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ENVIRONME; TAL IMPACT.ST1i0Y(OF TAR T CONTENT1).

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STUDIJA U JECAJA NA OK(CILJAN G SADRZA

KONTEJNE SKI TERMI PLOCE

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E2345 v3

CONSTRUCTOR: PLOCE PORT AUTHORITY20324 PLOCETrg kralja Tomislava 21

AUTHOR OF THE SUTDY: RIJEKAPROJEKT d.o.o.51000 RIJEKAMose Albaharija 1 Oa

ENVIRONMENTAL IMPACT STUDYOF TARGET CONTENT

CONTAINER TERMINAL PLOCEIN THE PLOCE PORT

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

PROJECT REFERENCE NUMBER: Rn 03-033

DIRECTOR: Ratimir Sarar, B.Sc.C.E.

RIJEKA, July 2004

REPUBLIKA HRVATSKA 3 6MINISTARSTVO _'

ZASTITE OKOLISA I PROSTORNOG rUREDENJA ,

10000 Zagreb, Ulica Republike Austrije 20 21 -

TEL: 01/37 82-444 FAX: 01/37 72-822 - wi

Klasa: 351-03/03-01/0042Ur.broj:531-05/4-VM-03-2Zagreb, 13.08.2003.

Ministarstvo zastite okolisa i prostornog uredenja na temelju c1.3- st.2. i c.10. st.5. Pravilnika oprocjeni utjecaja na okoli (Narodne novine, br. 59/00), u povodu zahtjeva tvrtke -Rijekaprojekt"d.o.o. iz Rijeke, za odobrenje izrade studije o utjecaju na okolis ciljanog sadrzaja za namjeravanizahvat: izgradnja kontejnerskog tertninala u luci Plode, daje

ODOBRENJEza izradu studije o utjecaju na okolis ciljanog sadrzaja za namjeravani zahvat:

izgradnja kontejnerskog terminala u luci Ploce

A. Opis zahvata i lokacijeI . Svrha izgradnje kontejnerskog terminala.2. Podaci iz dokumenata prostornog uredenja.3. Opis okoli§a lokacije i podrucja utjecaja zahvata.4. Opis zahvata.5. Procjena troskova realizacije planiranog zahvata.6. Opis odnosa nositelja zahvata s javnoscu prije izrade studije.

B. Ocjena prihvatljivosti zahvataI Prepoznavanje i pregled moguSih utjecaja zahvata na okolis tijekofi pripreme,

gradenja i koristenja zahvata, uklju6ujuci ekolosku nesrecu i rizik njezina nastanka.2. Prijedlog najprikladnije varijante zahvata s obrazIo2enjem.

C. Mjere zastite okolisa i plan provedbe mjera1. Prijedlog mijera zastite okolisa tijeklom pripreme. gradenja i koristenja.2. Prijedlog mijera za sprjecavanje i ubla2avanje posljedica mogucih ekoloskih nesreca.3. Program pracenja stanja okolisa.4. Politika zastite okolisa nositelja zahvata.5. Planirana stiradnja nositelja zahvata sjavnoscu.

D. Zakljucak studije (u saictom obliku)I . Obrazlozenje odabrane varijante zahvata.2. Prikaz utjecaja zahvata na okois, tijekom pripreme, gradenja i koristenja zahvata,

uklju6ujuc ekolosku nesrecu i rizik njezina nastanka.3. Mjere zastite okolisa tijekom pripreme, gradenja i koristenja zahvata, ukljucujuci

mjere za sprjecavanje i ubla3avanje posljedica mogu6ih ekoloskih nesrcca.4. Program pra&nja stanija okoli§a.

F. Saictak studije za javni uvid(ti slu6aju da tijelo koje provodi postupak procjene utjecaja zahvata na okoli utvrvdi obvezuprovodenjajavnog uvida)

F. Izvori podataka

Nositelj zahvata duzan je na zahtjev komisije za ocjenu utjecaja zahvata na okolis, osigurati dopunskaobrazIo2enja ili dopunu studije prema odredenim pogiavljima studije (61. 16. Pravilnika o procjeniutjecaja na okolis), te se u tom smislu odobreni sadrdaj smatra okvirnim. Nositelj zahvata duian jeosigurati izradu studije koja ce obraditi sva bitna pitanja zastite okolisa vezana uz predmetni zahvat.

0 b r a z I oi e n j e:

U ime nositelja zalwata, tvrtka "Rijekaprojekt" d.o. iz Rijeke. Mose Albaharija 10a. podnijela je21.07.2003. zalitjev za odobrenje izrade studije o utjecaju na okolis ciljanog sadrzaja za zahvat:izgradnja kontejnerskog terminala u luci Ploce. Uz zahtjev dostavljeni su prijedlog sadrzja'a studije,opis postojeceg stanja te obraz1o2enje planirane izgradnje.

U dostavljenomn obrazlo2enju navedeno je da ce se izgradnjom kontejnerskog terminala t] luci Ploceomoguditi boija konkurentnost luke u davanju usluga u kontejnerskom prometu roba. Planiranaizgradnja realizirat ce se na dijelu postojeceg luckog podrucja u zoni obale 6 i obale 7 koje se i danasdjelomice koriste za odredene ludke poslove, a obuhvatit ce izgradnju obale, uredenje povrsina iopremanje potrebnom infrastrukturom.

U tom smislu obraz1o2eni su raziozi poduzimanja zahvata, te je predlozen sadrzaj studije o utjecaju naokolis ciljanog sadr2aja. Ministarstvo zastite okolisa i prostornog uredenja razmotrilo je zaltjev, teutvrdilo da je isti opravdan. Ministarstvo zastite okolisa i prostornog Liredenja je temeijern odredbe61.10. st.3. Pravilnika o procjeni utjecaja na okolis, dalo odobrenje za izradu studije a ut'ecaju naokoIis ciljanog sadrŽaja za zahvat: izgradnja kontejnerskog terminala u luci PIoce.

2 P0 K NIINISTRA

l P > d^~1•Ktn ridev icDostaviti: dc.s- "Rijekaprojekt" d.o.o.Rijeka, Mose Albaharija 10aGospodin Aleksanidar Markovic

-i~~~

ENvWRONMENTAL IMPACT STUDYRn: 03-033 CONTAINER TERMINAL PLOCE PAGE: 1

AUTHORS AND ASSOCIATES

WATER PROTECTION: Mr.sc.Vi§nja Hinic, B.Sc.nav.arch.

SEA:

1. Sea Hydrodinamics prof. dr. Vladimir Androcec, B.Sc. nav. arch.2. Sea Flora and Fauna Dr. Andrej Jaklin, B.Sc.biol.

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

PRELIMINARY DESING PRISTAN1STA: Aleksandar Markovic, B.Sc.C.E.

PRELIMINARY DESIGN OFINFRASTRUCTURE

1. Roads: Branimir Pliskovac, B.Sc.C.E.2. Railways: Aleksandar Markovic, B.Sc.C.E.3. Water supply and sewage: Raoul Valcic, B.Sc.C.E.4. Electrical installations: Zeljko Matic, B.Sc.el.

SPATIAL PLANNINGDOCUMENTS: Sanka Vrdoljak, B.Sc.arch.

GRAPHICS: Dijana Jurisic, B.Sc.C.E.

LANGUAGE EDITING: prof. Slavica Dundovic

PHOTOGRAPHY: Ranko Dokmanovic, Rijeka

RIJEKAPROJEKT d.o.o.

ENVIRONMENTAL IMPACT STUDY

Rn: 03-033 CONTAINER TERMINAL PLOCE PAGE: 1

TABLE OF CONTENTS

RIJEKAPROJEKT doo.o

ENVIRONMENTAL IMPACT STUDYRn: 03-033 CONTAINER TERMINAL PLOCE PAGE: 2

PAGE

FRONT COVER 1-2AUTHORS 1-1TABLE OF CONTENTS 1-7

A. DESCRIPTION OF INTERVENTION ANDLOCATION

A.1. PURPOSE OF CONSTRUCTION OF CONTAINER TERMINALPLOCE

1 -8

A.1.1. Intervention type for national significance 3A.1.2. Reasons and objectives of investments connected to

Economic and spatial development 5A.1.3. General data on technological characteristics of

Container terminal 6

Attachments:Figure 1. Location of planned project 1:50 000Figure 2. Technological layout - final state 1:2500Figure 3. Technology - typical cross section 1:500

A.2. DATA FROM PHYSICAL PLANNING DOCUMENT1 -20

A.2. 1. Strategy and program of physical planning of therepublic of Croatia 2

A.2.2. The Dubrovacko-neretvanska county spatial plan 9A.2.3. Changes and additions to spatial plan of

the Kardeljevo municipality to year 2000 15A.2.4. Changes and additions to master plan

of Kardeljevo 19

Attachments:

Figure 1.Excerpt from the STRATEGYAND PROGRAM OF PHYSICAL PLANNING OF THE REPUBLICOF CROATIA

Figure 2. Excerpt from PHYSICAL PLAN OF THE DUBROVACKO- NERETVANSKA COUNTYFigure 3. Key to Use and Assignment of LandFigure 4. Physical plan of Municipality of Ploce -Assignment of land use in 2000 g.Figure 5. Master Plan of Ploce-Plan assignment of land use



A.3. DESCRIPTION OF LOCATION SURROUNDINGS ANDINTERVENTION IMPACT AREA 1 -63

A.3. 1. Location of the planned intervention 2A.3.2. Spatial and functional units and assignment of

land in the Ploce town area 3A.3.3. Port industrial complex 6A.3.4. Analysis of natural conditions 9A.3.5. Assesment of the present site capacity 51

Attachments:

Figure 1: Panoramic view of the areaFigure 2: Aerial view at the port areaFigure 3:View at the portFigure 4: Town portFigure 5: Development plan for the Port of PloceFigure 6. Port area - terminalsFigure 7: Wind roseFigure 8: WindFigure 9: Frequency of different directions (%) in the climatologic periods 7 a.m., 2 p.m. and 9. p.m. (a)

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

and total (b) in m/sFigure 11: Mean annual number of days with strong and stormy windFigure 12: Annual range of the mean wind forceFigure 13: Seasonal and annual frequencies of wind force classes (5). The wind force is given in Beaufort.Figure 14 Mean annual values of the sea level height in relation to the mareographic zero in Ploce

in the period from March 2002 - March 2003Figure 15 Values of sea level height in Ploce recorded during occurrence of port standing waves.Figure 16 Basic directions of surface currents in winter and spring season in the Neretva channel

Scale 1: 80 000Figure 17 Permanent surface currents in the zone of the Neretva river mouth scale I: 40 000Figure 18 Currents at 5 m depth in the zone of the Neretva mouth scale 1: 40 000Figure 19. Mooring place for the Ploce PortFigure 20. Wave height for b asin between quay 5 and 7Figure 21. Mean monthly values of meteorological elements and occurrencesFigure 22. MEAN DA TES OF TEMPERA TURE THRESHOLDS AND DURA TION OF

TEMPERATURE ABOVE 0°, 5, 100, 15°and 20° (in days)Figure 23 Mean annual air temperature rate, PloceFigure 24 Mean annual rate of cloud and average number of cloudy and clear daysFigure 25 Mean annual rate of relative humidity (v.) and precipitation (mm)Figure 26 Annual rate of mean and minimum monthly air humidity (%) and average number of days

iv,th relative humidity >80% at 14.00 hrs and >30% in all three times of measurementsFigure 27 Mean annual rate of number of days with precipitation and thunderFigure 28 Mean annual number of days with certain quantity of precipitationFigure 29. Planned intervention area in the Ploce Port, view of coastFigure 30. Planned intervention area in the Ploce Port, view of seaFigure 31. Map of area with transects PL-01 and PL-02.Figure 32. Small depth of the beginning of the transect PL-01.Figure 33. Transect PL-01 area above sea, buoy marking the end of transect.Figure 34. Short coast of sandy silt.Figure 35: Description of the profile PL-01Figure 36. Zoostera noltii sea grass; depth 0,8 m.Figure 37. Numerous holes in the sediment; depth 0,5 m.Figure 38. Marine fanworms SabelDa spalanzanii; depth 6,8 m.Figure 39. Terrigenous silt without visible benthonic organisms; depth 9,9 m.Figure 40. Beginning of the transect PL-02.Figure 41 Transect PL-02.Figure 42.End of transect PL-02.Figure 43. Coastal soft mudFigure 44. Profile of the bottom of the transect PL-02, with established bottom type and bottom

living communities.Figure 45. Sandy mud on the beginning of the transect, numerous holes visible, depth 2 m.Figure 46. Terrigenous mud without visible benthonic organisms; depth 13,5 m.Figure 47. Bare surface abundant with holes and mounts of unknown origin; depth 14 m.Figure. 48. Stations for sediment examinationFigure 49. Results of examination of sediment in the area of the Place portFigure 50. Characteristics of the spatial ambient of the Planned Intervention 1:5000Slika 51. Present state 1:2000Slika 52. Container terminal - orto foto 1:5000


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ENWVRONMENTAL IMPACT STUDY


A.4. DESCRIPTION OF PROJECT 1-14

A4.1. Function of planned project 2A4.2. Spatial needs of planned project 2A4.3. Construction of structure/facility 4

Attachments:

Figure 1 Por of Ploce layout plan - functional assembly 1.2000Figure 2. Purpose of area and terms of construction 1:2000Figure 3. Traffic infrastructure 1:2000Figure 4. Water supply and drainage layout 1 2000Figure 5. Electrical installation layout - VN and NN distribution 1:2000

A.5. EVALUATION OF COSTS FOR REALIZATION OFPLANNED INTERVENTION 1-2

A.6. RELATION BETWEEN CONTRACTOR ANDGENERAL PUBLIC 1-2




B. OPERATION ACCEPTABILITY EVALUATION

B.1. IDENTIFICATION AND OVERVIEW OF POTENTIALENVIRONMENTAL IMPACTS OF THE OPERATION DURING ITSPREPARATION, CONSTRUCTION AND UTILIZATION PHASE,INCLUDING ECOLOGICAL DISASTER AND RISK OF ITSOCCURRENCE 2-4

B.1.1. Overview of potential environmental impactsduring the construction phase 3

B.2. OVERVIEW OF POTENTIAL ENVIRONMENTAL IMPACTSDURING THE UTILIZATION PHASE 1-17

B.2.1. Potential micro-climatic condition change 2B.2.2. Potential impacts on natural terrestrial and

sea ecosystems 2B.2.3. Potential changes with regards to utilization 5B.2.4. Potential changes of air or sea water quality,

changes caused by noise, in normal conditionsand in case of ecological emergency 6

B.2.5. Potential environmental impacts of the operationin case of ecological emergency with occurrencerisk assessment 16

B.3. THE MOST SUITABLE OPTION PROPOSALWITH CLARIFICATION 1-3


ENWIRONMENTAL IMPACT STUDYRn: 03-033 CONTAINER TERMINAL PLOCE PAGE: 6

C. ENVIRONMENTAL PROTECTIVE MEASURES ANDMEASURE IMPLEMENTATION PLAN

C.1. PROPOSAL OF ENVIRONMENTAL PROTECTIVE MEASURESDURING THE PHASE OF PREPARATION, CONSTRUCTION ANDEXPLOITATION 1 -20

C.1.1. Proposed environmental protectiveMeasures during the phase of preparation 3

C.1.2. Proposed environmental protectiveMeasures during the phase of construction 8

C.1.3. Proposed environmental protectiveMeasures during the phase of exploitation 10

Attachments:

Figure 1. Submarine excavation

C.2. PROPOSAL OF MEASURES FOR PREVENTION AND MITIGATIONOF POSSIBLE CONSEQUENCES OF ECOLOGICAL DISASTERS

1 -2

C.3. ENVIRONMENTAL MONITORING PROGRAM 1 -3

C.3. 1. Sea 2C.3.2. Traffic Impact 3C.3.3. Waste 3

Attachments:

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

C.4. ENVIRONMENT PROTECTION POLICY OF THE INTERVENTIONHOLDER 1-3

C.5. PRESENTATION OF THE PLANNED MODE OF COOPERATION OFINTERVENTION HOLDER WITH THE PUBLIC 1 - 2


-I~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~



D.1. EXPLANATION OF MOST SUITABLE PROJECTALTERNATIVE 1-4

D.2. DESCRIPTION OF PROJECT ENVIRONMENTAL IMPACT DURINGPREPARATION, CONSTRUCTION AND USE OF PROJECT,INCLUDING ALSO ECOLOGICAL INCIDENT ANDRISK OF ITS OCCURRENCE 1-5

D.3. ENVIRONMENTAL PROTECTION MEASURES, DURINGPREPARATION, CONSTRUCTION AND USE OF PROJECT,INCLUDING ALSO ECOLOGICAL INCIDENT AND RISKOF ITS OCCURRENCE 1-7

Attachments:

Figure 1. Submarine excavation

D.4. ENVIRONMENTAL STATE MONITORING PROGRAMME 1-3

Attachments:

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

F. INFORMATION SOURCES 1-6


I

ENVRONMENTAL IMPACT STUDYRn: 03-033 CONTAINERTERMINAL PLOCE PAGE: 1

A. DESCRIPTION OF INTERVENTIONAND LOCATION


I~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

EN\IRONMENTAL IMPACT STUDYRn: 03-033 CONTAINERTERMINAL PLOCE PAGE: 2

A.l. PUROSE OF CONSTRUCTION OF CONTAINERTERMINAL PLOCE

A.1.1. KIND OF INTERVENTION OF IMPORTANCE FOR THESTATE

A.1.2. REASONS AND OBJECTIVES OF INVESTMENTCONNECTED TO THE ECONOMIC AND SPATIALDEVELOPMENT

A.1.3. BASIC DATA ON THE TECHNOLOGICAL SPECIFICSOF THE CONTAINER TERMINAL



Rn: 03-033 CONTAINERTERMINAL PLOCE PAGE: 3

A.1. PURPOSE OF UNDERTAKING INTERVENTION

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

Today, the Port of Ploce is a port of state significance open to home andinternational public traffic, and mainly designated for cargo traffic.

The Dubrovacko-neretvanska County Spatial Plan defined that the Portof Ploce is a port of special (international) economic interest for theRepublic of Croatia.

LAW REGULATIONS

In accordance with the Law on maritime estate and sea ports (OfficialGazettel58/03), a port is defined as a sea port, i.e. marine and land spacedirectly connected with the sea with wharves and non built shores,breakwaters, equipment, plants and other structures designated for landing,anchoring and protection of ships, yachts and boats, loading and unloading ofpassengers and goods, storage and other handling of goods, production,enrichment and finishing of goods and other economic activities, which are ineconomic, traffic or technological interrelation with these activities.

Port area of a port is the sea port area consisting of one or more sea and landspaces (port basin) used for port activities operations and underadministration of a port authority, i.e. concessionaire representative, and theport area boundary-line are the boundary of the maritime estate.According to the purpose they are used for, ports are divided to:- ports open to public traffic- ports for special designation

Port open to public traffic is a sea port which, under equal terms, can beused by every physical and legal entity in accordance with its designation andwithin the limits of available capacities.Ports open for public traffic can be: ports open to international traffic and portsopen to home traffic, in accordance with the Maritime Code.The port can consist of one or more basins.

According to size and significance for the Republic of Croatia, the ports opento public traffic are divided to:

* Ports of special (international) economic interest for the Republic ofCroatia

* Ports of county significance* Port of local significance


ENVRONMENTAL IMPACT STUDY

Rn: 03-033 CONTAINERTERMINAL PLOCE PAGE:4

In accordance with "Ordinance on the criteria for ranking of ports open topublic traffic" (NN 31/96) the criteria for classification of ports open to publictraffic under ports of special (international) economic interest for the Republicof Croatia are:

. average traffic exceeding 3,000,000 tons of cargo per year, with 10%share of transit traffic in the structure of the total traffic between 1985and 1990, or average traffic of passengers exceeding 500,000passengers per year with 10% of passengers in international trafficbetween 1985 and 1990 for a port operating for passenger traffic only;

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

. installed port capacities for traffic of 5,000,000 tons of cargo per yearin accordance with the cargo structure against main goods groups, anddeveloped shoreline and piers for anchorage of ships length over 130m and draught 6 m.

. no less than five regular ship lines per month or minimum threeinternational lines per year for port operating for passenger traffic only.

In accordance with "Ordinance on ranking of the Port of Ploce" (OfficialGazette no. 37/96):

. According to size and significance the Port of Ploce has beenranked under a port of special (international) economicimportance for the Republic of Croatia.

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


ENVIRONMENTAL IMPACT STUDYRn: 03-033 CONTAINERTERMINAL PLOCE PAGE: 5

A.1.2. REASONS AND OBJECTIVES OF INVESTMENT CONNECTED TOECONOMIC AND SPATIAL DEVELOPMENT

In 2002 the Port of Ploce reloaded about 10.000 TEU. There is a regularweekly feeder line to the ports of Malta and Gioia Tauto in Italy. The shippingcompany is Losinjska plovidba - brodarstvo d.d. The ship UPA can transport226 TEU. This year an additional ship RAPOCA of the same shippingcompany has been introduced to the same line twice a week.

With the aim to obtain a thorough insight, as well as scientific and expertassessment of the possibilities and needs of sea ports several scientificinstitutions and foreign companies have been engaged, which have alsoprepared the development studies for the Port of Ploce, and in which thesegment of the port containerization has also been considered:

. Economic and technical study of the ports of Rijeka and Ploce,Sofremer - Apis, 1997. (financed by the Works Bank);

. Study on the multimodal traffic corridor Ploce-Sarajevo (financed byTDA, USA Government Agency),

* Forecast of traffic of these goods has been given also by the one andonly operator in the port area - the Port of Ploce.

The first study was used as landmark document for elaboration of the TrafficDevelopment Strategy of the Republic of Croatia, which related to ports, and aSea Ports Development Plan for the period of 10 years has been prepared butnot yet passed. The quantities of containers to be transported through the Portof Ploce according to this plan should be:

YEAR 1989 1995 1999 2000 2005 2010TEU 2,500 250 1,800 3,000 32,000 71,000

The decision to initiate preparations for this investment has been influencedby the planned traffic forecasts and by the fact that the existing containertraffic handling is even now a problem for the Port of Ploce.

There are no onshore surfaces for container storage, the surfaces have notbeen designed to withstand heavy loads of the equipment required for suchhandling, the bearing capacity of operative shoreline for installation of specialequipment for container transshipment are questionable and reported severaltimes already. To conclude with, the Port of Ploce does not possessequipment suitable for reloading of container unit by LO-LO technology.

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

The Port of Ploce should be equipped for container traffic by construction of acontainer terminal, capacity 100 000 TEU per year.



