CHAPTER 2 ANALYSIS OF THE EXISTING PORT WASTE MANAGEMENT SYSTEM AT EACH PORT Final Report Port Waste Management in Thai Ports Project Chapter 2 Analysis of the Existing Port Waste Management System at each Port

CHAPTER 2 ANALYSIS OF THE EXISTING PORT WASTE MANAGEMENT SYSTEM AT EACH PORT

The main objective of analysis of the existing port waste management system at the pilot ports is to understand the overall of the existing waste management plan. The study result will be used for improvement of the future port waste management plan in Thailand compling with MARPOL 73/78. To achieve the objective of this study, there are 12 issues consisting of: (1) Main ports in Thailand : this issue presents the review results of significant ports locating in Thailand (2) Study area: this issue explains the details of the pilot ports in issue of location, area, land use, berth details, port service and cargo categories. (3) Waste type complying with MARPOL 73/78 (4) Study on general information of the laws concerning management of wastes at ports (5) Assessment of authority structure details and responsibility allocations of waste management at each port (6) General information concerning hiring a contractor and evaluation of a contract to hire a contractor in management of wastes (7) General information of the existing waste management system outside the port (8) Evaluation the existing waste reception facility (9) Evaluation the existing waste treatment system (10) Detailed information and evaluation of the existing system in-use for cost recovery evaluation in the future (11) Port development plan and traffic forecast of water transportation (12) Detailed information and evaluation of the existing management system

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2.1 MAIN CARGO PORTS IN THAILAND

To prepare for member of the MARPOL 73/78 Convention, port waste management plan should be prepare for providing adequacy management process/reception facility in every cargo ports in Thailand.

The large cargo port is always able for receiving a lot of vessels and large size of vessels i.e. containerize vessel, bulk vessel, oil tanker and passenger vessel. The higher number of vessel and the larger vessel type, the higher ship waste quantity. Therefore, this port type should be provided not only port waste management plan but also feasibility study for installation of ship waste reception facility in port area in order to preparing the effective port waste management process.

Presently, there are many the significant cargo ports in Thailand such as:

(1) Bangkok Port is one of the significant international ports in Thailand developing together with socio and economic of the country. Since the Bangkok port is a river port, locating in the Chaopraya river, it has limitation in the bar channel. Therefore, this port can only service for not exceeding 12,000 GT, 172 m of length and 8.2 m of draught. There are 2 quays, 2 dolphins and a mooring buoy.

(2) Laem Chabang Port is the major international deep-sea port locating in Chonburi Province far from Bangkok 130 km. It can only service for less than 33,000 GT and it has high efficiency for service the vessel from any regions in the world.

(3) Maptaphut Port is locating in Rayong Province and is the dedicated port. Thai government has established the Maptaphut port management policy for servicing industrial cargo in the Maptaphut industrial estate. This port belongs to Industrial estate authority of Thailand.

(4) Songkhla Deep-sea Port is able to berth three vessels, each of not exceeding 12,000 DWT. In the future, Port authority of Thailand has planned to manage and operate the port to serve trade between Thailand and countries in East Asia.

(5) Ranong Port is locating in Kraburi River, Ranong Province. The waterway for this port is starting from the west of Chang Island to the port which the tatal distance is 28 kilometer. There are 2 berths, multipropose berth (service for not exceeding 500 Gross tonnage with 2 vessels) and berth for containerize vessel (service for not exceeding for 12,000 deadweight tonnage with 1 vessel).

(6) Cheingsan Port is locating in Khong River, Cheingrai Province. There are 2 quays and each quay length is 50 m and service for 300 tons of 4 vessels.

(7) Phuket Port is located in Phuket Province in Andaman sea. Presently, it has more important role for passenger vessels than cargo vessels. There are 2 berths with 360 m of total length.

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(8) Thai Maritime Navigation Co., Ltd. Port is located in the Chao Phraya River. It is a private port used for public service. The port has 193 m of length and 9 m of depth. The port capacity is one vessel in each time.

(9) The Siam cement Co., Ltd. Port is located in the Chao Phraya River. It is a private port used for public service. The port has 150 m of length and 8.5 m of depth. The port capacity is one vessel in each time.

(10) The C.R.C. Co., Ltd. Port is located in the Chao Phraya River. It is a private port used for public service. The port has 315 m of length and 9 m of depth. The port capacity is two vessels in each time.

(11) Koh Si-change Port is focused for Bulk vessel. The port has 16-20 m of depth. This port can only service for not exceeding 12,000 GT vessel. The major cargo is agricultural cargo.

(12) Sattahip Commercial Port Royal Thai Navy is located in Chonburi Province. This port can only service for not exceeding 20,000 GT vessel. In the past, it has objective for commercial port but, presently, it is used for Royal Thai Navy propose only.

(13) Kantang Port is located in Trang Province. Its berth is made of reinforce concrete in U-shape and it has 5.5 m of depth. The port has capacity for 400,000 ton cargo/year and it can service for vessel not exceeding 1,670 DWT cargo or 2 of 6,000 GT vessels.

In the future, Pakbara Port will has the significant role for water transportation because it is in Andaman sea that is main route for waster transportation in the world.

2.2 STUDY AREAS

Since Port waste management in Thai ports Project complies with MARPOL 73/78 covering regulation of ship waste discharge to the sea, Bangkok port, Laem Chabang port and Maptaphut port are the international ports selected as pilot ports in this project. The pilot ports are major ports and has various cargo vessels generating various wastes relating to 4 waste types in MARPOL 73/78 that are 1) Oily waste 2) Noxious liquid substances 3) Sewage and 4) Garbage. The waste management plans established with those pilot ports should be able to apply with other ports in Thailand as well.

Figure 2.2-1 shows locations of three pilot ports that are Bangkok port, Laem Chabang port and Maptaphut port and the details of those ports are summarized as follows:

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2.2.1 Bangkok Port

Bangkok Port, sometimes known as Klong Toey Port, is located on the Chao Phraya River, close to the Commercial Business Center of Bangkok. The channel depth is 8.5-11.0 m. MSL or 6.5 m. above minimum sea level. It is integrated with road and railway transportation. Bangkok port can accommodate the vessel with length less than 172 m., capacity not exceeding 12,000 DWT and draught below 8.2 m.

(1) Location: Bangkok Port is located between km +26.5 to +28.5 on the left bank of Chaophaya River, Klongtoey Sub-district, Phrakhanong Canal Mouth, Bangkok. Bangkok Port has Latitude between 13°-41′-32″ North to 13°-42′-46″ North and Latitude between 100°-33′-49″ East to 100°-35′-24″ East.

(2) Area: Bangkok Port covers both of on land area and sea area that are Klongtoey Dolphin, Bang Hua sua Dolphin and Mooring Buoy at Sathupradit and their locations are shown in Figure 2.2.1-1.

On Land : This is the area which is the right of way of Port Authority of Thailand (PAT). It covers area of 2,353 rai and its boundary shows in Figure 2.2.1-2.

For Land use of Bangkok Port, it is summarized in Table 2.2.1-1 and the Figure 2.2.1-3. The main land use type is inside the customs area for port activities covering 36% of the total area. The second biggest part of the area rented by government authorities and privates covers 20% of total area. However, only 40% of total area are used for the port activities.

Table 2.2.1-1 Land use of Bangkok Port (On land)

Land use type Area (rai)* Area ratio (%) 1. outside the customs area for port 129 5.5 activities 2. inside the customs area for port 860 36.5 activities 3. commercial area 112 4.8 4. area rented by government authorities 485 20.6 and privates 5. area for the communities 197 8.4 6. area for use by government authorities 216 9.2 7. others 354 15.0 Total area 2,353 100.0 Source: Port Authority of Thailand, 2006, www.bkp.port.co.th * 1 rai = 1,600 m2

Sea: On the outer navigation channel, the area starts from km -18 to Pomphrachul Fort at km 0, 18 km Long and on the inner navigation channel, the area starts from Pomphrachul at km. 0 to Rama I Bridge at Km 48, 48 km Long; total length of the area on sea is 66 km.

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Boundary of Bangkok Port

Figure 2.2.1-2 Boundary of Bangkok Port

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(3) Details of Berth : At present, Bangkok Port is divided into 5 operational categories as follows: 1) East Quay: 8 Nos.: 1,528 m in length. - The limit of vessel length is 172.26 m and 7 Nos. of ships with 8.23 m draft. - The limit of vessel length is 91.46 m and 1 Nos. of ships with 4.57 m draft. 2) West Quay: 10 Nos.: It is 1,660 m in lenght - The limit of vessel length is 172.26 m and 10 Nos. of ships with 8.23 m draft. 3) Klongtoey Dolphin: 36 posts with length 1,400 m - The limit of vessel length is 172.26 m and 7 Nos. of ships with 8.23 m draft. 4) Bang Hua sua Dolphin: 25 posts with length 1,520 m - The limit of vessel length is 172.26 m and 8 Nos. of ships with 8.23 m draft. 5) Mooring Buoy at Sathupradit: 5 Nos. of length 1,580 m - The limit for ships of length 137.19 m. and 4 Nos. of ship with 7.62 m draft. - The limit for ships of length 91.46 m and 1 No. of ship with 7.00 m draft.

Details of all berths belonging to Bangkok port are summarized in Table 2.2.1-2. East Quay is used for containerized vessels and West Quay is used for Bulk and general cargo vessels and storage empty container.

Table 2.2.1-2 Berth Facilities at Bangkok Port

Length Number of Size of Berth/Dolphin/Buoy Capacity Crane (m.) Berths vessel/draught (m.)

177.26/8.23 7 Mobile 3x10 T East Quay 1,528 8 91.46/4.57 1 Mobile 7x50 T West Quay 1,660 10 177.26/8.23 10 Gantry 14x32.5 T Klongtoey Dolphins 1,400 36 177.26/8.23 7 n/a Bang Hua Sua 1,520 25 177.26/8.23 8 n/a Dolphins

Mooring Buoys at 137.19/7.62 4 1,580 5 n/a Sathupradit 91.46/7.00 1 Source: Annual Report 2006, Port Authority of Thailand

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2.2.2 Laem Chabang Port (LCP)

Laem Chabang Port, located in the eastern part of Thailand in the province of Cholburi, is the main deep sea port served as a hub for export and import of Thailand. It covers an area of 2,572 acres. The channel depth of 16.0 m. deep (MSL) can accommodate Post Panamax vessels. LCP is a world class port in terms of container loading/unloading time (31 boxes/hour) and container throughput (ranked 18th in 2003).

(1) Location : Thung-sukla Sub-district, Sriracha District, Cholburi Province. Laem Chabang Port has latitude between 13°-2′-26″ North and 13°-6′-11″ North and longitude between 100°-53′-29″ East and 100°-55′-6″ East.

(2) Area : Laem Chabang Port has an area about 6,340 Rais and berth area is about 2100 rais. The boundary of Laem Chabang Port are shown in Figure 2.2.2-1.

Land use of Laem Chabang Port are summarized in Table 2.2.2-1 and shown in Figure 2.2.2-2. The area outside the berth is divided into 8 zones and each zone has similar size of each.

Table 2.2.2-1 Land use of Laemchabang Port

Land use type Area (rai)* Area ratio (%) Area outside berth area 1. Common use area 880 13.9 2. Port related commercial area 357 5.6 3. Storage yard 890 14.0 4. Rail related container yard 318 5.0 5. Multimodal hub 800 12.6 6. Area of community and recreation 600 9.5 7. Specialized warehouse and free zone 915 14.4 8. Other i.e. road 1,580 24.9 Total area of outside berth area 6,340 100.0 Area inside berth area 1. Berth area for Phase 1 947 45.1 2. Berth area for Phase 2 1,153 54.9 Total area of inside berth area 2,100 100.0 Source : Port Authority of Thailand, 2006, www.laemchabangport.com * 1 rai = 1600 m2

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Boundary of the Port

Boundary of the Costoms area

Figure 2.2.2-1 Boundary of Laem Chabang Port

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(3) Details of Berth : At present in the operation of Laemchabang Port, the port is divided into 6 categories as follows:

Phase 1 1) Container Berths – 5 Nos. (B1-B5) 2) Multipurpose Berth – 2 Nos. (Port A2 and Port A3) with length 400 m and 350 m and 14 m draft 3) Berth for Ro/Ro ships – 1 No. (A5) with length 450 m and 14 m draft. 4) Berth for Passengers and Ro/Ro Ships – 1 No. (A1) with length 365 m and 14 m draft 5) Berth for general cargo ships – 1 No. (A4) with length 250 m and 14 m draft 6) Dockyard for ship building and repair -1 No. on the northern side of Port A0

Phase 2 1) Container Ports – 1 No (C3) with length 500 m and 16 m draft Other berths are under construction and in tender period.

Berths and equipments available at Pier 1 and 2 can be summarized in Table 2.2.2-2

2.2.3 Maptaphut Port

Thai government commissioned the Industrial Estate Authority of Thailand (IEAT) to develop Maptaphut Port as part of the Eastern Seaboard Development Plan. Cholburi and Rayong provinces were designated as the hub for economic development of the country.

(1) Location Maptaphut Sub-district, Muang District, Rayong Province. Maptaphut Port has latitude between 12°-38′-24″ North and 12°-40′-43″ North and longitude between 101°-7′-57″ East and 101°-9′-59″ East.

(2) Area Area of Maptaphut Port covers area of 2868 rai and boundary of the port is shown in Figure 2.2.3-1.

Land use in Maptaphut Port is summarized in Table 2.2.3-1 and Figure 2.2.3-2. Main land use types of Phase1 and Phase2 are industrial area and back reach.

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Table 2.2.2-2 Berths and Equipments Available at LCP

Capacity Maximum vessel size No. of Commodity Berth of vessel Capacity length/draught (m.) berth type/Crane (DWT) Multi-purpose berth (A0) 590/10 (MSL) 1 1,000 2 n/a Passenger berth (A1) and 365/14 (MSL) 1 70,000 10 n/a Ro/Ro Multi-purpose berth (A2) 400/14 (MSL) 1 50,000 1 n/a Multi-purpose berth (A3) 350/14 (MSL) 1 30,000 1 n/a General bulk berth (A4) 250/14 (MSL) 1 40,000 1 Sugar Ro/Ro and Ro/Ro (A5) 450/14 (MSL) 1 70,000 1 general cargo Container berths (B1-B4) 300/14 (MSL) 1 50,000 4 Gantry 3 x 40T* Container berth (B5) 400/14 (MSL) 1 50,000 1 Gantry 3 x 40T Container berth (C3) 500/14 (MSL) 1 80,000 1 n/a Berth (C0) 400/14 (MSL) 1 70,000 1 Gantry 3 x 40T * only Berth B1 has 2×40T, 2×35T Source: Annual Report 2006, Port Authority of Thailand

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Figure 2.2.3-1 Boundary of Maptaphut Port

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Table 2.2.3-1 Land use of Maptaphut Port

Land use type Area (rai)* Area ratio (%) Phase 1 1. Public utility area 144 10.3 2. Industrial area 616 44.1 3. Back reach 513 36.7 4. Office area 20 1.4 5. Area rented for storage 69 4.9 6. Green area 34 2.4 7. Others 2 0.1 Total area in Phase 1 1,398 100.0 Phase 2 1. Public utility area 68 4.6 2. Industrial area 1,194 81.2 3. Behind area of berth 208 14.1 Total area in Phase 2 1,470 100.0 Source: IEAT, 2006 *1 rai = 1,600 m2

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Boundary of Phase 1 Boundary of Phase 2 Glow SPP Berth TPT Berth NFC Berth RBT Berth SPRC Berth RRC Berth MTT Berth BLCP Berth TTT Berth

Figure 2.2.3-2 Land use of Maptaphut port

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(3) Details of Berth

Phase 1 At present the Maptaphut Industrial Estate has divided the port into 2 operational categories as follows:

1) Public Terminal: There is no limitation for users, i.e. any one may come to use its services. It is the port that Industrial Estate Authority of Thailand (IEAT) built all basic facilities including 2 Berths as follows: - General Cargo Berth This is managed by Thai Prosperity Terminal Co., Ltd. (TPT); consisting of a deep sea port with a quag wall of 330 m length, 12.5 m depth, a seashore berth 135 m length with an back-up area of 49 Rais 70 Sq. Wahs a covered storage area of 4000 sq.m. and open storage of 75,000 sq. m. - Liquid Cargo Berth This is managed by Thai Tank Terminal Co., Ltd.; consisting of 2 ports of 280 m length ; consisting of 2 berths of 280 m length and a storage yard 169 Rais behind.

2) Dedicated Terminal: 5 Nos. consisting of: - RBT Port (Rayong Port Co., Ltd.) for berthing ships of 1,002 m length - NFC Port (National Fertilizer Pcl.) for berthing a ship of length 265 m length with back-up area of 60 Rais. - SPRC Port with an overall length of 1,045 m ; for oil transfer 810 m, gas transfer 235 m. and an back-up area of 42 Rais. - RRC Port with length of 579 m; South 1 : 260 m, South 2 : 209 m South 3 : 110 m and an back-up area of 67 Rais. - GLOW SPP Port- 270 m length, receiving coal for transfer to a power plant by a closed conveyor - MTT Port: Length of Port 1 is 370 m; Port 2 is 225 m with an back-up area of 126 Rais 1 Ngan 90.50 Sq.Wah

Phase 2 - BLCP POWER CO., LTD Port with overall 386 m length

Berths and equipments available at Maptaphut Port can be summarized in Table 2.2.3-2

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Table 2.2.3-2 Berths and Equipments at Maptaphut Port

Total berth Draught Commodity Berth Capacity length (m) (MSL) type/Crane (m) Public terminal TPT 330 12.5 2 x 60,000 DWT 2 x 40 MT QuaySite GantryCrane TTT 560 12.5 2 x 43,500 DWT Oil and liquid chemical Dedicated Terminal RBT 1,002 12.5 3 x 60,000 DWT Bulk and general cargo NFC 265 12.5 1 x 60,000 DWT 1 x 25 MT GantryCrane SPRC 1,045 6-12.5 3,000- 9,000 DWT Petroleum gas RRC 579 12.5 20,000-100,000 DWT GLOW SPP 270 12.5 60,000 DWT Coal MTT 1st Jetty 370 12.5 (MSL) 1 x 100,000 liquid chemical 2nd Jetty 225 12.5 (MSL) 1 x 20,000 DWT BLCP 386 17.5 150,000-170,000 DWT Coal Source: Port Development division : Industrial Estate Authority of Thailand (IEAT), 2006, www.maptaphutport.com

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2.3 WASTE TYPE COMPLYING WITH MARPOL 73/78

MAPOL 73/78 classifies ship waste into 6 types as follows:

2.3.1 Annex I: Oils

Definition

(1) Oil means petroleum in any form including crude oil, sludge, oil refuse and refined products. Oily wastes are grouped into four sections for this survey: oil slops, oily water, oily bilge water and oil sludge.

(2) Oily waste means wastes from any ships contaminating with oil. It may be generated from machinery and/or cargo and ballast operation from oil Tanker.

(3) Oil residue (sludge): Heave bunker fuel for diesel engines is centrifuged before use to remove water and suspended solids (sludge), generally found to be about 0.5%.

(4) Oily bilge water: This is produced by most ships regardless of type and is the result of machinery spaces, e.g. Engine room. This mixture may consist of lubricating oils, fuel oils and others.

(5) Slop: After discharge of cargo from an oil tanker, there are residues of the cargo left in the tanks, plumps and pipelines. These oily residues can be removed by tank washing, with the waste being discharged at sea after separation or into port reception facilities. Tank washing is necessary to provide adequate entry to, and maintenance of, the cargo tanks, as well as to prepare the tanker to receive different cargoes on successive voyages.

(6) Dirty ballast: Water ballast entered in cargo tanks of non-segregated ballast tank and contaminated with oil.

Oily waste classification based on generation sources

Oily waste can be classified into 2 types based on waste generating sources (as shown in Figure 2.3.1-1) that are 1) Oily waste from machinery 2) Oily waste from cargo and ballast operation.

(1) Oily waste from machinery will be collected from the storage tank under machinery of vessels and this waste type is in liquid form and semi liquid form such as oil residues from the purification of fuel and lubricating oil, oily leakage from machinery space, exhausted or contaminated oils and oily bilge water etc. oil residues that originate during storage and treatment of fuel oil and lubricating oil are produced basically in fuel oil storage tanks, during purification of fuel oil in settling tanks, separators, filters and daily supply tank and in the lubricating oil separating systems. Certainly, there are also other almost solid residues such as oily rags, solid deposits from the oil water separating and filtering equipment, residues from scavenging parts, dirty grease including this one

Marine Department/Eng/Env.division/E-Ch02.1-2.4-FR 2 - 20 EIA & Monitoring Section Final Report Port Waste Management in Thai Ports Project Chapter 2 Analysis of the Existing Port Waste Management System at each Port originated from other shipboard spaces, etc. which can be dealt with in the framework of Annex V of MARPOL 73/78.

Oily waste

Oily waste from machinery Oily waste from cargo and

ballast operation

Oil residue (sludge) Tank washing (Slops)

Oily bilge water Oil residue (Except for sludge)

Dirty ballast

Sorce : Environmental Protection Engineer S.A., 2004 “Assessment of the existing situation and needs of the port Aqaba, Jordan, regarding port reception facilities for collecting ship-generated garbage, bilge water and oily waste”, Final report

Figure 2.3.1-1 Oily waste classification based on generation sources

(2) Oily waste from cargo and ballast operation. For oil tanker, not only oily waste from machinery but also tank washing (Slops) is generated which slops has rich oil/water mixtures. Oil residue (Except for sludge) is in semi-liquid form. Dirty ballast is collected form cargo tank in case of non ballast tank vessels.

2.3.2 Annex II: Noxious liquids substances

Definition

(1) Category X

Noxious Liquid Substances which, if discharged into the sea from tank cleaning or deballasting operations, are deemed to present a major hazard to either marine resources or human health and, therefore, justify the prohibition of the discharge into the marine environment.

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(2) Category Y

Noxious Liquid Substances which, if discharged into the sea from tank cleaning or deballasting operations, are deemed to present a hazard to either marine resources or human health or cause harm to amenities or other legitimate uses of the sea and therefore justify a limitation on the quality and quantity of the discharge into the marine environment.

(3) Category Z

Noxious Liquid Substances which, if discharged into the sea from tank cleaning or deballasting operations, are deemed to present a minor hazard to either marine resources or human health and therefore justify less stringent restrictions on the quality and quantity of the discharge into the marine environment.

(4) Other Substances

Substances which have been evaluated and found to fall outside Category X, Y or Z because they are considered to present no harm to marine resources, human health, amenities or other legitimate uses of the sea when discharged into the sea from tank cleaning of deballasting operations. The discharge of bilge or ballast water or other residues or mixtures containing these substances are not subject to any requirements of MARPOL 73/78 Annex II.

