but the Regulation 

covered only stationary sources. (OG 140/97.). 

According to the UN Law of the Sea Convention (Montego Bay, 10th 

December 1982, Official Gazette – International Treaties no. 11/95.), the 

Adriatic is being classified among the seas with the following characteristics: 

• complexity of navigation in the narrow area of semi-closed sea; 

• accesses to ports lead through long insular area and dangerous 

passes; 

• complexity of weather conditions due to fast, sudden changes and 

reaching extreme values; 

• great danger of all sorts of pollution due to small water masses and 

their weak and very slow change, and 

• needs to pay special attention to the use and preservation of living 

resources, purity and natural attractions. 

Regulations in force in the Republic of Croatia follow international sea 

protection regulations and conventions: 

• International Convention for the Prevention of Pollution by Ships 

of 1973./1978. (MARPOL 73./78.) including 6 technical Annexes. 

Annex I. and II. deal with oil and mass hazardous liquid loads. 

Annex III., IV., V. and VI. deal with harmful substances in 

packaged form, sewage, garbage and air pollution. 

• International Convention for the Safety of Life at Sea (SOLAS) – 

chapter 7 – Hazardous Goods Transport, 1974. 

• International Maritime Organization Code of Hazardous and 

Dangerous Loads (IMCO). 




• Barcelona Convention on Protection of Mediterranean Sea 

Environment and Coastal Region and Protocol for Cooperation in 

Combating Pollution of the Mediterranean by Oil and Other Toxic 

and Hazardous Substances in Case of Accidents –1976., 1996. 

The regulations in force in the Republic of Croatia governing sea protection 

against pollution by maritime traffic and port activities are the following: 

- Maritime Code (Official Gazette, 17/94., 74/94 and 43/96.) 

proscribes that the ship is seaworthy if it meets corresponding 

requirements proscribed by the law and technical conditions indicated 

in the Croatian Register of Shipping with respect to, among other 

things, environmental protection against ship pollution. The state of the 

ship and its equipment should be maintained so that the ship could 

remain seaworthy in every respect without danger to the ship, crew, 

load and environment. 

- Sea Port Act (Official Gazette, 108/95.), proscribes, among other 

things, that the Port Authority, i.e. the company which has obtained the 

concession for economic exploitation of the port, is obliged to equip the 

port with equipment for protection against sea pollution and is also 

responsible for sea pollution in the port. 

- Methods of Maintaining Order in Ports and other Parts of the 

Internal Sea Waters and Territorial Sea of the Republic of Croatia, 

and Limits of Navigation for Ships and Boats outside Ports 

(Official Gazette, 91/94, 162/98.) regulates that order in the port shall 

be carried out by the body who manages the port and that body is 

obliged to proscribe a special act for that purpose which should be 

approved by the harbourmaster’s office. The rulebook prohibits, among 

other things, the performance of operations on board ships in the port, 

which might endanger human lives, cause fire or pollute the sea. 

Cleaning of ships and boats, intended for economic purposes, of 

hazardous gases (degasation) and rodents (cargo rodent control and 

fumigation) can be carried out, pursuant the decisions of the port 

managing body and against previous agreement of the 

harbourmaster’s office, only on the specific places, in a specific way 

and in a determined time. The port managing body has to assure 

reception of waste resulting from ship cleaning and regular use of the 

ship. The body that operates the ship at cargo loading, unloading and 

transloading has to take adequate measures to prevent sea pollution. 

When handling general cargo between the ship and the coast, 

adequate protective net has to be installed. After cargo loading, 

unloading or transloading has been completed, the responsible body is 

obliged to clean up the used part of the coastal area. 

Act on Transport and Handling of Hazardous Substances in 

Inland Navigations (OG, 79/96.) regulates for the movement of 

hazardous substances by seagoing ships, the appropriate application 

of the Act on the Requirements and Manner of Loading and Unloading 

Hazardous Substances, Bulk and other Freight in Ports, and 

Manner of Preventing the Spreading of Oil Leaks in Ports. 

- According to the Act on Transport of Hazardous Substances (OG, 

97/93.), hazardous substances can be divided in 9 classes: 




Class 1.: Explosive substances and objects filled with explosive 

substances 

Class 2.: Gases under pressure, liquefied or dissolved under 

pressure 

Class 3.: Inflammable liquids 

Class 4.1.: Inflammable solids 

Class 4.2.: Substances potential for self-ignition 

Class 4.3.: Substances which in contact with water develop 

inflammable gases 

Class 5.1.: Oxidizing substances 

Class 5.2.: Organic peroxides 

Class 6.1.: Toxic substances 

Class 5.2.: Polluting and infectious substances 

Class 7.: Radioactive substances 

Class 8.: Corrosive substances 

Class 9.: Other dangerous substances and objects, i.e. the 

substances, which on the basis of certain properties, 

according to scientific tests, cannot be classified in 

classes 1-8 (asbestos, dry ice, magnetic materials, etc.). 

Requirements and Manner of Loading and Unloading Hazardous 

Substances, Bulk and other Freight in Ports, and Manner of 

Preventing Spreading of Oil Leaks in Ports (Official Gazette, 

10/95.) proscribes that a port user is obliged to prepare a special Act 

(rulebook) in which are set out protective and other measures on 

handling hazardous substances in the port or on certain area of the 

port. The Rulebook has to be approved by the Ministry of the Interior, 

Ministry of Maritime Affairs, Transport and Communication, the 

Harbourmaster’s office and the Directorate for the Environment. 

According to the Rulebook, handling hazardous substances is not 

allowed if the port, i.e. a part of the port is not organized for handling 

those substances. The Rulebook provides common safety measures 

for handling hazardous substances in packed form, special safety 

measures for handling hazardous substances, handling explosive 

substances, handling polluting or infectious substances, corrosive and 

toxic substances. 

Intervention Plan in Case of Sudden Adriatic Sea Pollution in the 

Republic of Croatia (OG, 8/97.) determines the measures for 

minimizing environmental damages resulting from sudden wide-range 

sea pollution, the subjects to be in charge of implementation and 

authorization of measures, as well as the manner of implementation of 

measures. In case of pollution of smaller range and intensity, the Plan 

foresees the issuing of County intervention plans. 

Intervention Plan in Case of Sudden Sea Pollution in the 

Dubrovacko-neretvanska County (Official Gazette of the 

Dubrovacko-neretvanska County, 1/98) is to be applied in case the 

pollution threatens or presents a threat to the environment, health or 

economic exploitation of the sea within the territory of the Dubrovackoneretvanska 

County, or in case the pollution does not surpass the 

capacity of the Dubrovacko – neretvanska County Headquarter. 

- Environmental Protection Act (Official Gazette, 82/84. and 128/99.) 




- The Water Act (Official Gazette, 107/95.). Terms of the Act refer to 

the seawaters in regard to the land-based sources of pollution. 

- Water Classification Regulation (Official Gazette, 77/98) sets out 

types of water that meet quality requirements in respect of their 

general ecological function and their use for certain purposes. This 

applies also to the sea in respect of its pollution prevention from land. 

Pursuant this Regulation, water classification indicators are also 

applied to sea quality assessment immediately at outlets of all waste 

waters to be discharged in the sea, in order to abate sea water 

pollution from land-based sources. 

- Regulation on Hazardous Substances to Waters (Official Gazette, 

78/ 98) sets out the highest permissible concentration of individual 

hazardous substances in the sea. 

- National Water Protection Plan (Official Gazette, 8/99) the 

classification conveyed distinguished two types of sea: 

- second type - sea in the impact zone of waste water discharge from 

land-based sources; 

- first type - sea in specially protected and very sensitive areas. 

It can be concluded from the stated above that the sea at the Port of 

Ploce area is classified in the second group. 

Regulation on Limit Values of Indices, Hazardous and Other 

Substances in Waste Water (Official Gazette, 40/99. and 6/2001.) 

sets out limit values of indices and permissible concentration of 

hazardous and other substances in waste waters discharged into the 

sea. 

- According to Port Authorities Act (Official Gazette 124/97.) the 

harbourmaster’s office supervises the implementation of the law and 

other regulations which regulate the maintenance of order in the 

maritime domain which includes the sea pollution control from ships. 

According to Law on waters (Official Gazette, 197/05), the control of 

introduction of pollution from land-based sources into the sea is within 

the competence of water management inspection of State Water 

Directorate. 

During utilisation of the container terminal, it shall be applied all measures 

originating from other laws, regulations, normative acts and standards in force 

in the Republic of Croatia and that of international importance, prticularly the 

measures originating from th following laws, regulations and international 

agreements: 

• Constitution of the Republic of Croatia (OG 41/02-consolidated text) 

• Declaration on Environmental Protection of the Republic of Croatia 

(OG 34/92) 

• Physical Planning Act (OG 30/94, 68/98, 61/00, 32/02) 

• Nature Conservation Act (OG 30/94, 72/94, 73/97) 




• Law on Protection and Preservation of Cultural Assets (OG 69/99, 

151/03 and 157/03) 

• Air Quality Protection Act (OG 48/95) 

• Natural Disaster Protection Act (OG 73/97) 

• Maritime Domain and Seaports Act (OG 158/03) 

• Construction Act (OG 52/99, 75/99, 117/01 and 47/03) 

• Fire Protection Act (OG 58/93) 

• Waste Act (OG 34/95, 57/99, 75/99) 

• Public Utilities Act (OG 3/95, 70/97) 

• Act on Inflammable Liquids and Gases (OG 108/95) 

• Ordinance on Seawater Quality Standards on Beaches (OG 33/96) 

• Environmental Impact Assessment Ordinance (OG 34/97 i 37/97). 