Rn: 03-033 CONTAINERTERMINAL PLOCE PAGE: 6

A.1.3 BASIC DATA ON TECHNOLOGICAL SPECIFICS

A.1.3.1. EXISTING STATUS ON THE LOCATION

Micro location of the container terminal has been proposed based on theanalysis of the local geography, suitable access from the sea and protectedbasin docks 5 and 7 against adverse meteorological, hydrographical effects,suitable access from inland-road/railway, adjacent required municipalinfrastructure, enough space for extension of the terminal. Since impact onenvironment is not significant, the location is a buffer-zone against the citybetween the existing built volumes and pollutants which will be farther on. Thebulk cargo terminals located opposite of the dock no.5.To the North is limitedby the future waterline - dock 7, to the East by the existing runaway of theAirport Ploce, which is located in the area of the Neretva river valley, and inaccordance with the Dubrovacko-Neretvanska County Spatial Plan, to theSouth by the future railway tracks routs and to the West by the shore line. Thesurface of this land plot is about 210.000 m2. For half of this surface on whichthe container terminal will be built the Location Permi will be obtained. Theremaining surface will be kept for expansion of the terminal what we do notforesee to be in so near future.

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

Warf length 260 m is to form the line of the future dock 7 with water landingarea depth of 13.5 m, in which root the RO-RO ramp is to be built. In thereloading zone the equipment is to be placed with technical characteristicsenabling transshipment of the container ships of the third generation. Thesurface provided for construction of terminal is to be about 100,000 m2. It isprovided to include the zone for reloading ships and railway cars, the zone forstorage, service zone and surfaces needed for the main infrastructure (roads,power supply , telecommunications), and is to include RO-RO space also.The design provides also construction of all infrastructure structures/facilitiesoutside the terminal land plot necessary for its operation as one technologicalunit.

The Location Permit has been applied br the final construction stage whichincludes RO-RO ramp also, and construction in phase should be madepossible.

RAILWAY TRACKS

In order to get an insight into the status of railway infrastructure in the Port ofPloce as well as the marshalling tracks in the cargo railway station adjacent tothe Port of Ploce, used as supporting structure to the port capacities, in 1988a Study on track capacities in the Port of Ploce and railway station Ploce(Institute for Traffic, Sarajevo, November 1988) was prepared. The conclusionof this study was that at construction of new railway capacities it will benecessary to undertake reconstruction of the connection of the existing portcapacities to the cargo station Ploce.

As shown in this study at construction of the container terminal it is necessary,besides the railway tracks on the terminal itself, construct marshalling groupsIlIl and IV. The first mentioned for the needs of the timber transit terminal andwaterfront tracks of the future container terminal, and the second for the


ENVRONMENTAL IMPACT STUDYRn: 03-033 CONTAINERTERMINAL PLOCE PAGE: 7

needs of the mainly container terminal. In addition, it is necessary toundertake reconstruction of the existing cDnnection and connection of theconnection track to the cargo station Ploce (about 600 m).

ROADS

The Spatial Plan of the Port of Ploce has provided for construction of the mainport road 15.0 m wide, which goes to the main gate of the container terminal.

For the main port road the Main Design has been prepared. So far about 350m of mentioned road has been built, while for the remaining about 580 mearth works are carried out. The Consultant will renew this documentation anddesign the road connections of this road to the traffic infrastructure of thecontainer terminal.

POWER SUPPLY SYSTEM

Feeding of the Port of Ploce is from 10kV network from TS 35/10 kV Vranjak,which is located adjacent to the port fence. The energy is supplied throughtwo cable lines type PP 41 A 3 x 150 mm2 to switching yard 10 (20) kV of thePort of Ploce an from there to separate transformer substations within the portarea.

For the future container terminal there is a 10 kV cable, which route goesalong the edge of the future terminal. Although this cable is in function andcan serve for supply of the future terminal, it is obsolete and in future could beunsafe for the good quality feeding. Therefore, being aware of the need of thefuture port capacities for electric energy and water, the Port Authority hasorder elaboration of Main Design, Construction of public utilities system alongthe main port road with connection of the power supply cable Switch yard - TSVranjak. The goal of this design is sizing and construction of an infrastructurecorridor by which this new part of the port will be supplied with the necessaryquantities of water and electric energy and creating a ring of 10 kV lines withinthe Port of Ploce space. The public utilities system is to be built along themain port road to South, and all utilities are provided to be placed into areinforced concrete channel.

The connection of the container terminal to new cable 10/20 kV cable is to bealso at the edge of the container terminal. In this case the existing cable 10 kVnetwork is provided as reserve to the new network.

TELEPHONE AND FIRE ALARM

The existing primary telephone and fire alarm networks within the port areahave been reconstructed in the eastern part of the port. The ducts, cablemanholes, new cable switch boards were installed, PEHD pipes laid, firealarm cables, type JB- Y(ST)Y and telephone cables, type TK 59 were pulledthrough, with capacity to satisfy the existing and future needs. Thereconstruction of the western part of the port is planned and will be completedduring 2004.

From the telephone, i.e. fire alarm stations, there is a built cable duct networkleading to the HPT post office in which the PEHD pipes have been laid.


EIRONMENTAL IMPACT STUDYRn: 03-033 CONTAINERTERMINAL PLOCE PAGE: 8

For the needs of the container terminal in the part of telephone and fire alarmsystem and connection to the main fire alarm station, i.e. telephone station, itwill be necessary to build a cable ducts network from the cable manhole KZ1.1 in the direction of the future container terminal space.

WATER SUPPLY SYSTEM

The main feeding port water supply system is built of steel pipes 0 200 mmand laid underground, along the eastern edge of the road in the direction of<<Energopetrol> and passes along the edge of the future container terminal. Itscapacity is 33.6 I/s, and pressure 5.5-6.0 bar.


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A.2. DATA FROM PHYSICAL PLANNING DOCUMENT

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

REPUBLIC OF CROATIA

A.2.2. THE DUBROVACKO-NERETVANSKA COUNTY SPATIAL PLAN

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

KARDELJEVO MUNICIPALITY TO YEAR 2000

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

RIJEKAFROJEKT d.o.o.


For the intended intervention and analyzed space, considering theinternational importance of the port, all currently valid physical planningdocuments of this area have been analyzed, as well as those that will bepassed in near future.

They are:

* STRATEGY AND PROGRAMME OF PHYSICAL PLANNING OF THEREPUBLIC OF CROATIA

* DUBROVACKO-NERETVANSKA COUNTY SPATIAL PLAN* CHANGES AND ADDITIONS TO SPATIAL PLAN OF MUNICIPALITY

OF KARDELJEVO UNTIL YEAR 2000* CHANGES AND ADDITIONS TO MASTER PLAN OF KARDELJEVO

A.2.1. STRATEGY AND PROGRAMME OF PHYSICAL PLANNING OF THEREPUBLIC OF CROATIA(Ministry of Physical Planning, Construction and Housing, Institute forSpatial Planning, 1999, Official Gazette no. 50/99)

The physical planning strategy of the Republic of Croatia has ranked the Portof Ploce among the seven biggest sea ports on the Croatian coast.

The Strategy has defined the spatial development and planning trends andmain development terms of reference for infrastructure systems. For themaritime traffic, as part of the infrastructure, i.e. traffic system, we can readthe following assessment of the present status (section 4.4.1.2., page 115.):

(<The specific of the Croatian spatial territory is the very long and well indentedcoast that throughout history has been the natural base for development ofports in many places what was acceptable at that time considering the level oftechnique and technology. During the last fifty years due to the worldeconomy development trends a phenomenon has arisen that some ports havebeen promoted into carriers of connection. In result of such policy seven bigports have been built on the Croatian coast (Rijeka, Pula, Zadar, Sibenik,Split, Ploce and Dubrovnik), with length of built operative shores 17,736 m,covering space about 700 ha, and reloaded cargo volume 14,891.000 tons for1995. This is a considerate decrease in comparison to traffic volumes beforethe Homeland War. Before the Homeland War began the operative shoresbuilt volumes and the superstructure was satisfactory with positivedevelopment trends)).

In the section Spatial-development and planning directives we can readthe following guidelines (section 4.4.1.4., page 120.):

((Revitalization of the maritime traffic in Croatia, considering the well indentedcoast and its length, is a necessity for Croatia and the neighboring countriesboth on home and international level. The further development of ports andmarine connections should be based on the needs of the state (meaningconnections with other countries), and at home level on needs of particularregions, especially islands, and economic activities of the country (ecologicalsustainable economy).


ENMRONMENTAL IMPACT STUDYRn: 03-033 CONTAINER TERMINAL PLOCE PAGE: 3

The modern technology in transportation, transshipment and port handling isdeveloping in such direction that ports become more and more specialized forspecific designations and specific kinds of cargos. The first degree ofspecialization begins with unitized cargo from port to part and ends withautomatic monitoring of cargo from the consigner to the consignee with allactivities and changes of traffic branches. In this segment the Croatian ports,as well as the whole Croatian traffic system, are not at all at an enviable leveland would require urgent and overall modernization in accordance withavailable resources, which would rendered them equipped to respond topossibilities that are generally known and applied in the developed world.

The Port of Ploce should predominately develop for the needs of theneighboring Bosnia and Herzegovina, but also for broader home andinternational hinterland.

GOALS AND TRENDS OF MARITIME TRAFFIC DEVELOPMENT:

* revalorization the traffic value of the Adriatic Sea and proper evaluationof the exceptional geo-traffic advantages of the Adriatic traffic route,which would open the Croatian spatial territory to main traffic flowsthus improving the Croatian costal and ferry navigation,

* reorganization and upgrading of the Croatian ports technology base,providing better links with the world/inland and continerit and promoteuse of the Croatian ports for realization of different economic activitiesthus attracting, as much as possible, traffic flows (goods) from EasternEurope (in all Croatian ports, and in particular to Rijeka and Ploce.Request for new space is relevant for three ports only: Rijeka, Splitand Ploce,

. improvement of following new techniques and technologies in maritimetraffic (application of containers, unitized cargo, and other).

Considering the above, validate and incorporate into the spatial plans oflower-rank the requirements and conditions relating to space for the requestedextensions and modernization. It is equally important that the planning of portsat local level is harmonized with the General Development Plans of the costalregion/islands.

This physical planning document has defined that in reconstructions orconstructions of new structures the highest technological, economic andecological criteria should be applied, and emphasized that physical planningof the maritime traffic must be prepared in compliance with regulations ofrelevant laws, in particular those regulating ports as part of the maritimeestate.



In the <Programme of Physical Planning of the Republic of Croatia:> wecan read in section 3.1.3. Martine traffic goals and guidelines fordevelopment of the maritime traffic:

(3-6)

In the new circumstances of social and economic development inCroatia, the development of the maritime traffic should be based onthe advantages of Croatia, with particular emphasis on improvement ofconnections between islands, and systematic approach in the followingsegments:

Physical planning of ports should be planned at the level of needs ofthe economy and traffic as a whole, and establish the spatialrequirements for necessary extensions and modemization.

The maritime traffic physical planning should comply with allregulations of relevant laws, and in particular those regulating ports aspart of the maritime estate. At reconstruction or construction of newprojects/structures, all interventions should be undertaken incompliance with the highest technological, economic and ecologicalcriteria, and include investigation of the interrelations of traffic corridorsroad-railway-sea in the narrow costal space/islands.

(3-7)Priorities in elaboration of documents are:

. strategic development plan of all ports

. general development plan of the port systems of Rjeka andPloce

The connection of ports with the inland traffic structure should beimproved.

While developing the broader maritime infrastructure priority should be givento improvement of technical and technological characteristics of marinevessels and accompanying port services.

In the section 4.4. Maritime estate we can read:

In further development Croatia should adopt a more appropriate andsystematic approach when using the advantages of its position on theMediterranean with distinctive orientation to tourism and maritime economy.

(4-13)

Improvement of the maritime orientation of the country should bebased in particular on:

* maritime traffic and shipping industry,* port economy (including joint economic activities and free

zones) ...



The economic interests and programmes should be prepared in suchway to incorporate broader influences and especially those related todevelopment of costal settlements in relation to lithologizationprocesses and influences of other activities, and include environmentalimpacts as well as account for the fact that good quality environment isconsidered as the main advantage and specifics of the Croatianmaritime economy.

This objective can be achieved through systematic determination ofthe maritime estate boundaries, allowable maritime space pressures(land and home waters), and criteria for location of economic activities.

Special importance should be given to valorization and preservation ofsea water quality and the costal region on a larger scale.

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

(5-1)

Croatia should improve the present quality of the environment, and infurther development remove causes of pollution and make efforts tocoordinate future development with the efforts to achieve better qualityof living. It is of special importance that the environmental protection isimplemented per sectors- departments based on laws and regulationsand in accordance with the Strategy on Environmental Protection,systematic preventive measures against adverse impacts andincentive procedures aimed at preservation and improvement of theenvironment.

Croatia will enforce the signed bilateral agreements and conventions atall levels, especially those on sustainable development, biologicaldiversity and human settlements, and in the framework ofmanagement of the larger spatial units belonging to the Europeansystems (Adriatic Sea, Danube basin) and implement a system ofprotection of generally recognized values.

(5-2)

Due to specifics of the Croatian spatial territory and past developmenttrends the following aspects should be emphasized:

on the global level it is important to establish an integralapproach to management of larger units, and specialemphasize should be given, among other things, to the AdriaticSea.

(5-3)

Application of the environmental protection principles in spatialplanning is based on modern principles and standards of theenvironmental protection and the quality of the environment should bethe main criterion in spatial planning.



More efficient spatial planning would require proper clarification ofthe actual circumstances:

. spatial pressures and past hazards, or the degree of thepreserved quality of specific space and acceptable(sustainable) spatial capacity,

* status, drawbacks and requirements relating needs in technicalinfrastructure,

* natural and created values to be protected by application ofspecial categories of protection as well as physical planningmeasures in connection with use of space,

* regulations, agreements and conventions applying to specificarea and determined kind of space -resource.

(5-4)

The development context is marked by circumstances present in thebody of undergoing social changes, by old technologies, incompletephysical planning systems and unbalanced development, aspirationsfor fast development, therefore special attention should be paid whenchoosing development programs; obsolete and hazardoustechnologies that represent a treat to space should be disregarded, aswell as irrational exploitation of resources and space that can bringshort term benefits, but in the long run can cause darnage to spaceand environment, should not be allowed.

Therefore it is necessary to:

* enforce measures for remediation of endangered parts ofspace and environment within the framework of departmentsactivities and engagement of all entities involved in space use,in particular those systems causing considerable environmentalloads, like industry and mining, energetic industry, traffic,intensive farming, water management,

. investigate and correct the former spatial-planning anddevelopment projections, considering mainly declamatorypostulations of environmental protection, unbalanced andunreal past development trends of all development indexes,with side effects of adverse space loads, and define criteria forspace use in accordance with guidelines of sustainable andbalanced development that will account for the specifics andsensitiveness (vulnerability) of the spatial structure,

* increase investments in infrastructure and qualitative changesof the existing economy systems (removal of unclean andobsolete technologies), and when defining new locations androuts consider all key elements of environment and spacethrough application of an interdisciplinary approach,

* establish mechanisms of information and decision makingbased on reliability and verification of data, and promote co-operation and consensus of all relevant entities and localcommunities,

. prevent possible and actual pollutions in-situ (in the frameworkof technologies and functional units), establish economic andlegal instruments of incentives and penalties and recognize


ENWRONMENTAL IMPACT STUDYRn: 03-033 CONTAINER TERMINAL PLOCE PAGE: 7

conflicts and solve them primarily through prevention andincentive measures.

During elaboration and implementation do the Strategy guidelines anddepartment programmes at the level of significant interventions(national programmes, programmes of complex infrastructure-economy systems and other), environmental protection must beconsidered as the basic principle and goal to be realized throughapplication of systematic measures at both state and local levels.

(5-5)

Key action fields are the areas of economy concentration, exploitationof natural resources, and conflict of interests in use of urban space,especially in cities, with priorities:

Energetic and industry priority in updating and introduction ofmodern technologies that will lower and even eliminate the adversetrends, and in further development, care in selection of locations andtechnologies, and implementation of all measures already in thepreliminary phase of planning to secure best possible location andoperation within the allowable environmental pressures.Infrastructure and municipal activities: modernization ofinfrastructure networks - solution of traffic problems in cities and other.

Landscape: implementation of protection measures of natural andcultural heritage and preservation of the cultural and natural features oflandscape as a whole.At the state and local levels it is necessary to establish suchinstruments of taxation policy and financial measures that will treat theecological component as an expenditure item, but payment should notgive right to pollution.

At the local level as well as within framework of competences of theenvironmental management entities, it is necessary to implementurgent and pragmatic measures that do not require complexprocedures and projects or major funds, but are relating to behaviorand order in space and concern organization and function of allmentioned entities.

CONCLUSION:

Construction of the container terminal in the Port of Ploce is inaccordance with the spatial planning principles of the Strategy andProgramme of Physical Planning of the Republic of Croatia.



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Picture 1 Excerpt from the STRATEGYAND PROGRAMME OF PHYSICAL PLANNIN OF THE REPUBLIC OF CROATIA

RIJEKAF-ROJEKT d.o.o.

ENMRONMENTAL IMPACT STUDYRn: 03-033 CONTAINER TERMINAL PLOCE PAGE: 9

A.2.2. SPATIAL PLAN OF DUBROVACKO-NERETVANSKA COUNTY (PPDNZ)(County Institute of Physical Planning, Dubrovnik)

The Port of Ploce, as port of special (international) importance for theRepublic of Croatia, represents one of the relevant development and trafficcomponents in the Dubrovacko-Neretvanska County. Therefore, a moredetailed excerpt from the Spatial Plan of Dubrovacko-Neretvanska County(PPDNZ) is presented for the needs of this Study.

Excerpt form the County Spatial Plan (PPDNZ):

1. PREMISIS

1.1. CHARACTERISTICS OF SPACE, DEVELOPMENT ANDRESOURCES

Maritime traffic system

On the territory of the Dubrovacko-Neretvanska County there are, accordingto the Ordinance on ranking of ports open to public traffic in Dubrovacko-Neretvanska County (Official Gazette no. 96/96), two ports of special(international) importance for the Republic of Croatia:

* the Port of Gruz - passenger port* the Port of Ploce

The Port of Ploce has not been damaged during the Homeland War, butbecause of war and aggression on the Bosnia and Herzegovina territory theport operations were reduced to minimum, with the exception of humanitarianaid shipments and equipment shipments for the United Nation peace taskforces in Bosnia and Herzegovina.

The total length of the operative shore of the Port of Ploce is 1.618 m, waterdepth between 6 and 12 meters. The Port of Ploce now operates with thefollowing terminals:

* general cargo terminal* bulk cargo terminal

liquid cargo terminal* spike cargo terminal* timber transit terminal* alumina and petrol coke terminal

1.2. OBLIGATORY TERMS OF REFERENCE FROM STARTEGY ANDPROGRAMME OF PHYSICAL PLANNING OF THE REPUBLIC OFCROATIA

Maritime traffic

In the new social and economic conditions in Croatia, the development ofmaritime traffic should be based on the comparative advantages of Croatia,with special emphasis given to improvement of connections between islands,and based on the systematic approach in the following segments:



* renovation, reconstruction and refurbishment of ports* physical planning of maritime traffic* construction and reconstruction of the existing piers for express ship

lines.

Priorities in elaboration of documents:

* development strategy plan of all ports* general development plan for the Port of Ploce system

2. GOALS OF SPATIAL AND PHYSICAL PLANNING

2.1. DETERMINATION OF SPATIAL AND ECONOMIC STRUCTURE

Main point of reference (factors) of economic development

Since infrastructure is the precondition for more advanced economicdevelopment, it is essential to solve the problem of traffic isolation of this area.It is also possible to reverse the negative trends in maritime trade byintroducing smaller specialized cargo liners and RO-RO ships to Italy andother countries on the Mediterranean.

The ports of Ploce and Dubrovnik have good development prospective onlong term basis considering the importance of shipping, road and port traffic.

2.2. DEVELOPMENT OF TRAFFIC AND OTHER INFRASTRUCTURE

Maritime traffic

Revitalization of the maritime traffic in Croatia due to very indented and longcoastal line, is a necessity for Croatia both on the international and homelevel. The future development of the ports and maritime connections shouldbe based on the needs of Croatia, and at home level on needs of particularregions, in the first place islands, and economic activities of the country.

The Port of Ploce should be developed predominately for the needs of Bosniaand Herzegovina, but also for broader national and international hinterland.

The main goals and development trends of maritime traffic are:

. revalorization of the traffic value of the Adriatic Sea and properevaluation of the exceptional geo-traffic advantages of the Adriatictraffic route,

. reorganization and technological updating of the Croatian ports,together with improvement of their connections with the world/inlandand continent.

* following of the latest technical and technological trends in maritimetraffic,

* improve legislation to enable new capital investments into ports andthe whole sector of maritime traffic.



3. PHYSICAL PLANNING

Potentials of the future economic development of the City of Ploce

The economic development of the City of Ploce projections foresee fastgrowth in the fields of

agriculture, development of smaller production plants in the fields of traffic andtransport (port activities) in accordance with the new geo-politicalcircumstances, development of trades and crafts, catering business andtourism as auxiliary activities.

The development of the port activity - traffic and transport activities as themain carrier of development in this region, will depend partly on the growth ofthe Bosnia and Herzegovina economy and partly on recently established geo-political and development strategy circumstances on the longitudinal routs-through orientation to particular kind of cargo, necessary for the economy ofthe Republic of Croatia.

3.1. DEVELOPMENT OF INFRASTRUCTURE SYSTEMS

3.1.1. MARITIME TRAFFIC SYSTEM

Planned status 2015.

* Ports of special (international) economic importance for the Republic ofCroatia

. The Port of Ploce should now, after restoration of peace andnormalization of relations on the territory of the Bosnia andHerzegovina, regain its former position within the system of Croatiancargo ports and this part of Europe. The fact that port capacities haveremained undamaged will considerably speed up and facilitate returnof the Port of Ploce to the pre-war status regarding both reloadedcargo volumes and traffic volumes. Within the Port of Ploce area it isplanned to construct a new bulk cargo terminal, new containerterminal, and new liquid cargo terminal and issue a concession for theliquefied oil gas. All these planned interventions objective is significantimprovement of the existing infrastructure and superstructure of theport, which should become the main cargo port for the territory ofBosnia and Herzegovina and for the north east aea of Croatia andpart of Middle Europe. It has to be pointed out that part of theoperative shore in Metkovic is an integral part of the Port of Plocesystem.

II. PROVISIONS FOR REALIZAITON

139. On the territory of the County, the maritime traffic systemconsists of the existing ports:

* Port of special (international) importanceo Port of Gruz-passenger port (the City of Dubrovnik)o Port of Ploce (the City of Ploce)


I I~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~



CONCLUSION:

The construction of the container terminal in the Port of Ploce is inaccordance with the spatial and planned premises of the Spatial Plan ofthe Dubrovacko- Neretvanska County -final proposal of the plan.



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Picture 2 Excerpt from SPATIAL PLAN OF DUBROVACKO-NERETVANSKA COUNTY

RIJEKAFROJEKT d.o o

ENMARONMENTAL IMPACT STUDYRn: 03-033 CONTAINER TERMINAL PLOCE PAGE: 14

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A.2.3. CHANGES AND ADDITIONS TO THE SPATIAL PLAN OF MUNICIPALITYOF KARDELJEVO 2000.(Zoning Institute of Dalmatian Region, Split, 1987.)