Noxious liquids substances classification

The revised Annex II Regulations for the control of pollution by noxious liquid substances in bulk includes a new four-category categorization system for noxious and liquid substances as shown in Figure 2.3.2-1. The revised annex is entered into force on 1 January 2007

Noxious liquids substances

Chemical tank washing (Slops)

Category X Category Y Category Z Others

Figure 2.3.2-1 Noxious liquids substances classification

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2.3.3 Annex III: Harmful Substances in Packaged Form

Annex III contains general requirements for the issuing of detailed standards on packing, marking, labelling, documentation, stowage, quantity limitations, exceptions and notifications for preventing pollution by harmful substances.

2.3.4 Annex IV: Sewage

Sewage means drainage and sewage from toilet, drainage from nursing room or/and drainage from stall. The definition in accordane with MARPOL 73/78 means untreated drainage.

2.3.5 Annex IV: Garbage

Definition

(1) Garbage means all kind of food, domestic and operational waste excluding fresh fish and parts thereof, generated during the normal operation of the ship.

(2) Wet garbage means all type of food waste.

(3) Dry garbage means wastes generated in the living quarters of a ship such as paper products, textiles, glass, rags, bottles, plastics, etc.

(4) Cargo associated waste means waste originated from cargo stowage and handling works in general.

(5) Maintenance waste means wastes collected from the engine and the deck department while maintaining and operating the vessel.

(6) Cargo residues mean small quantities of solid cargo remaining in the holds or on the deck of cargo ships.

Garbage classification

Garbage can be divided into 2 types that are 1) Domestic waste and 2) Operational waste as shown in Figure 2.3.5-1.

Domestic wastes including wet and dry garbage. Wet garbage consists of food wastes generated in the galley, dining rooms and living spaces of crew and passengers. Dry garbage is generated from crew and passengers’ activities in the living quarters of a ship such as paper products, textiles, glass, rags, bottles, plastics, lining and packing material, sweepings, etc. Garbage of this type can also originate from medical spaces including expired medicines, which is categorized as hazardous waste.

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Ship-generated garbage

Domestic waste Operational waste

Wet garbage Maintenance waste

Dry garbage Cargo associated waste

Cargo residues

Source : Environmental Protection Engineer S.A., 2004 “Assessment of the existing situation and needs of the port Aqaba, Jordan, regarding port reception facilities for collecting ship-generated garbage, bilge water and oily waste”, Final report

Figure 2.3.5-1 Garbage classification

Operational wastes that consist of cargo-associated waste originated from cargo stowage and handling works in general and maintenance wastes collected by the engine department and the deck department while maintaining and operating the vessel. In this category, also small quantities of solid cargo residues are included but they are remaining in the holds or on the deck of cargo ships.

2.3.6 Annex VI: Prevention of Air Pollution from Ships

The regulations in this annex set limits on :

• Oxide of nitrogen (NOx) – it is genetated from the combustion process of marine diesel engine.

• Oxide of sulfur (SOx) – sulfur is composition of engine fuel; Therefore, the limit of sulfur in fuel for marine use is set in MARPOL 73/78. • Ozone depletion substances (ODS) – such as halons and freons. Their generate sources are fire fighting, refrigeration, incineration and tanker air emission control system.

There are 4 Annexes having the regulations relating in preparation of reception facilities on port that are Annex I, II, IV and V.

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2.4 STUDY ON GENERAL INFORMATION OF THE LAW CONCERNING MANAGEMENT OF WASTES AT PORT

2.4.1 MARPOL 73/78 Framework

The International Convention for the Prevention of Pollution from Ships, 1973 and Protocol 1978 (MARPOL 73/78) have been established under the sponsor of the International Marine Organization (IMO) for the prevention of sea and coast from pollution caused by various ships effecting to sea environments in particular to the pollution from oil or noxious liquid substance in bulk.

MARPOL 73/78 set up the rule for prevention of sea pollution caused by noxious substance and water, and other wastes discharged from ships. The Convention requires the Member States to provide reception facilities that are adequate for reception without undue delay to ships. Member States are also required to report of such the facilities to the IMO (If there are inadequate facilities in its territory).

At present, Thailand has been a member of the Convention, she must have a reception facility at every port (not just at some ports) as required by MARPOL 73/78. Such reception facilities must be able to receive various wastes as prescribed under the MARPOL 73/78 Annexes. These include Annex I (oil), regulation 38 (relating directly to reception facilities), Annex II (Noxious Liquid substance in Bulk), regulation 18, Annex IV (Sewage), regulation 12, and Annex V (Garbage), regulation 7.

To ensure that Thailand is able to undertake her obligation in having the facilities that are adequate reception and without undue delay to ships as required by the MARPOL 73/78, it is necessary to study the existing laws and regulations as well as their enforcement in relating to the waste management at Thailand ports. This is to find out if the existing laws and regulations are adequate as the tool for the implementation of the country’s obligations under the MARPOL 73/78. If it is not, an amendment of such law or issuance of a new law or regulation may be recommended.

As the result of the primary investigation of various Thai legislations in relating to reception facilities as required by the MARPOL 73/78 in particular to the laws pertaining to ports, navigation, environment, it may conclude that there is no single law dealing directly with this requirement. The provisions of waste from ships shall be found in a number of laws. These laws are dealt with discharge from, leak from, and an accidence of ships which may cause pollution to the sea. The laws also contain provisions for penalty thereof. However, there is no law that requires a port to install a reception facility, neither nor law pertain to the rights and duties of ships to use or to comply with the conditions for the use of such reception facility. There is no legal provisions prescribing of what are the duties and obligations of those who may involved in the ship and port operation, such as the port personnel, ship owners, crews. The sanction measures such as penalty if they are not comply with what was required are not existed either.

For the legal preparation of Thailand if she is to become a member of the Convention MARPOL 73/78, it has to look at the legal methodology for an access and to take into account of obligations imposed. Therefore, the amendment of the existing laws

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2.4.2 Framework of Thai laws relating to ship waste management

The primary results of the investigation of the existing laws in relation to waste management at port are as follows. These laws may or may not be applied practically for the reception facilities.

(1) Law relating to Navigation in Thai Waters Act and related regulations.

The Navigation in Thai Water Way Act B.E. 2456 and its amendment thereof were investigated. The key provisions which may be applicable to the waste include the throwing ballast into navigable river, harbor limits and anchorage limits (sections 119,119 bis), unsafe or not seaworthy ship (section 121) licensing and controlling ships (sections137, 138, 139, 142, 143, 145 to 163), and carriage of dangerous goods by ships (sections 189 – 196 and 199 -204). The Royal Decree for the Organization of the Marine Department and its concerned announcements are also examined.

(2) Law relating to port

The port authority of Thailand Act B.E. 2494 was investigated. Special attention were paid to provisions of the power of the port (section 9), the regulations for port safety, the use of port, the port services and the relation with the government (sections 35 and 37).

(3) Customs Law

The Customs Act B.E. 2469 and the amendments thereof were investigated. The provisions examined are the management of ports (sections 4-9), the customs’ power in relating to examination of goods and prevention of smuggling (sections 14-37), importation (sections 38-44) and unclaimed goods (sections 61-63). The unclaimed goods that may cause damage to environment was emphasized.

(4) Industrial Law

The Factory Act B.E. 2535 was investigated. The key provisions examined include an undertaking of manufacturing (sections 7 and 8), restriction and control of factories in particular to the provision of conservation and pollution (sections 32, 42).

(5) Environment Laws

The Promotion and Conservation of Environments Act B.E.2535 was examined. The provision that are of special attention include environment fund (sections 22 and 23), conservation and environment protection area (sections 42-45), environment report (sections 46-47), control of pollution (sections 52-54), pollution control area

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(Sections 59-63), air pollution (section 64-68), other pollution and dangerous substance (Section 78-79), and inspection and control (Section 80-87). The Toxic Substance Act B.E. 2535, in particular to sections 15-56, was also examined.

(6) Laws relating to mercantile marine promotion

The Mercantile marine promotion Act B.E. 2521 was also investigated. The provisions for promotion of Thai commercial fleet as well as duties and obligations of Thai ship owners are examined.

(7) Laws relating to sanitary

The laws relating to sanitary being investigated are the Public Health Act B.E. 2484, the Town Clean and Tidy Act B.E. 2535, the Public Health Management Act B.E. 2535 in particularly the provision of garbage management.

(8) Petroleum Law

The Petroleum Act B.E. 2514 in particular to the provision for the management of pollution from oil (sections 74-75) was examined.

(9) The Civil and Commercial Code

The provision of tort (section 420) and carriage of dangerous goods (section 619) were examined.

(10) The Criminal Code

Sections 228 and 236 of the Code that prescribe on the crime from the use of water were examined.

(11) Thai Vessel Act (Volume 7) B.E. 2550

There is the initial observation that scope of Thai Vessel Act B.E. 2550 limits mainly with the Thai ship, while the ship subjected to MARPOL 73/78 covers several kind of ship of other country in the Thai territorial waters as well.

(12) Other Laws

Other laws being investigated include the carriage of goods by sea law, the prevention of ship collided law and the ship detention law. Special attention was paid to the Carriage of Goods by Sea Act B.E. 2534. The rights and duties of both shippers and carriers (sections 8, 9, 33 and 34) were closely examined.

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2.5 ASSESSMENT OF ORGANIZATION STRUCTURE RESPONSIBLE FOR WASTE MANAGEMENT

2.5.1 Organization Structure concerned with Port Waste Management International trade development has boosted up marine transportation. It is essential that marine transportation service be developed, especially pollution control generated from marine transportation. Currently, the Cabinets resolution has been made for Thailand to entry as a member of the international convention of pollution control generated from ship in 1973 and convention in 1978 (MARPOL 73/78) of the International Maritime Organization (IMO). These regulations will enter into force in Thailand by February 2, 2008. As consequence, all ports are required to provide waste reception facilities from ship in compliance with the convention.

The study of organization structure of related government responsible for port waste management is divided into 3 levels, including organization at the policy level, operation level and private sector. The details of such organization, especially role and function for port waste management are as follows.

(1) Policy Level

Agencies at the ministerial level related to port waste management in the policy level include Ministry of Transport, Ministry of Natural Resources and Environment and Ministry of Industry.

The key agencies at the department level related to port waste management include Marine Department which has role and function of system development promotion of marine transportation and commerce, coordination and cooperation with organization and related agencies both domestic and international agencies in relation to international conventions and agreements. Besides, there are organizations which involve in policy formulation for port waste management such as Department of Industrial Works, Pollution Control Department and Customs Department. Details of role and function of the agencies in policy level are as follows.

(1.1) Ministry of Transport

The function of the Ministry of Transport include transportation, transportation activity, traffic planning and infrastructure development of transport as well as other activities as specified by laws to be the duty of Ministry of Transport and organizations under the Ministry of Transport (Figure 2.5.1-1). The agency at the department level which involves in formulation of port waste management policy is the Marine Department and Port Authority of Thailand.

ƒ Marine Department The functions include promotion of marine transportation system and naval commerce development to have linkages to other transportation including passengers and cargos, port, shipyard, navy troop and related activities in order to accommodate its convenience, coverage and safety. Strengthening of export sector is also promoted. Organization Structure is shown in Figure 2.5.1-2. The Environment Division

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ƒ Port Authority of Thailand Port Authority of Thailand (PAT) is a state enterprise under the Ministry of Transport. The objective is to operate and bring growth to the PAT for government and public benefit. Currently, the PAT is responsible for administration of main ports i.e. Bangkok Port, Laem Chabang Port, Chiang Saen Port, Chiang Khong Port and Ranong Port. Main role and Responsibility of Port Authority of Thailand is summarized in item 2.1.

(1.2) Ministry of Industry

Ministry of Industry is responsible for the promotion and development of industry, investment promotion, entrepreneur development and other activities as specified by laws to be the duty of Ministry of Industry or other agencies under the ministry (Figure 2.5.1-3). The agency at the department level which involves in policy formulation for port waste management is the Department of Industrial Works and Industrial Estate Authority of Thailand as the state Enterprise to formulate policy for Map Ta Phut Port management.

ƒ Department of Industrial Works The functions related to port waste management include control, oversee and coordination of industrial operation, control of hazardous substance and chemical in order to protect environmental quality and safety. The Industrial Registration Bureau1 is the agency responsible for waste management, giving industrial permit for central operation of waste quality improvement, treatment or disposal. Organization structure of Department of Industrial Works is shown in Figure 2.5.1-4.

ƒ Industrial Estate Authority of Thailand Industrial Estate Authority of Thailand (IEAT) as state enterprise under the Ministry of Industry has responsibility to develop and establish industrial estate by providing area for systematic industries located and be responsible for provision of policy for Map Ta Phut Port management. The details of IEAT will present in item 2.4.

(1.3) Ministry of Natural Resources and Environment

The Ministry of Natural Resources and Environment is responsible for forestry, reservation and conservation as well as rehabilitation of natural resources and environment. The ministry is also responsible for sustainable utilization and other activities as specified by the laws to be the function of the Ministry of Natural Resources and Environment (Figure 2.5.1-5). The agencies under the Ministry of Natural Resources and Environment involved in policy formulation of port waste management include

1 Ministrial Regulation related to organization of Department of Industrial Works 2002 isued in the Royal Decree, Vol. 119, Section 103 A, dated October 9, 2005

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Pollution Control Department and Office of Natural Resources and Environmental Policy and Plan.

ƒ Pollution Control Department For port waste management, the Pollution Control Department has a key role to give comments for establishment of national pollution control policy, establishment of environmental quality standard (water quality standard of surface water, coastal water, ambient air quality, etc.), pollution control standard from point sources (effluent standard for buildings, industries and industrial estate, air emission from vehicles, etc.), provision of environmental quality management plan and pollution control measures (solid waste management, hazardous waste management, declaration of pollution control zone, etc.), pollution situation monitoring, pollution petition and implementation according to environmental quality protection act related to pollution control.

Agency under the Pollution control Department who has key role in port waste management is the Waste and Hazardous Substance Management Bureau. The responsibility includes giving comments to establish waste and hazardous substance management policy, coordinating to provide pollution mitigation measure to minimize, control, remedy and rehabilitate the environment where is contaminated by waste and hazardous substance, providing standard, measure, criteria and method for waste and hazardous substance management, monitoring, providing pollution situation report in relation to waste and hazardous substance management, developing system, pattern, regulation and appropriate method for pollution reduction or utilization of waste and hazardous substance, making recommendation and implementation of international measures on waste and hazardous substance (Figure 2.5.1-6).

ƒ Office of Natural Resources and Environmental Policy and Plan The key functions of the Office of Natural Resources and Environmental Policy and Plan include coordination, formulation of policy and plan for natural resources and environmental conservation and management in accordance with the Enhancement and Conservation of National Environmental Quality Act and other related laws, as well as coordinating practical implementation, monitoring, auditing and evaluation of performance on implementation of policy, plan and measure, provision of state of environmental quality, appraisal of environmental impact assessment on government’s and private’s projects or activities which tend to cause significant impacts on environmental quality, cooperation of foreign countries and international organizations in implementation of natural resources and environmental conservation and management. The above functions concern with Thai port waste management.

Agencies of the Office of Natural Resources and Environmental Policy and Plan who has key role in port waste management include the Bureau of Environmental Impact Assessment, industry group (Figure 2.5.1-7)

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(1.4) Ministry of Finance

Ministry of Finance is responsible for the fiscal budget of the country, assessment of assets, procurement and any tasks that related to state land, collection of excise tax, and revenue as specified by the laws and those not under other agencies. Moreover, the ministry is also responsible for the management of public debt, administration and development of state enterprise and government’s assets as well as other government agencies as specified by the law to be the function of the Ministry of Finance or agency under the Ministry. The agency at the department level involved in the policy formulation of port waste management is the Customs Department.

ƒ Customs Department The key functions include collection of custom duty, control of cargo to be imported and exported in accordance with laws and regulations, collection of import and export tax as a representative of other agencies (value added tax, excise tax, tax of interior agency), protection of custom tax avoidance, duty avoidance and other illegal activities against the custom law as well as establishment of duty measures for export promotion.

For waste management of 3 ports, the Customs Department is responsible for custom procedure, collection of duty fee and other incomes, return of duty fee, control of vehicles and goods as well as inspection to release import or export goods in the port area.

Since some types of ship wastes to be discharged for treatment or disposal include oily waste or oil contaminated waste, oily waste or contaminated waste of hydraulic oil, brake oil or other chemicals, the permission of waste discharge for treatment or disposal is required to comply with condition of transfer and discharge out of the custom area and to pay for duty fee.

Agency under the Customs Department responsible for port waste management include Customs Office of Bangkok Port, Leam Chabang Port and Customs Office of Regional 1 (Map Ta Phut Customs Checkpoint). Organization structure of the Customs Department is shown in Figure 2.5.1-8.

Marine Department/Eng/Env.division/E-Ch02.5-2.6-FR 2 - 31 EIA & Monitoring Section Ministry of Transport Office of the Minister

Permanent Secretary

Administration Infrastructure Development Transportation Group Deputy Permanent Secretary Deputy Permanent Secretary Deputy Permanent Secretary 2 -32

Office of Permanent Secretary Department of Highways Marine Department Office of Transport and Traffic Department of Rural Roads Land Transportation Department Policy and Planning Air Transportation Department

Expressway and Rapid Transit Port Authority of Thailand Thai Airway International (Public) Co., Ltd. Authority of Thailand Bangkok Mass Transit Authority Airports of Thailand (Public) Co., Ltd. Railway Authority of Thailand Mass Rapid Transit Authority of The Transport Co., Ltd. Aviation Authority of Thailand Thailand Thai Maritime Navigation Co., Ltd. Civil Aviation Training Center Figure 2.5.1-1 Organization Structure of the Ministry of Transport

Marine Department/Eng/Env.division/E-Ch02.5-2.6-FR Marine Department

Director General

Finance Bureau Office of secretary

Internal auditor group

Deputy Director General Deputy Director General Deputy Director General (Operation) (Director) (Administration) 2 -33 Channel Development and Mintenace Marine Safety and environmental Bureau Marine Promotion Bureau Bureau

Surfey and Engineering Bureau Maritime training center Technical and Planning Division

Ship Survey Division Pilot Division Administrative Development Group

Legal Division Foreign Business Divesion Marine Office 1

Ship Registration Division Marine Office 3 Marine Office 2

Marine Office 4 Marine Office 6 Marine Office 7

Marine Office 5

Figure 2.5.1-2 Organization Structure of Marine Transportation and Naval Commerce Department

Marine Department/Eng/Env.division/E-Ch02.5-2.6-FR Ministry of Industry

Office of the Minister Minister Board of Investment

Permanent Secretary Industrial Economics Group Production Audit Group Industrial and Enterprise Promotion Group Deputy Permanent Secretary Deputy Permanent Secretary Deputy Permanent Secretary Deputy Permanent Secretary

Department of Industrial Works Department of Industrial Promotion Office of Industrial Economics

Office of the Cane and Sugar Board Department of Primary Industries Thai Industrial Standards Institute

2 -34 and Mines

Office of the Ministry State Enterprise Office of Small and Medium Enterprise Promotion Industrial Estate Authority of Thailand

Network Institute Thai-German Institute Network Institute Thailand Productivity Institute - Small and Medium Enterprises Bank National Food Institute of Thailand Thailand Textile Institute - Small and Medium Enterprise Management System Certification Institute Venture Capital Fund Thailand Automotive Institute Electrical and Electronics Institute Iron and Steel Institute of Thailand Figure 2.5.1-3 Organization Structure of Ministry of Industry Institute for Small and Medium Enterprises Development

Marine Department/Eng/Env.division/E-Ch02.5-2.6-FR Industrial Works Department

Director General

Internal Audit Group Internal Audit Group

Deputy Director General Deputy Director General Deputy Director General 2 -35 Office of the Secretary Personnel Division Financial Division Legal Affairs Division Policy and Management Treaties and International Development Bureau Strategies Bureau Central Office for Industrial Cluster 1 Machinery Registration Bureau Industrial Cluster 2 Industrial Cluster 3 Industrial Cluster 4 Industrial Cluster 5 Bureau Bureau Bureau Bureau Industrial Cluster 6 Safety Technology Industrial Environment Research Bureau Bureau Information and Communication Hazardous Substances Technology and Industrial Technology Bureau and Development Bureau Control Bureau Pollution Management Bureau

Figure 2.5.1-4 Organization Structure of Industrial Works Department

Marine Department/Eng/Env.division/E-Ch02.5-2.6-FR Ministry of Natural Resources and Environment

Natural Resources Group Water Resources Group Environment Group

- Department of Mineral Resources - Department of Marine and Coastal - Department of Water Resources - Pollution Control Department Resources - Department of Groundwater Resources - Environmental Quality - Department of National Park, Wildlife Promotion Department

2 -36 and Plant Conservation - Royal Forest Department

Office of the Permanent Secretary State Enterprise Office of Natural Resources and - Wastewater Management Authority Environmental Policy and Planning - Zoological Park Organization under the Royal Patronage of H.M. the King - Botanical Garden Organization -Forest Industry Organization - Thaiplywood Co., Ltd.