• Ordinance on Protection of Buildings of Special Importance for the 

Republic of Croatia (OG 6/00) 

• Ordinance on Requirements for Handling Hazardous Waste (OG 

53/96) 

• Ordinance on Requirements for Ports (OG 22/95) 

• Resolution on Classification of Special Purpose Ports (OG 38/96) 

• Environmental Impact Assessment Regulation (OG 59/00) 

• Regulation on Highest Permissible Noise Levels in Manned Working 

Environment (OG 37/90) 

• Waste Classification Ordinance (OG 27/96) 

• Ordinance on Requirements for Handling Waste (OG 123/97) 

• Ordinance on Packaging Waste Handling (OG 53/96) 

• List of expert institutions 

• List of specialized institutions authorized to issuing testing reports on 

waste physical and chemical properties (OG 32/98) 

• Regulation on Maintaining Order in Ports (OG 91/94, 161/98) 

• Regulation on Inflammable Liquids (NN 54/99) 

• List of specialized institutions authorized to issuing testing reports on 

waste physical and chemical properties (NN 32/98) 

• Protocol on Prevention and Elimination of Pollution of the 

Mediterranean Sea by Dumping from Ships and Aircrafts or by 

Incineration in the Sea (OG-IT 17/98) 

• Protocol Concerning Cooperation in Combating Suppressing Pollution 

of the Mediterranean by Oil and Other Hazardous Substances in 

Cases of Emergency (OG, IT 12/93) 

• Protocol on Specially Protected Areas of the Mediterranean Sea (OG, 

IT 12/93) 

• UN Law of the Sea Convention (OG, IT 11/95) 

• Convention on Protection of Marine Environment and Coastal Area of 

the Mediterranean (OG-IT 17/98) 

• International Convention on Oil Pollution Preparedness, Response and 

Cooperation of 1990 (OG-IT 2/97) 




C.1.3.1.3. TRAFFIC IMPACT 

• International Convention on Intervention on High Seas in the Event of 

Accidents or Threatened Accidents Resulting from Oil Pollution (OG-IT 

1/92) 

• International Convention on Establishment of International Oil Pollution 

Compensation Fund (OG-IT 1/92) 

• International Convention on Civil Liability for Oil Pollution Damage 

(OG-IT 1/92) 

• International Safety Guide for Oil Tankers and Terminals, publisher: 

International Chamber of Shipping, London 1996. 

• Convention on Prevention of Marine Pollution by Dumping (OG-IT 

3/95) 

ON LAND 

All vehicles that enter and leave the zone of the reconstructed landing place 

have to be equipped in conformity with the valid law. 

AT SEA 

C.1.3.1.4. NOISE 

All vessels arriving in the port of Ploce have to respect the valid legal 

provisions. 

OCCUPATIONAL SAFETY ACT (OG No. 59/96.) 

This Act regulates the requirements for the protection of workers employed in 

the technological process during INTERVENTION. 

By the detailed technological design, it shall be defined the means of work 

and procedures which, among other things, shall limit and emit the level of 

noise and vibrations lower than allowed by applying basic rules of protection 

at work as well as special rules of protection at work. 

The work process shall be so planned, prepared and carried out that effective 

protection of employees as well as of the environment shall be achieved. 

DIRECTIVE ON PROTECTION OF WORKERS FROM THE RISKS 

RELATED TO EXPOSTURE TO NOISE (86/188/EEC) 

In the workplaces in which the daily cumulative dose of noise exceeds 85 

dBA, i.e. momentary (impulse) level of noise exceeds 140 dB, it shall be 

undertaken technical, technological, educational and organizational measures 

with the purpose of eliminating the risks for health or reduce them to 

minimum. 

REGULATION ON HIGHEST PERMISSIBLE NOISE LEVELS IN MANNED 

WORKING ENVIRONMENT (OG no. 37/90.) 

In conformity with this regulation, the highest allowed levels of noise are 

defined in: 




• external areas of the project location as well as within the area of project 

impact 

• closed working areas of INTERVENTION. 

A) External areas on the project location 

The stated location can be viewed as ZONE 4 with the following description: 

“OFFICE AND RESIDENTIAL ZONE CONTAINING PUBLIC PURPOSE 

FACILITIES WITHIN THE CENTRAL URBAN AREA, ALONG THE HIGHWAY 

ZONE AND PRIMARY URBAN ROADS» with the highest allowed level of 

noise: 

65 dBA . . . for day 

50 dBA . . . for night 

The above mentioned values should not be exceeded at limits of the 

project location. 

Since it is not known whether or not the actual state found in the area of 

project impact satisfies the values of Zone 4 as stated in Table 3 of the 

mentioned Rulebook (competent services have to carry out reliable systematic 

measurements), it shall be determined by implementation measures whether 

the “CONTAINER TERMINAL IN THE PORT OF PLOCE» PROJECT should 

meet the values in Table 3 or it shall be necessary to provide for and satisfy 

the found state by the detailed design by applying technical and technological 

measures. 

The level of noise (sound pressure), which has to be adopted as a criterion 

during the elaboration of detailed designs of the PROJECT and which should 

not be exceeded, means the sound that emits fixed, incorporated equipment 

or transportation means in arrival and departure for no matter how long, is the 

environmental noise level L90 found or defined in Table 3, Zone 4, exceeded 

by 2 (two) dBA. 

By meeting the above stated requirements, the project environmental 

impact shall be solved with regard to the environmental noise pollution. 

B) Closed PROJECT working areas 

C.1.3.1.5 WASTE 

In the detailed design, physical characteristics of buildings with closed working 

areas shall be defined so that the penetration of noise originating from the 

technological process can be prevented meeting so the requirements stated in 

this Regulation. 

The following dispositions that regulate the waste management in both the 

naval traffic and port activities are in force in the Republic of Croatia: 

• Waste Act (Official Gazette, 34/95.) 

• Act on Ratification of Convention on Control of Transboundary 

Movement of Hazardous Wastes and Their Disposal (Official 

Gazette – International Treaties, 3/94.) 




• Waste Classification Regulation (Official Gazette 27/96.) 

• Ordinance on Requirements for Handling Waste (Official Gazette, 

123/97.) 

• Ordinance on Packaging Waste Handling (Official Gazette, 53/96.) 

• Ordinance on Requirements for Handling Hazardous Waste 

(Official Gazette, 32/98.) 

• List of special institutions authorized to issue reports on testing 

physical and chemical properties of waste (National Gazette No. 

51/96 and 93/96). 

C.1.3.2 PLANS AND TECHNICAL SOLUTIONS RELATING TO ENVIRONMENTAL 

PROTECTION 

C.1.3.2.1. AIR 

When adopted on the stat, i.e. international level, the regulations on 

prevention and reduction of air pollution from ships should be included in the 

Regulations on maintaining order and methods of using port facilities in the 

Ploce port area, in Article 21. 

SEA 

C.1.3.2.2. MEASURE IMPLEMENTATION SYSTEM FOR MINIMIZING ADVERSE 

IMPACT ON ENVIRONMENT RESULTING FROM SUDDEN SEA 

POLLUTIONS 

It was empathized in the previous chapter that the greatest problem in the 

area of planned intervention represents the sea pollution by oil hydrocarbons. 

For the port of Ploce, there exist a system for implementation of measures for 

reducing damages caused by sea pollution which includes: the control of 

pollution occurrence, pollution information system, organizational chart with 

competences set out and tasks defined, organized actions of special 

companies for control and elimination of pollution, equipment and means for 

combating against pollution (ships cleaning, protective floating walls, 

skimmers, tanks, pumps, dispersants, etc.). The system is in the first place 

intended for prevention of sea pollution by oils, potentially the most important 

pollutant of the port of Ploce. 

The existing system has to be not only maintained in respect to equipment 

and training of the staff participating in individual phases of combat against 

pollution occurrence and elimination but also has to undergo further 

development. For that reason, one of the larger tasks to be solved is: 

• Construction of the disposal system for oily water originating from 

ships in the port of Ploce. 




This requirement cannot exclusively be connected with the construction 

of the container terminal. However, the planned intervention, being a 

very important project for the further development of the port of 

Ploce should give an impulse to further development of the system for 

prevention of the sea pollution in this port. 

C.1.3.2.3. PROTECTIVE MEASURES AT LOADING, UNLOADING AND 

TRANSLOADING OF HAZARDOUS SUBSTANCES 

Loading, unloading and transloading of packaged hazardous substances shall 

be carried out on the newly constructed container terminal. Even though the 

pollution by hazardous substances is not as frequent as by oils, great 

attention should be paid to this problem. 

One part of the container terminal should be specially organized for 

hazardous substances handling. Such a place should be so organized that 

damages caused by spilling or leakage of hazardous substances, could be 

successfully prevented/minimized. That includes provision of: 

• Protective clothing for personnel 

• Empty vessels (barrels, containers…) 

• Absorbing material– sand, granulated clay, sawdust 

• Detergent 

• Accessories for collecting scattered or spilled substances 

• Sundry material – metal funnels, tools, adhesive labels for marking 

vessels containing hazardous substances 

• First aid means 

• Information devices (telephone, fax machine, mobile telephone, radio 

connection…). 

The area on which hazardous substances are handled has to be clean and 

accessible to intervention vehicles and protective means in case of danger 

and equipped with fire fighting hoses with international fire flange. Appropriate 

lighting of the area has to be provided at night. 

For the purpose of providing safe, timely and effective intervention measures, 

adequate organization system has to be established and procedures in case 

of occurrence of unexpected events related to hazardous substances handling 

defined. 