The changes and additions to the Spatial Plan of the Municipality ofKardeijevo have been prepared with the objective to harmonize the SpatialPlan of the Municipality of Kardeljevo from 1981 to the defined goals andassignments of the socio-economic development of the Municipality ofKardeljevo, which have arisen due to law regulations, changes ofdevelopment trends, as well as due to departures from the planned premisesand space designations.

The changes and additions to the Spatial Plan of the Municipality ofKardeljevo have been prepared and passed with the goal to offer to the socialentities that decide about the future development of the municipality, theoptimal concept of organization and physical planning of space.The Spatial Plan as per its nature is a development plan defining the maincomponents of development and giving a comprehensive insight of theeconomic and spatial elements of development.

With the objective to define the needs for space in 2000, the economic andsocial trends between 1981 and 1985 have been analyzed with the aim tocheck the premises defined in the earlier Plan. For the Port o Ploce, theanalysis has shown the following results:

Between 1981 and 1985 the Work organization ))The Port of Ploce>> hadshown growth in total revenues by 6 time, and 3.2 % yearly increase of thenumber of employees. The realized accumulation income has also beenconsiderate.

The prospective of the further development of the port have been assigned assignificant due to the interests of a boarder development area. In addition, theFederal Executive Council also passed an ((Ordinance on approval toestablish custom zone in Kardeljevo>>, what would increase the businessoperations and needs for additional space (about 290 ha of new surfaces).

In the planning section of the Spatial Plan of the Municipality of Kardeljevo(Section IV. TRAFFIC PLAN) we can read the following:

. The long term development of the traffic system of theMunicipality of Kardeljevo has been made on the basis of thedevelopment strategy trends of the more immediate andboarder socio-political community, where the development oftraffic has a major functional role in development of the portactivities, industry, agriculture and tourism.

. The traffic network, structures/facilities and their connectioninto a system provides for a higher degree of integration of themunicipality space with its boarder surrounding, and has beenbased on built structures/facilities and routs and plans,investigation and projects.

* The Plan has defined the traffic corridors that have to be keptfor construction and extension of the traffic networks andstructures in the long term perspective. It is assumed that therealization of the separate parts of the network will follow after


-~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

ENVRONMENTAL IMPACT SThUDY


2000. The realization schedule of particular interventions insolving the traffic system will be in accordance with theeconomic possibilities and medium-term development plans.

Maritime traffic

. The Port in Kardeljevo has been defined as the main maritime port forinternational and home traffic.

* The biggest part of the traffic the Port of Ploce will be realized tosatisfy needs of the gravitation area. The port has excellentprospective (possibilities) to increase traffic and foreign tradeexchange (forming of custom zone) and development of othereconomic activities connected with the port. With the objective toincrease the port traffic volumes it will be necessary to continueconstruction and extension of the operative shores and construction ofmodern storage space, modernization of the port machinery andcreation of favorable technical and spatial conditions for maximallyefficient good handling of goods. In the town of Rogotin on the NeretvaRiver a smaller cargo operative shore will be built.

IX. PROVISIONS FOR IMPLEMENTATION OF CHANGES AND ADDITIONSINTO SPATIAL PLAN OF THE MUNICIPALITY OF KARDELJEVO

. The Spatial Plan has defined the Port of Kardeljevo as the mainmaritime port for international and home traffic.

* The Spatial Plan has provided for surface for the extension of the Portof Ploce covering 410 ha in order to render possible furtherdevelopment of traffic volumes and foreign trade exchange, forming ofa freight-transportation center and development of other economicactivities connected to the port.

. The Plan provides for construction and extension of the operativeshores, construction of the modern storage space, i.e. creation offavorable technical and spatial conditions for maximally efficienthandling of goods.

. The Spatial Plan defines the boundaries of the protected costal zonefor the sea shore.

. Construction along the sea shore is implemented based on thedetailed zoning plan.

. The sea shore and shore waters shall not be occupied, nor is anyconstruction allowed in opposition to the spatial plan designation.

. Spatial Plan has defined especially endangered parts of the humanenvironment::

. The River Neretva

. Costal sea waters from the mouth of the river Neretva to the bay ofMala Posta

. Industrial and port operative zones



CONSCLUSION:

The construction of the container terminal in the Port of Ploce is inaccordance with the spatial-planning premises of the Changes andAdditions to the Spatial Plan of the Municipality of Kardeljevo from 1987.


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ENVRONMENTAL IMPACT STUDYRn: 03-033 CONTAINER TERMINAL PLOCE PAGE: 19

A.2.4. CHANGES AND ADDITIONS TO MASTER PLAN OF KARDELJEVO(Zoning Institute of Dalmatian Region, Split, 1987.)

The changes and additions to the Master Plan of Kardeljevo had been madeat the same time with Changes and Additions to the Spatial Plan of theMunicipality of Kardeijevo and passed in 1987.

It should be mentioned that the Master Plan of the City of Ploce has been inforce from 1973 and that many new law have been passed since, as well asregulations that regulate the field of spatial planning, that changes haveoccurred in use of surfaces and that all mentioned required to revaluate thespatial and planning premises with the objective to harmonize with the SpatialPlan of the Municipality of Kardeljevo.

With consideration that these two Physical Planning documents (Spatial Planand Master Plan) have been harmonized, the planned development within thecity area is in accordance with the defined goals and assignments of thesocio-economic development of the Municipality of Kardeljevo, arisenchanges in legislation, changes of development trends, and also due todepartures from planned premises and designations of space.However, in the Master Plan, space is better divided between the oneforeseen for construction and other surfaces. In the graphical part of theMaster Plan (Picture 7. Excerpt from the Master Plan, Space designationPlan) the surface for the port-industrial complex have been determined (port-operative zone), while in the textual part of the Master Plan the contents withinthis complex (zone) have been defined.

Therefore, in the Master Plan of Kardeljevo (point 3.1.5. Port-industrialcomplex) we can read the following:

. The port-industrial complex and other industrial zones will be used forrealization of the contents of the freight-transportation terminalKardeljevo.

. The port-industrial zone in the part between the city and the channelVlaska is covering the surface of 211.5 ha. According to presentknowledge, within this zone, besides the port-reloading function andthe goods storage function, it is planned to enrich transit goods. Part ofthe custom zone will be realized with the boundaries of this zone, andpart in the industrial zones (along the channel Vlaska). Within the port-industrial zone it is generally foreseen to locate contents described indetail in PROVISIONS FOR MASTER PLAN IMPLEMENTATION.

* The future extensions of the port-industrial zone are planned over thechannel Vlaska covering surface of 165.2 ha. By extension of the zonethe channel Vlaska will be regulated and used as operative shore(both sides),

* The Plan also defined the main communication lines by which theconnection between the port and the city and with the boardersurrounding is to be realized, as well as the main network of theindustrial and railway tracks.

* The regulation of the operative shore in plan is general only, and finalsolution will be regulated by the detailed zoning plan. The terminal forspecial cargo will be left within the port zone until the realization of the


ENViRONMENTAL IMPACT STUDYRn: 03-033 CONTAINER TERMINAL PLOCE PAGE: 20

new zone in the area of ((Dracevac>>. Relocation of the terminal to thenew zone is to be completed until 1990.

Vil. PROVISIONS FOR IMPLEMENTATION OF CHANGES ANDADDITIONS OF THE MASTER PLAN OF KARDELJEVO

In the Master Plan the goods-transportation center has been defined, theterminal will be realized in the port and industrial zones.

In the Master Plan the space of the port-industrial zone generally designatedfor construction have been defined as:

* general cargo terminal, food products, timber, terminal, bulk cargo,liquid cargo, livestock, grain (spike cargo) and container and RO-ROterminal

. warehouses* custom zone contents. business-administration building with parking lot. hydro-meteorological station. main entrance space with central parking lot* traffic and public utilities structures/facilities, green belts, construction

of operative shores and similar.

The Master Plan defined the main communication lines networks forconnection between the port and the city and the boarder area, the mainnetwork of the industrial and railway tracks, and the general regulation of theshoreline. In the detailed zoning plan it is necessary to define in detail thetraffic and municipal utilities solutions of this zone, regulation of the operativeshore and achieve their harmonization with the technological and operationalprocesses.

The Master Plan has defined that future extensions of the port-industrial zonewill be undertaken on space over the channel Vlaska, together with theregulation of the channel Vlaska and refurbishment/construction of operativeshores.

The Maser Plan has also defined the zones of other industrial activities andalong the channel Vlaska, in function of the port-industrial complex, andsmaller service-storage zones in the Town of Rogotin.

The Maser Plan has defined the Port of Kardeljevo as the main maritime portfor international and home traffic.

CONCLUSION:

The construction of the container terminal in the Port of Ploce is inaccordance with the spatial-planning premises of the changes andadditions to the Master Plan of the Kardeljevo from 1987.


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A.3. ENVIRONMENT AND IMPACT AREA OF THE SITEDESCRIPTION

A.3.1. LOCATION OF THE SITE

A.3.2. SPATIALY FUNCTIONAL UNITS AND DESIGNATION OFPLOTS IN THE TOWN OF PLOCE AREA

A.3.3. INDUSTRIAL COMPLEX OF THE PORT

A.3.4. ANALYSIS OF NATURAL CONDITIONS

A.3.5. ASSESSMENT OF THE EXISTING SITE CAPACITY

RUEKAPROJEKT d.o.o.



A.3.1. LOCATION OF THE SITE

The Port of Ploce is situated in the southern part of the Adriatic coast in thenatural harbour to the northeast of the Neretva Estuary. Its clearly defined andlarge gravitation area includes the north-eastem part of Croatia, part of Serbiaand Montenegro, Bosnia and Herzegovina, part of Austria, Hungary, theCzech Republic, the Slovak Republic, Romania and Poland. The navigationcorridor Bosanski Samac - Vukovar and the Pan European road corridor VcBudapest - Osijek - Sarajevo - Ploce will enhance the importance of thePloce Port for the combined road transport among the Danube countries. Thecentral Adriatic navigation corridor, the natural continuation of the Vc corridorwill connect the Italian southern regions with the Central and East Europeancountries in the most efficient way.

The long-term development program passed by the Parliament should createconditions for the Port of Ploce to provide high quality services to all users.The construction of the container terminal is therefore a priority project in theforthcoming investment cycle.

The primary transport corridors connecting the industrialized countries arecontainerised. There is at the same time a growing tendency in bothdeveloped and developing countries to containerise the traditional routes. PortAuthorities in the developing countries must therefore considercontainerisation of both their own ports and the ports within their gravitationarea as well as forecast changes that such a development would entail for theport planning, organisation and implementation.

Figure 1 Panoramic yew of the area

RIJEKAPROJEKT d.o.o

ENVRONMENTAL IMPACT SThUDYRn: 03-033 CONTAINER TERMINAL PLOCE PAGE: 3

A.3.2. SPATIALY FUNCTIONAL UNITS AND DESIGNATION OF PLOTS INTHE TOWN OF PLOCE AREA

Numerous limiting factors in the near and remote townscape have affected theselection of individual plots. Thus, it is possible to identify the following threeglobal zones in the Town of Ploce, which are divided as to the characteristicdesignation:

* Working zones in the area of the Neretva Delta* Residential zone on the lime-stone hills* Tourist and recreational zone in the area of the Bacinska lakes

The central town spaces are to be found in the inner-town, at the junction ofthe delta and the residential zones. All relevant public spaces that shape theurban character of the town are also here and serve as the orientation point inthe urban structure of the town.

Almost all working activities take place in remote, large, industrial zones,which ensure both the continuance of technological processes and the propertraffic connections.

:~~~a ~

Figure 2Aerial view at the port area



Rn: 03-033 CONTAINER TERMINAL PLOCE PAGE:4

S

Figure 3:View at the port

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~ ~~~cz ~~~~~~~~Ploie, 2003.

Figure 4: Town harbour

RIJEKAPROJEKT d0.0.o



The areas that are not built up but are designated for parks and other greenzones affect the physical planning considerably.

The town is encircled by large water bodies (sea and lakes), which arepartially categorized as protected areas.

The cargo port Ploce in the harbour basin Ploce is located to the south of theresidential part of the town, in the remote cargo operating zone adjacent towhich is the industrial zone.




A.3.3. INDUSTRIAL COMPLEX OF THE PORT

The cargo terminal Ploce is situated within the industrial complex of the portwith industrial facilities.

The industrial zone of the port, occupying a portion of the town and the VlaskaChannel, covers the area of 211.5 ha. The zone includes:

* Terminal for general cargo, food, wood, bulk cargo, liquidcargo, livestock, cereals (loose cargo) as well as the containerand RO-RO terminal

* Indoor warehouses* Customs facilities* Administration building with the car parking* Hydro-meteorological station* Main entrance are and the central car parking* Traffic and utility facility, green buffer zone, operation quays,

etc.

According to projections the industrial zone would extend across the Vlaskachannel and cover the area surface of 165.2ha. Due to such an extension theVlaska channel would be regulated and used as an operation quay (from bothsides).


EN\tRONMENTAL IMPACT STUDY


-~~ -ct1

t ,.

z

I

%i

Figure 5: Development plan for the Port of Ploce


It~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~



OTHER INDUSTRIES

The industrial zones with the total surface of 94.7ha include the zone of theport and other industries along the Vlaska Channel as well as the smallerservice-storage area in Rogotin.

The major part of the industrial zone along the Vlaska Channel is designatedfor industrial activities related to the development of the port's industrialcomplex (customs zone).

* ~* -,K £.

h. M

Figure 6: Port terminals



A.3.4. ANALYSIS OF NATURAL CONDITIONS

A.3.4.1. GENERAL DATA ON METEOROLOGICAL, MAREO-GEOGRAPHIC ANDCLIMATIC CONDITIONS

This chapter presents the available data relating to the general climatic seaand air conditions that may be relevant for the assessment of interrelationsbetween the terminal and the environment. Knowing these elements andtaking into consideration the expected climatic conditions in a particularmonth, season or year is crucial for continuous and coordinated constructionworks and for the technological operating of the terminal during its life cycle.

A.3.4.1.1. Meteorological wind data

According to the hydro-meteorological division of the Adriatic Sea inquadrants in which the wind data are statistically processed, the Port of Ploceis in the 13th quadrant. For a twenty-year period (1957 - 1976) in (1) days theprobability (%o) of wind occurrence from all directions is as follows:

529,4 235,3(1-3 Bf), (4-5 Bf)58,8 19,6(6-7 Bf), (= 8 Bf)

The above table confirms that the area of the Ploce Port annually registers ca.16% of calm and ca. 2% of strong winds and hurricane =8 Bf.



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Figure 7: Wind rose

RIJEKAPROJEKT d.o.o



Figure 7 shows the wind rose for the Ploce Port area, based on the samedata. It is obvious from it that the strongest winds blow from the SE direction.

Another relevant source (2) provides the wind statistics in the period between1949 and 1976, based on measurements by the meteorological stationOpuzen, some 8.5 km to the east of the site. Figure 8 shows thesemeasurement data classified by months and directions.

Figure 8:W/ND

MEAN FREQUENCY (%o) AND FORCE (BEAUFORT)

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

OPUZENN NE E SE S SW W NW I 2

MOnth Fr Fo Fr Fo Fr |Fo Fr Fo Fr Fo Fr Fo Fr Fo Fr IFo IC 6.B 8.B

1 97 2.8 84 2.6 101 2.4 560 2.5 112 2.5 13 2.7 9 2.2 24 2.8 0.8 0.12 195 3.5 124 3.2 112 2.9 392 2.7 90 3.0 33 2.6 47 3.0 7 3.5 1.1 0.13 113 3.7 82 3,1 127 2.8 338 3.0 79 3.1 73 2.7 175 2.7 13 2.3 1.3 0 14 71 4.1 71 3.6 98 3.0 363 3.0 80 3.9 91 2.9 204.2.9 22 2.5 1.5 0.15 33 4.0 49 3.8 66 2.5 332 2.6 64 3.8 95 2.3 324 2.8 37 2.0 0.5 0.16 97 3.5 33 3.4 55 3.0 360 3.0 75 2.9 51 3.1 358 2.9 7 3.3 4-0.17 95 3.5 49 3.2 70 2.8 312 2.8 35 3.2 56 2.6 368 2.8 15 2.5 0.28 86 3.1 6 3.5 60 2.8 301 2.7 41 3.0 66 2.5 431 2.8 9 2.3 0.29 112 3.6 70 3.8 62 3.0 336 2.8 53 3.0 79 2.8 280 2.8 5 3.0 3 0.510 135 3.5 84 3.5 78 3.0 443 2.9 58 3.6 56 2.7 129 2.5 17 2.8 =0.711 97 3.7 55 2.5 120 2.7 519 2.9 97 2.8 35 2.9 66 2.0 11 2.9 0.912 99 3.5 79 2.9 101 2.7 670 2.7 22 3.0 4 3.0 19 2.7 6 3.5 0.9 0.2

P 19913.7 165 13.5 188 12.9 1410 12.8 167 13.3 154 12.9 120112.6 114 12.9 11 18.7 10.7

It is interesting to notice, also here, that the predominant frequency is from thesoutheast throughout each month and in particular in the wintertime. Strongwinds blow the whole year through (2,3%) and in particular in the winter andspring months, while stormy winds and hurricanes blow in winter and inspring, though less than 1%).

The detailed data come from the weather station Ploce that is positioned 2 mabove the sea level, at 4302' N and 17025' E, which is less than 1 km to thesouth of the site. The data used here (3) refer to a 16-year period (1978-1994)and are based on three daily climatologic periods (7 a.m., 2 p.m. and 9 p.m.)

For the purpose of getting a complete account of the wind regime for thePloce Port area, probabilities of simultaneous occurrences of both winddirection and wind force in the three climatologic periods between 1978 and1994 have been analysed. Figures 9, 10 and 11 detail the summarized data.

Figure 9 shows the wind rose for each period (a) and for all of them together(b). The frequencies are expressed in percentages for each wind direction.


EN\IRONMENTAL IMPACT STUDY


a)

N

/%C 's /t / ~~~~~~~~~NE

0214 h'' /44 E4QYLCIZ•4W.14,21 h

Figure 9: Frequency of different directions (%) in the climatologic penods7 a.m., 2p.m. and 9. p.m. (a) and total (b).

(a)

N N

I II

m ~~~~ F ''' II'

Nsr, >6Ee, ,XS

X< -s *14h s*< NJJitl21h

D 7,1421h

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

Figure 10 shows the distribution by the mean wind force for each direction,converted into rn/s.

Figure 11 details the mean annual number of days with strong and stormywinds, for a period of 17 years.



saT uf "

2117I 2 3 A 5 6 7 a t SD11 12 1 2 3 d 5 a 7 8 O 1l 11 12

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

Figures 9 - 11 detail the key indicators of the wind regime: a verycharacteristic shape of the wind rose with the most frequent winds from thenorthern quadrant (N-E), in particular in the morning and evening hours, whileduring the day the predominant directions are from the west and southwest. Acharacteristic of the study area is that the winds are strongest at 2 p.m., whilethe frequency of the calm is ca. 14%. In addition, the strongest wind is not themost forceful one since the most forceful winds are associated with the flowsfrom the southeast (SE). Such a distribution of wind directions and speed isbased on the general circulation and flows in the study area, as well as on theorographic effects (the windward sides are to the west, southwest andnortheast). In average less than 1 day with stormy wind per year can beexpected, while strong winds can be expected to blow ca. four days in thewinter and spring months. The widest range of strong wind days occurs inDecember and in the observed 17-year period it comes to 10 days, though itmay not occur at all. Stormy winds occur most frequently in February but alsotheir ranges are widest in December: they can be expected to occur up to 4days per month, while in February the maximum recorded value is 3 days.

Figure 12, showing the mean wind force regardless of the direction, details thewinter and spring maximum wind force values.

Since the wind regime is contingent on the position of the Sun in relation tothe Earth, the wind roses differ by seasons. Seasonal and annual wind rosesare shown on Figure 7.

Both seasonal and annual wind force distributions are presented on Figure 13.It shows that except for winter the increased frequency of stronger winds isconnected to the 2 p.m. period in all seasons. Namely, due to less radiationfrom the Sun, winds are less contingent on the day scheme. Almost a uniformdistribution by the penods is characteristic for the wintertime of the year, whilethe summer months record the most diverse division.




- -- -'-s -1*4M -*21 - ;1441 ;

40 w t __ r______ _ I- 3D

O 2 S 4 5 8 7 t1 0 f ; 3 4 tS 6 7 ll 0 1 3 4 6 a 7 8 J 1 1 a 4 J a I 2 O t 7 7 7 J

i'ROUEOE UETO J_SEN BMA G

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

Conclusion

For this statement, the most interesting winds are the strongest winds, whichmay cause problems related to the port facilities' operational functions. Mostsensitive are the mobile portal crane (100 tons) and the container bridge, forwhich the operational criterion comes to the wind peak of 5 Bf (36 km/h or 10m/s). The data show that such winds (= 6 Bf), making the loading activitiesimpossible, blow ca 30 days or 8,2% per year.

All the equipment should be dimensioned for at least two-second gusts of ca11 Bf (108 km/h or 30 m/s), which are possible by a long-term distribution ifthe maximum hourly wind speed comes to 8/9 Bf (72 km/h or 20 m/s).

According to the observed periods, the maximum speed of 8/9 Bf (20 m/s) canbe understood as the speed of the return period of 20 years. For a 100-yearreturn period, according to the Gumbel distribution scale, the maximum speedwill amount to ca. 23 m/s, which corresponds to 9/10 Bf.

Theoretically speaking, the winds that may generate surface waves, whichmay impact the site, blow from the south-southwest. Based on theaforementioned data, they can be 5/6 Bf (10 m/s) strong in a twenty-yearreturn period, i.e. a limit of 6/7 Bf (14 m/s) is accepted as the speed per hour.



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

Part of the sea dynamics interesting for mutual impact of the project and seamovements are certainly tides and sea currents. They will, therefore, bedescribed here on the basis of existing data.

Tides

The dynamics of exchange of sea levels has the character of semidiurnalperod predominantly on a greater part of the Adriatic and consequently in thearea of the location under consideration.

The theory of sea tides in the Adriatic shows that the distribution of theoreticalamplitudes of longitudinal oscillations coincides with the observation in thecase when assumed that the stimulus for oscillation comes from the lonianSea. On the other hand, the determination of mentioned values does notagree with empirical values, if these are derived under the condition that theAdriatic water mass is stimulated to oscillation only by the direct gravitationalaction of the moon and the sun. It can be concluded from this that the tides inthe Adriatic sea are not independent.