Figure 2.5.1-5 Organization Structure of Ministry of Natural Resources and Environment

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Pollution Control Department

Director General

Deputy Director General ( 2 )

Environmental Quality and Laboratory Inspection and Enforcement

Office of the Secretary Legal Division

Water Quality Management Bureau Planning Analysis and Evaluation Division

Air Quality and Noise Management Bureau Waste and Hazardous Substance Management Bureau

Figure 2.5.1-6 Organization Structure of the Pollution Control Department

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- Administrative System Development Group Secretary General - Legal Affairs Group - Biodiversity Section Deputy Secretary General

Office of the Secretary Office of National Environment Board Office of Environmental Impact Evaluation Office of Environmental Fund - งานสารบรรณ - Policy and Plan - Mining - Industry - Transportation - Fund Management Policy and Plan - Finance Section - Action Plan Analysis and Coordination - Community and Housing Development - Analysis and Evaluation of Project Feasibility

2 -38 - Human Resource Section - Secretary of Office of National Environment - Water Resource Development and Agriculture - Energy - Monitoring and Evaluation - Executive Administration Section Board - System Development and Environmental Impact -Administration of Environmental Fund Committee

- Plan Section Monitoring -Technical Group

Office of Urban Environment and Area Environmental Conservation of Natural Land Administration Division Monitoring and Evaluation Division Environmental Fund Planning Division and Cultural Heritage Division - Land Management Analysis - Monitoring and Evaluation - Coordination Group 1 - Urban Environment Group - Environmental Conservation of Natural - Land Provision for Political Bureau - Policy and Plan Monitoring and - Coordination Group 2 - Specific Area Environment Group - Environmental Conservation of Cultural - Land Preservation, Prohibition and Evaluation - Coordination Group 3 - Green and Recreation Area Group Heritage Allocation - Database and IT System - Coordination Group 4 - Natural and Cultural Heritage Conservation

- Network Coordination and Organization Development

Figure 2.5.1-7 Organization Structure of Office of Natural Resources and Environmental Policy and Plan

Marine Department/Eng/Env.division/E-Ch02.5-2.6-FR -Internal Audit Unit Director General -Office of the Secretary Customs Department -Efficiency Improvement Directorate

Deputy Director General Deputy Director General Deputy Director General Deputy Director General

Customs Tariff Collection Customs Tariff Privilege Group Tariff Fair Group Group

Planning and International Affairs Bureau Customs Tariff Classification Group Customs Privilege Bureau Investigation and Suppression Bureau Bangkok Port (Customs Tariff Classification) Customs Bureau Information and Communication Tariff Audit Bureau Technology Bureau Formality and Valuation

Laem Chabang Port Legal Affairs Bureau 2 -39 Human Resource Management Bureau Standard Group Customs Bureau (Enforcement) Customs Tariff Classification Group Goods Analysis Group (Customs Tariff Structure) International Customs Consulate Bangkok Group

International Airport (Office of International Customs

Customs Bureau Legal Affairs Bureau (law and obligation, Consulate in Hong Kong) and international law group) Regional Customs Bureau 1-4 Finance Division

International Customs Consulate Group (Office of International Customs Consulate at embassy in Brussels) Figure 2.5.1-8 Organization Structure of Customs Department

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(2) Operating Level

Operating agency related to port waste management in the project area is the state enterprise with administration and management function. These include Port Authority of Thailand and Industrial Estate Authority of Thailand. In addition, there are regional government agencies and Local government Organization to be in charge of waste management in the project area with the following details.

(2.1) Port Authority of Thailand

Port Authority of Thailand (PAT) is a state enterprise under the Ministry of Transportation. The objective is to operate and bring growth to the PAT for government and public benefit. Currently, the PAT is responsible for administration of main ports i.e. Bangkok Port, Laem Chabang Port, Chiang Saen Port, Chiang Khong Port and Ranong Port. The main functions of PAT include the following areas. - Ship and goods receiving, - Dredging, maintenance of ditch, navigation and basin for anchoring, - Control of goods loading and unloading, - Lifting, moving, keeping and delivery to goods owner, - Cooperation and coordination with government and international ports, - Development and improvement of port business, under the PAT’s responsibility in term of its growth and state of art based on economic situation.

Environmental function of the PAT is under Special Affairs Brach, Marketing and Planning Department, Project and Plan Division2. Organization Structure of Port Authority of Thailand is shown in Figure 2.5.1-9.

2 PAT Notification of information related to structure and organization, authority and finction, and contact address to obtain news and information from PAT, issued date on July 11, 2005 in the Royal Decree Vol. 122, Section 70 ., dated on September 1, 2005.

Marine Department/Eng/Env.division/E-Ch02.5-2.6-FR 2 - 40 EIA & Monitoring Section Board of Port Commissioners

Director General Inspection Committee

Administrative Risk Management and Committee Internal Auditing Committee

Office of Risk Management Human Resource and Bangkok Port Business Administration Branch Organization and Information and Internal Auditing Laem Chabang Port Financial Operation Branch Technology Branch

General Administration Division General Administration Division Plan and Policy SitCtSecurity Center Human Resource Office of Secretary of Board Planning Division Office of Regional Port Department Department Personnel Division Cargo Operation Corporation Plan Division Human Resource Division Financial Division Department Inspection and Evaluation Personnel Development Division Research and Organization Business and Asset Development Division Department Legal and Property Proceeds Division Cargo Operation Division 1 Department Welfare Division Labor Association Division Organization Control Division 2 Marine Service Division Cargo Operation Division 2

Division of Inspection and Evaluation Business Research and - Cargo Operation Division 3 DlDevelopment tDiii Division

41 at Bangkok Port Engineering Division Information Technology Warehouse Division Asset Management Division Division of Inspection and Evaluation Port Operation Division Container Terminal Division 1 Office of Health Department at Laem Chabang Port Container Terminal Division 2 Business Relation and Marketing Division of Inspection and Evaluation Div isi on StSystem D evel opment tDiii Division at Center Office Computer Operation Division Harbour Operation Finance and Accounting Division of Inspection and Evaluation Department Department Administration Harbour Service Division Mechanical Handling Equipment Division Office of Accounting Report to office Director General Security Center Department Mechanical Handling Equipment Repair Monetary Account Division Branch and Maintenance Division Center Division Account Management Division Budgetary Account Division Department Laws Division Engineering Department Data Processing Division Office Civil Division Office of Financial Public Relation Division Division Planning and Marketing Division Management General Store Division Mechlhanical Division Electrical Division Cash Duty Service Division Report to Committee Credit Duty Service Division Monetary Management Division Tide Ditch Department

Ditch Survey Division Dredging Division Marine Service Division Figure 2.5.1-9 Organization Structure of Port Authority of Thailand Marine Department/Thai/Env.division/chap2-FR Final Report Port Waste Management in Thai Ports Project Chapter 2 Analysis of the Existing Port Waste Management System at each Port

(a) Bangkok Port

Bangkok Port is responsible for giving services to cargo ship and international passenger ship, receive cargo from ship, cargo storage and delivery of goods to receiver, arrangement of arrival ship and departure ship. Organization Structure of Bangkok Port is shown in Figure 2.5.1-10.

For waste management at the port, it is under responsibility of Harbour Service Department, Harbour Service Division who is responsible for ship waste and Loading and Unloading Section is responsible for oily waste.

For existing waste management of port, the Bangkok Port has authorized company permitted from the Marine Department for oily waste reception from ship. Other wastes are not allowed to transfer out of the port. Garbage generated from ship is collected by 2 channels including waste collection truck of the PAT and private company. For ship mooring anchor and floating anchor, garbage is collected by waste collection boat of the Port and private sector. Garbage collected will be disposed at landfill site at On-nuch and other sites of Bangkok.

(b) Laem Chabang Port

The Laem Chabang Port is responsible for operation of ports located in Sriracha and Banglamung district of Chonburi province. The boundary is specified by the PAT. The functions include receiving cargo from ship, cargo storage and delivery of goods to receiver, arrangement of arrival ship and departure ship. Organization Structure of Bangkok Port is shown in Figure 2.5.1-11.

Currently, port waste management of oily waste is performed which is the same as Bangkok Port under responsibility of the Harbour Service Division, Harbour Service Department, under supervision of the Customs Department. For garbage, Sanitary Section, Civil Division, Engineering Department of Laem Chabang Port gives the services to dispose at site identified by the Laem Chabang District Municipality. For hazardous waste, Laem Chabang has hired private company selected (General Environmental Conservation (Public) Co., Ltd. ) to collect and further dispose.

(2.2) Industrial Estate of Thailand

Industrial Estate Authority of Thailand (IEAT) as state enterprise under the Ministry of Industry has responsibility to develop and establish industrial estate by providing area for systematic allocation. It is a government mechanism to decentralize industrial development to the regions throughout the country. Industrial estate is a tool for implementation. Industrial estate means land allocated for industries to be located proportionally. The areas comprise central wastewater treatment plant, flood protection system, electricity, water supply, telephone, etc. The functions of IEAT are as follows. - Establish industrial estate including promotion and support private or government organization for industrial estate establishment, - Provide and give services of infrastructure and utility necessary for industrial operation, - Promote and support privatization and give services of infrastructure and utility necessary for industrial operation, - Provide environmental management and system and emergency plan,

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- Give permit and approval for the operation in industrial estate and provide additional incentive and facility for industrial operation,.

Currently, Environment and Safety Department of IEAT is responsible for ship waste management. Organization Structure of Industrial Estate Authority of Thailand is shown in Figure 2.5.1-12.

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Bangkok Port

Managing Director

Deputy Managing Director

Weight & Measurement General Safty Div. Inspection Sec. Administration Div. Stevedoring & Control Administration Sec. Safty Sec. Sec. Weight & Measurement Dangerous Cargo Sec. Accidental Prevention Inspection Sec. Sec. Parcel #1 Sec. Cargo Inspection Sec. Parcel #2 Sec.

Ship and Cargo Harbour Service and Mechanical Engineering Channel Dep. Operetion Dep. Handing Equipment Dep. Dep. Parcel warehouse Administration Sec. Administration Sec. Administration Sec. Administration Sec. Sec.

Cargo Operation Cargo Operation Harbour Cargo Operation Warehouse Div. Container Container Mechanical Civil Div. Plan & Mechanical Div. Electrical Div. Channel Dredge Div. Service Div. #1 Div. #2 Div. Service Div. Equipment #3 Div. service Harbour service Harbour Handling Repair Div. Calculation Survey Div. #1 Div. #2 Div. Equipment Div. Div.

Transit Shed #9 Information Construction Chanal Survey Central Sec. Sub-Gate Planning Planning Harbour Sec. Equipment Engineering Sec. Vehical Sec. Power Plant Sec. Central Sec. Financial Sec. Technology Sec. Sec. Sec. Sec. Warehouse Sec. Container Sec. Container Sec. Car #1 Sec. Repair #1 Sec. Transit Shed #1 Building Architechry Electrical Transit Shed #11 Container Engine Sec. Plan & Dredger Sec. Parcel Sec. Sec. Ship Sec. Maintenance Sec. Service Sec. Sec. Stuffing Control Parole Cargo Technology Sec. Technology Sec. Calculation Sec. Sec. Equipment Sec. Warehouse Sec. Car #2 Sec. Repair #2 Sec. Transit Shed #2 Transit Shed #13 Communication Survey Sec. Mechanical Sec. Telephone Sec. Trailing Suction Transportation Sec. Sec. Sanitation Hooper Dredger Sec. Sec. Empty Container Operation Sec. Operation Sec. Ship Symbol Sec. #7 Sec. Control Sec. Residual Cargo Equipment Sec. Transit Shed #3 Crane Sec. Repair Factory Transit Shed #15 Warehouse Sec. Repair #3 Sec. Sec. Construction Trailing Suction Sec. Sec. Auditor Sec. Auditor Sec. Repair Sec. Hooper Dredger Transit Shed #4 Export Cargo Factoty Parcel Transit Shed #16 Dangerous #8 Sec. Sec. Sec. Warehouse Sec. Cargo Mechanical Mechanical Spare Part Store Sec. Sec. Warehouse Sec. Handling Handling Trailing Suction Transit Shed #5 Equipment Sec. Transit Shed #17 Equipment Sec. Hooper Dredger Sec. Sec. #9 Sec. Car Warehouse Transit Shed #6 Sec. Sec.

Transit Shed #7 Sec.

Transit Shed #8 Sec.

Remark : 1) Dep. = Departmant 2) Div. = Division 3) Sec. = Section

Figure 2.5.1-10 Organization Structure of Bangkok Port

Marine Department/Eng/Env.division/E-Ch02.5-2.6-FR 2 - 44 Leam Chabang Port

Managing Director

Deputy Managing Director

Assistant Managing Director

General Affairs Planning Personal Financial Legal and Marine Engineering Port 2 -45 Department Department Department Department Property Service Department Operations Proceeds Department Department Department

Administrative Research & Manpower Treasury Division Legal Division Harbour Civil Berth Division Development Division Service Division Management Division Division Division Benefit Division Legal and Public Relation Welfare Contract Division Electrical Division Communication Division Cargo Project & Division Division Evaluation Inspection and Management Budget Division Division Store Division Division Contract Mechanical Management and Division Property Proceeds Safety Division Information Accounting Division Technology Division Division

Marine Department/Eng/Env.division/E-Ch02.5-2.6-FR Figure 2.5.1-11 Organization Structure of Laem Chabang Port Ministry of Industry

Board of Directors ADVISER 12 Audit Committee

Governor Legal & Land Proprietary Division Audit Division 1 Law and Regulations Division Audit Division 2 Internal Audit Office Office of Legal Affairs Litigation Division

Deputy Governor Deputy Governor Deputy Governor Deputy Governor (Operation 1) Deputy Governor Deputy Governor Deputy Governor (Administration) (Finance) (Strategy) (Operation 2) (Industrial Port) (Special Affairs)

Governor’s Office Finance Department Strategy Department Industrial Estate Joint Industrial Estate Administration Administration Department Map Ta Put Industrial Special Project Department Port Office Development

General Affairs Finance and Investment Department Management Division Finance and Investment Industrial Estate Service Division Joint Industrial Estate Service Division Meeting Management Management Division Developing Business Service Division Finance Division Bangchan Industrial Estate Office Public Relations and Well Grow Industrial Estate Office Foreign Relations Investment Promotion Port Operation Division Finance Division Bang Plee Industrial Estate Office Department Gemopolis Industrial Estate Office Port Development Division Pichit Industrial Estate Office Gateway City Industrial Estate Office Amata Nakorn Industrial Estate Office Khon Kaen Industrial Estate Office Technical Department Amata City Industrial Estate Office Map Ta Put Industrial Computer and IT Accounting Kaeng Koi Industrial Estate Office Bo-Win Industrial Estate Office Estate Office Department Department Eastern Seaboard Industrial Estate Office Bang Poo Industrial Estate Hemaraj Eastern Seaboard Eastern Industrial Estate Office IT Operation Division Financial Accounting Division Design Division Office Industrial Estate Office Padaeng Industrial Estate Office IT Development Division Managing Accounting Division Project Management Division Pin Thong Industrial Estate Office Asia Industrial Estate Office Budget Division Lat Krabang Industrial Estate Office Ban - Wa Industrial Estate Office Environment and Bang Pa-In Industrial Estate Office Safety Department Laem Chabang Industrial Nong Khae Industrial Estate Office Estate Office Saharattana Nakorn Industrial Estate Office Administration Ratchaburi Industrial Estate Office Department Sinsakorn Printing City Industrial Estate Office Financial Accounting Division Northern Region Industrial Estate Office Joint Industrial Estate Office Managing Accounting Division Human Resource Management Division Samut Sakhon Industrial Estate One Stop Service Office Human Resource Development Division Office Supplies and Service Division Southern Industrial Estate Operation Permit Business Service Division Office Privilege Division

Figure 2.5.1-12 Organization Structure of Industrial Estate Authority of Thailand

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(a) Map Ta Phut Industrial Port

The Map Ta Phut Industrial Port under responsibility of the Map Ta Phut Industrial Estate is responsible for provision of infrastructure services for marine transportation and control operation of sub-port located in Map Ta Phut Industrial Port. This will facilitate developers in the Map Ta Phut Industrial Port and other industrial estates in the eastern region and other regions, which link continuously to import and export of products. This will facilitate industries and eastern seaboard development plan. Map Ta Phut Industrial Port Office consists of 2 divisions with the following responsibility.

- Port Development Division has the following functions. 1) Provide strategy, strategic plan, business plan, development plan and action plan for development and management of industrial port, efficiently and effectively. 2) Develop industrial port based on feasibility study on economic, engineering and planning, invitation for participatory investment, project administration, construction supervision, ditch survey for improvement and development as well as other activities related to industrial port and shipyard, 3) Develop participatory model or other models related to industrial port activities, 4) Be responsible for purchasing for Map Ta Phut Industrial Port Office,

- Port Operation Division has the following responsibility. 1) Give permit and approval for land use, construction, modification/demolishment, displacement and utilization or change its utilization of buildings, factory establishment and operation, and other activities conducted in the industrial port to comply with conditions of the relevant legislations, 2) Maintenance of infrastructure and utility as well as port services and administration to meet required standard, 3) Manage employment and concession contracts in port area, 4) Manage marketing and sale activities in industrial port area, 5) Be responsible for money receiving and payment to meet relevant laws and regulations, 6) Follow up related debt to be paid, 7) Prepare accounting, financial budget and financial report of industrial port, 8) Be responsible for administration and control of budget to be spent for industrial port in order to meet the approved budget, 9) Manage public relations and community relations of industrial port,

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10) Oversee, promote and support implementation to meet laws and standards related to environment, energy and safety.

In addition, the Port Operation Division is also responsible for permit/approval of the following activities. • Permit for delivery of hazardous cargo, • Permit for ship entering to use area in Map Ta Phut Industrial Port, • Permit for fuel unloading, • Permit for delivery of food and/or crew to cargo ship, • Permit for hot work, • Permit for high-rise work, • Permit for diving work.

Currently, the Port Operation Division is responsible for giving permit to company authorized by the Marine Department for disposal of oily waste at Map Ta Phut Port. For hazardous waste, it is not allowed to dispose. For garbage management, the Map Ta Phut District Municipality is responsible for garbage disposal, directly. Organization structure of Map Ta Phut Port is shown in Figure 2.5.1-13.

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Economist Administrater Engineer Port Operation Division 2 -49

Public General Store Administration Finance and Accounting Environment and Operation Section/ Channel, Onshore and Offshore Administration Contract Administration Infrastructure and Facility Section Safety PMIS Relations Section

Contract Administration Section Operation and Maintenace (Income Collection and Debt Follow-up)

VTMS System Channel/Offshore Infrastructure and PMIS System Onshore Infrastructure and Facility Facility

Figure 2.5.1-13 Organization Structure of Office of Maptaphud Port

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(2.3) Laem Chabang Customs Office

According to the Notification of the Customs Department, Ministry of Finance, 2002 dated October 9, 2002, Customs Office at Leam Chabang Port is responsible for custom proceeding, collection of duty fee and other incomes, return of duty fee, control of vehicles and goods, inspection to release import or export goods through check point and violated goods from warehouse or tax free zone upon customs law and export industry zone upon IEAT’s law, as well as goods sampling analysis and testing, proceed illegal custom case, property in dispute and remaining goods under its responsibility.

(2.4) Laem Local Authority related to Port Waste Management

Local government organization is responsible for prevention and conservation of natural resource and environment, keeping cleanliness of road, water way, walk way and public places, garbage disposal in governing area of the organization.

Port waste management of each pilot port and each Local government organization governing the pilot port area are as follows.

Bangkok Port is under responsibility of BMA. For garbage management, Bangkok Port has signed the contract for hiring the private company for garbage collection and disposal in port area and from ship. The garbage is disposal at Prapradang Municipality and On-nut landfill.

Leam Chabang Port is under responsibility of Laem Chabang District Municipality. For waste management in Laem Chabang Port, there is waste collection of garbage generated in Laem Chabang area and from ship. Then waste is separated. General garbage is disposed at Landfill site of Leam Chabang Municipality. For hazardous waste, it is disposed by the GENCO.

Map Ta Phut Port is under responsibility of Map Ta Phut District Municipality. Currently, waste management of Map Ta Phut Port has been contracted out to Map Ta Phut Municipality for waste collection in Map Ta Phut Port area.

(3) Laem Private Company related Port Waste Management

Private companies involved in port waste management are classified into 3 groups as follow:

(3.1) Laem Company performing oily waste disposal from ship

Private companies giving waste management services for port include companies registered at the Marine Department as oily waste collection and treatment operator and concession companies for port management are classified into 2 main groups as follow. - Private company as factory according to the Ministerial Notification issued from the Factory Act, 1992 under category 101 or factory with central waste treatment operation include GENCO.

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- Factory according to the Ministerial Notification issued from the Factory Act, 1992 under category 106 or factory with recycle of waste using as raw materials.

Private companies or their agents (category 101) registered at the Department of Industrial Works as category 101 and 106 is required to register at the Marine Department with qualifications as required by the Marine Department, as well.

Lists of Waste Collection and Treatment Services for Waste generated from Ship according to the Notification of the Marine Department.3

1) General Environmental Conservation (Public) Co. Ltd. 2) Environmental Conservative Service Co., Ltd. 3) BYL Environmental Service Co., Ltd. 4) Waste Exchange Co., Ltd. 5) Cita Thai Waste Management Service Co., Ltd. 6) En-Technology Consultant CO., Ltd. 7) SC Management Co., Ltd. 8) VP and V International Byproducts CO., Ltd. 9) SCS Oil Co., Ltd. 10) Convoy Co., Ltd. 11) Millionaire Waste Service Co., Ltd. 12) Rechem Tech Co., Ltd. 13) BANGKOK PROSPERITY CO., LTD. 14) Professional Waste Technology (1999) Public Co., Ltd. 15) TEEPOPP GROUP CO., LTD 16) TARF COMPANY LIMITED 17) T.U.C. RECYCLE CO., LTD. 18) KANTAWAT ENGINEERING CO., LTD. 19) R.D. GREEN SOURCE CHEMICAL CO., LTD 20) S. CHAROENTHAI RECYCLE CO., LTD. 21) HANA ENVIRONMENTAL SERVICES CO., LTD 22) RUNGJAREON ENVIRONMENTAL SERVICES CO., LTD 23) PNP WASTE MANAGEMENT CO., LTD. 24) WASTE RECOVERY CO., LTD. 25) WANGCHULA DEVELOPMENT (2004) CO., LTD.

3 http://www.md.go.th/envilnotice329.html, November 2006

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26) TEEWASU CO., LTD. 27) GOLDEN BORN COOPERATION CO., LTD. 28) SAND AND SOIL RESINS COMPANY LIMITED 29) THAI HSING HYDROCARBON CO., LTD. 30) RECHEM TECH CO., LTD. 31) MAHACHAI AKE SIRIOIL LTD., PART 32) TUPTHONG ENGINEERING AND RECYCLE CO.,LTD. 33) ABSOLUTE INCINERATION CO.,LTD. 34) EASTERN SEABOARD ENVIRONMENTAL COMPLEX CO.,LTD. 35) WASTE MANAGEMENT SIAM CO.,LTD. 36) S.P.V. PETROLEUM CO.,LTD. 37) SUVARNABHUM WASTE RECOVERY CO.,LTD.

(3.2) Company Concession to provide Port Management

Concession of port management of Laem Chabang Port and Map Ta Phut Port and other ports is given to private sector for the management with the following details.

1) Bangkok Port

The administration of Bangkok Port is under the management of the Port Authority of Thailand.

2) Laem Chabang Port, with the following port operators:

• Port A - Port A0 LCMT CO., Ltd.

- Port A1 Laem Chabang Cruise Center Co., Ltd.

- Port A2 Thai Laem Chabang Terminal Co., Ltd.

- Port A3 Hutchison Laem Chabang Terminal Co., Ltd.

- Port A4 Ao Thai Cargo Co., Ltd.

- Port A5 Namyong Terminal Co., Ltd.

• Port B - Port B1 LCB Container Terminal 1 Co., Ltd.

- Port B2 Evergreen Container Terminal (Thailand) Co., Ltd.

