© 2002 WIT Press, Ashurst Lodge, Southampton, SO40 7AA, UK. All rights reserved. Web: www.witpress.com Email [email protected] Paper from: Maritime Engineering and Ports III, CA Brebbia & G Sciutto (Editors). ISBN 1-85312-923-2

Environmental management of port oil terminals

D, G. Prokopiou and B, S. Tselentis Department of Maritime Studies, University of , .

Abstract

Bunkering is considered an environmentally high-risk process as international statistics on accidental pollution incidents indicate. The process is highly complicated, often involving several partners and many procedures and protocols. Procedures on board ship are well structured and well described in documentation provided by the manufacturers as well institutions such as IMO (MARPOL 73/78 clauses and Annexes), ISM auditors and others. It is also an area where much research has provided a good insight as to the factors involved, as well as many practical solutions to problems inherent to these processes, Another area where further research is needed, concerns oil refinery terminals, which, at least for Greece, play a major part in the transportation network of both crude as well as refined oil products. This paper presents the findings of research work, concerning the quality of oil terminal and bunkering procedures followed by refineries and oil terminals in Greece, The results are based on personal interviews with top ranking executives from the refineries, the Hellenic , Port and Local Authorities, Research Institutes and Health and Safety Bodies, All four major oil refineries were studied (three in the greater area and one in ) as well as smaller oil terminals situated on many islands (mainly serving and operated by the National Electricity Board) and smaller oil terminals serving oil storage tanks mainly situated near or on the coastline. Data presented are discussed in relation to oil terminal environmental management procedures, highlighting practices and processes pertinent to the bunkering industry which is striving to establish safety and environmental protection issues as its top priorities. © 2002 WIT Press, Ashurst Lodge, Southampton, SO40 7AA, UK. All rights reserved. Web: www.witpress.com Email [email protected] Paper from: Maritime Engineering and Ports III, CA Brebbia & G Sciutto (Editors). ISBN 1-85312-923-2

122 Maritime Engineering & Ports III 1. Introduction

Recent data from the US Coast Guard [1], concerning the time period between 1973 and 1993, indicate that the percentage of total volume of oil spilled in U.S. waters by source comprises of 18°/0from pipelines and by 18°/0from facilities in general. The same source [1], estimates that, by operation, cargo transfer amounts to 23°/0,tanker facility operations 2°/0,bunkering 10/0and pipeline 10/0, of the total volume of oil spilled in U.S. waters. It is also a well-known fact that around 75% of all pollution incidents involve oil either as crude or as refinery products [2], Greece is a major bunkering centre in the Mediterranean, the market being large enough to sustain eleven physical suppliers, eight of which are independents and three representatives of oil majors, There are also 60 traders, which mainly deal with the worldwide market rather than in Greece alone. The annual bunker sales for Greece are estimated to be around 2.5 million tonnes and on average 30°Aof the imported and domestically produced oil is sold as marine bunkers, compared to the OECD average of less than 15’?40. Although the market has been stable in recent years, there are signs of growth in the near Mm-e, The abolition of the cabotage restrictions in the passenger sector and the expected appearance of American and European cruise lines [3], coupled to the national programme of port development throughout the country [4] and especially the cruise terminal of the port of Piraeus connected to the 2004 Athens Olympic Games, will mean more ships and ship movements, and increased demand for bunkers, Along the same lines, commercial traffic is showing sighs of increasing, Piraeus Port reporting an increase of 19°/0 in container traffic for the year 2000 [5], Thessaloniki, taking advantage of its strategic position in the Balkans, has increased its transit cargo and is already accommodating a constant stream of new ferries added to the fleets of companies operating between the port and . Finally the competitive prices of bunkers in Greece attract numerous ships, which deviate from their course to benefit from the low prices, even though during the summer months delays and shortages are experienced due to increased demand from the tourist industry. Recent developments concerning the building of a 300 kilometre pipeline that will run ffom Burgas on the Bulgarian coast to on the Greek Aegean coast, transporting around 35 million tonnes of oil annually, is expected to increase tanker traffic and bunker sales, since there will be ample amounts of low cost Russian oil arriving on the north-eastern part of Greece in close proximity to the Dardanelles. Storage tanks (with a capacity of 1 million m3) and floating oil terminals for oil loading, are planned for the area. Another peculiarity to Greece is the number of small and isolated islands, which although ideal places for tourist development, nevertheless still require an energy source to power their electricity generators. Thirty six oil terminals, mainly managed by the National Electricity Board of Greece (DEH), operate on nearly all the islands that are situated at distances that do not, as yet, permit an underwater electricity link to other islands or mainland Greece. These are an important link in the oil chain from oil production and transportation system. © 2002 WIT Press, Ashurst Lodge, Southampton, SO40 7AA, UK. All rights reserved. Web: www.witpress.com Email [email protected] Paper from: Maritime Engineering and Ports III, CA Brebbia & G Sciutto (Editors). ISBN 1-85312-923-2