Almost completely regular flow of the tides is disturbed by fluctuations of theAdriatic level which is the consequence of the effect of atmosphere, from airpressure variations and wind action. Increase of the air pressure and northerlywinds @ora/north-easter, sjevernjaklnorth wind) lower the water level of thesea in the northern part by 40 cm, while the air pressure drop and southerlywinds (jugo, o&tro) which are the consequence of the Mediterraneandepressions (cyclones), increase the water level by 70 cm. Jugo blowstowards the closed part of the basin for several days with the constantstrength and accumulates water in the north Adriatic where, in the period ofhigh water, the coastal areas can be flooded (very high water level in Triesteand Venice). On the other hand, very low water levels are linked with high airpressure which is the consequence of anticyclone over the central Europe.

Fluctuations of the Adriatic water level which is reduced to the action ofmentioned atmospheric factors, consists primarily in slow rising and falling ofits mean level. It is very irregular and slightly disrupts the amplitude of sea tideoscillations. In addition to that, free oscillations (standing waves) occur, withperiods smaller than 1 minute and up to a period of several hours, which cansometimes significantly disrupt the rate of sea tides. These are the standingwaves in numerous bays and channels, whose water mass is prompted tooscillation by impulses of the movement of the atmosphere or of the open sea.Since their periods depend on dimensions and relief of the basin bed, theseoscillations too are the characteristic of sea delevelling in a particular area. Todate explorations were made of seiches in the bay of Trieste, Bakar andKastela and the free oscillation of the entire Adriatic basin, whose periodamounts to about 23 hours.



On the basis of the data under (5) information is obtained for the area of Plo6ewith regard to geodetic zero (Trieste) that:

Mean sea level SRM = +0.32 mSNNzR = +0.12 m (hydrographic zero)Extr.N1R 10 -0.22 mExtr.N2R100 = -0.32 mA SWsR=+0.35mExtr.VR10 = +1.00 mExtr.VR100 = +1.10 m

According to this long-term forecast we can see, a piece of informationinteresting for us, that in the ten-year return period the possible amplitude isabout 1.22 m while in the hundred-year return period the maximum possibleoscillation of the level is 1.42 m which should be taken into consideration indesigning the port quay.

The latest investigations of sea level fluctuations in the port of Ploee areshown in the study of the Croatian Hydrographic Institute (4). On the basis ofmeasurements conducted continuously from March 2002 to March 2003,calculations were made of the values of the sea mean level (SRM) and of thehydrographic zero (HN) in the area of the port of Ploee, and these werecompared with the geodetic zero (GN) and mareographic zero (MN)(mareograph measures the height of the sea level in relation to themareographic zero). The relationships are as follows:

SRM - HN = 24.5 cm SRM - MN = 121.1 cmSRM - GN = 42.2 cm HN - MN = 96.6 cmHN - GN = 17.7 cm GN - MN = 78.9 cm

With regard to shortness of measured period a survey of relationships ofSRM, HN and GN in Split based on 19-year neasurements is given too.Namely, because of astronomic parametres which influence the tidalfluctuations of the sea level, it is exactly this time period that is necessary foran accurate definition of the hydrographic zero. Therefore:

SRM - HN = 20.2 cmSRM - GN = 30.7 cmHN - GN = 10.5 cm

Consequently, the difference between SRM and HN in Split is slightly smallerthan in Ploee which is the consequence of semi-diurnal components whichhave higher amplitudes in Ploee than in Split. Furthermore, in the investigatedperiod the mean sea water level in Split is by about 10 cm higher than in theseveral-year period and this relationship is also valid in the port of Plo6eaquatorium. It is therefore to be assumed that the values of HN and SRM inPloee in the investigated one-year period are about 10cm higher than in the19-year period, which has to be taken into consideration during planning ofactivities over a longer time period.

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



1,400 -LU 4 0LU-j ILU 1,30D< ZLU

0

Se:<_..II- ~ 'SIw # # t d h u pa s

0LU

1 ~ ~ ~ - 1.a m1 t.3~h I i' op up bi wN k PM, XI %4

Figure 14. Mean annual values of the sea level height in relation to the mareographic zero inPlo6e in the period from March 2002- March 2003

Here we can see consistency with previously mentioned source, having takeninto consideration the extrapolation for a long-term period

1,00

1.700-

Ei 1.5 _ .

C/) Z10

LLI0

TI 2 in zi - o

06.08 7O 08U.96Z202DO2d 92.2002

Figure 15. Values of sea level height in Plo6e recorded during occurrenceof port standing waves.

RJEKAPROJEKT d.o.o.

2 .... lil 9M.2)0

EN\IRONMENTAL IMPACT STUDYRn: 03-033 CONTAINER TERMINAL PLOCE PAGE: 18

What figure 15 distinctly shows are measured fluctuations of sea levels at theoccurrence of port standing waves in the period dt three days which is theresult of the topography of the entire bay of the port of Ploee andunhomogeneous activities of atmospheric pressure disturbances. According tothis it can be estimated that the period of standing waves in the port of Plo6eis about thirty minutes, which is far above own frequencies of all motions ofany vessels which will move or be berthed to the quay (7) and there is nodanger of resonant effects.

Sea currents

Sea currents, along with the changes in sea level or as their consequence,are an important cause of sea dynamics which causes cleaning, bringing ordistribution of various types of pollutants on one side and the spatial seachange which affects flora and fauna of a particular aquatorium, on the otherside.

The investor has provided data based on measurements of HydrographicInstitute about basic directions of sea currents in the aquatorium between thePeljesac peninsula and the mainland, consequently in the neighbourhood ofthe project for Quay 7 of the port of Plo6e.

Figure 16 shows the basic directions of surface currents in the Neretvachannel during winter and spring. They are qualitative for the whole year,because it is evident that the surface currents in the wider neighbourhood ofthe project are under the impact of the Neretva river confluence. More detailedand quantified these surface currents are shown in the sea aquatorium in frontof the project in figure 17 where it can be seen that surface currents in theimmediate neighbourhood of the project are significant and amount to about25 cm/s (about 0.9 km/h). This can be attributed to the circulation from theNeretva, Vlaska channel and the bay of the port of Ploee itself.




-j

Figure 16 Basic directions of surface currents in winter and spring season in the Neretva channelScale 1 :80 000




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Speed of currents (cm/s)

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215

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PROLJET1A SEZOWA SPRING SEASON

v rLENDA; KEY:

M SUJWA PLME (cW's) FLOOD TIDE CURRENT (c

'4-) STUJA OSEKE (cots) EBB TIlDE CURRENT (rTns

-(\ ) S , ZMSKA SEZONA

WiNTER SEASON

4

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




In order to get a better insight into the deep-sea spatial circulation, the figure 18 showscurrents at 5 m depth, separately for flood tide and ebb tide. In the very location of theproject, ebb and tide currents altemate and amount to about 8 to 10 cm/s (about 0.35 km/h).

With the estimate in the first approximation through the continuity equation and consideringtwo-beat mean sea tide for the volume of the Ploee Port aquatorium, we arrive at thesespeeds exactly as the maximum ones in the channel near the cape G.Visnjica, at meanoscillations of the sea. This leads to the conclusion that the currents in the neighbourhood ofthis project are under the distinct impact of ebb and tide and have regular periodic altematingflow. The Crna rijeka river confluence in the aquatorium of the port of Ploee which isminimum in the summer season was not taken into consideration here.

As far as the execution of the project and its impact on the sea current is concerned, it isnecessary to conclude immediately that this impact practically does not exist or if it existsthen it is positive.

Namely, the project is executed laterally, by preserving the existing coastline and deepeningthe basin, thus enabling better spatial circulation and eddying motion around the verticaledges of the basin.

Besides, with the execution and maintenance of an appropriate access waterway of theconstant depth, hydrodynamic resistances to current will be reduced, which will contribute tothe safety of the waterway.

Sea waves

Surface sea waves, as oscillatory periodic occurrences of sea fluctuation are divided intoshort and long waves.

Among long waves, which by their definition are those with period of more than about thirtyseconds, the sea tides and atmospheric (baric) waves were processed because of thepassage of front or gusts of wind.

With a simple calculation for the own frequency of semiopen rectangular basin, it can beseen that the first tone has a period of about 160 seconds. Therefore, there is the possibilityof resonant effect of long waves of mentioned period, but according to above mentionedmeasurements of seiches, which could cause this resonance effect, they have a muchgreater period (about 30 minutes).

As the own periods of ship movements which will be berthed in this port basin are alsosignificantly lower, for rolling motion between 25 and 35 seconds, for pitching motionbetween 10 to 15 seconds and for heaving motion about 10 seconds, these long wavescannot cause resonance effects neither of the basin or of the ship, significant for safety resp.operational level.

The short waves which are wind-related can have an effect if they should penetrate the basinin which they are also analyzed.



Wind waves which can affect the project of Quay 7 are those from the sector of exposure Sto SW. Since it was analyzed earlier that the winds from this direction can have an hourlystrength in twenty-year return peak period 7 Bf (17 m/s) for the direction SW and ( Bf (20m/s) for S which is a strict criterion for impact of waves on the port, then through knowndiagram for wave forecast for shorter windward sides (Groen-Dorrenstein) we obtain thefollowing wave elements, for the position in the deep sea in front of the entrance to thewaterway (near cape Visnjica):




N 14

4ej k *- r&-

Slika 19 . Windward sides for pori pfPloce




11 '

- N~~~404^ t, 10 11

4"4 UG

6Oi

;:_ < t ~~~~~~SITUACIJA +

Slika 20. Wave heightfor harbour basin between Quay 5 and Quay7



Direction Wind speed Windward Significant Period Lengthm/s side wave height T(s) L(m)

F (km) Hl/ 3(m)S 10.00 8.5 1.60 3.5 19.1SW 17.00 9.0 1.40 3.4 18.0

This shows that these deepwater waves start their transformation because of the impact ofthe bed at a depth of about 9 m, i.e. in front of cape Visnjica, at the entrance to the waterway.Since the waterway has about 150m in width and 15m in depth, with about 700m in length,and in the SSW direction, according to presented bathymetry, all waves are outside thisdirection, and from the critical sector with refraction and diffraction on the shore and inshallow waters around the way they dissipate and cannot in any way reach the port basin ofthe quay 7, which means that they cannot affect its safety.

Waves from the direction SSW itself, and along the channel whose wave height can byinterpolation be determined as H, = 1.5 m, especially behind the cape GVisnjica, havesmaller height because of lateral energy dissipation by sudden refraction and diffraction. Itcan be seen and established that the reduction of wave height only considering the principleof energy preservation equation in diverging channel in the ratio

B1H2 = ------- .-H,

X B2

where Ha and B, is the height of waves and width of wave front before wave deformation andH2 and B2 on some position in the direction of the wave beam/ ray.

In this way in the line of Quay 7 and the island of Gubavac we come to the reduction of waveheight from FL = 1.5 m to Hi = 1.0 m. In that line there comes the diffraction of this wave andthe diffraction lines, based on the standard diagram, are the diffractions around an acuteangle shown in enclosed layout. From this analysis, it can be seen in the first approximationthat the aquatorum of Quay 7 and the berth itself are well protected from all waves from thecritical sector S - SW.

Direct waves are possible from the direction W and they can be caused by maximum wind upto 6 Bf (about 14 m/s). With regard to the windward side which is short and amounts to about0.9 km at the end of the basin, according to mentioned diagram Groen-Dorrenstein we getconsiderable height of waves HF = 0.4 m which has no effect on port operational level since itlies within the permitted criteria (6), (7).

This analysis shows that the Quay 7 itself, for which the Environmental impact study is beingprepared, is very well protected from wind waves and its complete safety and operationallevel with regard to this parameter.

A.3.4.1.3. Climatic data

In order to get a more complete insight into other climatic parameters on an immediate andwider project area, here are given measured data for the weather station Ploee for the period

RIJEKAPROJEKT do-o.


from 1978 - 1994 (Attachments 15 - 20) and the neighbouring station Opuzen for the periodfrom 1949 - 1976 (Figure 14).

It is clear how the data for these two stations coincide well also in different time periods, andthey are therefore briefly commented upon here.

TEMPERATURE w PRECIPITATION NUMBER OF DAYSURE

z~~~~~~~~ X E ,uii

_ 8. 99 32. 3.7 285 5 00 671C99U3726 . 84_810806_014 06 6 2103.AA1e 233.6 11862377655221.801_04561-_0142 0'2

B E E .

00 CU CU 0 0~~~' 5 508 EUC ~ O

7 25 114 370 B1. 25. 2. 6 163 20564 228 07 . 1. 29. 16 18.7 03

1 7.4 7.2 17.7 8.6 263 7 70 17 155 283 191 10.1 .6 13.3 0.2 4.1 14 04 22 01 05

7.3 .9 208 1-7.3 28. 1 5.3 67 22 139 298 96 7 9.9 4 .5 11.2 .3 3 .8 13 08 19 0.5 0.7

10.6 8.7 23.6 -44 28.0 4.9 70 8 88 183 55 9.9 9.0 32 11.0 20.0 27 _ 0.8 02 18 03 0.

4 14.3 9.3 285 11.9 27.2 5.1 67 7 95 178 74 98 8.1 2.6 93188 0.5 9.1 32 03

18.9 99 32.2 13.7 28.5 42 67 19 59 93 73 2 BE 1.9 68 184 8.1 0. 0. 0.1 40 06

22.3 103 34.4 110.1 24 3 3.4 61 18 66 233 7T7 ES 52 2.1 3.8 101 20.4 5.6 1-9 10.11 42 0 2

7 251 11.4 37.3 11.6 25.7 2.4 62 16 38 209 64 42 2 8 0.7 1.7 10.3 29.2 16.0 8.7 36

25.2 117 38.5 110.8 27.7 2.3 60 11 53 119 86 47 34 16 25 117.0 29. la 7.5 T 26 0-1

21 511A 34.7 13.4 31 3 3.3 66 15 93 234 112 BE 59 2 8 4.5 112.5 16.7 4.2 0.7 0.2 2 6 04

10 16.4 107 32.1 -2.0 34- 1 4.1 71 5 128 325 76 87 79 41 7.5 1 12 2.4 0.3 3.0 0.3

1 1 128 88.7 23.1 -4A 27.5 55 75 16 189 250 151 1 7 115 47 11.7 5.2 0.3 0.1 3.5 10.5

12 9.1 7.5 20.3 -5.2 255 58 73 14 1585 1472 1155 71-119 58 13.5 6.7 2.1 10 10.32.8 021

15.9 9.5 38 -8.6 47-7 43 68 5 1288 1429 155 6.0 92.3 396 95.8 117.8 13 0 109.8 44 6 194 3 6 2.6 35A 3.5 1 7

CLIMATIC CHARACTERISTICSFigure 21 Mean monthly values of meteorological elements and occurrencesOPUZEN

00 50 100 150 2001.1 - 31.XII 1.1 - 31.XII 9.111-9XI 18.IV-27.X 26.V-25.IX365 365 276 193 123 (days)

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

5°, 1OU, 15° and 20° (in days)

Air temperature

Air temperature by itself is not of special interest for the analysis of the possible impact ofsome object on the environment. However, it is useful to have available the data about thetemperature and the range within which it is found. Figure 23 shows an annual temperaturerate: mean monthly temperature, absolute maximum and absolute minimum.



Cloud, precipitation and relative air humidity

Cloud is the total amount of clouds which at a given moment covers the celestial dome. Thisis an important meteorological element on which it depends how much energy of the sun willreach the ground and how much will the ground cool at night by irradiation. It is thereforeimportant for the power balance between the ground and the atmosphere. Cloud amount isdetermined virtually and expresses the proportion of the sky covered by cloud.

45 it L w -250 S . A,s

4 Z -- a 7o l1

months

Figure 23 Mean annual air temperature rate, Ploee

Mean annual cloud in the area of Ploee amounts to 4.3 tenths (from 1.9 tenths in August to5.5 tenths in March and April). The total number of cloudy days (cloud above eight tenths) isabout 80 on average, which makes about 22% annually, while the number of clear days(cloud under two tenths) is as much as about 38% annually, which is also expectedconsidering the location of Ploee.

Along with the air temperature, cloud and precipitation gives an important piece ofinformation about the climate. Annual rate of cloud and annual rate of the number of clear(cloud < 2/10) and cloudy (cloud > 8/10) days are shown in figure 24, while figure 25 showsmean annual rate of the quantity of precipitation and humidity.

Relative air humidity represents the degree of air saturation with water vapour and it dependson air temperature. Mean annual rate of relative humidity is shown in figure 25, which alsogives the mean annual rate of precipitation. On average it amounts to about 63% for thewhole year, and the deficit in moisture is highest in summer months.

Overview of mean and minimum monthly air humidity as well as the number of days withrelative humidity >80 % at 14.00 hours and >30 % in one of the three daytimemeasurements, is shown in figure 26. This overview clearly shows that the maximumhumidity in mean day measurement (14.00 hours) is expected right in summer months (July,August) when air temperatures are also highest, i.e, when evaporation from big water areasis high. At the same time, annual daily humidity, as well as the number of days with moisture<30 % is at the lowest in these months.



Number of days with cloud 1 a_ s bm 1 Cloud>8 and <2 tenths " 824e2 4hU u dsdkw, in tenths24 [.. . t - ! -,-- - 10

Cloud >8/10 --Cloud <2/10 -aAverage cloud X p a

1 2 3 4 5S 7 r e 10 It 1 I

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

Precipitabion quantty, mm Relative humidity

lnP~aIcSuo~wme m -U1mv1l a I (%)160 .80

cJl 1,I! I S !" B x

1 2 S 4 b O 8 9 t0 11 12

100 ~m>

mean minimum >80 at 14.00 hrs

9Ej 6an~ a 5 laUWm abMoths

10

1 2 3 A 0 6 41 * 8 10 ii 12

Figure 26 Annual rate of mean and minimum monthly air humidity (%/) and average number of days withrelative humidity >80% at 14.00 hrs and >30% in all three times of measurements


l~ ~ ~ ~~~~~~~3 3


Mean annual rates of the number of days with precipitation and thunder are shown in figure27. It can be observed that there are two maximums of precipitation annually, in springmonths (March, April) and autumn (October, November, December). On average it amountsto about 100 days a year, whereby the greatest number is of days with precipitation between0.5 and 1 litre per square metre. The number of days with certain quantity of precipitation(ranging from 0.1 to 50 mm) is shown in figure 28. The total annual quantity of precipitation isabout 1080 mm on average.

Precipitation is the parameter which is measured once a day at 7 a.m. Consequently, thequantity of precipitation refers to the total precipitation which is registered in the period of 24hours. In about 10% of cases it is above 20 litres per square metre, while about 3 days ayear can be expected to have very heavy precipitation with about 50 I/M2 and more.

DaysThunderPrecipitation

12

4 -4 1Yfl .10*

4. 4z __z--Hzz}i ,1 2 3 4 5 6 7 8 9 10 11 12

months

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

Number of dayswda

40

*0.1 mnm >.s5 mm >inm 4mn >lOm1Qn *20 m 0 i-Wmi

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

RIJEKAPROJEKT d-o.o.



Since the number of cold days, with fog, snow and hail is very small, it can be said that thecontainer terminal in the port of Ploee (quay 7) has very good climatic characteristics foroperation and in that sense no problems related to operational level and safety should beexpected.




A.3.4.2. SEA FLORA AND FAOUNA

A.3.4.2.1. Explored area and work method

The inspection of living communities of the sea bottom along two transectswas performed in the area of the planned container terminal Ploce. The firsttransect is in the area where the extension foreseen by the design could affectthe environment and the second one in the area of an unlikely possibility ofimpact by extension. (Fig. 29,30.). The first transect (PL-01) is located on theinternal side of the cove, opposite to the existing operative Quay 5. Thesecond transect (PL-02) is placed outside the area of the extension planned inthis phase, almost at the very west end of the quay (Fig. 31.).

During this field biocenologic research on the transects, a standard method ofdirect observation and sampling was applied using autonomous divingequipment (CUBA), and records taken in situ are completed with pictures(Jaklin i Travizi, 1999). Biological material was preserved in the 70% alcoholand 4% neutralized formalin. An average number of samples was visuallyevaluated in degrees of abundance: R = rare samples, + = species isfrequent, C = species is very frequent, CC = species prevails in number. Inaddition to these identification marks, a number of individual specimens wasrecorded.

With the purpose of biological environmental impact study assessment of thecontainer terminal extension in the port of Ploce, it was performed abiocenologic analysis of flora and fauna at the bottom with the intention ofvalorising bottom communities. The biocenologic analysis of sea bottom wasperformed on the basis of Braun-Blanquet (1921) fitocenologic method andthe terminology used is nomenclature by Per?sa and Picarda (1964),Gamulin-Bride (1967), P6r?sa and Gamulin-Bride (1973), and Bellan-Santinija & associates (1994), which is gerally used for similar researches inthe Mediterranean and the Adriatic sea.

While making preparations for field work, not a single study was found whichrefers to the port of Ploce. Since there is no previous biocenologic dataconcerning this area, the comparison of recent and historical data was notpossible. Therefore this research can be considered as a preliminaryassessment of the current zero state.

A.3.4.2.2. Results

Transect PL-01

Due to shallowness and soft sediment, the transect is withdrawn some 15meters from the coastal line to the right edge of the hall (viewed from thebeginning of cross-section) on Quay 5 in the direction 345° (Fig. 32.). GPSposition at the profile end is 43° 02,681' N and 170 25,690' E. Total transectlength along the bottom is 182 meters (Fig. 33.).

The beginning of transect consists of the mixture of terrigenous mud and thefinest river sand that looks like silt earth. The bottom is slightly slanted (Fig.34.). After somewhat steeper transition part follows the inclination wheregradually decreases the portion of sand and the bottom continues gradually todescent in depth. Sediment is pure soft sticky mud and the greatest depth of



13.9 m is recorded at the very end of the transect. In spite of a sunny day andrelatively small depth, the visibility of the greatest part of transect was about0.5 m. Along last fifty meters, the visibility more or less equaled zero!

Cross-section description (Fig. 35.):

The beginning of transect PL-01 covers infra-littoral part of sandy mud to thedepth of 1.4 m. By subsequent exploration of transect surroundings, it wasrecorded that the tidal movements zone almost does not exist, so that neitherflora nor fauna species are recorded. In the infra-littoral part, at depth of 0.7and 1.0 m, a small "meadow" of Zoostera noitii sea grass is developed whichis the only plant species recorded in the entire transect (Fig. 36.). With regardto animal species, numerous species of snails (Cerithium vulgatum iNassarius sp.) as well as the hermit crabs (Paguridea indet.) in sub-fossilhouses of these snails are registered. Numerous small holes in sediment mostprobably originated from the crabs Thalassinidea indet. but it was not possibleto determine for sure by the used work method (Fig. 37.).

Between the 14th and 30th meter of transect, the depth relatively suddenlyincreases from 1.4 to 7.9 m. Portion of sand decreases more and more in thesediment content, the bottom is almost naked, and judging by small holedensity in sediment, the number of crabs in sediment decreases as well. Theoases of hard base make some discarded cable in depth of 6.8 m, which iscolonized by a thick community of filtering organisms. The most frequentorganisms are white sea squirts (Styela plicata), marine fanworms (Sabellaspalanzanii) and tube worms (Serpula vermicularis), and colonies of bryozoas(Schizobranchiella sanguinea) - (Fig. 38.).