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- Port B3 Easternsea Laem Chabang Terminal Co., Ltd.

- Port B4 TIPS CO., Ltd.

- Port B5 Laem Chabang International Terminal Co., Ltd.

• Port C - Port C0 Hutchison Ro-Ro Terminal (Thailand) Co., Ltd.

- Port C1 Hutchison Laem Chabang Terminal Co., Ltd.

- Port C2 Hutchison Laem Chabang Terminal Co., Ltd.

- Port C3 Laem Chabang International Terminal Co., Ltd

• Port D - Port D1 Hutchison Laem Chabang Terminal Co., Ltd.

- Port D2 Hutchison Laem Chabang Terminal Co., Ltd.

- Port D3 Hutchison Laem Chabang Terminal Co., Ltd.

ƒ Hazardous Warehouse In Laem Chabang Port, there is hazardous warehouse to give services of hazardous cargo loading/unloading and storage with safe to life, property and the environment. The Laem Chabang Port is driven to be the center for hazardous cargo loading and unloading in the South East Asia Region. For port management, the JWD Info Logistics Co., Ltd. has been selected to manage and operate hazardous cargo with 30 year period.

ƒ Shipyard and Dock Reserved area in up north of Port A belongs to the Unithai Shipyard and Engineering Co., Ltd. which concession has been given for the management and operation of shipyard. These consist of 2 floating docks with capacity to serve 140,000 DWT and 75,000 DWT ship, and at least 1 graving dry dock with capacity not less than 13,000 GT.

3) Maptaphut Port

Maptaphut Port management is given to private company to manage public berths which include: • 1 General Cargo Berth, concession is given to the Thai Prosperity Terminal (TPT), authorized in administration of general cargo loading for 30 years with the first berthing taken on March 27, 1992. • 2 Liquid Cargo Berths, concession is given to the Thai Tank Terminal (TTT), authorized in administration of liquid cargo

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loading for 30 years with the first berthing taken on May 25, 1992. • Dedicated Berth means berth with limit number of rival in consumption, only for concession group. Private sector or concessionaire is required to invest all construction of berth and facility. These types of berth include: o RBT Berth (Rayong Port Co., Ltd.), o NFC Berth (NFC Fertilizer (Public) Co., Ltd.), o ARC Berth (Allies and Refinery Co., Ltd.) o MTT Berth (Map Ta Phut Tank Terminal CO., Ltd.), o Glow SPP3 Berth (Glow SPP 3 Co., Ltd.), o BLCP Berth (BLCP Power CO., Ltd.).

(3.3) Other Port’s Operators

Besides, the operators of Bangkok port, Laem Chabang Port and Map Ta Phut Port, there are other ports belonging to private companies. 6 main ports authorized to be public ports for international cargo loading include. ƒ United Thai Shipping Co., Ltd., ƒ Siam Bangkok Port Co., Ltd., ƒ Thai Prosperity Terminal Co., Ltd., ƒ Bangkok Modern Terminal Co., Ltd., ƒ BDS Terminal Co., Ltd. and Thanapornchai Co., Ltd. and Thanapornchai Port Service Co., Ltd.

Cargo port of private companies located in Chao Praya River, central region, eastern and southern region are listed in Table 2.5.1-1 to Table 2.5.1-4.

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Table 2.5.1-1 Lists of Ports and Shipyards in Chao Praya River

No. Company No. Company 1 United Thai Shipping Co., Ltd. 50 Krungthai Bank (Public )Co., Ltd. 2 Thai Plastics and Chemicals (Public) Co., Ltd. 51 Warehouse Organization 3 Siam Bangkok Port Co., Ltd. 52 Pinthong Rice Co., Ltd. 4 United Grains Co., Ltd. 53 Mahasamut Rice Trading Co., Ltd. 5 United Flour Milk (Public) Co., Ltd. 54 Supanawa Partnership 6 Thai Prosperity Terminal Co., Ltd. 55 KWC Warehouse Co., Ltd. (Samutprakarn) 56 LTC Realty Co., Ltd. 7 Poolpopat Co., Ltd. 57 Siam Cement Co., Ltd. 8 Chaojom Warehouse Co., Ltd. 58 Charoen Thai Co., Ltd. 9 Thai Sugar Terminal (Public) Co., Ltd. 59 Tai Sae Co., Ltd 10 Nissin STC Flour Milling Co., Ltd. 60 Realter (Agriculture Cooperative) Co., Ltd. 11 Thanyakij Service Co., Ltd. 61 Siam Union Service Co., Ltd. (Ratburana) 12 Nakorn Siam Port Co., Ltd. 62 Saeng Thong Rice Trading Co., Ltd. (1968) 13 Bangchak Petroleum (Public) Co., Ltd. 63 Thai Rice Co., Ltd. 14 PTT (Public) Co., Ltd. 64 Electricity Generating Authority of Thailand 15 Shell (Thailand) Co., Ltd. (South Bangkok) 16 Esso (Thailand) Co., Ltd. 65 Electricity Generating Authority of Thailand 17 Caltex Oil (Thailand) Co., Ltd. (North Bangkok) 18 Siam Gas Industry CO., Ltd. 66 Wangchao Shipyard Co., Ltd. 19 Thai Damrong Pattana Co., Ltd. 67 Charoen Mankong Co., Ltd. 20 Thep Nakornsawan Co., Ltd. 68 Denchai Port Co., Ltd. 21 Asia Warehouse Co., Ltd. 69 Thai Ruam Thun Warehouse Co., Ltd. 22 Phanich Phukdi Co., Ltd. 70 Lenso Terminal Co., Ltd. (Initank) 23 General Warehouse Co., Ltd. 71 Cosmo Oil Co., Ltd. 24 C.R.C. Port Co., Ltd. 72 Chonlaprathan Cement Co., Ltd. 25 Bangkok Modern Terminal Co., Ltd. 73 Exxon Co., Ltd. 26 Thai Ruamthun Warehouse Co., Ltd (Bangchak, Prapadaeng) 27 Mitrphol Warehouse Co., Ltd. 74 Exxon (Thailand) Co., Ltd. 28 United Standard Terminal (Public) Co., Ltd. (Bangyaprak, Prapadaeng) 29 Laem Thong Sahakarn Co., Ltd. 75 Thup Sathaporn Co., Ltd. 30 Siam Chemical (Public) Co., Ltd. 76 Thai Solo Industry Co., Ltd. 31 Thai Central Chemical (Public) Co., Ltd. 77 Thai Fah Warehouse Co., Ltd. 32 Thai Ashahi Chemical Co., Ltd. 78 Thai Steel Bar Co., Ltd. 33 Tipco Asphast (Public) Co., Ltd. 79 Siam Cement Co., Ltd. (Prapadaeng) 34 Thai Wheat Industry Co., Ltd. 80 Pacific Plastics (Thailand) Co., Ltd. 35 BDS Terminal Co., Ltd. 81 Maenam Chemical (Maroo Benny) 36 Thai Ruam Thun Co., Ltd. Corporation Co., Ltd. 37 MC Siam Logistics Co., Ltd. 82 Srithep Thai Corporation Co., Ltd. 38 Thupsri Thai Warehouse Co., Ltd. 83 Siam Land and Service Co., Ltd. 39 Bangkok Steel Industry Co., Ltd 84 Laemthong Warehouse Co., Ltd. 40 TPI Oil Co., Ltd. 85 Steel Pipe Industry Co., Ltd. 41 Thonburi Warehouse Co., Ltd. 86 Asia Molass and Boon Chareon Warehouse 42 Chemical Warehouse Co., Ltd. Co., Ltd. 43 Asia Molass Partnership 87 CRC Port Co., Ltd. 44 Thai Fah (2511) Co., Ltd. 88 Heart Oil Siam Import Export Co., Ltd. 45 Nanaphan Enterprise Co., Ltd. 89 Union Carbide Thailand Co., Ltd. 46 PH Development Co., Ltd. 90 S & Y Commercial Co., Ltd. 47 Thup Sathaporn Co., Ltd. 91 B. PR Tradings Port Co., Ltd. 48 Siam Tank Terminal Co., Ltd. (Wichit Thanya) 49 Thanapornchai Co., Ltd. and 92 Bangkok Produces (Public) Co., Ltd. Thanaporn Port Service Co., Ltd. 93 TPI Ayuttaya Warehouse Co., Ltd.

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Table 2.5.1-1 (Con’t)

No. Company No. Company 94 Nalornluang Rice Mill Co., Ltd. (Port) 106 Sinthong Sawmill Port 95 Sila Thai Port Co., Ltd. 107 Thup Sathaporn Warehouse Co., Ltd. 96 Laemthong Agricultural Products Co., Ltd. 108 Nakorn Luang Rungrueng Co., Ltd. 97 CP Inter-trade Co., Ltd. 109 Nakorn Luang Rice Mill Co., Ltd. 98 Inter Tran Co., Ltd. (Nakorn Luang) 99 Thai Sawaskij Co., Ltd. 110 Chokchai Warehouse Co., Ltd. 100 S. Phoen Rungrueng Co., Ltd. 111 Thung Thong Co., Ltd. 101 Bang Pa-in Silo Co., Ltd. 112 PS Nakorn Luang Co., Ltd. 102 Phatara Co., Ltd. 113 Rung Thawi Thup Partnership 103 Namsub Thai Mine Co., Ltd. 114 Jumbo Jet Co., Ltd. 104 Trans Unique Asian Co., Ltd. 115 Picnic Corporation (Public) Co., Ltd. 105 PR Inter Trade Co., Ltd.

Sources : 1-56 : Lists of port operators authorized for port operation in accordance with Notification of revolution committee Vol. 58 http://www.md.go.th/mpb/ompc.php 57-116 : Lists of ports, Environmental Division of Marine Safety and Environment Bureau

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Table 2.5.1-2 Lists of Ports in the East

No. Company No. Company 1 PTT (Public) Co., Ltd. 19 Rayong Refinery Co., Ltd. 2 Ao Thai Warehouse Co., Ltd. 20 Star Petroleum Refining Co., Ltd. 3 Laem Chabang International Terminal Co., Ltd. 21 National Petrochem (Public)Co., Ltd. 4 Evergreen Container Terminal (Thailand) 22 Thai Prosperity Terminal Co., Ltd. (Rayong) Co., Ltd. 23 Petrochemical Thai Industry Co., Ltd. 5 Banpoo Terminal Co., Ltd. 24 Rayong Port Co., Ltd. 6 IPS Co., Ltd. 25 Maptaphut Tank Terminal Co., Ltd. 7 Eastern Laem Chabang Terminal CO., Ltd. 26 LCB Container Terminal 1 Co., Ltd. 8 Kerry Siam Sea Port Co., Ltd. 27 Thai Laem Chabang Terminal Co., Ltd. 9 Esso (Thailand) (Public) Co., Ltd. 28 Laem Chabang Cruise Center Co., Ltd. 10 Thai Oil Co., Ltd. 29 Laem Chabang International Terminal 11 Sriracha Harbor (Public) Co., Ltd. Co., Ltd. 12 Sriracha Silo Co., Ltd. 30 BLCP Power Co., Ltd. 13 Thai Public Port Co., Ltd. 31 Hutchison Laem Chabang Terminal Co., Ltd. 14 Unique Gas and Petrochemicals (Public) 32 Glow SPP 3 Co., Ltd. Co., Ltd. 33 PTT Co., Ltd. (Sriracha) 15 World LPG Group Co., Ltd. 34 Siam Terminal and Warehouse Co., Ltd. 16 Bangpakong Terminal (Public) Co., Ltd. 35 Shell Thailand Co., Ltd. (Maptaphut) 17 Thai Tank Terminal Co., Ltd. 36 Thai Polypropyline Co., Ltd. 18 NFC Fertilizer (Public) Co., Ltd. 37 Phadaeng Property Co., Ltd.

Sources: 1-32 : Lists of port operators authorized for marine port operation in accordance with revolution committee Vol. 58 http://www.md.go.th/mpb/ompc.php 33-37 : Lists of ports, Environment Division of Safety and Environment Bureau, Marine Department

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Table 2.5.1-3 Lists of Ports in the South, Gulf of Thailand

No. Company No. Company 1 TPI Oil Co., Ltd. 18 Pratip Sealand Construction Partnership 2 Shell Thailand Co., Ltd. (Suratthani) 19 Surat Thathong Co., Ltd. 3 Thai Petroleum Service Co., Ltd. 20 Pure Prime Co., Ltd. 4 Tipco Asphast (Public) Co., Ltd. 21 PTT (Gas Storage) Co., Ltd. and PTT 5 PTT (Public) Co., Ltd. (Suratthani) (Oil Stoage) CO., Ltd. 6 Siam Gas Industry Co., Ltd. 22 Panjapattana Engineering and Commerce 7 Siam City Cement (Public) Co., Ltd. Co., Ltd. 8 Unique Gas and Petrochemicals (Public) 23 Siam Sahaborakarn (Public) Co., Ltd. Co., Ltd. 24 PC Petroleum and Terminal Co., Ltd. 9 Khanom Port Co., Ltd. 25 Unique Gas and Pertrochemicals (Public) 10 PTT (Public) Co., Ltd. (Nakorn Si Co., Ltd. Thammarat) 26 Surat Bitumen Co., Ltd. 11 PTT (Public) Co., Ltd. (Songkla) 27 PC Siam Petroleum Co., Ltd. 12 Chao Praya International Port Co., Ltd. 28 PK Marine Trading Co., Ltd. (Songkla) 29 NP Marine Co., Ltd. 13 Shell Thailand Co., Ltd. (Songkla) 30 Thathongmai Inter Trade Co.m Ltd. 14 Caltex Oil (Thai) Co., Ltd. (Suratthani) 31 Surat Port and Terminal Co., Ltd. 15 Donsak-Samui Port Asset Management 32 Bangsaphan Port Co., Ltd. (Donsak) 33 Songkla Port 16 Donsak-Samui Port Asset Management 34 Petchburi Terminal Co., Ltd. Co., Ltd. (Samui) 35 P rachuab Port Co., Ltd. 17 PTT Exploration and Production International (Public) Co., Ltd.

Sources: 1-18 : Lists of port operators authorized for marine port operation in accordance with revolution committee Vol. 58 http://www.md.go.th/mpb/ompc.php 19-35 : Lists of ports, Environment Division of Safety and Environment Bureau, Marine Department

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Table 2.5.1-4 Lists of Port in the South, Andaman Side

No. Company No. Company 1 Southern Port Co., Ltd. 6 PTT Co., Ltd. (Phuket) 2 Krabi Development Co., Ltd. 7 Electricity Generating Authority of 3 Shell Thailand Co., Ltd. (Phuket) Thailand 4 Chao Praya International Port 8 Tammaluan Port, Satun Co., Ltd. (Phuket) 9 Phuket Port 5 Jienwanich Transport Co., Ltd. 10 Kantang Port, Trang

Sources: 1-7 : Lists of port operators authorized for marine port operation in accordance with revolution committee Vol. 58 http://www.md.go.th/mpb/ompc.php 8-10 : Lists of ports, Environment Division of Safety and Environment Bureau, Marine Department

2.5.2 Assessment of Organization Structure responsible for Waste Management

The structure of organizations responsible for port waste management is assessed in order to develop waste management of port to meet obligations of the MARPOL 73/78 convention. Initially, it is found that existing key agencies controlling activities and being responsible for issuing waste management regulations of 3 ports include:

(1) At the policy level, agencies responsible for control of ship waste delivery and disposal include Marine Department, Department of Industrial Works, Pollution Control Department and Customs Department. These agencies will issue regulations for waste management control of waste generated from ship.

(2) At operating level, responsible agencies include Port Authority of Thailand with Bangkok Port Office and Laem Chabang Port Office as operating level in the area, and Industrial Estate Authority of Thailand with Maptaphut Port Office. These agencies are responsible for operational control in area level and the Customs Office of each port is responsible for inspection and duty fee collection.

(3) The operation in operating level on waste collection and treatment of oily waste generated from ship include private companies authorized from the Department of Industrial Works in category 101 and 106, as well as authorized from the Marine Department for operation of waste collection and treatment as required procedure.

In addition in Map Ta Phut, port developer has role in waste collection and treatment control in the port by issuing its own regulations for operation of responsible port area.

(4) Bangkok and local organization concerned with port waste management has role in provision of waste disposal site in order to receive waste generated from port. Map Ta Phut municipality also has responsibility to collect garbage and transfer to disposal site of the municipality.

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Initially, it is found that problems in relation to structure of agencies responsible for waste management include:

(1) Problem related to operation complexity since there are several laws to control waste transfer from ship. Once, waste generated from ship has not been delivered from ship to inland, only regulation to be enforced is the Marine Department as responsible agency, which will control only activities related to management of waste generated from ship in the sea. When above activities are moved to inland, additional legislations to be considered include regulations under responsibility of the Department of Industrial Works and environmental laws under responsibility of the Pollution Control Department. In addition, the Customs Department may involve in the above activities, in case of commercial waste evaluated.

(2) Problem related to coordination at operating level, since the procedures include coordination with several agencies responsible for control of waste management from ship, ship representative or companies authorized for waste management is required to coordinate with several agencies in several procedures.

(3) Problem related to management of authorized company, the services of companies registered as Category 101 and 106 have different standards which make operation cost different resulting in more competition of services. Mostly, companies registered as Category 106 is selected for the services. If company has lower standard, the service may generate problem.

(4) Problem related to inadequate personnel for monitoring of waste collection and treatment operation of the company, in particular waste transfer procedure to dispose outside the port whether is properly disposed and generate any environmental impacts,

(5) Problem related to readiness of personnel and equipment for waste reception from ship of companies authorized for waste collection and treatment from ship in term of adequacy and efficiency,

(6) Problem related to unclear regulations i.e. the request for reception of wastewater generated from toilet and kitchen of passenger/tourism ship, which the allowance can not be given since there is no clear relevant laws for such waste management.

(7) The process of sampling and waste characteristic monitoring, it is required qualified personnel and it takes times for analysis which it does not meet navigation schedule of users.

(8) It is necessary to improve the role of concerned government agencies in order to define main authority and function for port waste management to comply with port waste management as required by the obligation of the MARPOL 73/78 convention.

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2.6 STUDY ON TERM OF REFERENCES FOR HIRING THE CONTRACTOR AND EVALUATION OF WASTE MANAGEMENT CONTRACT

2.6.1 Review of Investment contract for installation and Operation of Ship Oily Waste Reception facilities at Laem Chabang Port

(1) Authority and Function of the Port Authority of Thailand

(1.1) The Port Authority of Thailand (PAT) is required to provide a plot of land and facility for construction of ship waste treatment plant and installation of oily waste reception facilities. The total areas is 6,250 m2 comprising 15 rai or 6,000 m2 on main land and area for piping alignment of 5m width as well as a conveyer bridge to ship terminal with a length of 200m.

(1.2) PAT has the authority to inspect operator’s performance in term of operation efficiency, environmental protection, operation measure, maintenance, property use, inventory inspection, request for submission and auditing of operation statistic data, inspection when port user’s and people’s complaints, and operation inspection which the operation shall not conflict the applicable laws.

(1.3) The authority for the future improvement and development of the Laem Chabang Ports is still under PAT’s authority. These include authority related to consideration of facility structure improvement and service fee when requested by the operator.

(2) Responsibility of Operators

(2.1) The operator shall provide infrastructures in the area where waste facility is installed as well as provide facility and utility for maintenance.

(2.2) The operator shall request for the permit, approval or concession or operation certificate.

(2.3) The operator shall pay for the fee to PAT comprising 2 parts as follow. • Annual fixed fee shall be paid for 4 payments a year sooner at the beginning of each quarter. • Additional fee shall be paid by the operator on a monthly basis with 5% rate, which is the income obtained from service fee collection of ship oily waste treatment. • If the amount of waste collected exceeds 40,000 ton per year, additional 1% fee of the income collected from ship oily waste treatment service shall be paid by the operator.

(2.4) The operator shall pay for tax, custom duty, stamp duty and fees as stipulated in the contract.

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(2.5) The operator shall pay for all expenses related to public utility services incurred from construction and operation of ship wastewater treatment plant.

(2.6) According to Thai law, the organization structure of the operator shall consist of Thai citizen or Thai juristic person holding at least 51% of the shares throughout the contract period. The registered capital with full payment of minimum 50 million baht and The operator shall not transfer or sale any operation or property without permission of PAT.

(2.7) The operator shall operate and give services to all ships with regardless of any ship nationality. The services depend upon the readiness and commercial management. In an emergency case related to PAT’s benefit, country concern, public safety, infrastructure safety or condition in the contract, PAT has right to take over an operation without any conditions and no need to take responsibility of any damages incurred.

(2.8) The operator shall not bring others (third party) to share an operation or transfer the whole or partial business, or subcontract the whole or partial management to others according to the contract. However, some activities are allowed to subcontract after PAT’s formal approval. In case of equipment rental required for use in the ship wastewater treatment plant, the rental contract shall address that PAT is able to operate the facility instead or to take over and continue the rental right.

(3) Ownership of Property

(3.1) PAT has right of ownership over properties in the area of ship oily waste reception facility provided by the PAT.

(3.2) Property i.e. additional infrastructures, facilities, and equipment provided for waste treatment plant, the operator has right of ownership throughout the project period. Once, the contract is terminated or cancelled in any cases, the properties will become PAT’s ownership promptly without compensation request.

(3.3) After project period termination or cancellation in any cases, PAT has right of ownership to buy the whole or partial property upon book value price.

(4) Letter of credit

The operator shall issue a letter of credit covering the construction and installation of ship oily waste reception facilities (with amount of 15,055,400 Baht). In addition, a letter of credit covering payment of the fee and operation (with amount of annual fee of each year, if the more fee increases, the more amount of letter of credit shall be added).

(5) Contract Period

The contract covers 20 year period, starting from an effective date of the signed contract.

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(6) Termination of Contract

(6.1) Termination of contract since the operator defaults or is in breach of any sections of the contract

PAT will give notice to the operator within 90 days. If the operator is unable to correct according to the contract within 90 days, PAT has right to terminate the contract. The operator shall take responsibility for any losses or expenditures incurred to PAT during the stated period.

In case the operator defaults the condition as addressed in the contract or is in breach of the contract which causes damages to country benefits, public safety or international acceptable standard in relation to safety for ship waste treatment plant or infrastructure, PAT has right to terminate the contract, promptly.

The termination of the contract before completed date due to non- compliance with the contract, PAT has right to hold all letters of credit and occupy ship waste treatment plant and all equipments as well as to take over the management and operation, promptly. The operator has no right to claim any losses, neither directly nor indirectly.