Maritime Engineering & Ports III 123 2. Greek oil terminals

In Greece four major refineries operate reaching a combined capacity of approximately 19 million tones a year. Three reside in the Greater Attica area, and one in Thessaloniki. Two (one in Attica and one in Thessaloniki) are operated by Hellenic Petroleum (HP) the country’s largest industrial and commercial enteqwise, amounting to half the nation’s refining capacity. The other two, Motor Oil and Petrola Hellas, both privately owned by shipping families, reside in the capital area, and plan fhrther expansions of both industrial processes and new products. All the above-mentioned refineries have an extensive coastal oil terminal infrastructure, since all crude oil supplies arrive by sea. In addition smaller oil terminals are situated on many islands, as mentioned previously, serving and operated by the National Electricity Board, as well as smaller oil terminals serving oil storage tanks situated near or on the coastline. Two of the three largest oil terminals serving the National Electricity Board are in and the third is on island. Main bunkering terminals are situated in all main Greek ports, such as Piraeus, Elefsis, Thessaloniki, Patras and . The Ministry of Industry, Energy and Development is responsible for granting planning and operation permits as well as special licenses for an oil terminal. Such certification provides the basis for compliance to health and safety standards and considerations laid out by Greek and International law, The Hellenic Coast Guard and the local Prefecture also play an important role in assessing preparedness and local contingency planning including regular safety exercises. Staff training, equipment maintenance and readiness are also controlled and certified. The law governing oil refineries, oil trading installations, and the industries, which use petroleum fiels, states that the above mentioned are obliged to install oil reception facilities, as well provide and maintain the appropriate equipment in order to deal with pollution accidents/incidents [6].

2,1 Refinery Terminals

Refineries in Greece are at close proximity with the coastline some with more than one terminals, Vessels visiting Greek refineries range from as small as 500 to 250,000 dwt. Refinery terminals act as independent and self-governing ports, often developing and applying procedures and cargo transfer and handling practices suited to the special characteristics and operations of these installations. These ports are used for loading and discharging crude oil, chemicals, and oil products. Tugs, pilot boats, patrols, anti-pollution boats and small tanker ships all play an important part in the refinery terminal processes, Tankers wishing to load and discharge their cargoes are only allowed to do so at these terminals. Of the four refineries in Greece, Aspropyrgos refinery has two terminals one at Aspropyrgos and one at Pahi Megaron. The refinery at Ionia near Thessaloniki has two terminals one on the Kalohori coastline and the second on an artificial island at Thessaloniki port, © 2002 WIT Press, Ashurst Lodge, Southampton, SO40 7AA, UK. All rights reserved. Web: www.witpress.com Email [email protected] Paper from: Maritime Engineering and Ports III, CA Brebbia & G Sciutto (Editors). ISBN 1-85312-923-2

124 MaritimeEngineering& Ports III 2.2 Oil product terminals

These installations provide land based industries with oil products, as well as. serve as loading sites for oil products usually stored on land based storage tanks, Light and intermediate fhels are handled at the following terminals : (1) Bunkering terminals: most of them are at Piraeus and Thessaloniki and two at Creta (Kali Limenes)and , (2) Oil terminals used for local petroleum oil needs: The biggest islands and the main Greek ports have such installations (e.g. Volos, , , Alexandroupoli, Rhodes, Mitilini, Creta, Hios) (3) National Electricity Board terminals: These serve as unloading points on the Greek islands, providing fiel to power the electricity generators owned and operated by DEH (4) Terminals serving individual industrial complexes such as steel mills, quarries, grain mills etc.(e.g Volos and Gyali island near )

3. Ship characteristics

Several types of vessels visit the above described specialized terminals .These vessels fall into two categories: (1) Tankers that carry crude oil and oil products to the terminals and for bunkering services and (2) Ships that use terminals to take bunkers. It is a well known fact that from the 1‘t of July 2002 all these vessels, including vessels with carrying capacities of over 500 tones, will have to conform to ISM Code inspections. In the near fiture, therefore, all tankers approaching oil terminals will be ISM certified, thus minimizing the chances of environmental damage due to accidents. Taking into account that all these vessels are under Port State control and classification society scrutiny, it seems reasonable to assume, that a dramatic decrease in accidents and incidents leading to marine pollution will be observed over the years to come.