From the depth of 8.6 m, the bottom is naked and sediment consists of stickyterrigenous mud. The increase of depth is almost hardly noticeable, so thatthe greatest recorded depth is 13.9 m at the very end of transect. It should beemphasized that the visibility along the last 50 meters equalled zero, so thatthe absence of macro-organisms could not be determined with certainty.However, according to the description, terrigenous mud is the most frequentsediment (Fig. 39.).

By this preliminary review, only 1 plant and 10 animal macrobenthic specieshave been recorded on the transect PL-01 area (Fig. A; Table I, II).Considering this more than modest number of species, it is hard to talk aboutthe prominent bottom biocenosis. The finding of Zoostera noltii sea grassindicates the muddy sands biocenosis of protected coasts of the shallowestpart of the transect. The remaining explored bottom part contains a very poorterrigenous mud community. Real population could be evaluated only by usinga grab and by studying possible infauna sediments. Anyway, greatsedimentation of the smallest fractions of suspended materials resulting fromintensive river inflows is obvious. The only hard based enclave is ofantropogenic origin (discarded rope or cable) and is colonized by numeroussciaphilic filtering organisms (filtrators). Their density also indicates a strongand constant inflow of organic substances in suspension.

Fish fauna has not been specially examined and only two species (dragonetSerranus hepatus and mullet -Mullus sp.) are recorded along the transect. Nota single species that would be interesting for fishing has been noticed.




Transect PL-02

Due to shallowness and soft sediment, the transect is withdrawn some 20meters from the coastal line to the red port light on the opposite coast in thedirection of 330° (Fig. 40.). The GPS position at the beginning of profile is 43°02,629' N and 17° 25,436' E. Total transect length along the bottom is 190meters (Fig. 41,42.).

The beginning of the transect makes the mixture of terrigenous mud and thefinest river sand with some black particles (coal dust?) while the bottom slowlydescends into depth. After extremely steep transitional part in which sandportion diminishes more and more, the bottom continues very slowly todescend into the depth. Sediment is pure, soft, sticky mud and the greatestdepth of 14.1 m is recorded at the very end of the transect. The visibility in thegreatest part of transect is approximately 0.5 m.

Description of cross-section (Fig. 44.):

The beginning of the transect PL-02 covers the infralitoral part of sandy mudin depth from 0.6 to 2.4 m (Fig. 45.). Tufts of Zoostera noltii sea grass (theonly plant species recorded in the entire transect) are recorded in depth ofabout 1 m. With regard to animal species, numerous species of snails(Cerithium vulgatum, Nassarius sp.) as well as hermit crabs (Paguridea indet.)in sub-fossil houses of these snails are recorded. Numerous small holes insediment originate most probably from the crabs Thalassinidea indet. Theoases of hard base make some discarded cable at depth of 2.4 m which iscolonized by a thick community of filtering organisms. The most frequentorganisms are white sea squirts (Styela plicata), marine fanworms (Sabellaspalanzanii) and European flat oyster (Ostrea edulis), as well as the bryozoas(Schizobranchiella sanguinea)

Between the 20th and 40th meter of transect, the depth suddenly increasesfrom 2.4 to 10.1 m. Even at the beginning of the slope the sand disappearsand remains only terrigenous mud. The bottom is completely naked anddeserted at least in the field of sight. After a prominent slope, the inclinationdecreases very fast so that the depth in the second part of the transect variesfrom 13.5 to 14.3 m the most. The sediment surface made of terragenousmud is furrowed, full of holes and hillocks of unknown origin. Anymacrobentonic organism is noticed (Fig. 46,47.).

By this preliminary review, only 1 plant and 10 animal macrobenthic specieswere recorded on the transect PL-02 area (Fig. B; Table 1, 11). Consideringsuch a small number of species, it is hard to define certain bottom biocenosis.The finding of Zoostera noltii sea grass indicates the biocenosis of muddysands of protected coasts of the shallowest part of the transect, but compactsettlement has not been recorded. Individual sea grass shoots indicate thelast remnants of once developed settlement or to the initial phase ofcolonization. The remaining part of researched bottom should be a very poorterrigenous mud community. Real population could be evaluated only by usinga grab and by studying possible infauna sediments. Anyway, greatsedimentation of the smallest fractions of suspended materials resulting fromintensive river inflows is obvious. The only hard based enclave is ofantropogenic origin (discarded rope or cable) and is colonized by numeroussciaphilic filtrating organisms. Their density also confirms a strong and




constant inflow of suspended substances with a very rich organic component.

Fish fauna has not been specially examined and no species have beenrecorded along the transect.



A.3.4.2.3. Attachmetns

Figure A: Field records related to transect PL-01, with estimated abundance of speciesrecorded by depth and distance from the initial transect.

* field records: first number indicates the distance from the beginning of thetransect (along the bottom) and the number in the bracket the depth, bothexpressed in meters.

Transect PL-01, 13.09.2003., 10:30, AJ- GPS position (at the end of cross-section): N 430 02,681'

E 17° 25,690'- transect drawn from the coast toward the right hall edge (viewing from thebeginning of cross-section) on Quay 5; transect direction from the end towardthe beginning: 1650- length along the bottom: 182 meters- photographs CCX(XXVIII: 01-07 and M32: 20-end, M33: 01-02

10(0,6): mixed terrigenous mud and the finest river sand (like flint earth), blackparticles are frequent (coal dust?); small meadow (1 m) of Zoosteranoltii sea grass, snails Cerithium vulgatum +, Nassarius sp. +, hermitcrab Paguridea indet. +, small holes in sendiment CC (probably crabsThalasssinidea indet.)

12(1,1): terrigenous mud and some smaller quantity of the finest sand14(1,4): small holes in sediment CC16(2,1): snails Cerithium vulgatum 1, houses Nassarius sp. +, small mullet

Mullus sp. 1, small holes in sediment C18(2,8): terrigenous mud with some sand; small holes in sediment +20(3,6): soft mud with fresh terrigenous layer30(6,5):/36(6,8): rope or iron (wire cable) bellow cross-section, approx. 1 m above the

bottom): dragonet Serranus hepatus 1, marine fanworm Sabellaspalanzanii +, tube worm Serpula vermicularis +, bryozoaSchizobranchiella sanguinea +, sea squirt Styela plicata C

40(7,9):/50(8,6): soft mud, visibility < 0,5 m60(9,3): /70(9,6):/80(9,7): gray soft mud with a thin layer of brown terrigenous deposit on the top90(9,9): /100(10,6):/110(11,4):/120(12,3): /130(12,5): sample of sediment to be analyzed in Rijeka PLS 01140(12,7): /150(12,5): very soft mud, visibility almost 0192(13,9): obscure and very dark, visibility 0, soft terrigenous mud




Figure B.: Field record related to transect PL-02, with estimated abundance of speciesrecorded by depths and distance from the beginning of transect.

* field records: first number indicates the distance from the beginning oftransect (along the bottom) and number in the bracket indicates the depth,both expressed in meters.

Transect PL-02, 13.09.2003., 12:51, AJ- GPS position (at the beginning of cross-section): N 430 02,629'

E 170 25,436'- transect from coast in the direction of red port light on the opposite coast,transect direction from the end toward the beginning approximately 1500- length along the bottom 190 meters- photographs CCXXXVIII: 08-22 and M33: 03-12

10(0,6): mixed terrigenous mud and the finest river sand (like flint earth), blackparticles are frequent (coal dust?); small holes in sediment CC(probably crabs Thalasssinidea indet.)

12(0,8): /14(0,9): crabs Paguridea indet. C in houses of snails Cerithium vulgatum i

Nassarius sp., rare tufts of Zoostera noltii sea grass16(1,1):!18(1,8):!20(2,4): mud and the fines sand; Myxicola infundibulum 1, crabs Paguridea

indet. in houses of snails Cerithium vulgatum +; discarded wire ropes:marine moluscus Murex sp., marine fanworm Sabella spalanzanhi +,European flat oyster Ostrea edulis +, sea squirt Styela plicata +,bryozoa Schizobranchiella sanguinea +

30(7,1): /40(10,1): /50(10,7): /60(10,9): visibility 070(11,1): no more small holes in sediment80(11,2): sticky terrigenous mud with a thin brown layer on the surface, the

bottom is furrowed, full of holes and hillocks, visibility - 0,5 m90(12,4):/

between 90 and 100 distance of 1,5 m100(13,9):/110(13,9):/120(13,8): soft mud, visibility < 0,5 m130(13,7):/140(13,5):/150(14,3):/160(13,9):/170(14,1): /180(14,1):/190(14,0):/200(13,9): sticky, soft terragenouns mud; dark, visibility < 0,5 m;

sediment sample to be analyzed in Rijeka PLS 02


ENWRONMENTAL IMPACT STUDY


Table I. List of recorded macrobethonic species on the researched area

Transect PL - 01 PL - 02ANGIOSPERMAE

Zoostera noltii + +MOLLUSCA

Cerithium vulgatum + +Murex sp. +

Nassarius sp. + +Ostrea edulis +

POLYCHAETAMyxicola infundibulum +

Sabella spallanzani + +Serpula vermicularis +

CRUSTACEAPaguridea indet. + +Thalassinidea indet + +

BRYOZOASchizobranciella sanguinea

+

TUNICATAStyela plicata + +

PISCESMullus sp. +Serranus hepatus +

Table II. Number of recorded macrobenthonic species by transect and totalnumber of species on the researched area

PL-01 PL-02

MACROALGAE 0 0 0

SEAGRASSES 1 1 1

MACROANIMALS 10 10 13

TOTAL 11 11 14




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

7-0

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




pg-04

ft~f

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

Figure 32. Small depth of the beginning of the transect PL-O1

RUEKAPROJEKT do.o.

EN\RONMENTAL IMPACT STUDYRn: 03-033 CONTAINER TERMINAL PLOCE PAGE: 41

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

'.' ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~'

Figure 34. Short coast of sandy silt.



e16.~ ~ ~~ ___ _.-…

Noe1 tll 1i j

Figure 35: Description of the profile PL-01

Figure 36. Zoostera no/ill sea grass; depth 0,8 m.