(6.2) Termination of contract in special cases

Termination of contract due to security of the country, public safety and etc., notice in writing will be given to inform the operator. In this termination case, compensation will be paid by PAT to cover equipment and facility cost as well as properties provided by the operator for an operation of ship waste treatment plant. Even the operator has no right to claim any damages incurred from the contract termination and profit loss as forecasted in advance. The operator shall also take responsibility for any damages of property for 1 year when right of ownership is transferred to PAT effective on terminated date.

(7) Arbitration

In case of any dispute or controversy between operator and PAT in relation to the contract requirement or compliance with the contract and both parties fail agreement, then a party can submit the dispute to arbitrator for arbitral decision. During awaiting arbitral decision of arbitrator, the operator shall comply with the contract as specified by PAT, except for contract termination.

(8) Fine

PAT has right to charge the fine from operator with rate of 10,000 baht per day if it is in breach of the contract in any cases. If the operator is in breach of the condition of the contract, fine shall be paid starting from date in breach of the condition of the contract to date when the operator has made correction completely, in each case.

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(9) Force Majeure

If either party is unable to comply with the condition of the contract by reason of force majeure, such party shall give to other party notice promptly within 10 days after its occurrence. Such party shall give to other party written notice of the event’s acceptance and accepts for its consequence occurred from the obligation and responsibility according to the contract.

(10) Mandatory Requirements

(10.1) Construction, Management, and Operation

Construction, management, and operation shall comply with the Ministry of Industry’s standard and recommendations from IMO. The designs is required to propose to PAT and to be approved by concerned agencies prior to construction. The facility shall have capacity not less than 40,000 m3 per year. The construction shall complete within 18 months after signing the contract. Information technology system shall be provided for port management. The operator shall give fully cooperation and support in port business development. One copy of the accounting which is audited and submitted to the Revenue Department shall be submitted to PAT not more than 5 months after the end of fiscal year.

(10.2) Service Fee

Service fee shall be collected by the operator upon the fee rate that service fee structure and rate is co-established by the PAT and operator and it is already approved by the PAT. PAT has right reserved to revise or change the service fee rate or service fee structure. The PAT and operator shall provide amended agreement in relation to added or reduced benefit, according.

(10.3) Port’s Rules and Regulations

The operator shall operate ship waste treatment plant according to port’s laws, policies and standards that be enforced by the PAT and related government agencies. The operator may issue own rule and regulation but not to cause any conflicts to the contract and is required to get approval prior to enforcement.

(10.4) Insurance

The operator shall provide insurance for the facilities, workers, and employee as well as the third party. The operator shall not conduct or allow or permit any activities that may cause insurance invalid or terminated.

(10.5) Alteration of Personnel

The operator shall inform PAT related to an appointment, employment and change in key personnel to be the operator according to the contract. PAT has right to give written notice to the operator to change the above key personnel, if

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(10.6) Infrastructure modification is required to get approval from PAT or related government agency. The operator shall take responsibility for the design of all facilities and its expenditure that are not provided by PAT.

(10.7) Maintenance Requirements

1) Maintenance of Equipment, Infrastructure and continual equipment

The operator shall take responsibility for maintenance of all infrastructure and equipment used in ship waste treatment plant in good condition. PAT will not be responsible for any infrastructure or equipment damages incurred by users.

2) Damage Maintenance due to Accident

The operator shall perform in compliance with the law to users or the third party which damage occurred as representation of PAT.

In case the third part incurs damage, the operator shall be responsible for the repair in normal condition and functioning to satisfy PAT. The operator shall claim those repair cost from the third party. The occurrence shall be informed to PAT within 24 hours after accident. The report related to the damage incurred from the accident, its maintenance after post accident, all maintenance and details of related third party shall be provided to PAT and retained for at least 2 years or until contract termination upon which case will come sooner.

(10.8) Total Maintenance or Improvement of Equipment and Infrastructure Maintenance

Before contract termination for 6 months, the operator shall conduct total maintenance or all equipment improvement and maintenance of infrastructure in normal functioning condition, and shall complete sooner at least 30 days before contract termination date.

(10.9) Related Services

The operator shall give related services to satisfy PAT and be responsible for all costs which include fire fighting, work safety and security, pollution and environmental control, cleanliness and hygiene.

PAT will provide other services including fire fighting unit with equipment, safety and security within port area and gas station in port area.

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(10.10) Limitation of Ship Waste Treatment Plant Use

Limitation of ship waste treatment plant is used to transfer and treat ship waste only. If the operator is required to perform other activities outside specified scope, it is required to approve by PAT prior to operation.

(10.11) Access to Ship Waste Treatment Plant

PAT and authorized person from PAT has right to access to the plant at any time for inspection of facility and operation upon the contract. The operator shall provide equipment to facilitate with no charge from its operation.

(10.12) Environmental Requirements

The operator shall comply with the National Environmental Quality Act 1992 and related environmental laws, strictly.

(10.13) Intellectual Property

The management and operation, the operator shall avoid PAT not to involve in any breach of copyright, patent and intellectual property.

(11) Other Requirements

The operator shall propose operation plan to PAT. The plans include marketing plan, long term obligation with port, maintain good relations with related industrial sectors, maintenance program to prevent damage, training program related to ship oily waste management, transfer operation, and treatment to Thai qualified citizen, and lists of assets provided by the operator.

(12) Dispute with the third Party

(12.1) The operator shall be responsible for any conduct and compensation of loss incurred by operator, representative, employee of operator, representative of subcontractor or contractor, if damage incurred to third party.

(12.2) The operator shall be responsible for any damage generated directly from negligence or nonconformance with the standard.

(12.3) Such party shall inform other party promptly, in case the third party sue or claim for damage compensation which may require such party to co-compensate the damage upon the contract.

(12.4) Each party should agree to compromise the claim without any disagreement of other party.

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(13) Evaluation of Contract for Installation and Operation of Ship Oily Waste Reception Facilities at Laem Chabang Port

From the evaluation of contract for installation and operation of ship oily waste reception facilities at Laem Chabang Port, it is found that the contract has specified role, authority, responsibility of both party to operate upon the contract. These include location provision, design and construction, project operation guarantee, property occupation right, project operation duration, benefit payment to PAT, project management, equipment maintenance, repair in case of damage incurred from accident, operation inspection, performing in case of dispute with third party, proceeding in case of dispute between 2 parties, contract termination in case of non-conformance with the contract and force majeure, stopping dispute by arbitrator. From the analysis of weakness and strength of the contract, the following items are found.

(13.1) It is the contract that all investment will come from private investor (except for land provided by the Port). The investor will have right to operate for 20 years starting from contract signing date (July 1, 2004). When the contract complete, all properties of investor belong to the Port as Built-Operate-Transfer (BOT).

(13.2) There is a risk for PAT that the investor may have financial problem or other problems that is unable to invest and operate against the work plan. However, the strength is that details including equipment, investment and financial plan are specified in the technical proposal in order to ensure that investor will execute the project as planned.

In addition, the contract is required construction guarantee of 15,055,400 baht by the Siam Commercial Bank. The guarantee is to be forced from guarantor promptly which is the strength.

(13.3) On the other hand, it is weakness since the above benefit guarantee is valid for 1 year only (not 20 years) and 5% benefit is calculated from income collected from oily waste treatment service fee. This will cover only income collected from the service but not cover income generated from selling recycle waste and others (estimate income – waste treatment service is 3.02 billion baht per ton but recycle waste selling is 3.50 billion baht per ton). However, this depends upon benefit negotiation of the port.

(13.4) Maintenance requirement is specified that the operator shall maintain infrastructure and all equipments in ship waste treatment plant in normal and functioning condition, which is the strength. Normally, the BOT contract when nearly complete the project contract, there may be inadequate maintenance in order to be a tool for contract renewal negotiation.

(13.5) The strength is that use of the convention to be a tool to settle dispute. Since the dispute will be final by arbitrator who has competence in the business. In case of going to the court, the dispute will be limited between both parties and not affect the public.

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(13.6) The condition as specified in the contract said that the operator shall have Thai share holder of not less than 51%. On the other hand, it may be a limitation in case of crisis that Thai is unable to execute the project.

In conclusion, the strength of this contract is to prevent port’s risk and have more strength than weakness.

(13.7) The provision and transfer of land by the port, normally there is no problem if it is the public land and under the port’s occupation. Practically, the project owner is unable to transfer land with some reasons, this will affect investor unable to start its implementation. It is quite difficult to solve this problem and be dispute i.e.

2.6.2 Review of Contract Condition made with Private Company concession for Port Waste Collection at Bangkok Port

(1) Key Issues of the review of contract condition made with private company concession for port waste collection at Bangkok Port are detailed below.

Waste management in Bangkok Port area is given to private participation which services cover inland and ship waste collection and transfer to disposal site outside port area.

The contract condition has specified the qualification of waste collector which includes the following details.

- The operator to be engaged for waste collection shall be juristic person and have experience in waste collection for not less than 1 year with certificate letter from government or private agency. - The operator shall provide equipment for collection of waste from ship or waste reception boat with capacity of not less than 5 m3, not less than 2 boats, daily. Submission of boat registration or right to utilize the boat and certificate of boat operator given by the Marine Department is required. The contract also require the operator to provide boat and qualified operator on duty on the boat according to the Marine Department’s regulation and waste transfer truck as specified by law for waste transfer to disposal site. - The contract has specified that the operator shall provide berth and equipment to transfer of waste from ship to disposal site. All costs shall be covered by the operator. - The contract has specified location for ship waste collection. - The operator shall provide garbage disposal. If the site belongs to government agency, disposal permit shall be obtained from agency responsible for garbage disposal site.

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- The contract has specified that the engaged operator shall report ship waste collection result with document showing daily operation to Harbour Service Division on a daily basis. - The contract has specified an operation period (365 days). - The contract has specified term of payment to engaged operator. - The contract has specified fine when unable to operate. The port has right to engage other operator to replace the operation which all expenses shall be covered by the operator. Daily fine with 0.1% of total contract cost, value added tax included is also specified in the contract. - The contract has specified the right for contract termination, if unable to start an implementation within specified schedule or non-conformance with any conditions or sections of the contract or the Port has considered that the operator is unable to execute upon the contract. In case termination of contract, the Port has the following rights. • Hold the guarantee upon the contract or claim from one who issues the guarantee, • Claim for compensation or loss generated according to right of the Port, • Consider to black list according to government regulation, • The Port has right to engage other for an operation in remaining period, - The contract reserves rights to quote price related to: • Signing the contract to be done when the Port gets annual fiscal budget approval, • Right reserved for bidding cancellation which it is not necessary to hire the lowest bidder. The bidder has no right to claim for any loss, • Holding the guarantee or claim from guarantor and compensation (if any) as well as black list and submission of the list to inform the Ministry of Transport. In case bidder is selected but not sign the contract or agreement within the timeframe or not comply with the contract or agreement by unreasonable reason.

(2) Evaluation of Contract with Private Company for Concession of Ship Waste Collection at Bangkok Port

The contract with private company for concession of ship waste collection has specified qualification of party who shall be juristic person with capability to collect waste generated from ship, work experience, readiness of equipment, availability of berth and readiness of disposal site. From the contract analysis the following strengths and weaknesses are found.

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(2.1) It is a subcontracting or contracting with the PAT as owner who has right to select any contractors upon general sub-contract.

(2.2) For this engagement, the PAT as state enterprise has specified detailed requirements and conditions transparently and fairly to sub contractor. This is the strength.

(2.3) The condition has specified that it is not necessary for PAT to engage the lowest proposed price. This is the strength to PAT to consider other feasible areas of the proposal, not only financial proposal. Since PAT has to share social responsibility, it requires to engage efficient contractor.

(2.4) If the contractor do not comply with the contract, it is appropriate to require guarantee upon the contract which is the strength.

(2.5) Section 2.3 is the weakness of this contract. It has specified that contractor shall be coordinator to provide waste disposal site. Some contractor may get benefit from not to dispose at the site provided. If revise the contract to amend that contractor shall inform disposal location or site. This can correct the weakness. The PAT should involve in social responsibility by prevention of contractor to generate social problem. Even, the enforcement can be made by PAT from the operation guarantee upon the contract, correction of social and environmental impact, sometimes, is unable to make by using money.

2.6.3 Problem and Limitation in Contracting and Implementation of Ship Waste Management

For privatization contracting of ship waste management at Laem Chabang Port, it is found that only contract for oily waste management is made (MARPOL 73/78 Annex 1). Currently, there is no implementation since there is problem on land transfer.

Contracting of private company for ship waste collection at Bangkok Port, it is found that there is no problem of engagement. However, the key concerns to be given for ship waste collection of Bangkok Port are concession company’s experience and its readiness. To specify the qualification will make ship waste collected efficiently. So, only a few companies are qualified for bidding. However, the private contracting for ship waste collection of Bangkok Port should specify registered investment capital of concessionaire and provision of guarantee issued by the bank to prevent loss incurred from the concession.

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2.7 GENERAL INFORMATION OF THE EXISTING WASTE MANAGEMENT SYSTEM OUTSIDE THE PORTS

2.7.1 Waste treatment methods

(1) Oily waste (MARPOL Annex I)

The oily waste discharges as per Annex I to the reception facilities are usually a mixture of oil, water and solids. Each type of these oily wastes has their own composition ratio.

(1.1) Solid contaminated with oil, such as the scale and sludge from tank cleaning or the oily residues/sludge (resulting from purification of fuels and lubricating oils) and adsorption materials for machine department cleaning, is treated by separating oil form the solid. One of such separating methods is using the chemical substances for dissolving oil from solid. The dissolved oil is able to recycle or disposal by high temperature combustion while the solid should be treated as the hazardous waste.

Treatment process: - Flushing or washing by using chemical substance for dissolving oil from solid. - High pressure/stream water pressure for increasing the oil-solid seperating efficiency. - High pressure cleaning using chemical. - Thermal cleaning. - Bioremediation

Disposal process: - Sanitay Landfill - Incineration - Co-incineration such as incinerating with cement industry - Bioremediation

(1.2) Liquid contaminated with oil, such as the oily bilge water (generated in the bilge of the ship’s machinery spaces and thereby contaminated with oil and other substances, the oily tank washings (slops), and the dirty ballast water, can be treated by various methods depending on technologies, cost, and reuse or recycle needs.

Treatment process:

To achieve the effluent standard as required, the treatment comprises of three main steps shown in the Table 2.7.1-1:

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Table 2.7.1-1 Methods of treating Annex I related wastes

Treatment Step Method of treatment Details Separation of oil, water and Gravity seperation sediments Improve the separation by increasing the surface area for separation and promotion of Plate separator coalescence. Different types available, such as corrugated plate separator, parallel plate inceptor, etc. Types available include drum Primary treatment Skimmer separation skimmer, disc skimmer and belty skimmer. Injection of air bubbles by IAF or Flotation DAF systems. Floating particles can be collected by skimmers For oil and water separation two types of filters are used, which are Filtration coalescence filters and precoat filters. Centrifuges Separation by centrifugal force Use of micro organism for Secondary treatment Biological treatment degrading dissolved organic components Treatment lagoon Use natural treatment Tertiary treatment Use chemical substances for Demulisifier separation between oil and water

(2) Noxious Liquid Substances (Annex II)

The NLS residues/water mixtures result from ballast water or tank washings containing cargo residues of noxious liquid substances. The main problem is that this waste can contain many different types of chemicals, each of their own particular properties. The treatment has therefore to be adapted at the kind of the substances transported by the ship. In the following table an overview is given over the general steps of the treatment processes.

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Table 2.7.1-2 Methods of treating Annex II related wastes

Treatment Step Method of treatment Details The rack is used for the separation Screening of the solids Settling tanks are used for the gravity separation (the problem is Gravity separation Primary treatment that many chemicals are soluble in water) Centrifugal separation Separation of water and oil Separation of water and oil Filter separation (coalescence filters, precoat filters) For breaking of the oil/water emulsions a large variety of Precipitation chemicals are available, each for its Secondary treatment specific application (chemical) Neutralisation Neutralisation of the liquid waste Ion exchange / Oxidation by ozone / Oxidation by hydrogen peroxide For waste water containing Secondary treatment chemicals this treatment is usually Biological Treatment (biological) combined with an activated carbon filter Tertiary treatment Specific Treatment

The NLS residues/water mixtures have to be treated in facilities able to apply the required special treatment processes, e.g. treatment plants of chemical plants which produce the same kind of substances.

(3) Harmful substances in packed form (Annex III)

The waste specified under Annex III has to be handled by special assigned task forced equipped with special equipment and safety gear (protective clothing). The waste can be transported to hazardous waste landfills and can be burned in incinerators. Under MARPOL it is not subject to be received at waste reception facilities in the ports.

(4) Wastewater from ships (Annex IV)

The sewage has to be treated by means of waste water treatment plants in order to clean the water to ensure the safe drainage of the water. Furthermore reusable substances may be utilized during the treatment process. The general treatment process for waste water comprises of primary treatment (mechanical treatment), secondary treatment (biological treatment, chemical treatment, physical-chemical treatment) and tertiary treatment (Nitrogen/Phosphorus removal).

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Primary Treatment: In the primary treatment the large objects will be removed from the waste water by means of screening. In the grit chamber the velocity of the influent will be reduced to allow sand particles to settle down. Grease and oil will be removed from the water in the grease separation chamber. In the final stage of the mechanical treatment the waste water passes slowly through the primary sedimentation tanks, allowing solids to settle and floating materials, e.g. plastic, to rise to surface where they can be skimmed off. The mechanical treatment produces a generally homogeneous liquid which can be treated biologically. The during the treatment process retained substances will be separately treated or processed.

Secondary Treatment: The secondary treatment can be done by biological, chemical or physical-chemical means. • In the biological treatment is made of the ability of biota, in particular aerobe / anaerobe bacteria, to consume biodegradable soluble organic contaminants and bind much of the less soluble fractions into floc particle. These processes are similar to the natural self purification of water bodies, but it is by technical means much accelerated. The well-known system of this treatment is Activated Sludge (AS) • The chemical treatment neutralises the waste water by adding of chemicals. • The physical-chemical treatment uses flotation, ion exchanger, reverse osmosis, etc. In the final step of the secondary treatment the biological floc or filter material will be settled and effluent will contain a very low level of organic material and suspended matter.

Tertiary Treatment: During the tertiary treatment the effluent quality is raised to the standard required before it is discharged to the receiving streams i.e. river, sea, etc. If disinfection is required it will be done in this final process.

(5) Garbage (Annex V)

The waste specified under this annex comprises the following pollutants generated during the normal operation of the ship: • Plastic • Floating dunnage, lining or packing materials • Ground paper products, rags, glass, metal, bottles, crockery, etc. • Cargo residues, paper products, rags, glass, metal, bottles, crockery • Food waste • Incinerator, ash

Depending of the type of waste it can be recycled, burnt at incinerators or has to be disposed at landfills.

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The term Recycle means the separation of material for processing and preparation so that waste can be used as secondary raw material (replacing virgin material) and can be taken back to the production process. In general it is distinguished between down cycling and up cycling. Down cycling means that the quality of the recycled product is of a lower quality than the original product. Up cycling on the contrary means that the quality of the recycled product can reach at least the quality standard of the original product. As recycling provides numerous environmental benefits it is the most desirable option.

By burning the waste in the incinerators by means of high temperatures the volume of the solid waste will be reduced considerable and, depending on the type of incinerator, energy can be generated by the incinerators. With the modern filter technology a very effective flue gas cleaning can be achieved. The incinerator ash has to be disposed in a landfill.

The landfill is a waste management plant, in which waste is kept above ground without time limitation. Landfills require constant monitoring in order to ensure that no harmful substances can leak into the groundwater, water bodies or the air. In principal landfills are classified into three different types, depending of the waste disposed. Class I landfills are designed to receive less harmful waste, class II harmful waste and Class III landfills for hazardous waste.

(6) Air emission from ships (Annex VI)

In the MARPOL Annex VI the requirements for the limitation of air emission from ships are set. Air emissions on ships are generated by the ship engine and by shipboard incineration. These emissions include ozone depleting substances, nitrogen oxides (NOx), sulphur oxides (SOx) and volatile organic compounds (VOCs). Furthermore emissions from shipboard incineration.

(SOx) treatment methods:

- Using the low sulfur content in fuels is reducing SOx from its generating source. - SOx emission control by using scrubber is one of reducing methods. The scrubber can control the exaughted air by injecting the SOx adsorption chemical substances in machine stack. The SOx adsorpted substance sinks to the bottom and the residue gas blows on the top. Example of the SOx adsorption chemical substances are the lime stone, slaked lime, mixture of slaked lime and ash etc. The technology scrubber is called as “Flue Gas Desulfurization, FGD” and it is depending on the chemical adsorption substance conditions, such as wet, spray dry, and dry srubbers. - Sea water scrubbing is another technology for desulfurization. Its principal is similar to the general scrubbers but its use the sea water insteaded of chemical substances.

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(NOx) treatment methods:

- Water injection to the combustion chamber. Water is mixed with fuel resulting in reducing the combustion temperature. Then, NOx generation is reduced. - Humid air motor (HAM): water is injected to the combustion air resulting in reducing NOx emission. - Selective catalytic reduction (SCR): the uria or ammonia is injected to the catalytic convertor resulting in reducing NOx emission.

Subject of the survey and discussion will be only the MARPOL annex I, II, IV and V related wastes. The MARPOL annex III and annex VI related wastes will not be included, for the reasons mentioned above.

2.7.2 Existing waste treatment facilities outside the ports

In all three provinces in which the projects ports are located a dense grid of waste treatment facilities are existing. Based on the information provided by the Bureau of Environmental for the Region XIII and the Consultants inquiries at Bangkok municipality three maps were compiled by the Consultant showing the location of the existing wastewater treatment plants and landfills in each of the three provinces.