Key elements for the establishment of the system of emergency 

measures related to hazardous substances incidents are: 

• organization of the system that shall clearly define roles, responsibilities 

and capabilities of individual participants; 

• manner of planning, i.e. preparation of detailed and special plans for 

emergency measures implementation; 

• monitoring and keeping informed so that all incidents could be recorded, 

evaluated and monitored; 

• defined operative procedures; 




C.1.3.2.4. PROTECTIVE MEASURES FOR PORT MECHANICAL EQUIPMENT AND 

SUB-STATIONS 

The use of hydraulic oils and oils that contain hazardous substances such as 

polychlorinated biphenyl is not allowed for lubrication of port mechanical 

equipment. 

Also, polychlorinated biphenyl transformer oil shall not be used in substations. 

We propose the sub-stations of dry cooling type. 

C.1.3.2.5. PROTECTIVE MEASURES – WASTE WATER 

• Construct distributing sewage system for sanitary-sewage waste 

water, rain waste water from the traffic and operative port surfaces and 

“clean” rain-roof water. 

• Waste water originating from washing out traffic (road) and operative 

port surfaces, have to be purified in the traps – sedimentation 

chambers. Waste water at the outlet of the trap has to satisfy the 

following criteria: total suspended matter 20 mg/L, total oils and grease 

25 mg/L, mineral oils 5 mg/L. 

• Sanitary-sewage waste water has to be conducted into public sewage 

system of the town of Ploce. 

C.1.3.2.6. NOISE PROTECTIVE MEASURES 

Environmental protection in view of noise pollution can be performed by 

applying two types of measures: 

• TECHNOLOGICAL MEASURES 

• TECHNICAL MEASURES 

C.1.3.2.6.1. TECHNOLOGICAL MEASURES 

Technological measures that shall be taken against noise in the technological 

process during construction include the following: 

- Among different procedures of process development, particularly 

concerning goods handling during unloading, transloading, storing, 

shifting, etc. it should be selected the one that emits noise of lesser 

intensity. 

- Among the necessary machines and devices (cranes, transtainers, bridge 

cranes, tractors, container transporters, forklifts, etc.), the technology 

should be adjusted to machines and devices for which the bidder can 

prove that develop the least level of noise. 

- From the range of tools by which individual operations can be successfully 

accomplished, it should be selected those tools which, with correct use, 

emit the least noise. This particularly refers to tools that cause peak noise. 




C.1.3.2.6.2. TECHNICAL MEASURES 

Technical measures by which technical means enabling normal development 

of the technological process during INTERVENTION, are protected against 

noise as follows: 

- all mechanical and other equipment that are used in the process 

development technology has to be in working order. Therefore the 

maintenance of equipment has to be very well organized; 

- the cooperation with transport companies that shall perform transport in 

arrival and departure shall be conditioned by their utilization of the most 

up-to-date transport means (road and railway). It is of particular 

importance that electric towing is used for transportation by a railroad; 

- railway has to be of the most recent design including the protection 

against spreading of vibrations (structure noise); 

- road overpasses have to be provided with the elements against spreading 

of structure noise and vibrations; 

- it has to be foreseen the construction of noise barriers on specially 

sensitive points where noise emission above allowed values cannot be 

avoided (on exit ramps – road vehicle overpass, road and railway route 

sections behind residential buildings). 

The mentioned TECHNICAL AND TECHNOLOGICAL MEASURES shall be 

elaborated in details in detailed and working civil engineering, architectural, 

technological, technical and traffic designs. 

C.1.3.2.7. WASTE PROTECTIVE MEASURES 

All hazardous waste developed in the port area has to collected separately. 

Separate storing facility for hazardous waste has to be provided. 

Hazardous material storing facility has to meet the prescribed technical 

and technological requirements: 

• separate waste storing by types has to be made possible; 

• storing facility has to be provided with a base from which bulk and 

spilled waste can be collected and with a waste water collection 

system; 

• storing facility has to be equipped with devices, equipment and 

information means for extinguishing and prevention of fire 

spreading; 

• waste storing facility has to be so equipped to prevent scattering and 

spilling of waste; 

• vehicle that transports the waste to the storing facility has to be so 

equipped to prevent scattering and spilling of waste. 

Packaging waste shall be collected separately and specially marked. 

Municipal and other similar waste shall be collected separately in special 

recipients, which shall be regularly emptied. 


PLANIRANI 

PLANIRANA 

PLANIRANI 

OBALA 7 

OBALA 4 

OBALA 5 

OBALA 3 

OBALA 6 


OBALA 2 

OBALA 1 


OBALA 0 


C1. ENVIRONMENTAL PROTECTION MEASURES 

SUBMARINE EXCAVATION 

C.1. MJERE ZAŠTITE OKOLIŠA 

PODMORSKI ISKOP 



PORT AREA BOUNDARY (GRANICA LUCKOG PODRUCJA ) 

STRATEŠKI STRATEGIC ROAD ROUTES (CESTOVNI PRAVCI ) 



RAILWAY TRACK CORRIDOR (KOLOSIJECNI KORIDOR) 

EXCAVATION ZONE (PODRUCJE ISKOPA ) 

EXCAVATED MATERIAL DISPOSAL AREA 

(PODRUCJE ZAODLAGANJE ISKOPANOG MATERIJALA) 

SL. 1

A 

B 

C 

D 

SLUICE 

(ZAPORNICA) 

SLUICE 

(ZAPORNICA) 

SLUICE 

(ZAPORNICA) 

OBALA 4 

-15,0 

60 000 DWT 

50 000 DWT 

l=290,0m 

b=32,40m 

d=13,0m 

OBALA 3 

OBALA 7 

OBALA 5 

V=200 000 m3 

P=74 800 m2 

V=200 000 m3 

P=71 500 m2 

V=200 000 m3 

P=68 300 m2 

30 000 DWT 

l=228,0m 

b=31,0m 

d=11,30m 

30 000 DWT 

OBALA 2 

-11,0 

V=500 000 - 600 000 m3 

P=137 500 m2 

14 000 DWT 

l=145,0m 

b=20,0m 

d=8,5m 

gps 

11 000 DWT 

l=135,0m 

b=18,0m 

d=8,0m 

OBALA 6 

TS-15 

z 

z 

z 

z 



gps 

z 

vatrogasci 

zzzz 

z 

z 

z 

z 

2179/2 

(4559/80) 

z 

z 

garaza 

z 

z 

z 

ts 

z z 

I 

z 

z 

cesta 

z 

" P L O B E S T " 

z 

z 

ts 


II 

TS 

z 

cesta 

z 

2 

z 

z 

cesta za " PLOBEST " 

z 

z 

z z 

z 

z 

2078/8 

z 

zz 

z 

cesta prema zracnoj luci 

z 

z 


IZVEDENO 

z 

ts 

zeljeznicka stanica 

z 



III 

30 

z 

z 

z 

z 

z 

32 

z 

z 

z 

petrolkoks 

z 

z 

z 

z 

z 

z 

z 

z 

z 

42 

" p l o b e s t " 

z 

z 

z 

z 

z 

z 

44 

z 

z 

z 

z 

607 

z z 

z 

z 

z 

vaga 

8 

z 

z 

57 

radenska 

z z 

z z z 

z 

z 

z 

z 

59 

z 

z 

z z 

z 

z 

z z 

z 

z 

z 

61 

brodokomerc 

z 

83 

Betonirana povrsina 

WC 

luka−gradnja 

z 

z 

z 

z 

z 

9 

z 

z 

z 

z 

kartonplast 

81 

z 

85 

79 

ts 


- SUPPLEMENT 

SUBMARINE EXCAVATION AND DISPOSAL AREA 

C.1. MJERE ZAŠTITE OKOLIŠA - DOPUNA 

PODMORSKI ISKOP I DEPONIJA MATERIJALA 

SCALE (MJ) 1:5000 








DESIGNED ROADS (PROJEKTIRANE CESTE) 




CONTAINER DISPOSAL AREAS (POVRŠINE ZA ODLAGANJE KONTEJNERA) 

GREEN AREAS (ZELENE POVRŠINE) 


TRERMINAL EXPANSION AREAS (POVRŠINE ZA ŠIRENJE TERMINALA) 

SUBMARINE EXCAVATION (PODMORSKI ISKOP) V=600 000m3 

SUBMARINE EXCAVATED MATERIAL DISPOSAL AREA 

(PODRUCJE ZA ODLAGANJE ISKOPANOG MATERIJALA) 

SL. 2

MJ 1:1000 

A B C D 

MJ 1:200 

A B 

V= 22 000 m3 

V= 197 250 m3 


CROSS SECTIONS 

C.1. MJERE ZAŠTITE OKOLIŠA 

PRESJECI 

V= 22 000 m3 

SL. 3



C.2. PROPOSAL OF MEASURES FOR PREVENTION AND 

MITIGATION OF POSSIBLE CONSEQUENCES OF 

ECOLOGICAL DISASTERS 




The “Unintentional accidents” which can be classified in the “first 

stage of endangerment” can be mostly prevented by planned 

environmental protection measures and adequate port management, 

i.e. ecologic disasters caused by these accidnets can be reduced to 

minimum. 

Prevention of consequences caused by the “Unintentional accident” 

is possible and consequeces can be mitigated in a relatively short 

period. The unintentional accidents which cause the “first stage of 

endangerment” can be mitigated by urgent actions of the port staff. 

One of the most important measures for mitigation of consequences of 

ecologic disasters is to notify immediately the county information / 

monitoring center or harbour master’s office or police station during 

each even the least release of petroleum product and/or oil into the 

sea, so that the procedure for damage reduction could be applied. It is 

also necessary to remove the petroleum products and/oil from the sea 

surface and the land as soon as possible. 