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

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


ENVARONMENTAL IMPACT STUDYRn: 03-033 CONTAINER TERMINAL PLOCE PAGE: 44

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

- ~~~~~~~~~ ' w&

Figure 40. Beginning of the transect PL-02.




Figure 41 Transect PL-02.

W?jr.

4 cit - .~~ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~- -..-- ~~

Figure 421End of transect PL-02.


T~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~


Figure 43 Coastal soft mud

E--

E.…- - -;---_. ~ ~ ~ 5 1 5 1

U00jervt I m

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



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

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


i I~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~



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


I~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~



A.3.4.3. GEOTECHNICAL EVALUATION OF THE LOCATION

A.3.4.3.1. ENGINEERING - GEOLOGICAL BASIS

The main rock on the processed area is made by the sedimentary rock ofkarst type of Jurrasic and Cretaceous age. Due to the emphasized tangentialmovements during the paleogenetic and tectonic period, there has come tocompression of rock masses. The consequence of these movements wasfolding of Cretaceous and palogenetic rocks and creation of reverse structuresand covers. After the change of direction of regional stress in the younger,neotectonic period, the earlier created structures were distrubed. The rockmass was completely deformed and weathered, and karstificated for tens ofmeters below the present sea level.

The main rock on the Ploce Port area is completely covered in the alluviumfrom the delta of the Neretva river and in marine sediments as well as inembankment. The sediments of the Neretva river delta were sedimented onthe paleorelief, formed in karst rocks, which are visible on the surface of thesurrounding elevations. According to the data known so far, the thickness ofthe layer (alluvium and marine sediments) is increasing towards the south andsout-west. On the location of the port, the thickness of alluvium from upperpleistocenic and holocenic age above the main rock ranges from 70 to 125 m.

Alluvium of the Neretva river delta is sedimented in pronouncedmorphodynamic conditions where, besides the river flow, the late pleistocenicand holocenic erection of the Adriatc sea level had a significant influence.Since the sedimentation environments rapidly changed as well, whetherhorizontally or vertically, the sediments are of various grain size content.Some belong to the marine, some to brackish, and the third to the fresh watertype. There is also a pronounced vertical and horizontal exchange of grainsize content, so drilling revealed sediments of sand and dust, organic mud,clay and gravel.

Current state of relief on land and sea bed is a consequence of erection of theAdriatic sea level, alluvium from the river Neretva delta during the upperpleistocene and holocene, as well as embankment of the sea bed during theconstruction of the port.

A.3.4.3.2. HIDROGEOLOGICAL INFORMATION

The river Neretva delta area is under the influence of the river Neretva flow aswell as of sea tides. The same is applicable to the underground water levelwithin the sediment body of the delta. In the port area three levels ofunderground waters were established. The first or the upper level is found insurface sands. The channel flow is open, i.e. it is the freatic type of aquifer.The second and third channel flow, located lower, are found in gravel lenses.The lowest gravel level is connected with deep karst water-carrier.



A3.4.3.3. SEISMIC CHARACTERISTICS

The river delta territory is seismically active. It is shown ba the density ofearthquake epicenters, their frequency as well as the magnitude size ofseismic impacts. The cause of elevated seismic activity is the the Adriatic slabslipping under the Dinarides, i.e. under the High Karst zone. The contactbetween those zones is characterized by seicmically very active Biokovo-dubrovacka fracture zone, stretching through the river Neretva delta as well.In the last 50 years, in 1942. and 1961. this area was struck by earthquakes of7 to 8 magnitute on the MCS scale, causing greater material damage onbuildings.

According to the valid data, the basic seismic intensity on the river Neretvadelta is of 8° of the MCS scale. The expected intensities with 63% probabilityof occurrence are: 6 0 MSK-64 for the 50 year return period, 70 MSK-64 for100 and 200 year return period and 80 MSK-64 for 500 year return period.

According to the ground seismic stability analyses in the river Neretva deltazone since 1986, the maximum magnitude can be M = 6.1, while the basicseismicity degree Lax = 9.15 of MCS scale. The same analyses have shownthe psosibility of liquefaction in the mud and sand sediments of the delta.

A.3.4.3.4. GEOMECHANICAL INFORMATION

According to the information from the geotechnical study by the IGH, theInstitute of Geotechnics, the area where the Ploce Port is located lies on thewide delta of the river Neretva. Therefore, this territory is formed mainly ofsediment formations from the Quarternary age which in form of thickformations are accumulated over the karst paleorelief. On the area foreseenfor container terminal and Quay 7 construction, the thickness of Quarternaryformations exceeds 100 m. sediment formations are of very different grainsize content and are often intermixed. According to the research studiesperformed in 1989, for the phase I of the container terminal construction in theQuay 7 background, the following types of ground were established:

From elevation 0 to elevation -20 mud and sand materialFrom elevation -20 to elevation -35 clayley materialsFrom elevation -35 to elevation -42 sandFrom elevation -42 to elevation -52 gravel

These research studies were elaborated in the text: Study on EngineeringGeological and Geotechnical Ground Characteristics and Requirements forthe Object Funding for the First Phase of Container Terminal in the <(PlocePort)) in Kardeljevo, Institute for Geotechnics and Funding of the Faculty ofCivil Engineering in Sarajevo, Reference number D-1815, Sarajevo, 1/1990(cited from the quote in the Geotechnical Study of the IGH, project numberRn-03-033-04- IR-03).

According to these information, the ground where the container terminal shallbe built is of extremely low carrying capacity and is subject to subsidence. Inthe geotechnical study for the preliminary design, the terms of constructionand ground consolidation with gravel piles were determined, in order thatforeseen loads from the container terminal could be taken over.

RIJEKAPROJEKT doo.

EWIRONMENTAL IMPACT STUDYRn: 03-033 CONTAINER TERMINAL PLOCE PAGE: 51

A.3.5. EXISTING LOCATION LOAD ASSESSMENT

A.3.5.1. AIR

On the port territory of the Ploce Port there are no larger stationary, point airpollution sources. In several smaller boiler rooms designed for businesspremise heating, gas or light special liquid fuel is used, and the volume ofpollutants emmitted into the air are negligible.

Reloading devices are categorized into diffusive air pollution sources, i.e.there is no specific discharge where the values of the emmission of thepollutants could be controlled, but the whole reloading device is an opensource of air pollution, there is no exact data of the measurement ofemmission of particles from the Ploce Port area.

Regulation on limit air emmission value of polluting substances (OG 140/97)sets out limit values of emmission only for stationary sources, while diffusivesources and transportation means are not included.




A.3.5.2. THE SEA QUALITY

A.3.5.2.1. DESCRIPTION OF THE LARGER AREA OF THE PROJECT

Ploce is situated west from the Neretva estuary, where the Neretva flat deltatouches the hilly karst areas. The port, as the principal economic branch hasbeen developed at Ploce, situated at the beginning of the naturalcommunication way along the Neretva valley. The rearest surroundings ofPloce offer great possibilities for development of tourist activities (theBacinska lakes), and the Neretva estuary is very favourable for mariculturedevelopment. The Nature Park (ichtyological and ornithological reserve) issituated at the south-east side of the channel Vlaska-rnore.

The town and the port Ploce occupy the east part of the Ploce bay. Thedensest urbanized part of the town and the port zone are situated between theCrna River and the channel Vlaska - more.

Systematic researches of the coastal sea quality in the Neretvanski channelhave been carried out for many years within the Project Vir - Konavle. Theresearches have been made by the Oceanography and Pisciculture Institutefrom Split for the requirements of the Hrvatske Vode (aCroatian Waters))) fromZagreb, Department for water and sea waters protection from pollution andcontamination. The sea quality state is presented based on the results of theresearches undertaken in the year 2002.

The researches include the area from Gradac to the Malo More and thePrapratno cove. Figure 48. presents the sea research stations in the specifiedarea. Station P1 is located in front of the Ploce town port. The investigationincluded climatological features of the area, physical and chemical propertiesof the sea water, biological properties and characteristic pollutants.

The Neretva channel is characterized by variable hydrographic properties(temperature, salinity, density) conditioned by an interaction with theatmosphere, the influence of fresh waters, first of all those from the riverNeretva, as well as by exchange of water with other parts of the Adriatic(Table 1). Influence of fresh water inflow is reflected in variations of thesurface salinity, between 32.28 - 34.53 psu. The lowest salinities areregistered in April, then in July, while in December minimum values were a bithigher. In warmer season a vertical temperature stratification is noticed, wherethermo cline is pronounced, contrary to almost homogeneously mixed strata incolder part of the year (December - April).

In the Neretvanski channel, influence of the gradient incoming stream ofnorth-west direction is registered. The sea streaming in front of Ploce is underconsiderable influence of the river Neretva flow, whose estuary is situatedsouth from the town. The iver Neretva flow accelerates the sea streamingalong the shore in north-west direction, so we can suppose that this fact isfavourable for taking off the town and the port pollution from the Neretvanskichannel. The same favourable effect is achieved by n-ixing of water withseawater of the Hvarski and Bracki Channel.

The limpidity ranges between 7 and 25 m. The lowest and very uniformlimpidity is registered at the station P1 that is under most expressed influenceof sweet waters: 7 - 9 m. A higher limpidity and its larger ranges are recorded



at station P4 situated in front of the Prapatno bay on the Peljesac Peninsula,i.e. at the outer side of the Neretvanski Channel: 14 - 25 m.

April July September DecemberTemperature, 0 C 14.18 - 17.06 16.16 - 26.20 17.44 - 23.43 13.7 - 17.21Salinity, psu 32.28 - 38.57 34.93 - 38.93 34.53 - 38.69 36.72 - 38.51Density (St) kg/m 23.41 - 28.81 22.98 - 28.70 23.93 - 28.39 27.42 - 28.18

Table 1. Ranges of main hydrographical parameters in the Neretvanski Channel (3 stations) during the year 2002:

The presence of dissolved nutritious salts, i.e. salts of nitrogen, phosphorusand silicon are a precondition for primary production of organic matter.However, their excessive amount (brought by rivers or by waste waters) maycause eutrophication of a certain area, with unfavourable impact on the seaecosystem and on aesthetical properties of the sea water.

The sea of the Neretvanski Channel in the year 2002, as well as in thepreceding years, can be classified as an area of low concentration ofnutritious salts. The sea, in the area influenced by the Neretva river (stationsP1, P2 and P3) contains higher concentrations of salts of inorganic nitrogenand orthosilicate in relation to the outer side of the Channel (station P4), whilevalues are opposite for orthophosphate. The only exception is the station P1,situated in front of the town port in Ploce, where the surface layer is oftenenriched by orthophosphate.

In the whole investigated area, water column saturation by oxygen wasappropriate; it ranged within narrow limits. On the station in front of the Plocetown port (P 1) vertical profile of saturation by oxygen shows a uniformdistribution by depth, without enrichment in the surface layer or reduction inthe bottom layer.

Trophic (nutritional) degree of an area is very well reflected through the heightof primary production of organic matter (the first step in transformation ofinorganic material into a living organic matter). Each disturbance of the seaecosystem balance is first reflected at the first step of the food chain, so that,by following the primary production, an appropriate insight into the integralstate of the sea ecosystem can be obtained. The primary production has beenexamined by determination of biomass (chlorophyll a) and the phytoplanktoncommunity structure.

In the area of Ploce, the overall situation can be considered very favourable,as chlorophyll concentrations (amount of biomass) range between valuescharacteristics for channel waters and open waters of the Adriatic. Qualitativecomposition of the phytoplankton community is marked by predominance ofdiatomaceaes, although in summer period dinoflagellates were proportionallywell represented too. In this area no important water bloom was noticed in theyear 2002.

Contamination by faecal waters was examined by determining bacteriaindicators of the faecal pollution. The sea at the station P1, in front of thePloce port, was only lightly polluted, i.e. it satisfied the criterion imposed forthe sea intended for bathe and recreation.



Investigation of heavy metals shows that contents of cadmium, lead, copperand zinc in the sea sediment at the area in front of the Ploce port is higherthan the values found in the sediment at the reference station (Vis - Stoncica)(Table 2). Concentration of cadmium is above the level of (<probable naturalcontents> of this heavy metal in sea sediments in the greater area of theCentral Adriatic, which indicates a certain influence of anthropogenic sourcesof pollution (waste waters in the town port).

Station | Wsm (Cd)*10 b | Wsm (Pb)*10 b | Wsm (Cu)*10 b | Wsm (Zn)*10 bPLOCE 0.303 25,7 19.2 106.3STONCICA 0.124 16.1 8.46 54,9

Table 2. Average values of mass share of Cd, Pb, Cu and Zn in surface sediments in the area of Ploceand Stoncica in the year 2002. The portions refer to dry sediments (Wsm (CD)*10 6

Chlorinated hydrocarbons (chlorinated insecticides and polychlorinatedbiphenyl) were examined in shells Mytilus galloprovincialis. Concentrations ofthese organic pollutants are considerably lower in the area of Ploce in relationto average values of chlorinated hydrocarbons for the Mediterranean area.

A.3.5.2.2. RESTRICTED AREA OF THE PROJECT

Construction of a container terminal in the port Ploce is planned within thePloce port area, west from the bulk freight shore. On the south-east, along thecanal Vlaska - more, a petroleum terminal is situated, as well as storehousesfor foodstuffs, soja oil and etc.

There were no systematic researches of sea quality in the restricted site of theProject. Sea limpidity between the bulk freight ramp and the area planned forcontainer terminal onstruction is reduced, and bigger waste floating matterwas noticed as well. Having in mind that, in addition to the activities in theport, untreated waste waters of town Ploce are emptied into the sea by acoastal outlet, it is to be expected that the area of the Project has beenconsiderably degraded.

For the purpose of the present Study, sediment was examined in the Projectarea on two stations: PLS 01 and PLS 02, as shown on Fig. 49.Sediment sampling took place in September 2003.



PLS-0 S'm

PLS-02

{ ~ ~ ~ ~ ~~~* , O.

Fig. 48. Stations for sediment examination

Sediment was analysed by the Public Health Institute of the CountyPrimorsko-Goranska. The examination included detection of heavy metals(cadmium, chrome, lead, copper, zinc, nickel, vanadium) and of organic,steady, hazardous matter: polychlorinated biphenyl and polycyclic aromatichydrocarbons. The results are shown in the Table 3.

Polycylic aromatic hydrocarbons, pg/kg S.T.

Sample marking PLS 01 PLS 02

Phenanthrene 29 11

Anthracene 4 1

Fluorantrene 77 30

Pyrene 57 20

Benzo (a) anthracene + chrysene? 39 7

Benzo(b)fluoranthene + benzo(k) fluoranthene 19 8

Benzo(a)Pyrene 22 16

Indo(1,2,3-cd)Pyrene 29 7? PAU 276 100

Heavy metals, mg/kg S.T.

Pb 18.3 20.9

Cd 0.26 0.24

Cr 27.2 30.5

Ni 36.6 45.1

V 39.5 48.3

Zn 112 104

Polychlorinated biphenyl, ug/kgM.T. <0.01 < 0.01

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




Sediment in the station PLS 01 is a bit more loaded with polycyclic aromatichydrocarbons than sediment in station PLS 02. Levels of polycyclic aromatichydrocarbons in both stations are low and characteristic for low loaded areas.

Presence of polychlorinated biphenyl has not been detected.

There is no considerable difference in concentration of examined heavy metalsbetween the stations.

Established concentrations are at the level of those found in sediment in thestation situated in front of the port Ploce (examinations carried out within theProject Vir- Konavle). Concentrations of heavy metals are characteristic forareas under lower anthropogenic influence.

On the investigated area the port basin has been recently deepened. Whenexcavating the sediment, the surface layer was removed so that theseinvestigations probably do not reflect the real situation of local sea waterloading by these matters.

Sanitary quality of the sea is being examined at Bacina and on the municipalbeach close to the port Ploce. On both beaches microbiological pollution offaecal origin was detected. The beach close to the town port had beenproclaimed unsuitable for bathe and recreation as early as 1999. but in spiteof this, people keep bathing there. The pollution is the result of inappropriatedrainage of waste water in the area of Ploce, where untreated waste watersare let into the sea close to the shore. Such a situation may have negativeconsequences for human health.


ENVIRONMENTAL IMPACT STUDYRn: 03-033 CONTAINER TERMINAL PLOCE PAGE:56/1

A.3.5.2.2.1. SUPPLEMENT - WORLD BANK

The revision of the Environmental Impact Assessment for Container terminalat the Port of Ploce made by the World Bank has asked for to supplement theAssessment in the part referring to problems relating to deepening of the portmaritime zone on the area planned for terminal construction (between 5 th and7 th pier). It has been asked for to supplement the Assessment as follows:

1. To estimate maximal content of contaminants based on results obtainedfrom analysis of excavated sediment;2. To discuss about dredging technology and water volume estimate to beremoved together with excavated sediment and to be drained into the sea viaproposed storage reservoir. The time necessary to carry out dredging workshas to be estimated too and an optimal period for their carrying out has to bedefined;3. To discuss about possible contaminant leaching from excavated masseswhen depositing them on soil;4. To classify sediment on spot of planned intervention in view of its disposal:deposit in sea or deposit on land for the purpose of embankments of portquays;5. To show on map the area on which dredging shall take place and locationwhere excavated material shall be deposited. Storage reservoir -coagulationtank for water to be drained from excavated material has to be shown on thesame map.

In terms of outlined problems the target of this study has been:

* To estimate maximal content of contaminants based on resultsobtained from analysis of excavated sediment,

* To estimate possibility for contaminant leaching from excavatedmasses when depositing them on soil;

. To classify material anticipated to be excavated in view of possibility ofits disposal: deposit in sea or deposit on land for the purpose ofembankments of port quays.

Work MethodWithin the development framework of the Environmental Impact Assessmentfor Container terminal at Ploce (Rijekaprojekt d.o.o. Rijeka, 2004), in the year2003 the sediment surface layer (0 to 5 cm depth) has been examined on twostations PLS 01 and PLS 02 on the area of planned intervention, shown onthe Fig. 1. The diver took a sample of the sediment by means ofpolyethylene container. The sediment analysis included determination ofheavy metals (Pb, Cd, Cr, Ni, V and Zn) and organic contaminant: polycyclicaromatic hydrocarbon (PAH) and polychlorinated biphenyls (PCB).

For the purpose of better assessment of sediment characteristics andcontaminant content, a sample of sediment has been taken on the previousstations (PLS01 and PLS02) once again. By this occasion, the diver took thesample by corer : on the station PLS01 up to depth of 60 cm and on thestation PLS02 up to depth of 40 cm.Physical and chemical properties has determined done by theHIDRO.LAB.d.o.o Rijeka on following samples:



Rn: 03-033 CONTAINER TERMINAL PLOCE PAGE:56/2

Sample Mark Sampling Station I Analyzed LayerSample 1' PLSO1 0-10cm depthSample 2 PLS01 50 - 60 cm depthSample 3 PLS02 0-10 cm depthSample 4 PLS02 30 - 40 cm depth

The analysis included following determinations:. Physical parameters: grain size distribution, content of solid

substances/water and portion of combustibles* Chemical parameters: heavy metals (cooper, zinc, cadmium,

chromium, nickel, lead and mercury), total and mineral oils, polycyclicaromatic hydrocarbon and polychlorinated biphenyls

The leaching test has been carried out on the most critical samples in terms ofcontaminant content. The leaching test has been carried out according to thestandard EN 12457 for granulated waste and sludge. Examined material hasbeen mixed with water in proportion 1: 10. Following parameters has beendetermined in water portion of the sediment containing desorbed, dispersedand dissolved substances from the sample of examined material: pH,electrical conductivity, total organic carbon (TOC), total phenols, metals:cooper, zinc, cadmium, chromium, nickel, lead and mercury. These indicatorshave been selected with respect to characteristics of untreated sediment,estimated possibility for contaminant leaching (e.g. polycyclic aromatichydrocarbons has not been examined as they tend to be bound to particles,but phenols as good water-soluble substances and as such easily leachedfrom sediment have been examined).

Sediment Characteristics and Estimate of Contaminant Leaching

Sediment Analysis

Analysis results of grain size distribution are given in the TableO and figure 1.

Sample mark mm 4.00 2.00 1.00 0.50 0.250 0.125 0.063 0.063 TOTAL

PLSO1, 0- Ocm dryX (%) 0.14 0,86 1,71 2.30 2,18 2,81 12.59 77,41 100.00

PLSO 1, 50 -60 cm dry . ()) 0,00 0,17 0,25 0,00 1,24 3,60 14,34 80,39 100,00

PLS02, 0-1Ocm dry., (%) 2,57 3,98 6,07 4,93 3,53 5,06 16,52 57,34 100,00

PLS02, 30- 40 cm dry,,, (%) 0,79 1,03 1,19 3,24 0,00 3,07 10,69 79,98 100,00

Table 0. Grain size distribution at the Port of Ploce




100% - ___

80%

60%

40%-

20%.

0%.

PLS01, 0-10cm PLS0I, 50-60 PLSo2, 0-10 PLS02, 50-60cm cm cm

| Sljunak a Pijesak 0 Silt-glina

gravel sand Silt+clay

Fig. 1. Portion of basic sediment fractions from the Port of Ploce

The sample taken at the station PLS01 is of uniform grain size distribution.Prevailing sediment fraction (from 77 to 80%) is composed of particles smallerthan 0.063 mm. Portion of particles between 1.00 and 0.063 mm amounts to19 and 21 %, and portion of particles bigger than 2 mm 1.00 and 0.17 %.Sediment type on surface of this station is sandy silt and in the lower layer siltand clay.

Grain size distribution of the sample taken on the station PLS02 is somethingdifferent in upper and lower layer. Upper layer is sandy silt with gravel portionof 6.55 %, sand 36.1 % and 57.34 % silt + clay. Silt and clay are in the lowerlayer and portion of individual fractions is as follows: gravel 1.83 %, sand18.9% and silt+ clay 79.9 %.

Testing results of content of dry weight, fixed residue, heavy metals andorganic contaminants have been shown in the Table 1.

Parameter Sample MarkPLSOI PLS01 PLS02 PLS020-10 cm 50-60 cm 0-10 cm 30-40 cm

Dry weight, % 58,6 73,7 70.9 71,7Fixes residue, % 44,5 61,6 60,6 63,4

Cooper, mg/kg dray substance 34,1 24,7 33,9 27,0(S.T.)Zinc, mg/kg S.T. 157 72,7 82,6 81,3Cadmium, mg/kg S.T. 0,47 <0.05 0,19 0,31Chromium total, mg/kg S.T. 33,6 24,8 14,1 34,7Nickel, mg/kg S.T. 43,4 36,8 30,7 42,2Lead, mg/kg S.T. 35,4 22,1 25.4 34,2Mercury, mg/kg S.T. 0,89 1,00 0,98 0,83Total oils, mg/kg S.T. 52,0 28,3 40,4 33,7Mineral oils, mg/kg S.T. 6,04 5,7 7,68 9,7Total PAH, pg/kg S.T. 34,9 24,7 21.3 20,6Polychlorinated biphenyls, pg/kg < 0.25 < 0.25 < 0.25 < 0.25S .T . I_ _ __I_ _ _ I_ I__ _ _ _

Table 1: Sediment examination results on stations PLSOI and PLS02 at the Port of Ploce inNovember 2005



Dry weight content (S.T.) in analyzed samples varies from 58.6 to 73.7 %. Inaddition to the sample of sediment surface layer PLS01, it is a matter also ofmaterial with high portion of solid substance. Portion of combustiblesubstances (rough estimate for content of solid substancess) is the highest inthe sample PLS01 0-10 cm (24.1 %) and the lowest in the sample PLS02 30-40 cm (11.6 %).

Differences at heavy metal concentrations in single samples are not big. Thebiggest difference has been determined at zinc and chromium concentrations.Zinc concentration varies from 72.7 to 157 mg/kg S.T.The sediment surface layer at the station PLS01 is considerably loaded withthis metal in respect to other samples. This is probably the result of dischargeof untreated sewage being as a rule loaded with zinc into the maritime zonebetween the pier 5th and 7thChromium concentration ranges from 14.1 to 34.7 mg/kg S.T. Vertical andhorizontal distribution of this metal is something different then the zincdistribution. The lowest value has been obtained in the surface layer PLS02and the highest in the layer from 30 to 40 cm on the same station.Nickel concentrations range from 30.7 to 43.4 mg/kg S.T. The distribution ofthis metal is very similar to the distribution of chromium. The surface layer onthe station PLS01 contains a higher concentration then the layer being at 50 -60 cm depth. On the station PLS02 the situation is inverse.Mercury concentration ranges from 0.83 to 1.00 mg/kg S.T.

The sediment surface layer on both stations is more loaded with total andmineral oils then the deeper sediment layers. The concentrations range from28.3 to 52.0 respectively from 5.7 to 9.7 mg/kg S.T.Polycyclic aromatic hydrocarbons are widespread sea environmentcontaminants. They originate mainly from combustion process or pouring outpetroleum products. The sediment surface layer is as well when oils are inquestion more loaded on both stations being an expected phenomenon. Thevalues obtained by this examination (20.6 do 34.9 pg/kg S.T.) are somethinglower then the values obtained by examination in the year 2003 (104 - 112pg/kg S.T.).Presence of polychlorinated biphenyls has not been identified in any sampleas well as in the year 2003. Use of these organochlorine compounds as wellas transformer and condenser oils and specially their use in open systems i.e.lubrication oils, colors etc. is forbidden therefore such finding has beenobtained.

Comparing the results of these examinations with results of examinationperformed in the year 2003 it could be said that concentration levels ofexamined metals are practically the same at both examinations. It has to benoted that mercury examination has been not performed in the year 2003.

Sediment Pollution Estimate

Sediment Contamination Estimate Based on Comparison with ReferenceValues for the Adriatic Area

Attention to problems related to quality evaluation of sediment developedthrough port maintenance and its disposal has been paid in Croatia only inrecent time. Oceanographic institutes are in charge for examination of seasediment contamination in Croatia (Adriatic East Coast) within the AdriaticSystematic Contamination Research Project (Project Jadran, Vir Konavle,


ENViRONMENTAL IMPACT STUDYRn: 03-033 CONTAINER TERMINAL PLOCE PAGE:56/5

MED POL). The sediment surface layer from 0 to 5 cm depth is mainlyexamined Content of heavy metals is examining in most cases. Data onexamination of organic contaminant are relatively poor and they refer topolychlorinated biphenyls and polycyclic aromatic hydrocarbons. Examinationof the sediment provided for removal takes place only within theEnvironmental Impact Assessments for construction of new structures.Croatia has not both standards and specific guidelines for evaluation of seasediment contamination. The comparison with concentration established onreference stations in the Adriatic Sea or in the Mediterranean is applying forevaluation of sea sediment contamination. The Table 2 shows results ofheavy metal examination on area of the Adriatic being not directly affected bypollution source and may be used as reference concentrations.

I North Adriatic J_Middle AdriaticCooper, mg/kg S.T. 20-22 8-23Zinc, mg/kg S.T. 105-130 54-100Cadmium, mg/kg S.T. 0,140-0,350 0,230-0,260Chromium, mg/kg S.T. 23-58Nickel, mg/kg S.T. 38-170Lead, mg/kg S.T. 25 - 50 16-27Mercury, mg/kg S.T. 0,24-0,60 0,037-0,042

Table 2: Concentration of Cu, Zn, Cd, Pb and Hg in sediments of the Adriatic Sea

By comparing the concentration of metals examined in the sediment at thePort of Ploce having concentrations characteristic for the Adriatic area, it canbe concluded that the established concentrations of lead, chromium andnickel are on level of reference concentrations. Concentration of cooper, zincand cadmium are a little bit higher, so the sediment poorly polluted with thesemetals can be taken into consideration. Only the mercury concentrations arehigher then the concentrations characteristic for the Adriatic.

The concentration of PAH sum in the sediment of clear Mediterranean areasranges from 3 to 60 pg/kg S.T. The concentrations established in thesediment of Port of Ploce are on this level.

Sediment researches on mineral oils performed on the Italian side of the NorthAdriatic Sea show that their concentrations in sediment are declining from thecost towards the high seas with values from 32.3 to 7.2 mg/kg (GEA Project -Snamprogetti, 2000). The authors consider that these values are within limitsfor areas with a low pollution rate. All values of mineral oils in the sediment ofthe Port of Ploce are below 10 mg/kg resulting that this sediment is not loadedwith new contaminants.