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Bangkok Province:

B - S - 3

B - W - 7

BANGKOK B - W - 3 BANGKOK PORT B - W - 2 B - S - 1 B - W - 1 B - W - 5 S - S - 1 B - W - 4 B - S - 2

B - W - 6

Code Wastewater Treatment Plant Code Landfill B - W - 1 Sri Praya B - L – 1 Oon Nut B - W - 2 Rattana Khosin B - L – 2 Nong Khaen B - W - 3 Din Daeng B - L – 3 Sai Mai B - W - 4 Chonnong Sri B - W - 5 Nong Khaen S - L - 1 Phra Pradaeng (Samut Prakhan) B - W - 6 Tung Khru B - W - 7 Chatuchak

Figure 2.7.2-1 Wastewater treatment plants and landfills in Bangkok province

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CHONBURI Province

C - L - 22 C - L - 14 C - L - 21

CHONBURI C - L - 13 C - L - 12 C - L - 19 C - W - 08 C - L -11 C - W - 01 C - L - 15 LAEMCHABANG C - L - 03 PORT C - W - 02 C - W - 03 C - L - 04 C - L - 10 C - L - 06 C - L - 20

C - L - 24 C - L - 07 C - W - 04 C - L - 09 C - L - 08 C - L - 17 C - L - 05

C - W - 05 C - L - 16 C - L - 18

C - W - 06 C - L - 01 C - W - 07

C - L - 23

C - L - 02

Figure 2.7.2-2 Wastewater treatment plants and landfills in Chonburi province

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Table 2.7.2-1 Wastewater treatment plants and landfills in Chonburi province (Source: Bureau of Environmental for the Region XIII)

Code Wastewater Treatment Plant Code Landfill C - W - 01 Chonburi C - L - 08 Chaopraya Surasak C - W - 02 Saensuk (North) C - L - 09 Hua Kunjee C - W - 03 Saensuk (South) C - L - 10 Saensuk C - W - 04 Sri Racha C - L - 11 Ban Suan C - W - 05 Laemchabang C - L - 12 Chonburi C - W - 06 Pattaya (Wat Nongyai) C - L - 13 Bang Krai C - W - 07 Pattaya (Wat Boonganchanaram) C - L - 14 Khlong Damru C - W - 08 Panak Nichom C - L - 15 Angsila C - L - 16 Nong Yai Code Landfill C - L - 17 Bo Tong C - L - 01 Pattaya C - L - 18 Laemchabang C - L - 02 Laemchanbang C - L - 19 Panak Nichom C - L - 03 Koh Chan C - L - 20 Bang Boeng C - L - 04 Tha Boonmi C - L - 21 Nong Damluang C - L - 05 Nongpaikaew C - L - 22 Ban Tong C - L - 06 Bangphra C - L - 23 Bang Srare C - L - 07 Sri Ratcha C - L - 24 Koh Sri Chang

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RAYONG Province

R - L - 15 R - L - 16 R - L - 08

R - L - 05 R - L - 10 R - L - 04 R - L - 13

R - L - 09 R - L - 06 R - W - 02 R - L - 07 R - L - 03 R - L - 14 R - L - 11 R - L - 01 R - W - 01 R - L - 02 R - W - 03 RAYONG MAPTAPHUT PORT R - L - 12

Figure 2.7.2-3 Wastewater treatment plants and landfills in Rayong province

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Table 2.7.2-2 Wastewater treatment plants and landfills in Rayong province (Source: Bureau of Environmental for the Region XIII)

Code Wastewater Treatment Plant Code Landfill R - W - 01 Rayong R - L - 07 Kong Din R - W- 02 Maptaphut R - L - 08 Chumsaeng R - W - 03 Baan Phe R - L - 09 Baan Khai R - L - 10 Mapkha Code Landfill R - L - 11 Klaengkajed R - L - 01 Maptaphut R - L - 12 Baan Phe R - L - 02 Rayong R - L - 13 Samnaktong R - L - 03 Sunthornphu R - L - 14 Baan Jhang R - L - 04 Klaeng R - L - 15 Pluak Daeng R - L - 05 Baknamsae R - L - 16 Choompol Chaophraya R - L - 06 Tungkhwaikhin

Industrial Estates located close to the three Ports

Figure 2.7.2-4 Industrial estates in the project area

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Table 2.7.2-3 Industrial estates in the project area (Source: Internet Research)

Code Industrial Estate Province A – N – 01 Baan Wah Ayuthaya A – N – 02 Bang Ba Inn Ayuthaya A – N – 03 Saharat Nichom Ayuthaya B – N – 01 Bang Chan Bangkok B – N – 02 Lad krabang Bangkok B – N – 03 An Thani Bangkok C – N – 01 Hemaraj Chonburi Chonburi C – N – 02 Laem Chabang Chonburi C – N – 03 Amata Nakhorn Chonburi C – N – 04 Bin Thong Chonburi C – N – 05 Bin Thong (Laem Chabang) Chonburi CS – N – 01 Welkorf Chachoengsao CS – N – 02 Gateway City Chachoengsao SB – N – 01 Ratchaburi Ratchaburi SP – N – 01 Bang Boo Samut Phrakan SP – N – 02 Bang Plee Samut Phrakan SR – N – 01 Kaeng Choy Saraburi SR – N – 02 Nong Chae Saraburi SS – N – 01 Samut Sakhorn Samut Sakhorn SS – N – 02 Pimp and Banjupan Sin Sakhorn Samut Sakhorn R – N – 01 Mapthaput Rayong R – N – 02 Hemaraj East Rayong R – N – 03 Pha Daeng Rayong R – N – 04 Eastern Seaboard Rayong R – N – 05 Amata City Rayong R – N – 06 Asia Rayong R – N – 07 Hemaraj Eastern Seaboard Rayong

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The areas around the three ports are highly industrialised and therefore highly penetrated with an excellent infrastructure of treatment plants and landfills from municipalities as well as from industrial estates as it can been seen in the maps provided. These treatment facilities are operated according to the relevant standards and are fully capable to receive the MARPOL annex IV and annex V related wastes. For the MARPOL annex I and annex II related wastes in particular the vicinity of the many industrial estates is of importance for the further progressing of this study, as they do not only provide highly sophisticated waste treatment facilities, but do also have various chemical and other industrial plants in the position to utilize, treat or recycle these wastes. Presently, Thailand has no the regulations which prohibit to bring the waste from outside the industrial estates to the inside. However, the service industries must have the licenses for harzardous waste treatment/disposal.

2.7.3 Treatment capacity of the existing private companies servicing the ship waste management

The serviced waste type, maximum treatment and/or collection capacity, and service areas are obtained from 35 the private companies servicing the ship waste management in Thailand and their details are shown in Table 2.7.3-1. The results are found that some private companies are able to collect the huge of waste such as the Waste recovery Co.,Ltd. can treated the additional waste up to 300 m3/day and its service area covers all pilot ports. For Annex II related wastes, there are various companies able to manage them such as the Environmental conservative service Co.,Ltd., En-technology concultant Co., Ltd. and GENCO etc.

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Existing Does it service Maximum treatment for Chemical No. Name list Waste type treatment Service area Remark capacity waste capacity (Unit) (Unit/day) treatment? 1 GENCO - - - - - Not available 2 Bangkok, Environmental conservative service Yes. Co- 1 Oily waste 100 Ton/day 100 Cholburi, Co.,Ltd. incineration Rayaong 2 -84 B.Y.L Environmental service 3 1 Sludge oil 36,000 Ton/year 100 Yes All - Co.,Ltd 2 Wastewater 144,000 Ton/year 400 Yes All - Contaminated oil 3 18,000 Ton/year 50 Yes All - solid waste 4 Waste exchange Co., Ltd. - - - - - Not available Zita-Thai waste management service 5 - - - - - Not available Co., Ltd. Contaminated solid 6 En-technology concultant Co., Ltd. 1 No limit 0 Yes Cholburi waste Film chemical 2 No limit 0 Yes Cholburi substance 3 Wasteater No limit 0 Yes Cholburi

Marine Department/Eng/Env.division/E-Ch02.7-2.11-FR Table 2.7.3-1 (Con’t)

Existing Does it service Maximum treatment for Chemical No. Name list Waste type treatment Service area Remark capacity waste capacity (Unit) (Unit/day) treatment? 7 S.C. management CO., Ltd. - - - - - Not available 8 V.P. and V. international CO.,Ltd. - - - - - Not available 9 S.C.S oil CO., Ltd. - - - - - Not available 10 Convoy CO., Ltd. - - - - - Not available 2 -85 11 Millanium waste service CO., Ltd. - - - - - Not available 12 Rechem Tech CO., Ltd. - - - - - Not available 13 Bangkok prosperty CO., Ltd. - - - - - Not available Professional waste technology 14 - - - - - Not available (1999) CO., Ltd. 15 Teephop group CO., Ltd. - - - - - Not available 16 T.A.R.F. CO., Ltd. - - - - - Not available 17 T.U.C. recycle CO., Ltd. - - - - - Not available 18 Gunthawat engineering CO., Ltd. - - - - - Not available 19 R.D. lang green chemi CO., Ltd. - - - - - Not available

Marine Department/Eng/Env.division/E-Ch02.7-2.11-FR Table 2.7.3-1 (Con’t)

Existing Does it service Maximum treatment for Chemical No. Name list Waste type treatment Service area Remark capacity waste capacity (Unit) (Unit/day) treatment? 20 S. Chareonthai recycle CO., Ltd. 1 Used lubricant 20,000 L/day - 60,000 2 Fuel oil with water 20,000 L/day - L/day 3 Enginr oil with water 20,000 L/day -

2 -86 21 Hana environmental service CO., - - - - - Not available Ltd. Rungcharoen environmental service 22 - - - - - Not available CO., Ltd. 23 P.N.P waste management CO., Ltd. - - - - - Not available 3 3 24 Waste recovery CO., Ltd. 1 Slop 500 m /d 200 m Yes Bangkok, Cholburi, 2 Sludge 500 m3/d 200 m3 Yes Rayong, Samutsakorn, 3 Waste oil 500 m3/d 200 m3 Yes Samutsongkram, 4 wastewater 500 m3/d 200 m3 Yes Samutprakarn, 5 Chemical waste 500 m3/d 200 m3 Yes Chachengsao

Marine Department/Eng/Env.division/E-Ch02.7-2.11-FR Table 2.7.3-1 (Con’t)

Existing Does it service Maximum treatment for Chemical No. Name list Waste type treatment Service area Remark capacity waste capacity (Unit) (Unit/day) treatment? Wangchula Development (2004) 25 1 Used ubeicant 30,000 L/day 30,000 L - All area CO.,Ltd. 26 Teewasu CO.,Ltd. - - - - - Not available 3 3 27 Golden born corporation CO.,Ltd. 1 Wasteoil/Water 1,500 m /year 5-10 m - Waste Hydraulic oil, 2 Waste brake fluid oil, 1,500 m3/year 5-10 m3 - Bangkok, Cholburi, Waste lubeicating oil Rayong

2 -87 Sludge oil/Water, 3 Waste 1,500 m3/year 5-10 m3 - Hydrocarbon/Water 3 3 28 Sand and soil resin CO.,Ltd. 1 Oily waste 200 m /day 100 m N.A. Cholburi, Rayong 3 3 2 Wastewater 220 m /day 50 m N.A. 29 Thai zinc hydrocarbon CO., Ltd. - - - - - Not available 30 Rechem tech CO., Ltd. 31 Mahachai ek-siri Oil CO., Ltd. 1 Used lubricant 1,000 m3/day - - 2 Engine oil filter 50 m3/day - - All area 3 Oil contaminated 35 m3/day - - solid waste

Marine Department/Eng/Env.division/E-Ch02.7-2.11-FR Table 2.7.3-1 (Con’t)

Existing Does it service Maximum treatment for Chemical No. Name list Waste type treatment Service area Remark capacity waste capacity (Unit) (Unit/day) treatment? 32 Tubthong engineering and recycle - - - - - Not available CO., Ltd. 33 Absolute incineration CO.,Ltd. 1 Oil Sludge 100 m3/day - Yes Bangkok, Cholburi, Rayong 3 2 Oil bilge water 100 m /day 34 Eastern seaboard environmental For treatment and - Collection - - All area complex CO.,Ltd. disposal capacity = - garbage and sludge oil 5,948 m3/d - Oil bilge water and - Slude oil 2 -88 slop tank treatment = - wastewater 2,000 m3/d - Wastewater 350 m3/d 35 Waste management siam CO., Ltd. For collection and - 20 trucks and 2 - - All area transpartation. trip/each/day - garbage and sludge oil - Oil bilge water and slop tank - wastewater 36 S.P.V. Petroleum Co.,Ltd. ------37 Suvarnbhumi waste recovery ------Co.,Ltd.

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2.8 EVALUATION OF THE EXISTING WASTE RECEPTION FACILITIES IN THE PILOT PORTS

2.8.1 Existing oily waste reception facility in the pilot ports

The study of the three ports revealed that in Bangkok Port and in Laem Chabang Port no reception facilities are currently installed to receive the waste types as stated in the MARPOL annexes. In Maptaput Port a reception facility is installed for the reception of Annex I related waste. The facility comprises of two tanks with a capacity of 35,000 Litre each (as shown in Figure 2.8.1-1) and was installed by the company Global Utilities Services Co. Ltd. (GUSCO). Though installed, these tanks have not yet been utilized because the public relations has not been established and GUSCO is not in lists of waste collection and treatment services for waste generated from ship according to the notification of the Marine Department. In addition, there is a oil water separator with capacity of 50 m3/hour is installed at TTT and it has not yet been utilized as well.

Figure 2.8.1-1 Waste reception facilities for Annex I related waste at Maptaput Port

2.8.2 Existing waste collection system in the pilot ports

Waste collection in all three ports is provided, mainly by private companies in close co-operation with the port authority and the respective municipalities. Only in the Bangkok port two vessels, owned by the Bangkok port authority, provide collection services for Marpol Annex V related waste. The waste is collected from the vessels and transported directly to the waste treatment facilities, without intermediate storage. In the following an overview is provided about the current waste handling at the ports.

The Marine Department has published on its website a list of currently 37 companies which are eligible for waste collection. These companies, or their agents receiving the licence category 101, have received the license number 101 / 106 from the Department of Industrial Works and do comply with the requirements stated in the relevant notices of the Port Authority of Thailand and Marine Department. They are

Marine Department/Eng/Env.division/E-Ch02.7-2.11-FR 2 - 89 EIA & Monitoring Section Final Report Port Waste Management in Thai Ports Project Chapter 2 Analysis of the Existing Port Waste Management System at each Port therefore qualified and entitled to provide the waste collection service to the ships. Table 2.8.2-1 present the existing ship waste management systems in three pilot ports.

Table 2.8.2-1 Overview of waste handling at the three project ports (Source: From interviews of the Consultant with the Ports)

source: interviewed by the Consultants, 2549

(1) Oily waste (Marpol Annex I)

In all three ports these annex I related wastes are received by private companies and transported to the treatment facilities. There is a strong competition among these companies, as this type of waste can be sold and utilized in industrial processes.

(2) Noxious liquid waste (Marpol Annex II)

All three ports do not provide service for the reception of this type of waste. Although, there are chemical tankers berth at Maptaphut port, noxious liquid waste collection at the port has been nerver done. One of reasons is a policy on prohibition of chemical tanker cleaning at the port. However, given the proximity of various industrial estates with chemical industries capable to receive and treat this type of waste.

(3) Sewage (Marpol Annex IV)

Most of the companies qualified by the Marine Department for providing waste collection services are capable to handle this type of waste. However, in none of the three ports this service is provided on a regular basis. The Consultant found during the study only one case of the reception of this type of waste from the cruise ship Queen Elisabeth II in the year 2005 at Laem Chabang port. Some of the ships do have their own treatment plants for grey water and black water on board, but it can be assumed that

Marine Department/Eng/Env.division/E-Ch02.7-2.11-FR 2 - 90 EIA & Monitoring Section Final Report Port Waste Management in Thai Ports Project Chapter 2 Analysis of the Existing Port Waste Management System at each Port mostly wastewater will be released into the sea without treatment as different from Marpol Annex I related waste, this waste has no monetary value.

(4) Garbage (Marpol Annex V)

The handling of this type of waste is mainly under the direct control of the respective ports.

(4.1) Bangkok Port: In the past the collection of this type of waste was done by the port itself, but recently some parts of the collection services is done by private companies. The garbage collected by the private companies is taken to disposal at landfills belonging Prapradaeng Municipal. The garbage collected by PAT is combined with the garbage collected from PAT office and they are taken to disposal at landfills belonging Bangkok metropolitant administration (BMA). Gabage management step at Bangkok Port are shown in Figure 2.8.2-1

Ships at Transport by two Transfer of the garbage to BMA Waste Klongtoey POT garbage the landfill by means of transfer station and Ships anchoring at the east and trucks. This service is landfill at On-Nut west bank of the Chao Praya provided by private

Ships at Hua Sua Dolphin, Transfer of the garbage by private Samut Prakhan Phra Sathupradit mooring buoy, companies by two privately Pradaeng disposal Rataburana buoy, Buang Pla Kod owned garbage boats and by trucks buoy and landfill site

Figure 2.8.2-1 Garbage handling at Bangkok Port

(4.2) Laem Chabang Port: The waste collection service and the waste separation service are provided by the sanitation department / civil engineering section of the Laem Chabang municipality. After waste separation the non hazardous waste will be disposed at the Laem Chabang municipal landfill while the hazardous waste (e.g. batteries, light bulbs, etc.) will be taken by the company General Environmental Conservation Public Co. Ltd. (GENCO) for treatment in the companies treatment facilities as shown in Figure 2.8.2-2.

Collection of the waste from the Waste separation. Waste transport

for non hazardous waste by the Hazarsous waste ships by the sanitation department of the Laem Chabang municipality sanitation department. Hazardous is disposed at waste transport by GENCO. Factor # 101

Figure 2.8.2-2 Garbage handling at Laem Chabang Port

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(4.3) Maptaphut Port: The responsibility for the collection of the waste lies with the operator of each berth. The operator hired the Maptaphut municipality and private companies for waste collection, separation and transport.

2.8.3 Development of Waste Collection

The Consultant has collected data and verified the quantities of the collected waste at Leam Chabang Port as shown in Table 2.8.3-1. For some waste categories no records have been kept, and some of the data in hand are contradictory. However, to get an understanding of the development of the waste collection some data for the Laem Chabang Port has been compiled and is presented in the following table.

Table 2.8.3-1 Waste Type and Quantities collected at Leam Chabang Port

YEAR TYPE OF WASTE QUANTITY (2003) MARPOL Annex I 56.6 ton MARPOL Annex I 170.5 ton 2004 MARPOL Annex V 10 m³ Not specified 214 ton 2005 MARPOL Annex I 623.5 ton MARPOL Annex IV 382.0 ton MARPOL Annex V 90 m³ 2006 (until October) MARPOL Annex I 3150 ton Source: Statistics of Wastewater and Waste Collection at Laem Chabang Port, 2003 – 2006

The development of the waste collection from the year 2003 to 2006 is enormous as presented in Figure 2.8.3-1. The Consultant considers the data for the year 2003 as incomplete and has therefore put this year in brackets. For the year 2004 the Consultant has other statistics in hand which show a figure in a similar amount as for the year 2005. However, all available data is consistent for the year 2005 and year 2006. For 2006 a three times higher figure than the previous year can be observed. Please note that the “Actual Line” shows for 2006 only the amount until the month of October, whereas for the “Projected Line” a projection for the entire year 2006 has been made, based on the extrapolation of the available data for the two outstanding months (November and December).

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Development of Waste Collection

4000 3500 3000 2500 Actual 2000 Projected 1500

Amount [ ton ] ton [ Amount 1000 500 0 2003 2004 2005 2006 Year [ - ]

Figure 2.8.3-1 Development of Waste Collection at Laem Chabang Port

While comparing the development in the waste collection with the actual development in the number of ships entering the Laem Chabang port it can be seen that the number of ships entering the port did increase, but to a much lesser degree.

For the fiscal year 2005 (October 2004-September 2005) the number of ships entering the port was 6510 vessels, whereas for the fiscal year 2006 (October 2005 – September 2006) it was 7085 vessels (source of data: www.laemchabangport.com). This is an increase of approximately 11%.

Therefore it can be concluded, that there are mostly other reasons for the enormous increase in the waste quantities. Besides a better environmental awareness among the ship operators and the stricter enforcement of rules, the increase of the oil prices might be also a possible reason.

2.8.4 Companies with license numbers 101/106

To get an overview about the companies with the license numbers 101/106 the Consultant compiled two maps, based of information of the Department of Industrial Works. Figure 2.8.4-1 and 2.8.4-2 show the location (provinces) in which companies with the license number 101 / 106 are registered.

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(Data based on information of http://www.diw.go.th) (Data based on information of http://www.diw.go.th)

Figure 2.8.4-1 Location of 101 licensed Figure 2.8.4-2 Location of 106 licensed companies companies

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From figure 2.8.4-1 and Figure 2.8.4-2 it can be seen that the provinces around the three project ports have the highest number of 101 and 106 licensed companies.

In order to understand the movement of the oily waste the Consultant has visualised the data available for Laem Chabang Port for the year 2005 and year 2006. Figure 2.8.4-3 shows to which province the oily waste (Marpol Annex I related) was transported for treatment and disposal.

4% 3% 7%

13%

37%

17%

19%

Chonburi

Rayong

Nakhon Ratchesima

Samut Prakhan

Chachoengsau

Saraburi

Others

(Source: Statistics of the Laem Chabang Port for oily waste collection and treatment at Laem Chabang Port, Laem Chambang Port 2005 & 2006)

Figure 2.8.4-3 Movement of Oily Waste from Laem Chabang Port to Treatment Facilities

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2.8.5 Conclusion

The Bangkok port and the Laem Chabang port do not have any reception facilities. The Mapthaphut port has one for MARPOL annex 1 related waste. However this facility has not yet been used. Most of the waste collection is done by private companies, in close co-operation with the port authorities and municipalities. The procedure for contacting the agencies is transparent and the close location for treatment facilities helps to reduce the transport cost. The development in the collection of waste is encouraging. However, the lack of reception facilities in the ports shows the particular importance for the development of a coherent system for the port waste reception facilities, which should be developed under due consideration of the existing waste collection system.

2.9 EVALUATION OF THE EXISTING WASTE TREATMENT SYSTEM

In all three ports currently no waste treatment facilities do exist. The strategy of each port differs for the future port development.

(1) Bangkok Port

At Bangkok Port no consideration is given to set up waste treatment facilities, as the installation would be difficult due to the very limited space available in the port areas.

(2) Laem Chabang Port

At Laem Chabang Port the company General Environmental Conservation Public Company Ltd. (GENCO) was approved as investor for the construction and installation of waste reception facilities and waste treatment facilities. The process of acquisition for the required land for construction of the facilities is not yet completed, due to unsettled disputes with third parties regarding the land ownership. In Figure 2.9-1 the allocated plot is shown.

Figure 2.9-1 Area allocated for installation of waste treatment facilities in Laem Chabang Port

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(3) Mapthaphut Port

As for Maptaphut Port no installation of waste treatment facilities are in the planning process.

From the previous result, an overview is provided over the waste treatment facilities outside the ports in the provinces Bangkok, Chonburi and Rayong. In Bangkok province are 7 municipality wastewater treatment plans and 3 landfills in operation. There are 8 wastewater treatment plants and 24 landfills in Chonburi province, and 3 wastewater treatment plants and 16 landfills in Rayong province. Those plants are operated according to the relevant regulations and standards. Furthermore, many industrial estates are located in close vicinity of the ports.