The port has to be equipped with a plastic sprayer for dispersant of so 

called “third generation”, i.e. it should be included in the “eco-set” for 

decompositon of smaller quantities of petrolemum products that might 

spill in the accident. 

The Port authority has also to provide an operation boat for placement 

of a floating wall and shall apply the fire fighting measures. The Port 

has to be equipped with a mobile foam and powder fire extinguishing 

devices in case of fire and/or explosion in the port. Plan of activities in 

case of the fire or explosion has to be applied immediately. 

In case of more serious accidents, i.e. the accidents that give rise to 

the “second stage of endangerment”, the mitigation of 

consequences is in conformity with county plans of water protection, 

i.e. environmental protection. 

In principle, occurrence of accidents and ecologic disasters caused by 

“force majeure” cannot be prevented and it takes more time to 

mitigate the consequences. 



Rn: 03-033 CONTAINER TERMINAL PLOCE PAGE 1 

C.3. ENVIRONMENT MONITORING PROGRAM 

C.3.1. SEA 

C.3.2. TRAFFIC IMPACT 

C.3.3. WASTE 




C.3.1. SEA 

During the construction and later the use of the terminal, it shall be necessary 

to monitor the state of the environment for timely discovering of possible 

unfavourable and undesirable impacts so that additional measures of 

environment protection could be applied. The following environment 

monitoring program is proposed: 

C.3.1.1. After the construction of the facility, the state of life communities in the 

existing transects should be monitored in the years to come and the obtained 

results should be compared with those obtained before the construction. 

Regular controls should be carried out every four years for continuous 

monitoring of the macrobenthonic organisms colonization process and 

recovery of bottom-dwelling communities in the transect PL-01 I PL-02. 

C.3.1.2. Testing the waste water quality at the outlet of the treatment plant SZV 1 

for oily water coming from the machine maintenance plant shall be 

performed four times a year by the laboratory authorized for water quality 

testing (Rule on authorized laboratories, OG No. 78/97. The analysis shall 

include the determination of the following: 

• pH, 

• total suspended matter, 

• chemical oxygen consumption, 

• biochemical oxygen consumption, 

• overall and mineral oils, 

• anionized and unionized detergents. 

C.3.1.3 Testing of water quality at the outlet of the grease trap – sedimentation 

chamber SOK 1 and SOK 2, precipitation sewers, shall be performed four 

times a year. The analysis shall include the following: 

• pH, 


• chemical oxygen consumption, 

• biochemical oxygen consumption, 

• overall and mineral oils. 

C.3.1.4 Testing of sea water quality shall be carried out on two stations: 

• KV 1 within the basin between coast 5 and coast 7 

• KV 2 at the basin outlet between the coast 5 and coast 7 

two times during summer months in bottom-dwelling and surface sea 

layer. 

The following indexes of water quality should be determined: 

• clearness 

• temperature 

• salinity 

• dissolved oxygen 

• PH 

• mineral oils, 




• ammoniac, 

• bacteriological tests (indicators of fecal discharges contamination). 

Sea water quality should be checked: 

• Before beginning of construction (“zero state”) 

• Every year during exploitation. 

C.3.2.1.5. The state of sea bottom sediments should be monitored: 

- on the station PLS-01 

- on the station PLS-02 

It should be examined the content of heavy metals in the surface layer of 

sediments (0-2cm) such as: 

• Lead 

• Copper 

• Zinc 

• Tin 

• Polycyclic aromaten Policiklièkih aromatena 

Samples should be taken and checked: 

C.3.2. TRAFFIC IMPACT 

C.3.2.1. ON LAND 

C.3.2.2 . ON SEA 

C.3.3 WASTE 

• Every two years during exploitation. 

Prepare and publish a report on the state of traffic means 

equipment twice a year, particularly concerning the state of drive 

engines in respect of the quantity of waste oil and lubricants and 

exhaust gases. 

Prepare the regulatory measures program for the case of an emergency 

during arrival and departure of the ship from the berth as well as while the 

vessel is on the berth. 

Publish yearly report on emergency cases on the landing place – the 

vessel on the berth, the vessel in arrival and in departure. 

Prepare and publish yearly reports on measurements of wind wave 

climate on that location. 

Prepare and publish twice a year a report on the management of all 

types of waste out of the technological process and mud out of waste water 

treatment process at the container terminal location. 

Provide the adequacy certificate once a year. 


KV 2 PLS-02 

KV 1 

PL-02 

SOK 1 

PLS-01 

PL-01 

SOK 2 

SZV 1 


POSITION OF CONTROL MEASURING POINTS 

FOR ENVIRONMENTAL STATE MONITORING 

C3. MJERE ZAŠTITE OKOLIŠA 

POLOŽAJ KONTROLNIH MJERNIH TOCAKA 

ZA PRACENJE STANJA OKOLIŠA 

SCALE (MJ) 1:2500 


TRANSECTIONS PL01 AND PL02 (TRANSEKTI PL01 I PL02 ) 

CONTROL POINTS OF SEA BOTTOM SEDIMENT STATE PLS1 AND PLS2 

TOCKE KONTROLE STANJA SEDIMENATA MORSKOG DNA PLS1 I PLS2 

SEA QUALITY TEST POINTS KV1 AND KV2 

TOCKE ISPITIVANJA KAKVOCE MORA KV1 I KV2 

PRECIPITATION INTERCEPTORS SOK1 AND SOK2 

SEPARATORI OBORINSKIH VODA SOK1 I SOK2 

WORKSHOP WATER INTERCEPTORS SZV1 

SEPARATOR RADIONICKIH VODA SZV1 

SL. 2

IRANA 

PLANIRANI 

50 000 DWT 

l=290,0m 

b=32,40m 

d=13,0m 

OBALA 7 

OBALA 4 

60 000 DWT 

30 000 DWT 

l=228,0m 

b=31,0m 

d=11,30m 

OBALA 5 

TS-15 

OBALA 3 

30 000 DWT 

14 000 DWT 

l=145,0m 

b=20,0m 

d=8,5m 

OBALA 6 

11 000 DWT 

l=135,0m 

b=18,0m 

d=8,0m 

OBALA 2 


OBALA 1 


OBALA 0 





C3. MJERE ZAŠTITE OKOLIŠA 



SCALE (MJ) 1:2500 


NOISE MEASURING POINTS 

POINT COORDINATION TABLE 

POINT X Y 

B1 6454379.981 4767358.841 

B2 6454362.166 4766966.719 

B3 6453762.141 4766647.141 

SL. 2 a



C.4. ENVIRONMENT PROTECTION POLICY OF THE 

INTERVENTION HOLDER 




The government of the Republic of Croatia (O.G. 42/96) established the Ploce 

port authority on May 23, 1996 on the basis of the Decision on the Ploce port 

authority establishment. 

During its term of office, the Port authority got prepared the documents which 

are in the phase of adoption. These documents regulate some relations 

between the corporation and environmental protection. 

• The Book on determination of the type and quantity of dangerous 

substances with which the manipulation at the port of Ploce is 

possible, i.e. with which the vessel can enter the port and places in the 

port of Ploce on which these substances shall be manipulated. 

• The Book on the measures which have to be undertaken by the Ploce 

Port authority and the users of the concessions in the port of Ploce 

enabling them to manipulate with dangerous substances. 

The bellow mentioned studies, which in some parts deal with the problem of 

environment protection, are made for the needs of the port of Ploce. These 

materials shall naturally be used by both the public company Port of Ploce 

and the Ploce Port authority. 

• Ports of Rijeka and Ploce, Economic and technical study, financial 

audit and institutional assistance; Sofremer, Apis, France, January 

1997. 

• Ploce-Sarajevo intermodal corridor-feasibility study, Manalyti cs 

International Inc., Gary greene engineers 

Presently it can be noticed positive efforts of the Port authority in “turning a 

new page” in respect of its relation towards the environment by applying the 

principles of environmental protection which are regulated by the existing 

jurisdiction of the Republic of Croatia and at the same time by respecting the 

international conventions which the Republic of Croatia is the signatory. An 

important element of such estimation is the contracting of the PUO study 

elaboration for the foreseen intervention within the port basin. 

The further obligation of the Port authority is the construction, management 

and usage of the future container terminal as well as of other specialized port 

terminals, which also implies the environment management. To make the 

management successful, the following steps shall be undertaken determining: 

1. Environment management policy 

• readiness for upgrading the performances of port terminals in 

relation to the environment; 

• establishment of a team for project management; 

• obligatory elaboration of the existing state basis with respect to the 

environment and management and application of adequate 

protective measures. 

2. Review of the environmental state– which makes an initial picture of 

the existing container terminal and represents a basis for development 

of adequate environment management programs. 




3. Environment management program– is a summary but also a 

complete management plan by which goals and purpose of operation 

of the container terminal are coordinated with corresponding 

requirements and needs of environmental protection. 

4. Revision – For achieved results in the implementation of the Program, 

it shall be requested the certificates of the authorized and supervisory 

institutions. The Environment Statement or Certificate for 

improvements achieved in the environment impact in all the parts and 

functions of the container terminal should primarily refer to: 

• nature conservation 

• water resource management 

• waste management 

• energy efficiency and purchasing policies 

• education and the working environment 

• communications and public awareness. 

The goals that are intended to be reached in the management of the port of 

Ploce are coordinated with the targets that achieve the neighboring Adriatic 

ports. 

The principles of active public relations and respecting all standards that are 

prescribed by legal provisions in the area of environmental protection are still 

the themes which the management bodies of the Ploce Port authority should 

adopt. 