Sediment classirication according standards of some EuropeanCountries

There is a different approach to sea sediment pollution estimate beingexcavated to maintain ports, shipways and likely in the world. Thecomparison with contaminant concentration in sediments on the area beingunder no pollution effect (reference or background concentrations) is oftenused for estimate. The approach review towards environmental qualitystandards for sediments in ICES (International Council for the Exploration ofthe Sea) Members Countries is given in the Table 2. It is noticeable that many



of countries do not have required standards for sediment pollution estimate. Insuch cases, the government authorities use often the recommended valuesbased on reference concentrations. However, some ICES members (Norway,Sweden and the Netherlands) regulated the sediment classification, whichmay be based on concentration of single contaminant (Table 3).

Country Legislation NotesBelgium x Data compared against OSPAR BCDenmark x Locally derived BCs from reference sediment (mainly for metals)Finland xFrance x Data compared against OSPAR BRC and locally derived BCsIrland xCanada ? ISoG and PEL approach from field cata demonstrating

Netherlans yTassociations between chemistry and biological effects.Netherlands yes Two-class system (NEC and MPC) based on equilibrium

___________partitioning or ecotoxicological data.Norway yes Five class system. Data compared against local, surface

sediment concentrations.Germany xPortugal x Data compared against OSPAR BC.Spain x Data compared with international (e.g. USEPA) and locally

derived BCsSweden yes Five-class system.. BCs derived from cored sedimentsUK x Data compared against OSPAR BRC: locally derived BCs in(England preparationand Wales) ___________ I

Table 3: Summary of Environmental Quality Standards for sediments in InternationalCouncil for the Exploration of the Sea (ICES) Members Countries

x= standards not currently covered by legislation BRC=Background/reference concentrationISQA = Interim sediment quality guidelines PEL= Probableeffects levelUSEPA= United States Environmental Protection Agency BC = backgroundconcentrationNEC= No effect concentration MPC = MaximumPermissible Concentration

Norwegian and Swedish standards predict five-class sediment classification.Sediment classification standards in Norway are given in the Table 4.

Contaminant Unit Class I Class 2 Class 3 Class 4 Class 5(good) (moderate) (poor) (bad) (very bad)

Cooper mg/kg <35 35 - 150 150 - 700 700 -1500 > 1500Zinc mg/kg < 150 150 - 650 650 - 3000 3000- 10000 > 10000Cadmium mg/kg <0.25 0.25- 1 1 -5 5-10 >10Chromium mg/kg < 70 70 - 300 300-1500 1500 - 5000 > 5000Nickel mg/kg <30 30-130 130-160 600-1500 > 1500Lead mg/kg <30 30-130 130-160 600-1500 > 1500Mercury mg/kg <0.15 0.15 - 0.60 0.6 -3 3-5 >5Total PAH pg/kg <300 300-2000 2000-6000 6000-20000 >20000PCB pg/kg <5 5-25 25-100 100-300 >300

Table 4: Sediment classification with respect to pollution grade in Norway, in < 2mm fraction,dry weight

By comparing the defined maximum values of single contaminant in sedimentto be dredged at the Port of Ploce with limit values in Norwegian standardsthe implication is as follows:

- cooper, chromium, PAH and PCB meet limit values for the 1St class



- zinc, cadmium, lead and nickel meet limit values for the 2nd class withobservation that the set concentrations are just a little bit higher thenthe limit values for the 1st class

- mercury exceeds the limit value for the 2nd class by more then 50%.

The World Bank's counselor for funding construction of the Container terminalat Ploce suggested to classify sediments in the Port of Ploce according tocriteria being considered on the EU level (not accepted yet) and beingsomething more restrictive than the Norwegian standards. According totheses documents, sediments shall be classified in four classes depending onconcentration of Cu, Pb, Zn, Ni, Cd, Cr, Hg and oil products (total oil):

- Class 1 (pure sediment) - maximum one parameter exceeds 50% ofthe limit value for the class 1

- Class 2 (poorly contaminated) - two or more parameters exceed 50%of the limit values for the class 1:

- Class 3 (contaminated) - two or more parameters exceed 50% of thelimit values for the class 2

- Class 4 (very contaminated) - two or more parameters exceed 50% ofthe limit values for the class 3.

Limit values of mentioned parameters are given in the Table 5.Contamina Type of Concentration of Hazardous Substances mglkg, dry weightnt Class sediment

OP Cu Pb Zn Ni Cd Cr Hg

Sand <20 <10 <20 <60 <10 <0,5 <30 <0,1

Sand 20-200 10-40 20-50 60-100 10-20 0,5-1,0 30-50 0,1-0,2Sludge <500 <100 <100 <300 <50 <0,2 <100 <0,5

Sand 200-1500 40-200 50-200 100- 20-100 1-5 50-200 0,2-1,2____________ ~4 00 _ _

Sludge 500-1500 100- 100- 300- 50-100 2-5 100- 0,5-1,2_________ 200 200 400 200

IV Sand, >1500 >200 >200 >400 >100 >5,0 >200 >1,2sludge I_I I

Table 5: Sediment classification according to concentration of metals and total oils- EUapproach being under consideration so far

OP- oil products;In case more then 2 substances do not exceed the limit values by more then50%, sediment shall be associated to lower class.




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ENVRONMENTAL IMPACT STUDYRn: 03-033 CONTAINER TERMINAL PLOCE PAGE:56/9

By comparing the set maximum values of single contaminants in sedimentprovided for dredging in the Port of Ploce under EU criteria, being still underconsideration, the implication is as follows:

- Only cadmium concentration meet the class 1- Total oil, cooper, zinc, lead, chromium and nickel concentrations meet

the limit values for the class 2- Mercury concentration exceeds the limit value for the class 2 by more

then 50%

The same proposal defines the limit values for PCB and PAH just for the class3: for PCB this is 0.03 mg/kg dry weight and for PAH 1.0 mg/kg dry weight.We have already mentioned that there is no evidence of PCB presence inexamined sediments (detection limit 0.25 pg/kg). For this parameter the PAHconcentration are lower then the limit values by two orders of magnitude.

Maximum metal concentration set in sediment of the Port of Ploce and limitvalues of single contaminant and sediment class according to the Norwegianstandard and criterion being under EU consideration are given parallel inorder to have an easy reference to the shown on the Fig. 2.

It can be concluded that sediment in the Port of Ploce can be classifiedin the class 2, i.e. poorly contaminated sediments. In addition, thecomparison of concentration examined hazardous substances withreference concentrations for the Adriatic area indicates to poorlycontaminated sediment.

Sediments of such characteristics may be deposit in the sea on specificallydetermined territorial sea area outside of the coastal zone, i.e. on depthdeeper then 30 m.

Estimate of Contaminant from Sediment

It is planned to use dredged material to embank quays. In respect to dredgingtechnology with which sediment when extracting shall be mixed with specificwater amount (app. 40 % sediment and app. 60 % water) water shall beleached from material deposited in land. For this reason, the leaching test forcontaminants from sediment has been carried out. The surface sediment layerPLS01, proved as the most contaminated has been selected for testing. Theleaching test has been carried out according to the standard EN 12457 forgranulated waste and sludge. Tested material has been mixed with water inproportion 1: 10. Following parameters has been determined in water portionof the sediment containing desorbed, dispersed and dissolved substancesfrom the sample of tested material: pH, electrical conductivity, phenols, andmetals: Cu, Pb, Zn, Ni, Cd, Cr and Hg.The table 6 shows the testing results. In addition, the same Table shows limitvalues for waste eluates that may, according to the Regulations on WasteTreatment Conditions (Official Gazette No. 123/1997 and 112/2001), bedeposited in landfills and limit values for hazardous substances that may,according to Regulations on Limit Values of Indicators of Hazardous andOther Substances in Waste Water (Official Gazette 40/1999 and 6/2001), bedischarged into the sea.



Parameter Unit Analysis GVO for filling GW for dischargingResult in landfill of the of industrial waste

2nd category water into the sea

pH 7.35 5.5- 13 6.0-8.5

Electrical mS/cm 3.570 <10000cond uctivity

Phenols mg/L 0.197 0.2 0.2

Cooper mg/L 0.046 1.0 0.25

Zinc mg/L <0.01 2.0 1.0

Cadmium mg/L 0.049 0.005

Chromium mg/L 0.002 0.05* 1.25

Nickel mg/L <0.1 0.2 1.25

Lead mg/L 0.005 0.2 0.5

Mercury mg/L 0.002 0.005

Table 6: Testing Results of Eluate Sample PLSOI

GVO = limit values in eluate for landfills of the 2 d category according to theRegulations on Waste Treatment ConditionsGVV = limit values for hazardous substances of the industrial waste water tobe discharged into the sea.*Values refers to Cr6'

By comparing obtained results with limit values in waste eluate that may bedeposited in landfills of the 2nd category (the most severe category accordingto the said Regulations) it follows that concentration of all examinedhazardous substances are below these values.

The comparison with limits for industrial waste water allowed to be dischargedinto the sea shows that the new parameters are well below the permittedvalues.

It can be concluded that the set concentrations of hazardous substances inthe sediment eluate at the Port of Ploce are relatively low.

Tests of sedimentation dynamics of sediment and sea water mixture involume proportion 40: 60 has been carried out in laboratory for the purpose ofdrawing up proposal for removal of leaching waters from deposit area on land.Tests has been carried out with sediment of various grain size distribution:with a layer of 20 to 30 cm depth of sediment sampled on the station PLS01and a layer of 40-50 cm depth of sediment sampled on the station PLS02. Theobtained results are given in the Table 7.




Sedimentation time 10 min. 20 mn. 30 min. 1 hour 2 hours 4 hours 24 hours

PLSOI volume of 220 310 330 370 410 450 540extracted water (mL)

PLS02 volume of 110 180 250 300 330 370 450extracted water (mL)

Table 7. Sedimentation dynamics of sediment mixture from the Port of Ploce and the sea(40 % sediment and 60% water)

Different velocity of sedimentation of individual sediment layers is noticeablebeing caused by their different grain size distribution. Upon 24 hours ofsedimentation, the extracted liquid in sediment sample PLS01 amounts to 90% of added water volume and in the PLS02 75 %. Extracted water was almostclear. Concentration of suspended substances in extracted water amounts forthe sample PLS01 = 7.3 mg/L and for the sample PLS02 = 8.0 mg/Lrepresenting low values. Namely, according to the Regulation on Limit Valuesfor Indicators of Hazardous and other Substances in Waste Waters (OfficialGazette 40/1999 and 6/2001) the maximum permissible concentration fordischarge into waters of 2nd category (the most sensitive recipients in whichdischarge of waste waters is allowed) is 35 mg/L. Our opinion is that withretention of dredged material in settling basins for a period of 24 hours thepossible adverse effects of its disposal to the sea and sea ecosystem qualitycan be reduce largely.

BIBLIOGRAPHY AND USED DATA

1. Littoral Sea Quality Control, Project Vir - Konavle 2002, Oceanographyand Fishery Institute, March, 2003, p. 187.

2. Monitoring Programme of the Eastern Adriatic Coastal Area. Report for1983. 1992., Institut za istrazivanje mora Rovinj 1993., p. 100-111, 128-143

3. P. Garrignes et al.: Distribution and Biotransformation of AromaticCompounds in Coastal Mediterranean Ecosystems. MAP TechnicalReports Series No 59, UNEP, Athens p. 211-212

4. Marine Habitat Committee, ICES CM 2003/E:04. Ref. ACME: Report ofthe Working Group on marine Sediments in Relation to Pollution,Trom so, Norway 2003.




A.3.5.2.3. EXISTING POLLUTION SOURCES IN THE PROJECT AREA

In the area of the Project the main pollution sources are sewage waters andactivities in the port.

SEWAGE WATERS

Waste waters from the main sewer of the town Ploce sewage system are letwithout treatment into the sea, by coastal outlet situated beside the bulkfreight ramp base. According to investigations carried out by the Public HealthInstitute of the County Splitsko - Dalmatinska in 2002, properties of thesewaters were as follows: pH 6.61 - 8,46, suspended matter 18 - 142 mg/L,KPK 63 - 300 mg/L, BPK5 22 - 260 mg/L, ammonium 14 - 115 mg/L,faecal coliforma 2E +08 - 3 E + 10. It is evident that these are characteristicsewage waters containing important amount of suspended matter, dissolvedorganic matter and nutritious salts, as well as micro-organisms of which manyrepresent potential hazard for human health. Such loading rates, along withlow sea streams are the main factors influencing sedimentation of suspendedmatter and the increase of nutritious matter amount within the portaquatorium, which, in conditions of increased temperature and properillumination of the water column, may lead to an accelerated overgrowing or amass development of algae. In some parts of the port total disappearance ofoxygen may occur, as well as development of anaerobic process ofdecomposition of organic matter, whose final products have a very unpleasantodour and unfavourable biological impact.

THE PLOCE PORT

In the Ploce port, basic port activities take place: mooring of vessels,transhipment of goods from ships to open and closed storages, and reloadingto transport means ship - railway - lorries. In this port transhipment of general,mass bulk freight and liquid freight is carried out.

Sea pollution in ports is mainly the consequence of sea pollution from ships,and load handling, its loading, unloading, reloading and storage. The greatestproblem of pollution is the consequence of unexpected occurrences -incidents. In regular working conditions the pollution degree depends on themethod of handling and storing, on handling area layout and its drainagesystem. The port equipment and its maintenance also represent a danger forsea pollution due to contamination of handling surfaces by oil, and due towaste waters and other waste from garages and workshops for the equipmentmaintenance

According to data furnished by the Ploce Harbour Master's Office, in severalpreceding years there was no sea pollution from ships.According to data furnished by the Marine Service of the port Ploce, in May2002 contamination by oil in the port aqatorium by the Shore No. 5 wasregistered. The pollution was of minor extent.

The storage and handling areas of the bulk freight terminal (coal) dispose of asystem for precipitation water collection; before its letting into the sea therainwater is treated in sedimentation chambers - fat separators. Quality ofthese waters was not examined.


ENVIRONMENTAL IMPACT STUDYRn: 03-033 CONTAINER TERMINAL PLOCE PAGE:58

No treatment system existsd for oiled waste waters of the port equipmentmaintenance facilities. These waters are let by a precipitation canal into thechannel Vlaska - more. There are no data on quality of these waters.

The port has no specific place for washing and cleaning of lorries andwagons, and there is no drainage system for soiled waters and theirtreatment.

A part of faecal waste waters of the port structures (zone around Shores 0, 1,2, 3 and 5) is connected to the main municipal sewage that ends by the ShoreNo. 5, while a minor part is resolved individually, by septic tanks.

The petroleum terminal of Energopetrol represents a high potential hazard forsea pollution by petroleum in case of an incident. Waste waters from its tankvanes are let into the channel Vlaska - more after treatment on oil separator(capacity 300 m3). According to data furnished by the Public Health Institute ofcounty Splitsko - Dalmatinska, these waters are considerably loaded byorganic matter whose concentration highly varies (in 2002 chemicalconsumption of oxygen ranged from 30 to 800 mg/L). It is interesting tomention that total fat and mineral oil loading of these waste waters wasrelatively low (total fat 3.1 mg/L, mineral oils =.56 mg/L) and not proportionalto the organic matter load.

At the very location of the intervention, waste consisting mostly of timber,sturdy waste iron and rubber can be detected.

A.3.5.2.4. CONCLUSION

Basic hydrographical sea conditions in the Neretvanski Channel and the seain front of the town port Ploce, are under great influence of the Neretva river.Although under considerable influence of sweet water, the sea in this areamay be classified as having low concentration of nutritious salts and a goodand uniform distribution of oxygen saturation. Only in the segment in front ofthe town port of Ploce, the surface sea layer is often enriched byorthophosphate.In the area of Ploce, in relation to bio-production properties of the sea, ageneral situation may be considered as very favourable. In the station in frontof the Ploce port, microbiological pollution of faecal origin is low.

Exploring of heavy metals shows that content of cadmium, lead, copper andzinc in the sea sediment in front of the Ploce port is higher than the valuesestablished in sediment at the reference station (Vis). Concentration ofcadmium is above the level of the << probable natural contents>) of this heavymetal in sea sediment in the greater area of the central Adriatic, whichindicates a certain influence of anthropogenic sources of pollution (wastewaters, the town port).

Concentrations of organic pollutants - chlorinated hydrocarbons in shellsMytilus galloprovincialis are considerably lower in the area of Ploce in relationto average values of chlorinated hydrocarbons for the Mediterranean basin.



Municipal sewage waters contain different kinds of heavy metals, high amountof suspended and dissolved organic matter and nutritious salts. These loadsas well as less intensive streaming within the port aquatorium are the mainfactors influencing the limpidity reduction, sedimentation of suspended matterand increase of nutritious matter amount within the port aquatorium, which, inconditions of increased temperature and a proper illumination of water columnmay lead to an accelerated overgrowing or a mass development of algae.These processes may have unfavourable impact on the sea ecosystem aswell as on aesthetic properties of sea water.

The port itself may load the port aquatorium by its activities, the freighttranloading from ships.

Emptying of untreated waste water from the equipment maintenance facilitiesis a considerable source of sea pollution.

Concentration of heavy metals (cadmium, lead, copper, zinc, vanadium andnickel) and polycyclic hydrocarbons in sediment of the Ploce port arecharacteristic for areas under a very low anthropogenic influence.

Polychlorinated biphenyls have been not detected. Sediment load with heavymetals is quite possible result of discharge of untreated sewage into the port.




A.3.5.3 TRAFFIC INFLUENCE

The problem of traffic is one of the essential factors in functioning of porttechnologies. This is equally pointed out for both external and internal traffic inthe area of port basin Ploce. If the traffic possibilities of installed capacities inthe Ploce port are put in relation with factor of traffic capacities of the externalroad traffic, one becomes aware of the problem of access roads to the port.Namely, even in the present form, prior to the container terminal construction,the port basin has a considerably greater installed capacity than thepermeability of external road communications.

It is therefore necessary, even inevitable, to start with modernization of theport capacities, and, even more necessary, with modernization and increaseof permeability of communication ways, in particular those that connect theport capacities with the state primary road network. This will then enable abetter and a more rapid traffic flow from the town, without disturbance, ifpossible.

Consequently, the interference of lorry traffic into the traffic flow of the cityvehicles is strikingly negative in the sense of environmental impact, whetherconsidering the traffic safety, the environment pollution or occupying of a partof the communication capacity. According to the actual sitLiation, the lorryroute from the port facilities to the city area is realized, in the existingorganization, through the city streets. Increased needs of the city traffic,pedestrian traffic, passenger cars, interfere to a large extent with the lorrytraffic. In fact, such a situation on roads leading to the port or from it is thecause of the greatest pollution in every way.

By this intervention - the container terminal construction, whichunderstands modernization of transhipment technology and internalcommunication, the lorry traffic will be shifted to the direct connectionwith the primary state road network through the Adriatic Primary Road.As a result, the city streets will be free from the heavy lorry traffic, bothinternal and primary one. By this, negative impact of the port capacitieson the site environment will be reduced.



A.3.5.4. NOISE

The residential and business zone of the part of city under possible influenceof noise from the port, as well as other susceptible zones, are predominantlyloaded by traffic noise from the town streets, as well as by noise produced byrailway traffic from the railway node.

The highest allowable noise levels are defined by the Rule Book from the year1990 with the following values:

Highest allowed 15-minuteslevels Leq in dBA

Purpose of the areaBy day By night

Hospital zones, health resorts, zonesof rest and recreation, cultural--historical localities and large parks 50 40

Residential city areas, othersettlements, tourist zones,camps and zones of educationalinstitutions, scientific-research institutions 55 45

Office-and-residential zone with publicpurpose structures out of citycentre, children's playgrounds 60 50

Office-and-residential zone with publicpurpose structures within the city centre,zones along highways and maincity roads 65 50

Industrial, storage and service areas Noise at the limit of thisand transport terminal areas, zone shall not exceedwithout apartments the allowed levels in the

neighbouring zone

A.3.5.4.1. NOISE MEASUREMENT ON THE LOCATION

Noise leven measurement within the area of the "LUKA PLOCE" and outsidethe area of the port took place based on the request of the Client. The objectof the measurement is to determine noise on the characteristic and previouslydefined measuring points wthin the area of the "LUKA PLOCE" (points B2and B3) and on the external area at the point B1 closed to the port under dailyand night-time operating conditions, to compare measured values withallowed values specified in the Rules on Maximum-allowed Noise Levels inEnvironment where People Work and Stay Official Gazette No. 145/04).

Noise sources at the "LUKA PLOCE":* Cranes, unloading and reloading devices and conveyors* Means of internal transport, external vehicles and means of transport for

loading/unloading of cargo, waggons and traction locomotives. Other auxilliary plants, machines and devices


ENVRONMENTAL IMPACT STUDYRn: 03-033 CONTAINER TERMINAL PLOCE PAGE:61/ 1

External noise levels measured on the previously defined measuring pointsmarked in the layout plan - plan enclosed to this Record.Internal characteristic points lay within the port and are marked in the layoutplan as points B2 and B3.External characteristic point lays outside the area of the Port of Ploce to thenorth of the bus terminal and is marked in the layout plan as the point B1.

MEASURING RESULTS

Weather conditions during the measurements:

In the daytime - clear with westerly breeze (v= app. 1.2 -1 .5 m/s)

In the nighttime - clear and windless

NOISE MEASURING RESULTS DURNG THE DAY

MEASURING POINT MEASURED EQUIVALENT NOISE LEVEL - Lpequ dB(A)

(Measuring points - positions marked in thelayout plan enclosed to the Record)

DAY Note

Noise of traffic and business activityPOSITION B1 58 and additional impact of construction(outside the port area) site closed to the point B1 (app. 30 m

distant north-east from the point B1 )Noise coming from activities in the Port

POSITION B2 52 of Ploce(within the area of the Port of Ploce)

Noise coming from activities in the PortPOSITION B3 57 of Ploce and additional impact - cries(within the area of the Port of Ploce) of flocks on the plateau

NOISE MEASURING RESULTS DURNG THE NIGHT

MEASURING POINT MEASURED EQUIVALENT NOISELEVEL - LAeq u dB(A)

(Measuring points - positions marked in the layoutplan enclosed to the Record)

NIGHT Note

Additional impact of activitiesPOSITION B1 (outside the port area) 39 at the adjacent bus terminal

POSITION B2 (within the area of the Port of Ploce) 34

POSITION B3 (within the area of the Port of Ploce) 33



MAXIMUM-ALLOWED VALUES AND NOISE LEVEL ASSESSMENT

Purpose of external space within which the "Luka Ploce" is situatedAs the Municipality of Ploce has not performed any acoustic zoning of thisarea, the ING ATEST (the company for noise measurement and prediction inenvironment where people work and stay) is of the opinion that the said areabelongs to noise zone 4.Noise zone 4: Zone of mixed, predominantly business purpose with housingsector.Pursuant to the Article 5 respectively Table No. 1 of the Rules on Maximum-allowed Noise Levels in Environment where People Work and Stay (OfficialGazette No. 145/04) the allowed noise levels in the external area next to thePort of Ploce and in external space at the closest residential haouses amount65 dB(A) in the daytime and 50 dB(A) in the nighttime.

* The maximum-allowed assessed noise immission level on the open areashall be determined consistently with the Article 6 - Table 1 of the Ruleson Maximum-allowed Noise Levels in Environment where People Workand Stay (Official Gazette No. 145/04). For areas where the existingresidual noise level is equal or higher than the level in the Table 1 of theRules, the noise immission that would arise from new-designed,constructed or reconstructed respectively rehabilitated structures withappertaining noise sources may not exceed the allowed levels as from theTable 1 of the Rules reduced by 5 dB(A). For areas where the existingresidual noise level is lower than the level in the Table 1 of the Rules, thenoise immission that would arise from new-designed, constructed orreconstructed respectively rehabilitated structures with appertaining noisesources may not increase the existing noise levels by more than 1dB(A).

* According to the Rules the noise may, on the line of the industrial district inthis case of the port (zone 5), not exceed the levels allowed in thebordering zone and the zone 4 (Zone of mixed, predominantly businesspurpos and housing sector) with maximum-allowed assessed noise levelfor the daytime 65 dB(A) and for the nighttime 50 dB(A) has beendetermined as borderzone.

COMMENT

* The existing external noise level outside the "LUKA PLOCE" at the pointB1 during business activity at the port in the daytime does not exceed theallowed value.

* The existing external noise level outside the "LUKA PLOCE" at the pointB1 without business activity at the port in the nighttime does not exceedthe allowed value.

* The measured noise levels within the "LUKA PLOCE" at the points B2and B3 do not exceed the allowed values.

The new container terminal is situated in the middle of the Ploce portarea. Noise from this terminal, when constructed, shall have no impacton the residential city area in accordance with Croatian regulation. Infact, the relations of the new container terminal should result in lessnoise input in the city Ploce and be beneficial for the inhabitants.



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A.3.5.5. WASTE

According to their origin and properties, the waste matter detected in the portcan be very different, but, in general, can be classified into two categories:

a) Hazardous wasteb) Other waste matter

Hazardous waste may appear as a consequence of incidents in handling thehazardous matter. Sludge from oil separators (such as precipitation sewerseparators) is also classified as hazardous waste.

Other waste to be generated within the container terminal area is:

* Waste from cleansing of operation shore (pieces of wood, plasticbags, cloths, cartons...)

* Waste from process of internal sewage maintenance (solid wasteappearing on drain covers)

* Waste from vessels and waste occurred from workers' stay in theport, similar to municipal waste.



A.3.5.6. STRUCTURES AT THE SITE

The transloading operations in the port, planned in the container terminal,require, first of all, open areas without structures.

The technology applied in the container terminal envisages storages at therear, where they partly exist today. Some storages are planned to bedemolished and the new ones constructed, but always at the same site, sothat, in fact, the construction degree remains always the same.

By constructing the container terminal, amount of structures in thePloce port area will not considerably increase.


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A.4. DESCRIPTION OF INTERVENTION

A.4.1. FUNCTION OF PLANNED INTERVENTION

A.4.2. SPATIAL NEEDS OF PLANNED INTERVENTION

A.4.3. CONSTRUCTION OF STRUCTUREIFACILITY



A.4.1 FUNCTION OF PLANNED INTERVENTION

With the construction of the container terminal Ploce the following will beachieved:

- new wharf (dock) length 300 m to serve for access of ships of thehighest maritime requirements up to maximum deadweight of 60.000DWT and deep draught without limit. On the planned wharf (dock) atthe simultaneous berthing of either one ship of the above mentionedmaximum deadweight or two ships of half of the maximum deadweightrequirement.

- new storage and handling surfaces of about 15.4 ha to be used for theneeds of the container terminal, capacity about 100.000 TEU/year.

A.4.2 SPATIAL NEEDS

The refurbished container terminal will be covering the total surface of154.000 m2 (15.4 ha) onshore and 53,000 m2 (5.3 ha) sea water, i.e. grosssurface 209,000 m2 (21 ha).

1. Statement of main surfaces- Port operations surfaces 86.000 m2

- Waterfront with onshore surface 17.000 m2

- Roads and infrastructure structures 24.000 m2

- Warehouse space 12.000 m2

- Auxiliary structures 15.000 m2

- Total surface of pier 154.000 m2

(of that roads and operative surfaces cover 127.000 m2)

- Aquatic waters (sea) 53.000 m2