Conclusion

Currently no waste treatment systems exist in any of the three project ports. Only at Laem Chabang port concrete planning towards the establishing of waste treatment facilities are under way. However, there are many waste treatment facilities closely located to the ports such as wastewater treatment plants, landfills and industrial estates. Those facilities are under close monitoring of the authorities for following the relevant environmental standards and can be therefore included into the overall developing of a port waste reception and treatment system according to the requirements laid down in MARPOL 73/78.

2.10 THE ASSESSMENT OF THE EXISTING SYSTEM IN-USE FOR COST RECOVERY ASSESSMENT.

The existing waste management system was assessed in each type of waste. Results are presented for each port as follows:

2.10.1 Waste quantity and management fee at Bangkok Port

Data of quantity and service fees rate of oily waste and garbage is collected from Bangkok Port.

(1) Oily waste

Quantity of oily waste and its waste fee at Bangkok port are summarized as follows:

The information of oily waste quantity at Bangkok port was collected during May 2006 to Febuary 2007. The result shows that total oily waste was 35,083 tons (116.94 tons per day of generation rate) which sludge oil (33,826 tons) was the major quantity of oily waste and the residual oily waste was the oily bilge water (1,257 tons). More details are shown in Table 2.10.1-1.

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Table 2.10.1-1 Oily waste quantity and the name list of the private companies for oily waste management (Data collected from May 2006 to Febuary 2007)

Private companies Quantity of oily waste (ton) Oily bilge Sludge Total Percentage water oil quantity (tons) Goldern born CO., Ltd. 705 33,771 34,476 98.27 Environmental Protection and Recycle 12 0 12 0.03 CO., Ltd. Teeraphop Group CO., Ltd. 505 0 505 1.44 Rechem Tech CO., Ltd. 17 0 17 0.05 Tabthong Engineering and recycle 18 40 58 0.17 CO., Ltd. Bangkok prosperty CO., Ltd. 0 15 15 0.04 Total 1,257 33,826 35,083 100.00 Source: Bangkok port and interviewed by the Consultants, 2007

There are six private companies collecting and managing the oily waste at Bangkok port during May 2006 to Febuary 2007. Goldernborn Co., Ltd., is a private company collecting the highest oily waste quantity at Bangkok port (98.72%). Each of the rest operates only in a small amount.

For oily waste management fee, the range of the service fee in 2,000-4,000 baht/ton and the details are presented in Table 2.10.1-2.

Table 2.10.1-2 Oily waste management fee of the private companies at Bangkok port

Private companies Oily waste management fee (Bath/ton) Thee Pop Group CO., Ltd. 4,000 Environmental Protection and Recycle 2,000 CO., Ltd. Rechem Tech CO., Ltd. 2,400 Source: interviewed by the Consultants, 2006

(2) Garbage

Garbage data, which includes quantity, service fee rate from private firms and garbage charge from Bangkok Port, have detail as follows.

Quantity of Garbage and Rate of Service Fee

Three parts of garbage data were collected as 1) Garbage quantity disposed at On-nut Transfer Station from Fiscal Year 2004 to 2006 (October 2003- September 2006), 2) Quantity of waterway garbage collected by Bangkok Port’s

Marine Department/Eng/Env.division/E-Ch02.7-2.11-FR 2 - 98 EIA & Monitoring Section Final Report Port Waste Management in Thai Ports Project Chapter 2 Analysis of the Existing Port Waste Management System at each Port garbage boats, Fiscal Year 2004 to 2006 (October 2003-September 2006), and 3) Quantity of waterway garbage collected by private firm, which is D.D.P. Siam Service Ltd., Part., from Fiscal Year 2006 (October 2005-September 2006).

Garbage disposed at On-nut Transfer Station, which was both land garbage (Office at the Port) and waterway garbage at Klongtoey Dolphin, was averaged 3,427.19 ton/year or 9.39 ton/day from fiscal year 2004 - 2006. Additionally, the service was fee by the private firm (Siam Rajathanee Co., Ltd.), for garbage collection and transfer, for average 2,500 Baht/day or 266.25 Baht/ton/day, but the fee will be 2,800 Bath/day in 2007, as detailed in Table 2.10.1-3.

Table 2.10.1-3 Garbage quantity disposed at On-nut and fees by Siam Rajathanee Co., Ltd., Fiscal Year 2004-2006

Fiscal Number Garbage Garbage Rate of fees/3 Rate of fees/2 Year of Trips/1 Quantity/1 Quantity/2 Baht/Day Baht/Ton/Day Ton/Year Ton/Day 2004 702 3,657.82 10.02 2,500 249.47 2005 767 3,284.12 9.00 2,500 277.85 2006 780 3,339.62 9.15 2,500 273.23 Average 750 3,427.19 9.39 2,500 266.25 Source: /1 Report on Quantity of Land Garbage Disposed at On-nut Transfer Station from October 2003 to September 2006, the Bangkok Port, 2006. /2 From calculation /3 Harbour Service Devision, the Bangkok Port, 2006.

Quantity of waterway garbage at Klongtoey Dolphin collected by Bangkok Port’s garbage boats was averaged 263 ton/year or 0.72 ton/day, as detailed in Table 2.10.1-4.

Table 2.10.1-4 Quantity of waterway garbage at Klongtoey Dolphin collected by Bangkok Port’s Garbage Boats, Fiscal Year 2004 to 2006

Fiscal Year Working Number of Garbage Garbage Hours/1 Trading Quantity/1 Quantity/2 Vessels/1 Ton/Year Ton/Day 2004 496 315 308 0.84 2005 404 272 263 0.72 2006 258 230 217 0.59 Average 386 272 263 0.72 Source: /1 Working Hours Statistics of Bangkok Port’s Garbage Boats, Fiscal Year 2004-2006 (October-September), the Bangkok Port, 2006. /2 From calculation

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The Bangkok Port hired the private firm (D.D.P. Siam Service Ltd., Part.) for waterway garbage collecting at Bang Hua Sua Dolphin, Mooring Buoy at Sathupradit, Ratburana Buoy and Bang Pla Kod Buoy. In fiscal year 2006, the total garbage quantity was 399.30 ton/year or 1.09 ton/day. Additionally, the service fee for garbage collection and transfer was 6,200 Baht/day or 5,667.42 Baht/ton/day, but the fee will be 2,800 Bath/day in 2007, as detailed in Table 2.10.1-5.

Table 2.10.1-5 Quantity of waterway garbage and fees by D.D.P. Siam Service Ltd., Part., Fiscal Year 2006

Number of Garbage Garbage Fiscal Rate of fees/3 Rate of fees/2 Trading Quantity/1 Quantity/2 Year Baht/Day Baht/Ton/Day Vessels/1 Ton/Year Ton/Day 2006 3,993 399.30 1.09 6,200 5,667.42

Source: /1 Garbage Quantity Statistics of D.D.P. Siam Service Ltd., Part.from October 2005 to September 2006, the Bangkok Port, 2006. /2 From calculation /3 Harbour Service Devision, the Bangkok Port, 2006.

Garbage Charge

Garbage collecting services is charged against vessels of over 750 GRT, according to Bangkok Port berth on a daily basis, commencing from the berthing time (according to Bangkok Port Tariff in Year 2006), as follows: At berth 150 Baht/Vessel/Day At Klongtoey dolphin 300 Baht/Vessel/Trip At Bang Hua Sua Dolphin, Buoy or Anchorage500 Baht/Vessel/Day The above mentioned charges are also applicable to other vessels requesting for garbage collecting services.

2.10.2 Laem Chabang Port

Data of waste quantity and service fees rate could be collected at Laem Chabang Port were oily waste and garbage.

(1) Oily waste

Oily waste data, which includes quantity and service fees rate from private firms, have detail as follows.

Quantity of Oily Waste and Rate of Service Fee

The Consultant has collected quantity of oily waste discharged from vessels moor in Laem Chabang Port in fiscal year 2006 (October 2005-September 2006).

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Totally, quantity of the waste was 2,626 tons/year or 7.19 tons/day. Typically, 73.19% are oily bilge water, and the rest are 26.81% sludge oil, as detailed in Table 2.10.2-1.

Table 2.10.2-1 Monthly Quantity of Oily Waste, Categorized by Types, Fiscal Year 2006

Month Quantity of Oily Waste, Categorized by Types (Tons) Oily bilge water Sludge oil Total October 120 - 120 November 360 48 408 December 140 68 208 January 1 - 1 February 140 15 155 March 240 - 240 April - 30 30 May 165 40 205 June 140 73 213 July 30 70 100 August 25 280 305 September 561 80 641 Total 1,922 704 2,626 Average (Ton/day) 5.27 1.93 7.19 Percentage 73.19 26.81 100.00 Source: The Fiscal Year 2006 Statistics of Vessel Discharged Oily Waste Clooection and Treatment, in Laem Chabang Port, the Laem Chabang Port, 2006.

In addition, Fiscal Year 2006 quantity of oily waste in Laem Chabang Port has been studied, categorizing by service providing firms, which registered with the Marine Department, and work in the Port. The study found that there were 12 companies servicing oily waste at Laem Chabang Port. Sand Chemical Industry CO.,Ltd. has provided the largest oily waste management service in the Port; at 52.13%. The next ranks are S. Charoen Thai Recycle CO.,Ltd., P.N.P. Waste Management CO.,Ltd., and Rechem Tech CO.,Ltd., at 15.73, 12.64 and 7.81 respectively; details of the study is demonstrated in Table 2.10.2-2.

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Table 2.10.2-2 Quantity of Oily Waste, Categorized by Types, and Oily Waste Management Firms, Fiscal Year 2006

Quantity of Oily Waste, categorized by types (Ton) Private companies Oily bilge water sludge oil Total Percentage Environmental Conservative Service - 10 10 0.38 Co., Ltd. N.Y.K. Shipping Co.,Ltd. - 28 28 1.07 Sand Chemical Industry Co., Ltd. 1,281 88 1,369 52.13 Rechem Tech Co., Ltd. 195 10 205 7.81 P.N.P. Waste Management Co., Ltd. - 332 332 12.64 Waste Recovery Co., Ltd. - 76 76 2.89 Golden Marin Corporation Co., Ltd. 25 - 25 0.95 Golden Born Corporation Co., Ltd. - 60 60 2.28 Bangkok Prosperity Co., Ltd. - 30 30 1.14 Environmental Protection and Recycle - 70 70 2.67 Co., Ltd. S. Charoen Thai Recycle Co., Ltd. 413 - 413 15.73 B.Y.L. Environmental Service Co., Ltd. 8 - 8 0.30 Total 1,922 704 2,626 100.00 Source: The Fiscal Year 2006 Statistics of Vessel Discharged Oily Waste Collection and Treatment, in Laem Chabang Port, the Laem Chabang Port, 2006.

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The 12 private companies were interviewed about oily waste management fee; however, there were only 3 f private companies able to disclose their data. The fees were in 2,000-2,800 Baht/ton, as described in Table 2.10.2-3.

Table 2.10.2-3 Rate of Oily Waste Management Fee, Year 2006

Oily Waste Management Firms Rate of Oily Waste Management Fee (Baht/Ton) Environmental Conservative Service CO., Ltd. 2,400 – 2,800 Environmental Protection and Recycle CO., Ltd. 2,000 Rechem Tech CO., Ltd. 2,400 Source: From interview of the firms by Consultant, 2006.

(2) Garbage

Garbage data, which includes quantity, service fee rate from private firms and garbage charge from Laem Chabang Port, have detail as follows.

Quantity of Garbage and Rate of Service Fee

There is no record about garbage quantity of Laem Chabang Port. However, Engineering Division in Civil Engineering Section of Laem Chabang Port studied about forecasting garbage quantity, which was assumed at least 1 vessel/day. The study found that quantity of garbage in Laem Chabang Port, such as cloth scraps, gloves, plastic bags, etc.; were 5,000 kg/month or 5 tons/month.

From the interview of above mentioned 12 waste management firms, there were only 2 firms disclosing the fee rate, which were between 2,000-2,400 Baht/ton, as detailed in Table 2.10.2-4.

Table 2.10.2-4 Rate of Garbage Management Fee, Year 2006

Garbage Management Firms Rate of Fee (Baht/Ton) Environmental Protection and Recycle Co., Ltd. 2,000 Rechem Tech Co., Ltd. 2,400 Source: From interview of the firms by the Consultants, 2006.

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Garbage Charge

Garbage collecting services will be charged against all vessels , according to Laem Chabang Port berth on a daily basis, commencing from the berthing time (according to Laem Chabang Port Tariff in Year 2006), as follows: At Multipurpose, Container, Coastal or Service Terminal 150 Baht/Vessel/Day At Bulk Terminal 500 Baht/Vessel/Trip At Anchorage 2,000 Baht/Vessel/Day

The above mentioned charges are also applicable to other vessels requesting for garbage collecting services.

2.10.3 Maptaphut Port

Data of waste quantity and service fees rate could be collected at Maptaphut Port were oily waste and garbage.

(1) Oily Waste

Oily waste data, which includes quantity and service fees rate from private firms, have detail as follows.

Quantity of Oily Waste and Rate of Service Fee

Global Port Management CO., Ltd. has collected the statistic of ship calling for oily waste treatment on shore. In 2006 (from January to October), the quantity of oily waste discharged from vessels moor in Maptaphut Port was 42.4 tons/year. Mainly, 94.34% are oily bilge water, and the rest are 5.66% sludge oil, as detailed in Table 2.10.3-1.

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Table 2.10.3-1 Monthly Quantity of Oily Waste, Categorized by Types, Year 2006

Month Quantity of Oily Waste, Categorized by Types (Tons) Oily bilge water Sludge oil Total January - - - February - - - March - - - April - - - May 30 - 30 June - - - July - - - August - - - September - - - October 10 2.4 12.4 Total 40 2.4 42.4 Percentage 94.34 5.66 100.00 Source: Port Development, Industrial Estate Authority of Thailand, 2006.

In addition, Year 2006 quantity of oily waste in Maptaphut Port has been studied, categorizing by service providing firms, which registered with the Marine Department, and work in the Port. The study found that there were only 3 private companies servicing oily waste management at Maptaphut port. Among these firms, Waste Recovery CO., Ltd. has provided the largest oily waste management service in the Port; at 70.75%. The next ranks are R.D. Green Source Chemical CO., Ltd., and T.U.C. Recycle CO., Ltd., at 23.58, and 5.66 respectively; details of the study are demonstrated in Table 2.10.3-2.

Table 2.10.3-2 Quantity of Oily Waste, Categorized by Types, and Oily Waste Management Firms, Year 2006

Quantity of Oily Waste, categorized by types (Ton) Oily Waste Management Firms Oily bilge water sludge oil Total Percentage Waste Recovery CO., Ltd. 30 - 30 70.75 T.U.C. Recycle CO., Ltd. - 2.4 2.4 5.66 R.D. Green Lang Chemical CO., Ltd. 10 - 10 23.58 Total 40 2.4 42.4 100.00 Source: Port Development, Industrial Estate Authority of Thailand, 2006.

The 3 private companies were interviewed about oily waste management fee; however, there were only 1 firm, R.D. Green Lang Chemical CO., Ltd., able to disclose his data. The fee was about 8,000 Baht/ton.

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(2) Garbage

Garbage data, which includes quantity and service fee rate from Maptaphut municipality, have detail as follows.

Quantity of Garbage and Rate of Charge

Quantity of garbage in the 3 berths are averaged 25.48 tons/year or 0.07 tons/day, mostly from MTT Berth, followed by TTT Berth and TPT Berth, as 68.65%, 18.01% and 13.34%, correspondingly, as described in Table 2.10.3-3.

Rate of service fee data was accessed from Maptaphut Municipality, as below: - Less than 1 cubic meter/day is 2,000 Baht/month. - More than 1 cubic meter/day: 1,000 Baht/month surcharge for each excess unit.

Table 2.10.3-3 Quantity of Garbage in Maptaphut Port, Fiscal Year 2005-2006

Fiscal Year Quantity of Garbage (Ton/Year) Quantity of Garbage (Ton/Day) TTT TPT MTT TOTAL TTT TPT MTT TOTAL 2005 5.76 4.20 25.83 35.79 0.016 0.012 0.071 0.098 2006 3.42 2.60 9.16 15.18 0.009 0.007 0.025 0.042 Total 9.18 6.80 34.99 50.97 0.025 0.019 0.096 0.140 Average 4.59 3.40 17.49 25.48 0.013 0.009 0.048 0.070 Percentage 18.01 13.34 68.65 100.00 18.01 13.34 68.65 100.00 Source: Quantity of Garbage in Maptaphut Port fiscal Year 2004-2006, the Maptaphut Port, 2006.

Rate of fees data was accessed from 35 port waste management firms, however, only 7 firms disclosed their information. The result found that management fees were calculated in Baht/ton unit, as 2,000-8,000 for oily waste, 2,000-4,000 for noxious liquid substances, 2,000-2,500 for sewage, and 2,000-5,000 for garbage, as explained in Table 2.10.3-4. These fees are flexible rate depending on distance and place.

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Table 2.10.3-4 Rate of Port Waste Management Fees, divided by types, Year 2006

Port Waste Management Firm Rate of Fees (Baht/Ton) Oily Waste Noxious Liquid Sewage Garbage Substances Environmental Conservative 2,400 – 2,800 2,400 – 2,800 - - Service Co., Ltd. Environmental Protection and 2,000 2,000 2,000 2,000 Recycle Co., Ltd. Rechem Tech Co., Ltd. 2,400 2,400 2,400 2,400 Thee Pop Group Co., Ltd. 4,000 4,000 - 5,000 Kantawat Engineering Co., Ltd. 2,400 - 2,400 - R.D. Lang Green Chemie Co., Ltd. 8,000 - - - Theewasu Co., Ltd. 3,000 4,000 2,500 3,500 (Range) (2,000 – 8,000) (2,000 - 2,400) (2,000 – 2,500) (2,000 – 5,000) Source: From interview of the firms by Consultant, 2006.

2.10.4 Waste management fee of forienge countries

Among Asian countries, some countries have waste reception facilities such as Singapore, Japan, Korea, Hong Kong and Malaysia etc.

Singapore

Singapore is one of countries in the world, which ports have the maximum amount of entering ships and the largest reception facility center in Asia that belong to Singapore Clean Seas Pte Ltd. where service is accepted as international standard.

There are 2 ports that have reception facilities for oily waste in Singapore, which are Singapore Clean Seas Pte Ltd., and Natsteel Guinard Oil Service Pte..

There are 5 ports for dirty ballast, 6 ports for tank washing (slops), 4 ports for oily mixture containing chemical, 2 ports for scale and sludge from tanker cleaning, 3 ports for oily bilge water and 3 ports for sludge from fuel oil purifier.

Japan

There is only S.P.N. Co. Ltd. in Chiba, Japan, which can manage all types of oily waste; dirty ballast waste, tank washing, oily mixture, scale and sludge from tanker, oily bilge and sludge from fuel oil purifier.

There are 9 ports for dirty ballast, 3 ports for tank washing, 5 ports for oily mixture containing chemical, 5 ports for scale and sludge from tanker cleaning, 15 ports for oily bilge water and 5 ports for sludge from fuel oil purifier.

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Korea

Incheon and Ulsan ports, owned by private company, have reception facilities for all types of oily waste. Yeosu port has reception facilities available for sludge and oily waste. Pohang Port has waste treatment system for oily waste, tanker slop and wash water. Pusan port has waste treatment system for bilge oil and sludge. In Kunsan, there is no reception facility.

Hong Kong

The Chemical Waste Treatment Centre, Located on Tsang Yi Island in the Northwestern of Hong Kong, is the only center in Hong Kong where can treat waste under Marpol.

The center is available for waste about 6,000 tones, and can collect waste in storage tank before treatment. The storage tank can loaded 5,000 tones for oily waste, and 500 tones for waste in Annex1 and Annex2.

Malaysia

The survey result of the Maritime Institute of Malaysia (MIMA) in January 2004 states that the total number of waste reception facilities available for ships calling is 18 in 1998, 22 in 2001, and 27 in 2004, which is categorized as following below; − 2 ports have reception facilities for noxious liquid substance. − 2 ports have reception facilities for sewage waste. − 8 ports have reception facilities for oily waste. − 15 ports have reception facilities for Garbage waste.

Service fees for oily waste treatment, which is divided by type, in these countries have detail in Table 2.10.4-1.

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Table 2.10.4-1 Rate of Waste Management Fees in Asian Country, divided by types, Year 2006

Fee Rate Country (Baht/Ton) Singapore Japan Korea Hong Kong Malaysia Dirty ballast water 310 Not allowed 3,176 1,950 n/a Bilge 310 n/a 1,985 1,950 n/a Slop 310 n/a 1,515 1,950 n/a Sludge 5,727-8,343 n/a 11,116 11,431 n/a Solid Sludge n/a n/a 16,079 n/a n/a Transportation of oily 238 (Minimum charge n/a n/a n/a waste (Minimum 361,694baht/2day charge /100-120tonnes) 47,672 baht) Transportation of 2,860 (Minimum charge n/a n/a n/a sludge (Minimum 361,694 baht/2day charge 143,017 /100-120tonnes) baht) Collection for all type n/a n/a n/a 1219 n/a of waste other than sludge Collection for sludge n/a n/a n/a 12406 n/a Chemical n/a n/a 19,850- 1,755 n/a 35,730 Sewage Not allowed 19,550-22,810 n/a n/a 2,585 (per load) Garbage n/a 19,550-22,810 4,685-14,014 n/a 2,585 (per load) Barge hire (Baht/day) 47,672 97,755-114,048 3,970-11,910 n/a n/a (per trip) Labour Fee (Baht/day) n/a 9,776 3,176 n/a n/a

Remark: Average exchange rate year 2006; 1 SGD = 23.8362 baht 100 JPY = 32.5850 baht 1 KRW = 0.0397 baht 1 HKD = 4.8746 baht and 1 MYR = 10.3387 baht Source: www.intertanko, 2007

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2.10.5 Summary

The result of waste collection and treatment system assessment in the 3 pilot ports could be concluded that most types of managed waste are garbage and oily waste. The rest of types (Noxious liquid and sewage) have no policies on discharging them at the port, and still no ships or agent calling. Nevertheless, from related individual’s interview, the collected and treated wastes were only parts of all wastes produced in the Ports.

Comparing with 3 ports, rate of garbage fee in The Bangkok Port is 5,667 Baht/ton that is the most expensive. Rate of garbage fee in The Laem Chabang Port and Maptaphut Port are between 2,000 – 2,400 Baht/ton.

Rate of service fees is different for waste collection and treatment operation for every type of waste, which is operated by the private companies. These fees depend on the waste treatment methods. The least rate of waste management service fees in the entire 3 Ports was 2,000 Baht/ton of each types of waste.

