HEADING PAGE - port of ploce authority * welcome

More documents

Recommendations

Info

ENVIRONMENTAL IMPACT STUDY Rn: 03-033 CONTAINER TERMINAL PLOCE PAGE: 7 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: RIJEKAPROJEKT d.o.o.
ENVIRONMENTAL IMPACT STUDY Rn: 03-033 CONTAINER TERMINAL PLOCE PAGE: 8 • 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. RIJEKAPROJEKT d.o.o.
Page 1 and 2:
OBALA 4 OBALA 3 60 000 DWT 50 000 D
Page 5 and 6:
ENVIRONMENTAL IMPACT STUDY Rn: 03-0
Page 7 and 8:
Page 9 and 10:
Page 11 and 12:
Page 13 and 14:
Page 15 and 16:
Page 17 and 18:
Page 19 and 20:
Page 21 and 22:
A1. PURPOSE OF PROJECT CONSTRUCTION
Page 23 and 24:
A1. PURPOSE OF PROJECT CONSTRUCTION
Page 25 and 26:
Page 27 and 28:
Page 29 and 30:
Page 31 and 32:
Page 33 and 34:
Page 35 and 36:
Page 37 and 38:
Page 39 and 40:
Page 41:
SL. 4
Page 47 and 48:
Page 51 and 52:
Page 53 and 54:
Page 55 and 56:
Page 57 and 58:
Page 59 and 60:
Page 61 and 62:
Page 63 and 64:
Page 65 and 66:
Page 67 and 68:
HEIGHT OF SEA LEVEL (m) HEIGHT OF S
Page 69 and 70:
Page 71 and 72:
Page 73 and 74:
Page 75 and 76:
Page 77 and 78:
Page 79 and 80:
Page 81 and 82:
Page 83 and 84:
Page 85 and 86:
Page 87 and 88:
Page 89 and 90:
Page 91 and 92:
Page 93 and 94:
Page 95 and 96:
Page 97 and 98:
Page 99 and 100:
Page 101 and 102:
Page 103 and 104:
Page 105 and 106:
Page 107 and 108:
Page 109 and 110:
Page 111 and 112:
Page 113 and 114:
Page 115 and 116: ENVIRONMENTAL IMPACT STUDY Rn: 03-0
Page 129 and 130: m o r e m o r e QUAY (OBALA) 5 m o
Page 147 and 148: 60 000 DWT 50 000 DWT l=290,0m b=32
Page 165: ENVIRONMENTAL IMPACT STUDY Rn: 03-0
Page 205 and 206: A B C D SLUICE (ZAPORNICA) SLUICE (
Page 213 and 214: IRANA PLANIRANI 50 000 DWT l=290,0m
Page 217 and 218:
Page 219 and 220:
Page 221 and 222:
Page 223 and 224:
Page 225 and 226:
Page 227 and 228:
Page 229 and 230:
Page 231 and 232:
Page 233 and 234:
Page 235 and 236:
PLANIRANI PLANIRANA PLANIRANI OBALA
Page 237 and 238:
Page 239 and 240:
KV 2 PLS-02 KV 1 PL-02 SOK 1 PLS-01
Page 241 and 242:
Page 243 and 244:
Page 245 and 246:
show all

HEADING PAGE - port of ploce authority * welcome

You also want an ePaper? Increase the reach of your titles

Delete template?

Save as template?