C.5. PRESENTATION OF THE PLANNED MODE OF COOPERATION 

OF INTERVENTION HOLDER WITH THE PUBLIC 




The procedure of evaluation of the environmental impact of the planned 

intervention is carried out during the implementation of the project and in the 

phase of obtaining the location permit on the basis of technical documents, 

i.e. this Sturdy. The public participates also in the Sturdy evaluation by making 

the Sturdy available to them and acquainting them with intended construction 

of the container terminal as well as with all important data concerning 

environmental protection. By submitting written opinion, proposals and 

remarks, the public participates in the evaluation of the intervention as well as 

in its implementation of the project. 

By introducing the monitoring, an active public cooperation shall be 

established which should be strengthened by regular public presentation of 

results obtained by measuring the environment quality. 

It is proposed that the intervention holder gives a press conference at least 

once a year presenting the implemented program to the public as well as its 

short and long term plans. 

After implementation of the intervention and during its exploitation, it would be 

appropriate to conduct regularly once a year a poll among the inhabitants, 

immediate neighbors inquiring their satisfaction with the achieved state, i.e. 

their proposals for its improvement. 

In conformity with the notes of this Study, we conducted informative talks with 

the intervention holder concerning the mode of cooperation with the public. In 

spite of our insistence, we did not succeed in finding out if, and which if 

affirmative, systematic steps had been taken for cooperation with the public. 

We would like to point out that the intervention holder should disclose its 

standpoint very soon and present the plan of cooperation and its 

implementation. 




D. STUDY CONCLUSION 




D.1. EXPLANATION OF MOST SUITABLE PROJECT 

ALTERNATIVE 




The main objective of the construction of container terminal in the port of Ploce 

is renewal, modernization and extension of cargo handling capacities and their 

furnishing with modern equipment of high technical efficiency and 

improvement of work organization which is the basis of the future port 

development. 

This particularly refers to transit of goods from catchment areas and the return 

of general cargoes which are most cost-effective in terms of income, but 

because of bad technological equipment of our ports they are handled by 

better equipped and organized European ports. 

The project contractor Lucka Uprava Ploce (the Ploce Port Authority) proceeds 

with the construction of the container terminal with capacity 100 000 TEU a 

year in the Port of Ploce because the old port basin, intended for the line traffic 

with the use of the traditional technology, has gradually lost its classic traffic 

value and needs to be modernized. 

During the construction of the new container terminal with capacity 100 000 

TEU in the port of Ploce the following will be constructed within the existing port 

area: 

• A new Quay No. 7 with mooring structure 340 m in length which will be 

used for receiving ships with highest maritime requirements, with cargo 

capacity up to 60,000 DWT and deep draft without restrictions. On 

planned Quay No. 7 one ship with mentioned cargo capacity or two 

ships half the size can be berthed simultaneously; 

• Deepening of the port basin between the Quay 5 and the new Quay 7; 

• New storage and cargo-handling areas about 22 ha which will be used 

as open storages for the container terminal with capacity about 100,000 

TEU a year; 

• Ro-Ro ramps with part of the Quay No. 6 for receiving Ro-Ro ships; 

• Roads and railways at the terminal; 

• Infrastructure facilities at the terminal: water supply, sewerage, electric 

power supply and telecommunications; 

• Covered storage area at the terminal; 

• Auxiliary terminal structures, entrance with shelter, control tower, 

auxiliary workshops and the auxiliary entrance to the terminal. 

The most suitable alternative of this project shall be determined by the design 

solution which defines the most favourable system of construction at sea for 

obtaining the new port areas and the most favourable system and method of 

construction of new storages and cargo-handling areas for open container 

storages. 

Planned project includes also the proposal for the connection of container 

terminal of the port of Ploce to the primary state roads and railways, new 

organization of the traffic in the port basin. 

The details of this task, such as the choice of equipment and its technical and 

technological characteristics, are determined by the designs. 




The project can be realized in stages depending on the investment plans and 

the potentials of the project contractor and also by respecting all technical and 

technological conditions of a stage. 

The proposed project alternative is suitable for a number of reasons, the 

following ones being also the most important: 

• The planning documentation which proclaims the port of Ploce 

to be of importance on the state, county and town level is 

unquestionable. 

• It is indisputable that newly built capacities are not a new burden 

on the location, but that this is a realization of capacities in the 

port of Ploce foreseen by plan and for these capacities the port 

area has been formed and reserved by the plan. 

By analyzing the possible environmental impacts it can be concluded that the 

construction of the new Container terminal in the port of Ploce in the existing 

and planned port, transport and industrial zone will at the same time mean an 

improvement on the existing situation in the central and wider surroundings of 

the port area: 

• the port basin of the port of Ploce will develop more significantly in its 

central part which will enable a part of the port to qualify for receiving of big 

ships up to 60,000 DWT which essentially improves the competitive ability 

of the port 

• simultaneous construction of the line of communication from the entrance 

to the port of Ploce and connection to the Adriatic Highway, which will be 

grade-separated in relation to the railway will enable fast and uninterrupted 

transport of the port cargo from the town by the shortest way 

• notable development of modern and technically better equipped and 

developed port basin between the Quay 5 and Quay 7, as well as the 

construction of Quay 7 in the central part of the port of Ploce will greatly 

improve the entire ecological situation and visual outlook of the port 

The existing ecological situation in the port of Ploce is improved by 

the construction of the container terminal as proposed in this 

Study. 




D.2. DESCRIPTION OF PROJECT ENVIRONMENTAL 

IMPACT DURING PREPARATION, CONSTRUCTION AND 

USE OF PROJECT, INCLUDING ALSO ECOLOGICAL 

INCIDENT AND RISK OF ITS OCCURRENCE 




D.2.1. OVERVIEW OF POSSIBLE ENVIRONMENTAL IMPACTS DURING 

CONSTRUCTION 

D.2.1.1 ON LAND 

D.2.1.2 ON SEA 

With selected method of construction of coastal areas, by dredging the sea 

bottom between the Quay 5 (existing) and Quay 7 (new) the environmental impact 

during construction is partially reduced. The work in stages and the lengthiness of 

construction according to the chosen concept and the technology of building, 

does not bring about the additional environmental impacts. 

Because of construction work mud silting of the sea shall occur, especially during 

deepening of the local waters for achieving the necessary depth of the port basin. 

Increased quantity of suspended matter in the water column shall be reflected in 

reduced quantity of light needed by algae for assimilation. Since all this is taking 

place on already degraded sea bottom, new activities shall not (further) degrade 

the current state. 




D.2.2. OVERVIEW OF POSSIBLE ENVIRONMENTAL IMPACTS DURING 

PROJECT USE 

D.2.2.1 POSSIBLE CHANGE OF MICROCLIMATIC CONDITIONS 

With regard to the type and size of the project of the container terminal 

construction, no changes or effect on the microclimate are expected. 

D.2.2.2 POSSIBLE IMPACT ON NATURAL SEA AND LAND ECOSYSTEM 

D.2.2.2.1 LAND 

D.2.2.2.2 SEA 

IMPACT ON PROTECTED VALUES OF THE AREA 

The construction of the Container terminal in the port of Ploce, which is located in 

the middle of the port area of the port of Ploce, does not increase the impact on 

the port surroundings. 

The port area of the port of Ploce, which is located next to the important 

landscape, today too has strictly defined boundaries of the port area so that the 

protected parts of the environment can be preserved to a maximum degree. 

Within the scope of planned construction of the Container terminal facility, 

deepening of the port basin shall be executed by excavation of the sediment to a 

specific depth. The new construction shall represent nothing new in the local 

waters of the basin between the Quay 5 and Quay 7, i.e. something that was not 

already done within the regular maintenance of the depth of the basin and the 

waterway. 

The development of Quays 7 and 6 will improve the existing picture of untended 

shallow shores with a number of above water and underwater tufa, since 

inorganic and organic material shall no longer be collected on the shore. 

Development of the waterway and depth increase shall favourably affect the sea 

changes within and around the local waters. 

D.2.2.3 POSSIBLE CHANGES IN ASSIGNMENT OF LAND USE 

CHANGES IN PURPOSE OF AREA USE 

The construction of the Container terminal and development of the area 

for handling and storage of containers shall not have a negative impact on 

other structures and their amenities in this area, no will they affect their 

functioning since the biggest part of the project is planned within the 

framework of the present port area, while the extension of cargo-handling 

area shall be obtained by developing already existing port area. All these 

interventions are in accordance with the applicable physical plans. 




AESTHETIC OUTLOOK AND VISUAL IMPACT ON THE PORT OUTLOOK 

In all plans the port of Ploce is the second major state port. The construction of 

the Container terminal in the port is only one stage of port development and 

modernization which will not affect the present outlook of this area since the 

aesthetic atmosphere of the natural and untouched area in the Neretva delta on 

the sea shores has been permanently lost long time ago. 

The construction of the new Container terminal with extension of the port handling 

area for container storage will actually improve the existing, in the aesthetic terms 

quite ugly, picture of the port basin the port of Ploce, and with careful new 

construction, with the emphasis on the choice of colours, the visual outlook of this 

part of the port of Ploce should also be substantially improved. 

D.2.2.4 POSSIBLE CHANGES IN QUALITY OF AIR, SEA, CHANGES CAUSED BY 

NOISE IMPACT, IN NORMAL CIRCUMSTANCES AND IN CASE OF 

ECOLOGICAL INCIDENTS 

D.2.2.4.1. AIR 

D.2.2.4.2. SEA 

D.2.2.4.3. WASTE 

D.2.2.4.4 NOISE 

Transshipment of containers shall take place at the Container terminal. In 

handling this type of cargo there is no additional air pollution, such as with dry bulk 

and bulk cargo. 