In Asia, rate of disposal fee is hugely lower than collection fee, transportation fee and barge hire. Rate of transportation fee is depended on waste quantity with a minimum charge.

2.11 PORT DEVELOPMENT PLAN AND TRAFFIC FORECAST

2.11.1 Logistics and Port Development Plan

Enhancing Thailand’s competitiveness is a key strategy towards long-term national development. Logistics development is considered as an indispensable basis of the country’s competitiveness in trade and service. Marine transportation plays a major role in export and import. Thus relevant national logistics development plan and port development plan are reviewed as follows.

(1) National Logistics Master Plan

Office of the National Economic and Social Development Board (NESDB) proposed national logistics master plan, which is awaiting cabinet’s approval, as shown in Figure 2.11.1-1. It is aimed to upgrade Thailand’s competitiveness in international trade. The master plan is consisted of 3 major goals namely;

(1.1) Cost Efficiency through elimination of non-value added cost

(1.2) Reliability and Security of goods delivery, information and financial transaction in logistics activities

(1.3) Responsiveness by ensuring on-time delivery and cutting bureaucratic red tape.

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The master plan envisioned 6 strategic agendas, which are necessary for building world class logistics system namely; • Improving logistics infrastructure • Linking transactions, information and database systems • Building capacity for better logistics management • Strengthening logistics services providers • Cooperating towards regional economic integration and • Redesigning law, regulation and institutional framework

To establish a world-class logistics system to support Thailand Vision as Indochina’s trade and investment center

Objective Cost efficiency Reliability & Security Responsiveness

Strategic Infrastructure Linking Capacity Logistics Regional Regulation agendas information building service economic & provider integration institution

Figure 2.11.1-1 National Logistics Master Plan

The master plan envisioned 6 strategic agendas, which are necessary for building world class logistics system namely; • Improving logistics infrastructure • Linking transactions, information and database systems • Building capacity for better logistics management • Strengthening logistics services providers • Cooperating towards regional economic integration and • Redesigning law, regulation and institutional framework

(2) Integrated Plan to Promote Modal Shift

Office of Transportation and Traffic Policy and Planning, Ministry of Transportation formulated an integrated plan to promote modal shift in October 2006. This plan is intended to provide a guideline for other agencies to prepare work plan and projects which support the targets of the integrated plan namely;

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• To increase share of railway and inland water transport to 8.27% and 10.4% by 2011 • To increase share of public transportation in Bangkok Metropolitan region to 23% by 2011

Major marine transport projects which will contribute to the modal shift may be summarized as follows. • Development of new trade lanes to the Middle-East, Africa and Europe through the Andaman Sea by the construction of Pakbara Port in Satun and Ranong Port • Development of integrated logistics network in both domestic and international levels. Relevant projects include private participation in LCP berth operations and operations of coastal ports and barge services. • To promote transportation mode and management for energy saving in both business and national levels. Relevant projects include; o Increasing competitiveness of Songkla Port by installation of gantry cranes o Providing RoRo services between LCP and the south o Construction of inland water transport hub in Ayuthaya and Arngthong o Development of coastal ports in Chumporn, Trang and Samut Sakorn o Dredging the sea at Surat Thani and Songkla Ports

(3) Strategic Plan of Marine Department 2005-2008

In order to ensure successful and efficient performance, the Marine department formulated 4-year strategic plan (2005-2008), which consisted of the following agendas; • Development of water transportation infrastructure and services to promote economic strength and local viability. It will also serve transportation demand from neighboring countries. • Needs to maintain and improve service quality of water transportation services to alleviate traffic congestion and improve quality of life. • Increase awareness of safety in water transportation • Streamline bureaucratic system, optimize public investment and asset utilization

Under this plan, projects which are categorized as top priority are as follows.

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• Development of Pakbara Port in Satun • Development of 2nd berth at Chieng Saen Port • Development of 2nd Song Kla Port • Improvement of Port in Chum Porn • Development of Port in Samut Sakorn • Construction of Multi Purpose Quay at Ranong Port • Construction of Klong Yai Multi Purpose Quay in Trat • Construction of Don Sak Multi Purpose Quay in Surat Thani • Development of water-borne cargo terminal for energy saving

(4) Strategic Plan of Port Authority of Thailand (PAT) 2005-2009

PAT, as an agency in charge of central and regional ports management, proposed 9th strategic plan for the period of 2005-2009. It is aimed integrate port and related businesses with other infrastructure in the country to support marine transportation business, international trade and economic growth. In summary, the policies of this plan are; • To designate LCP as the major port for international freight transportation • To emphasize function of Bangkok Port as a hub of water borne transportation, which accommodates feeder vessels, cruising vessels and domestic multimodal transportation • To found Regional Port Management Co., PAT Asset Management Co., PAT logistics Co. and other subsidiaries • To maximize asset utilization • To adopt information technology and improve quality of service and management • To subcontract some activities to private sector in order to increase efficiency and cut cost • To plan and develop the ports in line with users’ needs • To cooperate with relevant agencies to improve the accessibility of the ports

(5) Development Plan of Other Ports

At present, apart from the 3 major ports, Songkla Port is another major port for freight transportation in Thailand. In future, Ranong Port and Pakbara Port are also expected to play a major role due to their location on Andaman Sea, which is along the world’s major navigation route. Thus, development plan of these ports shall be reviewed in the followings.

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(5.1) Development Plan of Songkla Port

According to the 5th National Development Plan, Songkla Port was designated as a port for export of goods, especially rubber, from southern provinces. It was also expected to stimulate trade and industrial growth in the region. At Songkla Port, there are 2 general cargo berths and a container berth. Water depth is 9 m and vessel with maximum capacity of 12,000 DWT can be handled. Cargo and container traffic have risen steadily. In 2003, cargo throughput of Songkla port reached 1.3 million tons, of which 1.1 million tons, or equivalent to 0.13 million TEUs, were containers. The major problem of Songkla Port is the sedimentation, which needs to be dredged regularly.

At present, main function of Songkla Port is linking LCP with the south of Thailand and Malaysia. Most of cargo traffic is transported by Ro-Ro or container vessels. To alleviate traffic congestion at Songkla Port, Marine Department is considering a feasibility of development of a new port in lower coast on Gulf of Thailand. The new port will serve as a land bridge linking LCP and Gulf of Thailand with the Andaman Sea, which will help shorten transportation distance to Europe and the Middle East.

(5.2) Development Plan of Ranong Port

Ranong Port, under supervision of PAT, has been operational since 2003. Development of Ranong Port Phase 2 was conducted by Marine Department and just completed in July 2006. It can handle vessel with maximum capacity of 12,000 DWT. Though, currently throughput is still low, it is likely to play a major role in freight transportation to the South Asian countries in the future.

(5.3) Pakbara Port

Pakbara Port in Satun is located on the Andaman Sea and will be developed as a major port for supporting growing trade across the Indian Ocean. Currently, the development of Pakbara Port is in the process of awarding contract for detailed design. Construction was scheduled to begin in 2008 and will be completed in 2012. Construction cost is estimated at 7,924.2 million baht and total project development cost is approximately 10,640.7 million baht. Figure 2.11.1-2 shows the location of Pakbara Port.

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ไป ตะวันออกกลางั ยุโรปุ ทาเร ือปากบาราื To และ Middle แอฟฟ East,ริกาิ Europe and Africa

Source: Feasibility Study of Development of Deep-sea Port at Pakbara Canal in Satun 2004, Marine Department

Figure 2.11.1-2 Location of Pakbara Port

2.11.2 Development Plan and Cargo Traffic of Main Ports in Thailand

(1) Bangkok Port

(1.1) Development Plan

Bangkok Port, sometimes known as Klong Toey Port, is located on the Chao Phraya River, close to the CBD of Bangkok. The channel depth is 8.5-11.0 m. MSL or 8.2 m. above minimum sea level. It is integrated with road and railway transportation. Bangkok port can accommodate the vessel with length less than 172 m., capacity not exceeding 12,000 DWT and draught below 8.2 m. The East Quay is dedicated container handling while the West Quay is used to handle general cargo, storage of empty container, packing outgoing containers and delivery of incoming containers. Due to road traffic congestion in Bangkok, policy of the Thai government is to reduce the significance of Bangkok port by impose the limitation of cargo at below 1.0 million TEU. At the same time, Laem Chabang Port (LCP) has been promoted as a major port for supporting future growth of the economy.

In the 9th strategic plan of PAT, action plan of Bangkok Port is proposed with the following targets; • To maintain cargo throughput at 14 million tons per year • To raise revenue through development of value-added business • To limit utilization of container berths at 65% • To limit average dwell time of vessels to below 16 hours

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• To achieve crane utilization of 25 boxes/crane/hour • To deliver Full Container Load-FCL container by 40 minutes after customs clearance • To increase share of Less Container Load-LCL containers to more than 25% of total container throughput • To develop 45 rai of distribution center • To Develop 335 rai of logistics business center • To acquire a land plot for development of 2nd Bangkok Port to handle container traffic, which may exceed 1.0 million TEUs

(1.2) Traffic at Bangkok Port

The Consultants had obtained the statistical data on Container and Vessel Traffic at Bangkok Port from PAT as shown in Table 2.11.2-1.

Table 2.11.2-1 Container and Vessel Traffic at Bangkok Port

Year Container (TEU) Vessel Call Import Export Total 1989 318,078 455,767 773,845 - 1990 382,789 487,354 870,143 - 1991 394,308 602,427 996,735 - 1992 451,837 660,633 1,112,470 - 1993 476,660 644,665 1,121,325 - 1994 503,258 715,809 1,219,067 - 1995 552,552 739,308 1,291,860 - 1996 517,965 651,101 1,169,066 2,341 1997 401,456 550,444 951,900 2,415 1998 300,290 560,191 860,481 2,275 1999 352,302 554,173 906,475 2,175 2000 378,101 552,166 930,267 2,276 2001 374,000 556,000 930,000 2,470 2002 402,000 586,000 988,000 2,519 2003 441,000 628,000 1,069,000 2,379 2004 531,000 680,000 1,211,000 2,402 2005 577,000 674,000 1,251,000 2,570 Source: Port Authority of Thailand

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In the fiscal year of 2005, Bangkok port handled approximately 16.0 million tons of cargo of which 8.8 million tons (55%) are imports and 7.2 million tons (45%) are exports as shown in Table 2.11.2-2. In terms of container traffic, 0.58 million TEUs of imports and 0.67 million TEUs of exports, equivalent to 1.25 million TEUs in total, were handled at the port, which is over the limitation as stipulated by the government. The rising trends of cargo and container traffic at 3.3 and 2.8 percent per year have continued since 1999. This could be attributed to the followings. • The Inland Container Depot (ICD) is approaching its capacity, forcing some export and import to divert to Bangkok port. • In 2004, the value of import and export increased by 22% and 18% respectively. • A number of exporters and importers still prefer Bangkok Port due to its proximity to manufacturers and consumers.

Nevertheless, container traffic at Bangkok Port is expected to reduce when the capacity expansion of LCP and ICD is completed. A portion of cargo traffic will be diverted to Berth C3 of LCP, which is designed with the capacity of 1.0 million TEUs.

Table 2.11.2-2 Cargo at Bangkok Port

Cargo Traffic (million tons) Year Inbound Outbound Total General Container General Container General Container Total 2001 1.811 4.108 0.128 7.312 1.939 11.420 13.359 2002 1.790 4.396 0.114 7.665 1.904 12.061 13.965 2003 1.849 4.886 0.113 7.779 1.962 12.665 14.627 2004 1.980 5.967 0.091 7.266 2.071 13.233 15.304 2005 2.234 6.618 0.053 7.127 2.287 13.745 16.032 Source: Port Service Division, Port Authority of Thailand

(2) Leam Chabang Port

(2.1) Leam Chabang Port Action Plan

At ultimate stage, LCP will have three piers. At Pier 1, there will be 11 berths (A0-A5 and B1-B5), while at Pier 2, there will be 6 container berths (C1-C3 and D1-D3) and berth C0, which will be specialized in automobile export. Pier 3, reserved for future expansion, will comprise 6 berths (E1-E3 and F1-F3). Laem Chabang Industrial Estate is located nearby. The port is also integrated with railway and road transportation.

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Figure 2.11.2-1 Laem Chabang Port

In the 9th strategic plan of PAT, action plan of LCP is proposed with the following targets; • To increase container throughput at more than 8% per year • To put LCP in the top-12 port of the world in terms of container throughput by 2008 • To develop remaining berths in Basin 1 and Basin 2 so that they will be operational in 2008. Thus, capacity of LCP will reach 5.9 million TEUs. • To develop 100 rai of automobile parking lot to promote LCP as hub of Asia for automobile export. • To develop a truck terminal for export of agricultural products and general cargo. • To build distribution center, Pre-delivery inspection center and hub of container care in the area of LCP.

(2.2) Traffic at Laem Chabang Port

In 2005, LCP handled 34.2 million tons of cargo, of which 12.6 million tons are imports and 21.6 million tons are exports. As for container traffic, 3.77 million TEUs, of which 1.87 million TEUs are imports and 1.90 million TEUs are exports, were handled at LCP in 2005. At present, LCP is the biggest port in Thailand. Its cargo throughput has grown at 20.5 percent per year during 1996-2005, while vessel calls have increased at 11.8 per year during the same period. The reason why cargo throughput has grown at much faster rate than vessel calls is that size of commercial vessel is getting bigger. Table 2.11.2-3 shows the statistics of traffic at LCP since it was operational in 1991.

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Table 2.11.2-3 Traffic at LCP

Container (TEUs) Year Vessel calls Import Export Total 1991 71 332 403 - 1992 6603 14055 20,658 - 1993 40665 92856 133,521 - 1994 68838 160417 229,255 - 1995 99678 215630 315,308 - 1996 151480 349430 500,910 2,378 1997 210398 474375 684,773 2,875 1998 246134 623574 869,708 3,467 1999 334303 937099 1,271,402 3,749 2000 409585 1079878 1,489,463 4,713 2001 450000 1,153,000 1,603,000 5,133 2002 542,000 1,325,000 1,867,000 5,672 2003 625,000 1,492,000 2,117,000 5,581 2004 724,000 1,744,000 2,468,000 6,174 2005 806,000 1,877,000 2,683,000 6,469 Source: Port Authority of Thailand

(3) Maptaphut Port

(3.1) Maptaphut Port Development Plan

Thai government commissioned the Industrial Estate Authority of Thailand to develop Map Thaput Port as part of the Eastern Seaboard Development Plan. Cholburi and Rayong provinces were designated as the hub for economic development of the country. The Development Plan has determined the area of Maptaphut in Rayong province to be the location for large industries with Maptaphut Industrial Port as a major infrastructure. Development of Map Thaput Port may be divided into 2 phases as follows.

Phase 1 • Cabinet resolution on 16 February 1988 • 1,400 rai of land for the development of industrial estate • Construction of liquid cargo berths and general cargo berth • Completed in February 1992 • The first ship berthed on 27 March 1992

Phase 2 • Cabinet resolution on 29 December 1992

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• Dredging of navigation channel and maneuvering basin which suits the size and traffic of vessels in order to ensure safe operations at the port. • Materials from dredging were used to develop area of 1,470 rai for industrial operations. • Completed in April 1999

A study on revision of Maptaphut Port master plan in 2006 suggested strategies for future development of Maptaphut Port as follows. At present, container terminals are mostly located in the vicinity of LCP. Container traffic at LCP is expected to reach 10 million TEUs in 2014. That level of traffic is still under the ultimate capacity of LCP. In addition, result of market research indicated that most of vessels (62.72%) at Maptaphut Port are tanker with container vessel account only to 0.03% of total. Accordingly, container berth may not be necessary for Maptaphut Port for the time being. Thus, it was suggested that further development plan for Maptaphut Port should consist of the following projects. • Development of berth C1-C3 for automobile export • Utilization of TTT berth for bio-ethernol export • Building petroleum storage tanks, which will replace those currently situated in Bangkok Metropolitan Area • Building private power plants for electricity generation

(3.2) Traffic at Maptaphut Port

Table 2.11.2-4 summarizes the statistics of traffic at Maptaphut Port. In the fiscal year of 2006, 20.9 million tons of cargo was handled at Maptaphut Port. Vessel calls and cargo at Maptaphut Port grew at the average rate of 8.9 and 7.5 percent per year during 2001-2004. Major products handled at the port are petroleum, steel, fertilizer, ore and liquid cargo. In 2005 and 2006, however, cargo traffic decreased due to a decline in petroleum consumption in Thailand owing to a surge of oil price.

Table 2.11.2-4 Traffic Statistics at Maptaphut Port (2001-2006)

Port Year utilization 2001 2002 2003 2004 2005 2006 Vessel calls 5,008 5,689 5,798 6,472 7,895 6,935 Cargo (tons) 18,640 21,122 22,182 23,160 23,104 20,915 Source: Port operations division, Maptaphut Industrial Estate

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2.11.3 Traffic Forecast from Previous Studies

Traffic forecast from previous studies was reviewed and will be used as input for further analysis by the consultants. Relevant studies may be summarized as follows.

(1) Detailed Design of LCP Development Phase 2

Based on detailed design of LCP development phase 2 conducted by PAT in 1997, forecast of cargo traffic during 2000-2015 can be summarized in Table 2.11.3-1. Based on assumption on average loading per vessel, vessel calls at LCP, classified by vessel type, during the same period can be forecasted as shown in Table 2.11.3-2.

Table 2.11.3-1 Cargo and Container Traffic at LCP Forecast (2000-2015)

Year 2000 2005 2010 2015 General cargo and container (thousand tons) 19,943 36,256 52,984 71,581 General cargo (thousand tons) 1,259 1,764 2,578 3,483 Container (TEUs) 1,868 3,449 5,041 6,810 Bulk cargo (thousand tons) 3,314 5,791 6,060 6,281 Source: Detailed Design of LCP Development Phase 2, 1997, PAT

Table 2.11.3-2 Vessel Calls at LCP by Type Forecast (2000-2015) Unit: call Year 2543 2548 2553 2558 Ro-Ro 199 279 408 551 General 598 838 1,225 1,654 Container 3,483 5,041 6,059 7,890 Source: Detailed Design of LCP Development Phase 2, 1997, PAT

(2) Feasibility Study of Water Transportation Center to Support Coastal and Marine Transportation

In this study conducted by Marine Department in 2004, container traffic at LCP, Bangkok Port, including that of private sector, and Maptaphut port was forecasted. It was found that imported and exported container traffic (excluding empty containers) at those ports are linearly correlated with Gross Domestic Product (GDP) as shown in Figure 2.11.3-1 and 2.11.3-2 respectively.

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1,400,000 1.8403 1,200,000 y = 1E-06x 2 1,000,000 R = 0.948

800,000

600,000

400,000

200,000 Imported Container Traffic (TEUs)

0 0 500,000 1,000,000 1,500,000 2,000,000 2,500,000 3,000,000 3,500,000 4,000,000 GDP (Million Baht)

Source: Feasibility Study of Water Transportation Center to Support Coastal and Marine Transportation, 2004, Marine Department

Figure 2.11.3-1 Regression Analysis of Imported Container Traffic and GDP

2,500,000

2,000,000 y = 6E-09x2.2181 R2 = 0.844 1,500,000

1,000,000

500,000

Exported Container Traffic (TEUs)

0 0 500,000 1,000,000 1,500,000 2,000,000 2,500,000 3,000,000 3,500,000 4,000,000 GDP (Million Baht)

Source: Feasibility Study of Water Transportation Center to Support Coastal and Marine Transportation, 2004, Marine Department

Figure 2.11.3-2 Regression Analysis of Exported Container Traffic and GDP

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Once total container traffic is determined, that of LCP can be estimated by taking other ports’ capacity into account. Table 2.11.3-3 shows container capacity of the other ports, which are currently almost fully utilized. Based on the assumption that the other ports will be fully utilized and the remaining container traffic will be handled at LCP, future container traffic at LCP can be estimated as shown in Figure 2.11.3-3.

Table 2.11.3-3 Container Capacity of the Other Ports

Container Traffic Bangkok Maptaphut Private Inbound (TEUs/year) 380,000 6,000 190,000 Outbound (TEUs/year) 550,000 10,000 70,000 Source: Feasibility Study of Water Transportation Center to Support Coastal and Marine Transportation, 2004, Marine Department

7,000,000 Outbound 6,000,000 Inbound 5,000,000 4,000,000 3,000,000 2,000,000 1,000,000 Container Traffic (TEUs) Container 0 2000 2005 2010 2015 2020 Year

Source: Feasibility Study of Water Transportation Center to Support Coastal and Marine Transportation, 2004, Marine Department

Figure 2.11.3-3 Container Traffic Forecast at LCP

This study also forecasted container traffic at Songkla Port during 2006-2016 as shown in Figure 2.11.3-4. Container traffic at Songkla Port is expected to rise at 2.4 % per year during the period.

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200000

150000

100000

50000

Container Traffic (TEUs) 0 1992 1997 2002 2007 2012 2017 Year

Source: Feasibility Study of Water Transportation Center to Support Coastal and Marine Transportation, 2004, Marine Department

Figure 2.11.3-4 Container Traffic Forecast at Songkla Port

(3) Feasibility Study of Deep-sea Port in Lagoon District, Satun

In year of 2007, Marine Department have studied the survey and detail design of Pakbara Port. The construction work plan will spend 4 years during 2008-2011 and the port will start to service on 2012. In this study, it was recommended that Pakbara Port is the best location of development of a deep-sea port in Satun. Forecast of cargo traffic at Pakbara Port during 2011-2031 is summarized in Table 2.11.3-4.

Table 2.11.3-4 Cargo Traffic Forecast of Pakbara Port (2011-2031)

Unit: Thousand TEUs

Year 2011 2021 2031

Cargo for the South of Thailand 134.8 134.0 242.2

Cargo for others 0 431.6 827.3

Empty Container 0 70.2 107.6

Total 134.8 635.8 1177.1 Source: Feasibility Study of Deep-sea Port in Lagoon District, Satun, 2004, Marine Department

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2.11.4 Summary of Thailand’s Major Ports Development Scenario in Medium Term

Based on review of development plans of relevant agencies, development scenario of the major ports in Thailand in medium term may be summarized as follows.

(1) Increasing rate of cargo at Bangkok port is lower rate than the national economic growth rate. Its future function shall be a hub for domestic multimodal transportation with higher share of bulk and general cargo compared to that of LCP.

(2) LCP will remain a hub for export/import of containers and automobile. However, Ranong Port and Pakbara Port are expected to handle a significant share of cargo to/from India and the Middle East in the future. As a result, growth of traffic at LCP may not be as fast as in the past.

(3) Maptaphut Port will remain functioning as industrial port, focusing in transportation of oil, steel and petroleum.

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