Table 1. Extent and frequency of oil terminal accidents/incidents

Areas Terminals Tanker Accident/pollution calls incidents per year (1992-2001) Northern Greece

Prefectures of Thessaloniki, Kavala and Kavalla central port 3 0 authority Samothraki island port 1 2-3 0 authority © 2002 WIT Press, Ashurst Lodge, Southampton, SO40 7AA, UK. All rights reserved. Web: www.witpress.com Email [email protected] Paper from: Maritime Engineering and Ports III, CA Brebbia & G Sciutto (Editors). ISBN 1-85312-923-2

Maritime Engineering & Ports III 125 Thesaloniki central port 2+3 95-115 6 authority I , Northern Prefectures of , Hios and island 1 0-1 port authority Hios island central port 2 40-50 authority island port authority 1 9-1o island port 1 4-5 authority Mitilini island central port 3 110 authority Samos island port 1 25-27 authority Central Hellas I Prefecture of Magnesia and Prefecture of Evia island Aliveri port authority 1 24 1 Halkis central port 1 1-2 0 authority island port 1 3 0 authority Volos central port 9 200 4 authority Prefectures of Piraeus, Western Attica and Antikithira island port 1 0-1 0 authority Elefsis central port 3+5 4000 12 authority Piraeus port authority 4 600-800 Lavrio central port 1 24 1 authority Western Hellas - Prefectures of Korinthia Patra, Ilia, Messinia and

Igoumenitsa central port 1 40-45 1 authority Isthmian port authority 1+0 1800 4 Patra central port 2 (1 authority I I I © 2002 WIT Press, Ashurst Lodge, Southampton, SO40 7AA, UK. All rights reserved. Web: www.witpress.com Email [email protected] Paper from: Maritime Engineering and Ports III, CA Brebbia & G Sciutto (Editors). ISBN 1-85312-923-2

126 Maritime Engineering & Ports III Prefectures of , Zakinthos, and Kefahnia islands Corfh island central port authority Erikousa island port 1 0-1 0 authority Kefalonia island central 1 0-1 0 port authority Othonoi islands port 1 0-1 0 authority Zakinthos island port 1 0-1 0 authority Aegean Islands Prefecture of islands port authority 1 1-2 0 port authority 1 0-1 0 port authority 1 9-11 0 port authority 1 0-1 0 port authority 1 3-5 0 port authority 1 1-2 0 Miles port authority 1 6-7 0 port authority 1 15-17 Insignificant amounts Pares port authority 1 17 0 port authority 1 1-2 0 Syros central port 2 6-8 6 authority Thira port authority 1 24 0 Prefecture of islands

Rhodes central port 3 80 0 authority Kos port authority 3 70 0 (including Gyali island terminal ) port authority 1 6-9 1 port authority 1 15-20 Insignificant amounts port authority 1 4-5 0 port authority 1 2-3 0 Astipalaia port authority 1 1-2 0 Kastelorizo port authority 1 1-2 0 port authority 1 0-1 0 © 2002 WIT Press, Ashurst Lodge, Southampton, SO40 7AA, UK. All rights reserved. Web: www.witpress.com Email [email protected] Paper from: Maritime Engineering and Ports III, CA Brebbia & G Sciutto (Editors). ISBN 1-85312-923-2

Maritime Engineering & Ports III 127 Crete island

Prefectures of , Heraclion, Hania and Rethimno Hania port authority 3 232 1 Heraclion port authority 5 150-350 17 Kali Lirnenes bunkering 1 10+75 o station