Because of the distance, the impact on housing settlements of the town of Ploce 

is negligible. 

Starting from the fact that planned project is foreseen in a rather degraded 

industrial and port area, that foreseen port activities do not include cargoes with 

are most problematic or big danger of sea pollution connected with them, by 

taking specific measures of protection, this project is acceptable from the aspect 

of sea protection against pollution. 

According to their origin and properties, the waste materials which occur in the 

port can be very different, but can generally be classified in two categories: a) 

hazardous waste and b) other waste substances. Handling of waste substances 

which occur in the port today is carried out on the basis and in compliance with 

legal provisions and port rules. 

The effect of waste and waste handling remain the same. 

Noise occurring during the use of the Container terminal shall not have any 

substantial impact on the environment since the terminal location is situated in the 

middle of the port area on the outside towards the sea. Distances from the town 

are well over 1500 m. 




D.2.2.4.5 TRAFFIC IMPACT 

ON LAND 

The new traffic organization is not expected to increase the environmental impact, 

but rather the reduction of such impact. We make this conclusion on the basis of 

the fact that cargo will be handled and transported much more rationally which is 

also the basic objective of this newly built structure. 

ON SEA 

Newly built Quay 7 of the Container terminal shall affect the safety of putting in 

and out of the basin between Quay 5 and Quay 7 of the port of Ploce. Additional 

procedures for safety of navigation upon entering this basin of the port of Ploce 

shall have to be prescribed. 

D.2.2.5. POSSIBLE ENVIRONMENTAL IMPACT IN CASE OF ECOLOGICAL 

INCIDENTS WITH ASSESSMENT OF RISK OCCURRENCE 

Occasional incidents can be expected, but very rarely and with brief time 

exposure to adverse effect of moderate strength, and generally an extent of 

such a risk can be graded as an “acceptable extent of risk”. 




D.3. ENVIRONMENTAL PROTECTION MEASURES, DURING 

PREPARATION, CONSTRUCTION AND USE OF 

PROJECT, INCLUDING ALSO ECOLOGICAL INCIDENT 

AND RISK OF ITS OCCURRENCE 




During the construction and use of the Container terminal it is necessary to 

avoid and reduce to the tolerable degree all adverse environmental effects. 

D.3.1. ENVIRONMENTAL PROTECTION MEASURES DURING 

CONSTRUCTION PLANNING 

In the preliminary stage of realization of the container terminal construction, 

and before obtaining the building permit, a number of studies and designs have 

to be organized and made. 

• The provisions of regulations of the Republic of Croatia have to be 

applied and implemented throughout the projects in all stages as well 

as the provisions of international regulations and conventions which 

refer to air and sea pollution, waste management, noise impact and 

safety of traffic on land and sea. 

D.3.1.1. REDUCTION OF NEGATIVE IMPACT ON SAFETY OF MARITIME 

TRAFFIC 

The Maritime study has to be made prior to issuing of the building permit: 

Procedure and safety of putting the 60,000 DWT ship from the port of Ploce 

in the basin between the Quay 5 and Quay 7. 

D.3.1.2. REDUCTION OF NEGATIVE EFFECTS ON SEA QUALITY 

Before issuing the preliminary approval or the building permit: 

D.3.1.2.1 Making of the design for installations on land for disposal of oily water from the 

ships in the port of Ploce. 

D.3.1.2.2. The existing specialized company must be made completely qualified for 

receiving waste oils from the ships. 

D.3.1.2.3. Making and adoption of the detailed plan of development of the system for 

implementation of measures towards the reduction of environmental damage 

caused by sudden pollutions in the port of Ploce. 

D.3.1.2.4. Making of the design for the system for emptying and cleaning wagons and 

trucks with controlled removal of waste and oily waters and their treatment for 

the area of the port of Ploce. 

D.3.1.2.5. Making of the design of oily water sewerage of the plant for maintenance of 

port mechanical equipment and transport means so that all oily water is 

treated on the separator-settling tank before disposal into the sea. 

D.3.1.2.6. Making of the design for the sewage system of the container terminal as a 

separate sewage system for sanitary-foul waste water, precipitation waste 

water from traffic and operational port surfaces and “clean” precipitation - roof 

water. 

D.3.1.2.7. Elaboration of the design which will define the organization and procedures in 

case of unforeseen developments which relate to handling hazardous 




substances. The design should define: the system organization, preparation of 

plans for implementation of emergency measures, monitoring and reporting, 

place for keeping hazardous substances, operational procedures and training 

and instructing of personnel. 

D.3.1.2.8. Construction of the first stage of the sewage system of the town of Ploce. 

D.3.1.2.9. The following studies have to be made in the designing stage. 

• Environmental management policy 

• Overview of the environmental situation 

• Environmental management programme 

D.3.1.2.10. Transformer stations have to be designed for dry cooling. 

D.3.1.2.11. The main designs for obtaining the building permit should provide the 

technological solutions for mechanical and other equipment so that under 

normal circumstances the minimum sound power levels are emitted. 

D.3.1.2.12. Measures for the protection of visual identity have to be implemented through 

main designs, such as: 

• during designing special attention should be paid to the aesthetic 

outlook of the port, particularly of the view from the sea of the urban 

structure of the town in the background, with special emphasis on the 

physical structure of the cargo port in terms of the design and the 

choice of colours and shades for all port elements (quay and cargohandling 

area, all buildings and all cargo-handling facilities), whereby 

grey colour and colours and shades to it should be excluded 

• making of the “Landscaping design” 

• the design should determine the method of surface finish of structures, 

quays and quay aprons 

• the main design should explore and determine the most favourable 

location for disposal of surplus construction material 

• the “Site organization and constructional plant maintenance design” 

should be made as a separate design within the scope of the design 

needed for obtaining the building permit 




D.3.2. ENVIRONMENTAL PROTECTION MEASURES DURING 

CONSTRUCTION 

D.3.2.1. REDUCTION OF NEGATIVE EFFECTS OF NOISE 

Implement measures for protection against effects of increased noise level: 

• Obtaining of opinion and approval from the competent inspection 

authorities for all construction works which by nature of their 

technological procedure and process have to be carried out continually 

during the day and night (and holiday). 

• Restriction of daily execution of works, primarily from 6 to 23 hours. 

• In the construction stage, the contractor has to meet the general 

measures of project location protection against spreading of site noise 

(restriction of emitted sound power which the contractor’s equipment is 

allowed to have). 

• The contractor is under obligation to prepare the site organization 

schedule with clear and articulate bill of quantities and specifications for 

implementation of environmental protection measures according to 

established criteria which will have to be met during construction, all in 

accordance with regulations, conventions and other provisions. 

• Supervision during execution of works, not only the technical 

supervision, but also periodical or permanent supervision by inspection 

authorities during noise measurements performed by authorized 

companies. 

• Cooperation with transport companies which will perform transport 

both on arrival and departure, should be conditioned to include the most 

modern transport means (both road and railway ones). 

D.3.2.2. REDUCTION OF NEGATIVE EFFECTS OF WASTE 

Implement measures for protection against effects of waste during 

construction: 

• Packaging waste should be collected separately and distinctly marked. 

• Municipal and other similar waste should be collected in specialpurpose 

containers and regularly transported. 

D.3.2.3. REDUCTION OF NEGATIVE EFFECTS OF SEA EXCAVATION 

Material obtained by submarine excavation for deepening of the port basin 

between Quay 5 and Quay 7 should be disposed of in port area, on the 

location of the container terminal and on areas designed for further port 

development. 




D.3.3. ENVIRONMENTAL PROTECTION MEASURES DURING USE 

The user of quays and of the terminal is under obligation to prepare the 

technological plan of development and organization of use of quay apron and 

quays with clear and articulate bill of quantities and specifications for 

implementation of environmental protection measures according to 

established criteria which will have to be met during construction, all in 

accordance with regulations, conventions and other provisions: 

D.3.3.1. IMPLEMENT MEASURES FOR PROTECTION AGAINST EFFECTS OF 

INCREASED NOISE LEVEL 

• Implementation of architectural measures for noise protection by 

technological arrangement of cargo (containers) and cargo-handling 

equipment so that they with their dimensions represent suitably located 

barrier against spreading of noise from strongest sources (here, it is the 

noise coming from road and railway transport). 

• The technology should be adjusted to machines and devices for which the 

bidder can prove to develop the lowest levels of noise emission. 

• Cooperation with transport companies which will perform transport both on 

arrival and departure, should be conditioned to include the most modern 

transport means (both road and railway ones). 

• All mechanical and other equipment which is used in the technological 

process must be in working order. 


WASTE 

• All hazardous waste emerging in the port area has to be collected 

separately and separate storage which has to meet the prescribed 

technical and technological conditions must be provided for it. 

• Packaging waste should be collected separately and distinctly marked. 

• Municipal and other similar waste should be collected in special-purpose 

containers and regularly transported. 

D.3.3.3. IMPLEMENT MEASURES FOR PREVENTION AND ALLEVIATION OF 

CONSEQUENCES OF POSSIBLE ECOLOGICAL INCIDENTS: 

• During the use of designed project, apart from already mentioned 

elements of possible environmental load, the potential ecological incidents 

could occur only in case of natural disasters in the form of earthquakes 

and fires of bigger proportions. 

• The possibility of earthquakes is shown by seismic characteristics of the 

area. In case of fire, with measures and procedures of fire protection the 

disaster can be localized to burden the immediate surrounding - urban 

area for a short time only. 


TRAFFIC ON LAND AND SEA DURING USE 




• All vehicles entering and leaving the zone of the new container terminal 

have to be equipped according to applicable laws. 

• All ships putting in at the port of Ploce for the container terminal must 

comply with the provisions of applicable laws. 

• Before putting into use of the stage II of the construction of the Container 

terminal in the port of Ploce, the connection road leading from the port 

entrance to the Adriatic highway has to be operational. The same applies to 

the stage I of the construction of the wharf when the capacity of 40,000 

TEU/year has been reached, i.e. the first stage can be utilized to the full 

capacity only when the connection road is fully operational. 




D.3.4. PREVENTION AND ALLEVIATION OF CONSEQUENCES OF POSSIBLE 

ECOLOGICAL INCIDENTS 

Stage of project construction 

During the construction of the new structure no elements which might cause 

an ecological incident are envisaged, therefore, no risks outside the usual 

construction practice are foreseen. 

Stage of project use 

During the use of designed project, apart from already mentioned elements of 

possible environmental load, the potential ecological incidents could occur only 

in case of natural disasters in the form of earthquakes and fires of bigger 

proportions. 

The possibility of earthquakes is shown by seismic characteristics of the area. 

In case of fire, with measures and procedures of fire protection the disaster 

can be localized to burden the immediate surrounding - urban area for a short 

time only. 

Stage of project end of use 

In a situation in which the use of the project comes to an end, no 

environmental consequences are envisaged, except for a short-term 

environmental impact because of possible demolition of the project. 


PLANIRANI 

PLANIRANA 

PLANIRANI 

OBALA 7 

OBALA 4 

OBALA 5 

OBALA 3 

OBALA 6 


OBALA 2 

OBALA 1 


OBALA 0 


D3. ENVIRONMENTAL PROTECTION MEASURES 

SUBMARINE ASSEMBLY 

D.3. MJERE ZAŠTITE OKOLIŠA 

PODMORSKI ISKOP 



PORT AREA BOUNDARY (GRANICA LUCKOG PODRUCJA) 

ROAD ROUTES - STRATEGIC (CESTOVNI PRAVCI-STRATEŠKI) 



RAIL/WAY TRACK CORRIDORS (KOLOSIJECNI KORIDORI ) 

EXCAVATION ZONE (PODRUCJE ISKOPA) 

EXCAVATED MATERIAL DISPOSAL AREA 

PODRUCJE ZA ODLAGANJE ISKOPANOG MATERIJALA 

SL. 1



D.4. PROGRAMME OF ENVIRONMENTAL STATE MONITORING 




D.4.1 CONTROL OF THE PROCESS OF SETTLEMENT OF 

MACROBENTHIC ORGANISMS AND RECOVERY OF BOTTOM- 

DWELLING COMMUNITIES 

1. The processes should be monitored at two transections: 

• Transection PL-01 

• Transection PL-02 

2. Regular inspections should be made once a year, every four years. 

D.4.2. TESTING OF WASTE WATER QUALITY 

3. The place of testing: 

• at the exit from the device for treatment of waste water from oily 

water SZV 1 

• at the exit from the grease separator - precipitation sewerage 

settling tank SOK 1 and SOK 2 

4. The following indicators are to be covered: 

• pH, 


• chemical oxygen demand, 

• biochemical oxygen demand, 

• total and mineral oils, 

• anion and non-ion detergents. 

5. Regular inspections shall be made four times a year, every year. 

D.4.3 TESTING OF SEA QUALITY 


• Station KV 1 inside the basin between Quay 5 and Quay 7 

• Station KV 2 at the exit from the basin between Quay 5 and Quay 7 

2. The following indicators of sea water quality to be determined: 

• prozirnost transparency 

• temperature 

• salinity 

• liquefied oxygen 

• pH 

• mineral oils, 

• ammonia, 

• bacteriological tests ( indicators of faecal pollution) 




3. Sea water quality should be controlled: 

• Prior to construction commencement - “zero state” 

• During the use every year, twice in summer months from the 

bottom and surface layer of the sea. 

D.4.4. STATE OF SEA BOTTOM SEDIMENTS 


• at transection PL-01 station PLS-01 

• na transection PL-02 station PLS-02 

2. Test content of heavy metals in the sediment surface layer (0-2 cm): 

• Lead 

• Copper 

• Zinc 

• Tin 

3. Samples should be taken and controlled: 

• During the use once a year, every two years. 


KV 2 PLS-02 

KV 1 

PL-02 

SOK 1 

PLS-01 

PL-01 

SOK 2 

SZV 1 

D4. ENVIRONMENTAL STATE MONITORING 

PROGRAMME 



D4. PROGRAM PRACENJA STANJA OKOLIŠA 



SCALE (MJ) 1:2500 


TRANSECTIONS PL01 AND PL02 (TRANSEKTI PL01 I PL02 ) 

CONTROL POINTS OF SEA BOTTOM SEDIMENT STATE PLS1 AND PLS2 

TOCKE KONTROLE STANJA SEDIMENATA MORSKOG DNA PLS1 I PLS2 

SEA QUALITY TEST POINTS KV1 AND KV2 

TOCKE ISPITIVANJA KAKVOCE MORA KV1 I KV2 

PRECIPITATION INTERCEPTORS SOK1 AND SOK2 

SEPARATORI OBORINSKIH VODA SOK1 I SOK2 

WORKSHOP WATER INTERCEPTORS SZV1 

SEPARATOR RADIONICKIH VODA SZV1 

SL. 1

IRANA 

PLANIRANI 

50 000 DWT 

l=290,0m 

b=32,40m 

d=13,0m 

OBALA 7 

OBALA 4 

60 000 DWT 

30 000 DWT 

l=228,0m 

b=31,0m 

d=11,30m 

OBALA 5 

TS-15 

OBALA 3 

30 000 DWT 

14 000 DWT 

l=145,0m 

b=20,0m 

d=8,5m 

OBALA 6 

11 000 DWT 

l=135,0m 

b=18,0m 

d=8,0m 

OBALA 2 


OBALA 1 


OBALA 0 


D4. ENVIRONMENTAL STATE MONITORING 

PROGRAMME 



D4. PROGRAM PRACENJA STANJA OKOLIŠA 



SCALE (MJ) 1:2500 


NOISE MEASURING POINTS 

POINT COORDINATION TABLE 

POINT X Y 

B1 6454379.981 4767358.841 

B2 6454362.166 4766966.719 

B3 6453762.141 4766647.141 

SL. 1 a



F. INFORMATION SOURCES 




1. Legislation of the Republic of Croatia 

In establishing the standards which the proposed intervention in space must comply with, the 

series of adopted legal solutions were used, and which are to be found in the following: 

• Constitution of the Republic of Croatia OG 8/98 

• Declaration on Environmental Protection OG 34/92 

• of the Republic of Croatia 

• Environmental Impact Assessment Ordinance OG 59/00 

• Physical Planning Act OG 30/94, 68/98, 61/00 

• Intervention Plan in Case of Sudden Sea Pollution 

• In the Republic of Croatia OG 8/97 

• Ordinance on Protection of Buildings of Special Importance 

• For the Republic of Croatia OG 90/95 

• Nature Conservation Act OG 30/94, 72/94, 73/97 

• Natural Disaster Protection Act OG 73/97 

• Environmental Protection Act (ZoZO) OG 82/94 

• Act on Amendments of Environmental Protection Act OG 128/99 

• Environmental Impact Assessment Regulation OG 34/97 and 37/97 

• Air Quality Protection Act (ZoZO) OG 48/95 

• Regulation on Recommended and Limit Air Quality Values OG 101/96 

• Regulation on Environmental Emission Inventory OG 36/96 

• Maritime Code OG 17/94, 

• 74/94 and 43/96 

• Seaport Act OG 108/95 

• Ordinance on Requirements for Ports OG 22/95 

• Regulation on Maintenance of Order in Ports OG 91/94, 161/98 

• Resolution on Classification of Special Purposes Ports OG 38/96 

• Methods of Maintaining Order in Ports and other Parts of 

• The Internal Sea Waters and Territorial Sea of the 

• Republic of Croatia, and Limits of Navigation for Ships 

• And Boats outside Ports OG 91/94, 

• 162/ 

• Harbour Authorities Act OG 124/97 

• Act on Transport and Handling of Dangerous 

• Substances in Inland Navigations OG 79/96 

• Regulations on Transport of Hazardous Substances OG 97/93 

• Regulations on Handling Hazardous Substances 

• Requirements and Manner of Loading and Unloading Hazardous 

• Substances, Bulk and other Freight in Ports, and 

• Manner of Preventing Spreading of Oil Leaks in Ports OG 108/95 


• In the Republic of Croatia OG 8/97 


in the Primorsko-goranska County OG 16/99 

• Harbour Authorities’ Act OG 124/97 

• Waste Act OG 34/95 

• Waste Classification Ordinance OG 27/96 

• Ordinance on Requirements for Handling Waste OG 123/97 

• Act on Ratification of Convention on Control of 




• Transboundary Movement of Hazardous Wastes 

• And their Disposal OG – IT, 3/94 

• Ordinance on Packaging Waste Handling OG 53/96 

• Ordinance on Requirements for Handling Hazardous Waste OG 32/98 

• Law on the Construction OG 52/99 

• Fire Protection Act OG 58/93 

• Act on Inflammable Liquids and Gases OG 108/95 

• Regulation on Inflammable Liquids OG 54/99 

• Noise Protection Act OG 17/90 

• Regulation on Highest Permissible Noise Levels 

• In Manned Working Environment OG 37/90 

• Occupational Safety Act OG 59/96 

Directive on Protection of Workers from the Risks 

Related to Exposure to noise at Work 86/188/EEC 

• Act on Waters OG 27/95 

• National Water Protection Plan OG 8/99 

• Water Classification Regulation OG 77/98 

• Regulation on Hazardous Substances to Waters OG 78/98 

• Regulation on Limit Values of Indices, Hazardous 

• And Other Substances in Waste Water OG 40/99 

2. Physical Planning Documents 

2.1. STRATEGY AND PROGRAM OF PHYSICAL PLANNING OF THE REPUBLIC OF 

CROATIA 

(Ministry of Physical Planning, Construction and Residence, Physical Planning 

Institute, 

2.2. PHYSICAL PLAN OF THE DUBROVACKO-NERETVANSKA COUNTY (PPDNŽ) 

(County Institute for Physical Planning, Dubrovnik) 

2.3. AMENDMENTS TO THE PHYSICAL PLAN OF THE KARDELJEVO MUNICIPALITY 

UP TO 2000. 