4. Conclusions

Data concerning oil refinery terminals, presented in Table 1, have been collated from questionnaires that were completed by personal interviews with high ranking environmental safety managers from Petrola Hellas refinery at Elefsis, Hellenic Petroleum refinery at Aspropyrgos and Hellenic Petroleum Ionia refinery at Thessaloniki, as well as Hellenic Coast Guard officers responsible for these areas (Thessaloniki, Elefsis and Isthmia), From the reported data most of the accidents were caused by human and management miscalculations and errors, such as bad seamanship, shift desertion and understaffing, Interestingly further analysis of the data concerning ship size and incident frequency, indicated that the majority (about 70%)of oil spill incidents involved small vessels (<2,500 dwt). It is true however that when large vessels were involved in an incident, the oil pollution was considerable, as in the case at Isthmia involving an oil spill of 520 tonnes of crude oil in 1996. Data concerning oil product terminals, presented in the table above, have been collated from questionnaires that were completed by personal interviews with managers ffom the physical suppliers namely: EKO/ELDA, IMS SA, SEKA/SEKAVIN, JET OIL, SHELL, BP, AEGEAN, LID OIL, FAMM, ETEKA, TRANSOIL/IBIA and PETCO. The main cause for accidents experienced at these terminals, according to these suppliers, were the badly maintained oil barges and small supply tankers {<1,200 deadweight tones (dwt)} as well as the untrained crews who, were given the responsibility of performing the bunkering procedures. Our data collected from major Hellenic Coast Guard outposts at Kavalla, Samothraki, Thessaloniki, Lernnos, Mitilini, Skiros, Volos, Elefsis, Isthmia, Patra, Miconos, Pares, Sires, Thira, Kalymnos, Kos, Samos, Rhodes, Hania, Heraclion, Igoumenitsa and Kalymnos, partly confm the above suggestions, but interestingly highlight firther causes, These are summarized as follows: i) Badly maintained pipelines on the piers and on land. A characteristic case is the island of Syros, where an increased number of accidents (6) causing marine pollution, occurred with a relatively small number of tanker approaches (6-8), It is noteworthy to mention that other terminals with much higher tanker calls per annum have much lower accidents (see Hania area). ii) Inadequate port and mooring facilities for ships, A characteristic case is the Linoperamata gulf at Heraclion Crete, where seventeen (17) accidents occurred over a 10 year period, at 4 terminals with a relatively high number of tanker calls (2292 in 10 years). In these cases the ship has to anchor off a buoy and transfer oil products via an underwater pipeline, The usual cause of oil escaping to the marine environment © 2002 WIT Press, Ashurst Lodge, Southampton, SO40 7AA, UK. All rights reserved. Web: www.witpress.com Email [email protected] Paper from: Maritime Engineering and Ports III, CA Brebbia & G Sciutto (Editors). ISBN 1-85312-923-2

128 MaritimeEngineering& Ports III is the movement of the ship due to bad weather and current conditions, with the subsequent breaking of the pipeline. The questionnaire also noted proposals that key stakeholders made aiming at increasing the safety and environmental protection of the industry, High on the priority list came the need for firther education and training of refinery, oil terminal and barge crews, on issues of bunkering and cargo transfer operations, guidelines and checklists concerning safety management and local contingency plans [7]. The issue of restoring the coastline in the Elefsis area, where the operation of two refineries has, inevitably over the years, severely affected the marine environment, could be dealt with by instigating an environmental management plan, based on environmental monitoring and remediation of sea bed sediments. Finally, it is believed that certain areas in Greece face increased traffic and deal with high petroleum oil amounts, increasing the possibilities to accidents that can seriously harm human life and also have a serious impact on the environment. It is proposed that ports and installations in general, be studied carefilly utilizing the recently developed methodologies of risk assessment in order to provide reliable scientific data that will provide the basis for management decisions concerning fhrther investments and new developments for the industry.

Acknowledgements

The authors wish to thank the following for their collaboration: Sublieutenant Startopoulos Isthmia Port Authority, Sublieutenant Bispinas Thessaloniki Central Port Authority, Sublieutenant Kaoutskis Elefsis Central Port Authority, Lieutenant Zarras Volos Central Port Authority, Acting Sub Lieutenant Skiada Rhodes Central Port Authority , Hatzibarba F, Ministry of Northern Greece, Thessaloniki, Metikanis D. National Electricity Board, Athens Christidis A,Thriasio District Development Association, Elefsis and Rafailidis A. Hellenic Petroleum Ionia Refinery, Thessaloniki .

References

[1] US Coast Guard (1995) [2] Hall K., Impacts of Marine Debris and Oil - economic and social costs to coastal communities. KIMO Shetland UK., 2000. [3] P. Aivatzidis “Greece and Oil” WorldBunkering, Issue 6, number 2 May 2001. [4] Englezou, I., Tselentis, V,, Tzarmatos, E. and Amanatidis, G., Port Pollution and Exhaust Emissions from Ships, Proceedings of the 10th World Clean Air Congress, Helsinki, pp. 229-232, May 1995. [5] Hatzakos S,, Chairman Transport Committee ESPO (personal communication) [6] Dilanas A., :Speculations on Environmental Pollution, (in Greek), Athens 1999. [7] Papapetrou P. Prefect of Western Attica (personal communication)