(Urban Planning Institute of Dalmatia, Split, 1987.) 

2.4. AMENDMENTS TO THE URBAN DEVELOPMENT MASTER PLAN OF 

KARDELJEVO 

(Urban Planning Institute of Dalmatia, Split, 1987.) 

3. Conventions ratified and signed by the Republic of Croatia 

3.1. Convention on Long-Range Transboundary Air Pollution, OG International treaties, 

12/93 

3.2. Protocol for Convention on Long-Range Transboundary Air Pollution of 1979., OG 

International treaties 12/93 

3.3. Protocol for Convention on Long-Range Transboundary Air Pollution of 1979., OG 

International treaties 16/98 

3.4. Convention for the Protection of the Mediterranean Sea against Pollution, OG 

International treaties 12/93, 16/98 

3.5. Protocol for the Protection of the Mediterranean Sea against Pollution from Land- 

Based Sources, OG International treaties 12/93 

3.6. Convention on Assessment of Transboundary Impact on Environment, OG 

International treaties 1/6/96 




3.7. International Convention for the Prevention of Pollution by Ships of 1973./1978. 

(MARPOL 73./78.) including 6 technical Annexes. Annex I. and II. deal with oil and 

mass hazardous liquid loads. Annex III., IV., V. and VI. deal with harmful substances 

in packaged form, sewage, garbage and air pollution. 

3.8. International Convention for the Safety of Life at Sea (SOLAS) – chapter 7 – 

Hazardous Goods Transport, 1974. 

3.9. International Maritime Organization Code of Hazardous and Dangerous Loads 

(IMCO). 

3.10. Barcelona Convention on Protection of Mediterranean Sea Environment and Coastal 

Region and Protocol for Cooperation in Combating Pollution of the Mediterranean by 

Oil and Other Toxic and Hazardous Substances in Case of Accidents –1976., 1996. 

3.11. UN Law of the Sea Convention (OG, IT 11/95) 

3.12. Convention on Protection of Marine Environment and Coastal Area of the 

Mediterranean (OG IT 17/98) 

3.13. Protocol for the Prevention and Elimination of Pollution of the Mediterranean Sea by 

Dumping from Ships and Aircrafts (OG IT 17/98) 

3.14. Protocol Concerning Cooperation in Combating Suppressing Pollution of the 

Mediterranean by Oil and Other Hazardous Substances in Cases of Emergency (OG, 

IT 12/93) 

3.15. Protocol on Specially Protected Areas of the Mediterranean Sea (OG, IT 12/93) 

3.16. International Convention on Oil Pollution Preparedness, Response and Cooperation 

of 1990 (OG, IT 2/97) 

3.17. International Convention on Intervention on High Seas in the Event of Accidents or 

Threatened Accidents Resulting from Oil Pollution (OG, IT 1/92) 

3.18. International Convention on Establishment of International Oil Pollution 

Compensation Fund (OG, IT 1/92) 

3.19. International Convention on Civil Liability for Oil Pollution Damage (OG, IT 1/92) 

3.20. International Safety Guide for Oil Tankers and Terminals, Publisher: The International 

Chamber of Shipping, London 1996. 

3.21. Convention on Prevention of Marine Pollution by Dumping (OG, IT 3/95) 

4. Conventions not ratified and signed by the Republic of Croatia 

4.11. Protocol for Convention on Long-Range Transboundary Air Pollution of 1979, 

Geneva, 1991. 

4.12. Protocol for Convention on Long-Range Transboundary Air Pollution of 1979, Sofia, 

1998. 

4.13. Protocol for Convention on on Long-Range Transboundary Air Pollution of 1979., 

Aarhus 1988. 

4.14. Protocol for Convention on on Long-Range Transboundary Air Pollution of 1979, 

Goeteborg 1999. 

4.15. Convention on Access to Information, Public Participation in Decision-Making and 

Access to Justice in Environmental Matters, Aarhus 1998. 

5. European Legislative Regulations 

5.11. European Commission; Kathryn Jones: Study on Environmental Reporting by 

Companies, Centre for Environmental Informatics, University of Sunderland, 1999. 

5.1. European Commission, DGXI, Environment, Nuclear Safety and Civil Protection; A 

Handbook on Environmental Assessment of Regional Development Plans and EU 

Structural Funds Programmes, August 1998. 




BIBLIOGRAPHY: 

SEA-POLLUTION 

1. Control of Coastal Sea Quality, Project Vir – Konavle 2002. Institute for 

Oceanography and Fishing Split. Split, March 2003. 

2. Regulation on Standards of Sea Quality on Sea Beaches (OG, no. 33/1996) 

3. Public Health Institute of the Dubrovacko-neretvanska County: Reports on 

examination of sea-water quality in the Ploca area for the period of 1999. - 2002. 

4. Public Health Institute of the Splitsko – dalmatinska County: Reports on 

examination of waste water from the main collector discharge in the Ploce 

harbour and waste water from the Ploce Energopetrol in 2002. 

5. Water, Air and Soil Pollution 99: 243-244, 1997. 

SEA-DYNAMICS 

1. Wind regime on the Adriatic Territory, National Hydrometeorological Institute, 

Zagreb, 1978. 

2. Drecun. D., Eastern Adriatic Climatologic Characteristics 1949.-1976. H’,1978. 

3. Studies of Environmental Impact of the Liquified Petroleum Gas in the Ploce 

Harbour, B.B. & B.M.; d.o.o. Zagreb, 1997. 

4. Vibrilic, I., Report on Measurements on the Polce Mareographic Station in the 

Period from 3/2002 to 3/2003., Croatian Hydrographic Institute 2003. 

5. Pršic M., Post-graduate Thesis: Long-term estimation of Maritime level in the 

Adriatic, 1983. 

6. Agerschou H & all: Planing and Design of Ports and Marine Terminals, John 

Wiley & Sons, 1983. 

7. British Standards : British Standard Code for Maritime Structures, London 1984. 

8. Androcec V; Markovic A.: Maritime Study with Hydraulic Analyses of the New 

Container Lashing Characteristics, 1989. 

SEA-FLORA AND FAUNA 

1. Bellan-Santini, D., Lacaze, J.C., Poizat, C. (1994): Les biocénoses marines et 

littorales de Méditerranée: synthcse, menaces et perspectives. Muséum National 

d' Histoire Naturelle, Paris, 246 pp. 

2. Gamulin-Brida, H. (1967): The benthic fauna of the Adriatic Sea. Oceanogr. Mar. 

biol. Ann. Rev., 5: 537-568. 

3. Jaklin A., Travizi A. 1999. Methods of benthos examination in the Northern 

Adriatic. Biodiverziteta in varstvo slovenskega morja na pragu 21. stoletja. Zbornik 

referatov: 51-53. 

4. Pércs, J.M., Picard, J. (1964): Nouveau manuel de bionomie bentique de la Mer 

Méditerranée. Rel. Trav. Stn. Mar. Endoume, 47: 5-137. 

5. Pércs, J.M., Gamulin-Brida, H. (1973): Biological Oceanography. Benthos. 

Benthos bionomics of the Adriatic Sea. Školska knjiga, Zagreb, 493 pp. 




GEOLOGY 

A) PUBLISHED INFORMATION 

1. MARINCIC, S., MAGAŠ, N. & BENCEK, Ð. (1977): General Geological Map 1: 

100.000, page Ploce. Federal Geological Institute, Beograd. 

2. MAGAŠ, N., MARINCIC, S. & BENCEK, Ð. (1979): General Geological Map 

1:100.000, Legend for the page Ploce. Federal Geological Institute, Beograd. 

3. HORVAT, K., PRELOGOVIC, E., KUK, V., VULIC, Ž., DUJMIC, D., LOVRENCIC, 

D., MLINAR, Ž. & SLADOVIC, B. (1986): Analysis of the Ground Seismic Stability 

in the rivers Cetina and Neretva Deltas. Proceedings of the Fourth Convention of 

the Association of Organizations for Seismic Construction Engineering of 

Yugoslavia, 73-80, Cavtat. 

B) EXPERT DOCUMENTS 

1. Report on geomechanical o geomehanickim stražnim radovima na Loose Cargo 

Terminal Location in the Ploce-Kardeljevo Hrbour. Geoexpert, Zagreb, 1985. 

2. Analysis of liquefaction on the Terminal Kardeljevo Location. Geoexpert, Zagreb, 

1985. 

C) RESOLUTIONS AND REGULATIONS 

1. Physical Plan of the Dubrovacko-neretvanska County. County Institute for 

Physical Planning, Dubrovnik. 

2. Temporary Seismological Map of the SFRJ. OG 49/82, OG 55/91. 

3. Seismological map of return periods in 50, 100, 200, 500, 1.000 and 10.000 

years. OG 30/87, OG 55/91.

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