Grand total 209.000 m2

2. Pier capacity- container terminal 100.000 TEU/year

3. Number of employees (evaluation) 40

The pier capacity and the number of employees (data elaborated in manystudies) are subject to change and will depend on port modernization processand dynamics of implementation of modern technologies.



A.4.2.1 DESIGNATION AND USE OF SURFACES AND FACILITIES

According to its designation the container brminal represents part of thoseport surfaces designated for transport and storage of goods. The newsurfaces will be built on one part of the port area, together with the new wharffor landing of ships for container transportation.

On the surfaces for transport and storage, open space will be organized forreloading, loading and unloading of containers from ships to the operativesurface of the storage and reverse, and loading and unloading of containervia: ship-wagon and reverse, ship-truck and reverse, wagon-truck andreverse, and storage-wagon-truck. Part of the surface will be designated foraccompanying structures/facilities and traffic and public utilities infrastructure.

The open storage spaces (unsheltered) of the operative shore, warehouses,control facilities at entrance and exit, auxiliary premises and other to be usedby the investor-end user for the activities within the main line of business onlyand described in the following sections.The inland part of the terminal is refurbished as a functional unit inaccordance with the technological requirements. Within this unit wedistinguish five zones provided for specific kind of construction and surfacerefurbishing:

I. Port-operative surfaces - it s planned to refurbish open (unsheltered)storage space for handling and storage of containers.II. Waterfront with onshore surface - for loading and unloading of containerswith Ro -Ro ramps.III. Traffic communication lines and infrastructure facilities/structures -construction of the new traffic communication lines is planned on the terminal,roads and railroads, as well as access roads and access railroad on terminalground, throughout the port area.IV. Warehouse - in order to fill and empty containers a sheltered storage-warehouse will be built.V. Auxiliary structures - construction of a building is planned for control andprotection of the main gate, with adjacent parking lot for the freight andpassenger vehicles, and workshop for repair of containers and terminalmachinery.

No construction of housing space is to be allowed, or construction of plants forre-working and processing of raw materials and organization of activities thatmay increase pressures on traffic communication lines, infrastructure,pollution of air, ground and sea, as well as those creating too much noise.

The space designation is shown on the graphical attachment ((Detaileddesignation of space>).



A.4.3 WAY OF CONSTRUCTION OF THE FACILITY

CONSTRUCTION OF PREFABRICATED PIER STRUCTURE

Piles will be executed from the sea or partly before the excavation of theshore aquatic waters. The pile have reinforced concrete pile caps (made insteel removable formwork) for placement of grid made of prestressedreinforced concrete, longitudinal and traverse prefabricated beams, which willbe connected by wet nods in-situ.

The heads on the location of bumpers will be concreted in removablereinforced concrete formwork. They will be used for installation of bumpersand polers.

The power supply channel on the shoreline is made of prefabricatedelements. The prefabricated prestressed supporting plates will be placed overa grid of main transversal supports and fixed by a reinforced concrete slab,concreted in-situ. The whole pier structure will be covered with a layer of microreinforced concrete.On the joint with the onshore plateau the pier structure has a transition,reinforced concrete plate built-in the pavement structure of the plateau andsupported by pin joint, along the whole length, on the land longitudinal supportof the pier structure.

The excavations underneath shore are in slope 1: 2.

General stone fill and rock protection are in slope 1: 1.50.

The slope underneath the pier structure is protected against erosion by astone retaining lining.

The ground directly behind the shore and under the pavement structure isimproved by gravel piles of different depth and density. The gravel piles are of100 mm ND. The improvement zone starts at the last pile of the pier structureand has two different piles density per width of the plateau zone.In the zone along the pier structure (width about 34.00 m) the piles have twolengths.

CIVIL ENGINEERING SOLUTION OF THE PIER

The wharf for container is a surface structure at elevation +3.00 m, 23.40 mwide and 300.90 m long berthing space.

Shore water depth is 15.0 m, for ships up to 60.000 DWT and draught 13.5 m.

The shore structure is divided per length into three dilatations. The firstdilatation in the root of the pier is 109.50 m long, middle dilatation is 102.80 mlong, and end 88.60 m long. The total length of the pier structure of the wharf(dock) no. 7 is 300.90 m.

The pier structure is founded on drilled reinforced concrete piles (Benoto)1500 mm ND, and on driven, steel, battered piles, 812.8 mm ND.



The axial distance in the longitudinal orientation in each dilatation is 7, 10 m,and in transversal 10,00 m ( three rows of piles per pier length ).

Ro-Ro ramp is a surface structure at elevation +3.00 m with ramp 20.0 m wideand 12.67 m long. The ramp begins at elevation + 1.50 m and has slopes of25 % and 7.50 %.

Ro-Ro ramp on the wharf (dock) 7 is located in the root of the pier, andlocated perpendicularly to ramp on wharf (dock) 6.

The length of the wharf (dock) 6 with Ro-Ro ramp is 30.5 m and width 23.4 m.

The water depth at location of Ro-Ro ramp is 15.0 m .

All these interventions are in accordance with the spatial-planningpremises in the current spatial-planning documentation.

WARF EQUIPMENT

For safe landing and berthing of ships the waterfront is equipped with rubberbumpers and polers. Bumpers are fixed to wharf structure by galvanized metalelements. Both access to sea water and landing will be secured by a sailor'ssteel leather embedded into the prefabricated elements of the pier structure.The structural dilatations are protected with steel metal elements. On thewharf two container portal cranes will be installed for the terminal final phaseof construction. For handling of containers during the construction of theterminal first phase mobile cranes are provided on shore.

CONSTRUCTION PHASESConstruction of pier is foreseen in two phases, and in accordance with theport needs.

1. phaseThe first phase includes complete wharf and storage space, capacity 40.000TEU/year together with all required public utilities infrastructure. Part of roadcommunication lines would also be built, with the required structure atentrance to terminal, and railroad tracks along the shoreline.

11 .phase

In the second phase the construction of the remaining part of storage spacewould be undertaken together with the complete public utilities infrastructure,as well as construction of the remaining structures/facilities: warehouse,workshop, and part of structures at entrance to terminal. By completion of thisphase the terminal would reach the design capacity of 100.000 TEU/year.

SITE MOBILIZATION AREA

In accordance with the construction phases and works performance scheduleof separate phases it is necessary to provide a surface of about 10.000 m2 for



site mobilization and organization. Such surface is available within the portarea and can be used for site mobilization.These surfaces have complete infrastructure.

A.4.3.1 TRAFFIC CONNECTION

The container terminal Ploce will enable to reach yearly equivalent unitsvolume of about 100.000 TEU/year.

About 30 % of mentioned capacities will be transported by railroad and 70%by trucks.

For loading and unloading by railroad, new connection tracks are providedfrom the marshalling yard Ploce, adjacent to the port are of the Port of Ploce.

For truck traffic, the existing main gate to the Port of Ploce is provided andconnected, by the new road within the area of the Port of Ploce, directly to theterminal.

Besides the main road gate to the Port of Ploce, there are functional auxiliaryentrances to connect the port to railroad, and to the marshalling yard Ploce.

Traffic on terminal:

o The solution of the internal traffic provides for a main collecting multi-laneroad located at the edge between the unsheltered and sheltered storagesurfaces to which connect the transversal inside process roads, which arelocated in such way to meet the technological requirements of the loading-reloading operations.

o Parking of the employees and client vehicles is solved at the main gate toterminal, within the port area.The foreseen surfaces provide parking space for 10 - 20 trucks andregular parking of about 60 passenger vehicles, of which 30 for employeesand 30 for clients of port services.

o Pedestrian traffic on terminal:

* at arrival to work through the main and secondary gates

* within the port on road traffic lanes network.



A.4.3.2. PUBLIC UTILITIES INFRASTRUCTURE

A.4.3.2.1. WATER SUPPLY

WATER SUPPLY - SANITARY WATER SYSTEM

CONNECTION of the water supply system will be made from the existingpipeline diameter 200 mm, with hydraulic conditions - available pressure 5-6bar, available quantity 33 I/s.At the point of connection a manhole will be installed with branch to watermeter manhole.

WATER METER MANHOLE - within the water meter manhole, it is providedto install water meter for sanitary water consumption, as well as water meterfor fire system.Before the water meter the impurities traps will be installed, and for easierinstallation and dismantling appropriate fittings and armature will be installed.

PIPE MATERIAL AND PLACEMENT -it is planned to install ductile pipes(modular cast) for work pressure minimum NP 10 bar, connection tyton,bearing class K-10 (min k-9).Pipes are placed into trench on sand bedding 4-16 mm, and minimum10 cm thick. Backfilling will begin with sand up to 30 cm above the pipetip and finished with excavation material. The minimum depth above thepipe tip is 1.00 m.

MANHOLES- all water system elements (nods, air vents, mud oulets,hydrant manholes) will be installed into concrete manholes, which sizewill secure free installation and regular maintenace of the water supplynetwork.Manholes will be of reinforced concrete, and minimum 1.90 m high.Manholes will be watertight. Cover on manholes will have bearingpower 400 kN (on raods and handling surfaces) and 250 kN (on othersurfaces).Manholes will be equipped with step irons.

FIREFIGHTING WATER SUPPLY SISTEM

FIRE PROTECTION - for fire protection needs it is provided to installhydrants at minimum distance of 80 m.

The required fire water quantities are secured from several sources:

. CITY WATER SUPPLY SYSTEM - about 30 I/s is secured by hydrantnetwork connected to the city water supply system.

* MOBILE FIRE PUMPS - additional quantity is secured by mobile firepumps (self suction pump with diesel motor on car trailer) individualcapacity 20 I/s, which is connected to fixed inlet on the waterfront of the



new pier. Two fixed inlets are provided (marked as SU on layout), eachwith its own distribution system. Considering that there are twoindependent systems, parallel use of two mobile fire pumps is possible.

* ADDITIONAL SIYSTEMS - there is also an additional possibility for firefighting with port tug boats (about 50 I/s).

The mentioned sources satisfy the total quantities of about 50 I/s andadditional 20 I/s by parallel work of two pumps. Additional possible source aretug boats also.In any case, the required water quantities will be defined in accordance withthe fire hazard assessment report to be prepared for the whole port complex,in order to get an overall solution.With the fire hazard assessment report it is necessary to define the end waterquantities from the city water supply system, possible additional sources,firemen unit equipment level, and all in accordance with the assessment ofpossible fire hazard covering the whole complex, and taking into accountdifferent kind of goods, possibility of more then one fire taking place at thesame time and other relevant factors.

A.4.3.2.2 DISCHARGE

DISCHARGE OF SANITARY (FOUL) WASTE WATER

Discharge of sanitary (foul) waste water will be solved by installation of mainconduit to be connected to foreseen septic tank.Main conduit will be of polyester pipes, diameter 250 - 300 mm, withmanholes 80/80 cm on each horizontal and vertical change of grade, as wellas on connection to particular structures.Septic tank is located within green surface, and in the latter phases, when itwill be possible to connect to the planned discharge system of the City ofPloce, the septic tank will be put out of function.In this phase, connection to the planned city system is provided with agravitational main conduit up to the connection to the city main sewer. If thechange in heights does not allow connection by gravity, the septic tank will bereconstructed into local pump station, which will be used for forced pumping tocity main sewer.Possible alternative is installation of compact biological plant (like type Bio-disc), what depends on investor's assessment and is related to the investmentcost-efficiency, as well as maintenance costs. In this case compact plant willdispose of treated waters through suction structure.

DRAINAGE OF STORM WATERS

Within the container terminal it is foreseen to build a closed drainage system,with treatment of storm waters before their outlet into the costal sea water.

Main principles for the storm waters drainage system are as follows:

. Polluted storm waters form open surfaces and traffic communication linesare collected by closed drainage system and are treated throughseparators before their outlet into sea,



* Clean storm waters (roof), which quantity is relatively small, are alsocollected by the mentioned system, construction of separate system wouldnot be cost -efficient,

* Polluted waters form closed areas (workshops), before connection to theexternal storm waters drainage system, are treated through appropriategrease traps within the plants,

* Reference intensity for sizing of drainage system is taken as 170 I/s/ha(return period 1.25 year, concentration time 10 min.)

* Treatment of storm waters before outlet into costal sea water is providedthrough separators, type B (according to Swiss standards), with overflowchannel within the separator.

Collection and disposal of storm waters from open surfaces of the wharf-operative and handling surfaces and traffic communication lines is provided inthe following way:

* LONGITUDINAL OPEN CHANNELS - drainage from the surfaces of thewharf will be by longitudinal open channels (OK) laid parallel with thewaterfront edge. Channels are 40 cm wide, about 125 m long (from wharfaxis to connection to main conduit), and covered with continuous, cast-iron, drainage grilles for heavy traffic. Longitudinal channel slope is 3 perthousand (3 0/00) so that its height ranges from 20 cm at the beginning upto 60 cm at the point of connection to the main conduit. Besides thechannel on the part of the container warehouse, channels are alsoforeseen on the part by the storages and by the administration building.On this part the drainage surfaces are smaller; therefore the providedwater storm channels will be of smaller width (30 cm).

* STORM WATERS MAIN CONDUIT - the whole network of the stormwater drainage system is divided into two drainage basins collecting waterto separator.Separator S1 collects drainage basin from Fl to F5, with main conduit(from manhole 1 to S1) placed along the edge of the traffic communicationline.Separator S2 collect drainage surfaces from F6 to F16, by help of mainconduit along the edge of the traffic communication line (manhole 7 up toS2) and second main conduit placed along the terminal fence (manhole13 up to S2).For collecting and drainage of storm waters main conduits will be placedwith installation of sewerage pipes, diameter according to hydraulic data,ranging from 400-800 mm. Main conduit installation is provided ofpolyester pipes, nominal bearing capacity to meet heavy duty trafficconditions.

* PIPES are placed on send bedding, grain size from 4 to 16 mm, to beused for primary backfilling up to 30 cm above tip. Secondary backfillingwill be with filling material grain size up to 5 cm, and to elevation at bottomof the pavement structure.



On sections where damage of main conduit is possible or washing out ofbedding (shallow sections, grade below elevation 1.00) the main conduitwill be placed into protection concrete block or on concrete bedding.In the hydraulic analysis dimensioning will be made based on themaximum flow speed up to 4.0 m/s, and filling of profiles to maximum 90-95%.

* SEWERAGE MANHOLES - manholes on the rout are foreseen ofconcrete, layout over-all size 1.00/1.00 (at smaller diameters - up to 500mm), i.e. 1.20/1.20 (at bigger diameters). Walls will be of compactedconcrete with additives to obtain watertight quality. At the bottom a half-round gutter will be made. Distance of manholes will depend onconnection points, horizontal change of grade and change of diameter.Maximum installation distance will be 50 m. Covers will be of cast iron,600/600 mm, bearing power to meet heavy duty traffic. Access to manholeis provided by installation of standard step irons.

. GULLIES - direct gathering of storm waters (at places where channelsare not foreseen) will be through gullies t) 50 cm, with cast iron grilles400/400 mm, bearing power for heavy duty traffic. Gullies will be installedin such way to collect waters from gathering surface of about 400 - 600m2.Catch pit height is 100 cm, and gully connection to main conduit ormanhole is foreseen with pipes diameter 200 mm, with connection pipegradient 1-2 %. It is recommended that connection to manhole is abovethe tip of the discharge pipe.

* SEPARATORS - foreseen gravity separators are used for separation andkeeping on surface oily substances lighter then water, while mineralsubstances heavier then water polluted by oil products are disposed onbottom. It is foreseen to build reinforced concrete separators according toSwiss regulations (types B).

Internal space of separators is divided in three parts: intake for wastewater, middle and largest part for separation of water from floating (oily)substances and sediment contents, and outlet-overflow part where treatedwater is discharged into the drainage cannel. The middle part can bedivided per height to the top part foreseen for retention of pollutants andsubstances lighter then water, middle part for flow of purified watertowards discharge-overflow part and bottom part for sedimentation ofsubstances heavier then water. Along the whole bngth of the top slab,covers are foreseen for purpose of maintenance, revision and cleaning.Separators will be built on appropriate location enabling access to vehiclefor maintenance and emptying.After purification, storm waters are discharged into costal sea waters byoutlet located at the waterfront edge.

There are planned totally 2 separators with relevant catchment area ofapp. 6 and 8 ha.

A relevant precipitation with intensity of 170 I/s/ha has been adoptedcorresponding to 1.25 annual return period and duration time (time ofconcentration) of 10 minutes.


ENVIRONMENTAL IMPACT STlJDYRn: 03-033 CONTAINER TERMINAL PLOCE PAGE: 10/1

It follows that the separator with catchment of app. 6 ha receives in totallyapp. 880 I/s and the separator with catchment area receives in totally app.1250 I/s.

The separators are foreseen as gravity separators with sedimentation andoil collection space with volume of 15 m3.Such solution conforms to water right conditions set forth by the institution(<Hrvatske vode)>, item No. 6 of the said conditions. It is also practice inCroatia to use such separators within big traffic routes and handling areas.

The flow velocity in the separator is limited to 0.3 m/s and oil retention ispossible with submerged partition walls.It is important to note that the relevant intensity of 25 I/s/ha shall be letthrough such separators whereas bigger flows (with stronger intensities)shall be let through by-pass placed along the separator. Both waters shallbe accepted on the separator outlet and they run through common pipetowards the recipient.

The mentioned intensity of 25 I/s/ha is named, according to ourregulations, as critical intensity in which process major contamination fromthe drained surface is collected together with water. Consequently, thisintensity has to be let through the separator aid the excessive amountthrough the overflow.The stated results from the fact that the precipitation hydrograph hasusually a form of Gaussian curve, consequently every rain starts with theintensity ((0>> and intensifies to the maximum with subsequent trend todecline. Therefore, major contamination flushing from the surfacedevelops when precipitation starts and this part of precipitation (up to 25I/s/ha) flows through the separator.

It is important to note that such separator must be maintained regularly,implying their monthly control and, if necessary, their emptying from oiland deposited material after performed control, at least twice a year. Theseparator has to be cleaned also after a possible incident - pouring out ofbigger amount of waste or hazardous substance reaching the separatorthrough the drainage system.

Such drainage solution does not provide for retention space than floatingsubstances (fats and oils) and deposited substances (sand, particlesheavier than water) shall be collected in the separator within the operatingchamber.


ENVIRONMENTAL IMPACT SThUDYRn: 03-033 CONTAINER TERMINAL PLOCE PAGE: 10/2

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ENVIRONMENTAL IMPACT STUDYRn: 03-033 CONTAINER TERMINAL PLOCE PAGE: II

A.4.3.2.2 POWER SUPPLY SYSTEM

HIGH VOLTAGE CONNECTION OF NEW AND EXISTING TRANSFORMERSUBSTATIONS

For feeding of the new facilities of the container terminal - wharf (dock) no. 7in the Port of Ploce with electric energy it is planned to build one newtransformer substation, which will be connected to the power supply system ofthe port.

Planned increase of the peak load at point of measurement would be 1.408kW.

High voltage feeding and connection of the new TS 10(20)/0,4 kV is foreseenform switching yard RS.In the same trench together with the high voltage cable it is foreseen to placeoptical cable with 24 fibers, for connection of power supply plants within theport.

TRANSFORMER STATIONS

During the first phase of the terminal construction one mobile low voltagecrane, power 740 kW is foreseen only. For the second phase, instead ofmobile low voltage crane, it is foreseen to have two high voltage portal cranes,power 836 kW each. For these needs one transformer substation TS 151x630 + 1x1000 kVA will be built so that in the second phase the transformer1000 kVA would be used as reserve.

Transformer substation will be designed of prefabricated elements andlocated on green surface near the entrance-control area to the terminal. Itconsists of transformer chambers for installation of power transformers andspace for installation of HV (20 kV) and NN (0,4 kV) board. Air inlets areforeseen for natural ventilation and cooling of transformers. An oil pit isforeseen under transformer, and at the upper edge of the pit a net with layerof washed gravel will be placed.

OUTDOOR LIGHTING

The whole outdoor lighting of the container terminal wharf (dock) no. 7 andsurfaces adjacent to accompanying facilities (administrative zone, frigocontainers, service zone and storages) is foreseen (according to appliedtechnology) on masts height h = 30 m and traffic communication lines alongterminal on typical masts height h = 19 m, which are already installed onsimilar areas within the Port of Ploce. The space between structures(entrance-control terminal, storages and service workshops) is illuminated withlamps mounted on the fagade walls of these facilities.

Distance between masts on the container terminal is about 70-80 m. Onemast is foreseen for installation of maximum 4 pcs asymmetrical reflectorlights in order to satisfy illumination rate up to 50 Ix.



For lighting of traffic communication line it is foreseen to install typical mastswith asymmetrical reflector lights, and the distance between masts is about 50m.

Both automatic and hand control are foreseen on the outdoor lighting controlsystem of the whole container terminal.

CONNECTION SYSTEM FOR SHIPS AND CRANES

CONNECTIONS FOR SHIPS, CRANES AND STRUCTURES /FACILITIES

Power cables will be installed from the new transformer station TS-15 to endswitchboards for connection. Cables W15 and W16 10 kV will be used forconnection of portal cranes, while low voltage cables W 1 and W2 will be usedfor connection of cabinets used for connection of ships.

Connection of ships will be from switchboards R1-R4 located along the shoreline approximately every 80 m. Each feeder supplies electric energy to twoswitchboards.

Cabinets for connection of ships R1-R4 are made of stainless steel class A4.

During the first phase one mobile low voltage crane is foreseen for whichfeeding special cables W17, W18, W19 and W20 cross-section 4x(4x150mm2) which satisfy current load and voltage drop up to 300 m length areused. Feeding will be from LV board of the transformer T2 (1000 kVA).

In the second phase the mobile low voltage crane is removed and the highvoltage portal cranes are connected to feeder bays.Connection of the crane will be on switchboards RD1 and RD2 located alongevery crane way, each 100-110 m. crane feeding will be with special cablesXHP48 4x70 mm2, 10 kV for each switchboard RD1 and RD2 (W15 andW16).

Building of administrative zone, warehouses, service zone and frigo containerzone will be connected to the transformer substations TS-15 by cables.Connection of frigo containers is foreseen with several cabinets, through threephase industrial sockets 63A installed on connection cabinets frigo containers.

The electrical design for accompanying structures/facilities provided for thefollowing power supply distribution networks:

* power supply connection to TS15* main distribution, power and sockets wiring system* general wiring (indoor and outdoor) and safety (emergency) lighting

metal masses potential equalization wiring. telephone and ,,LAN" network systems* public-address system* hand and automatic fire alarm system

lightning system



TELEPHONE SYSTEM

Telephone system will be performed with telephone cables from TO onstructures to end cabinets T on masts of outdoor lighting of containers. Thetelephone cabinets T are installed every 80 m.

All telecommunication cables (horizontal cabling) is foreseen in outlettelephone cabinet ITO, on facade wall at entrance of structures.

The existing telephone station, type: MD 110 (ASB 501) manufactured byERICSSON Nikola Tesla d.d. Zagreb is located at the fire alarm center andhas enough capacity for connection of new facilities of the container terminalwharves (docks) no.7 and 8 7 i 8.

Telephone network from the telephone cabinets to end telephone outlets willbe performed with cables, type: TK59, and telephone outlets are foreseen onevery second outdoor lighting mast, while along the waterfront they areprovided every 100 m for possibility of telephone connection for ship. Outletswill be installed in telephone cabinets TO.

Together with the telephone cables it is foreseen to place optical cables forconnection of transformer stations as well as LAN network cabinet inside theaccompanying structures/facilities.

FIRE ALARM

For fire alarm system cables will be placed from DP on the administrationbuilding in the administrative zone to concentrations on other structures andhand sensors installed on outdoor lighting masts.

Fire alarm system will be with analogue-addressable sensors for outdoorinstallation. They will be placed on outdoor lighting masts on every 80 m,while in structures/buildings an automatic and hand fire alarm system will beinstalled and also with analogue-addressable sensors for indoor installation.

The existing fire alarm station, type: NEXUS manufactured by CONTROLEQUIPMENT LIMITED is located in the fire centre and has enough capacityfor connection of new facilities of the container terminal wharves (docks) 7and 8.

For fire alarm system cables, type: JB-Y(ST)Y will be used.

Cables are placed along the outdoor lighting cable rout. Hand sensors areplaced at height 1.5 m from ground level.



PUBLIC-ADDRESS SYSTEM

Public-address system network will be carried out with cables placed fromconcentrations RO on the administration building in the administrative zone toloudspeakers on outdoor lighting masts at 5-6 m high.

Public-address system (loudspeakers) will be carried out with loudspeakersfor outdoor installation, which will be placed on outdoor lighting masts every80 m, while in structures it will have loudspeakers and attenuators equipmentfor indoor installation.

For public-address system cables, type: PPOO-Y will be used.Cables are placed along outdoor lighting cable route.

VIDEO CONTROL SYSTEM

For video control system cable will be placed form central control system ofthe port in the fire alarm centre up to the video cameras on the outdoorlighting masts installed 20-25 m high. Cameras will be placed on outdoorlighting masts every 80 m.

For the video control system coaxial cables, type: KOAX RG 59 will be used.

Cables are placed along the outdoor lighting cable route.

LIGHTNING SYSTEM

For protection of the container terminal against direct thunder strikes it isforeseen to used the PREVECTRON 2 - INDELEC system, which functionson principle of pre-thunder nser. For lightning protection a special type ofclamp will be installed to conduct electric field energy which is created duringstorm approach. Protection of structures against direct thunder strikes(administration, services, storages and other) is foreseen with standardlightning system placed into the structures foundation, but with copper ropesas clamps and conductors.All metal masses on roof (like antennas, gutters, ventilation and other) will beinterconnected and at the nearest point connected together with clamp togrounding.


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EN\IRONMENTAL IMPACT STUDYRn: 03-033 CONTAINERTERMINAL PLOCE PAGE: 1

A.5. EVALUATION OF COSTS FOR REALIZATION OF PLANNEDINTERVENTION


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ENVIRONMENTAL IMPACT STUDYRn: 03-033 CONTAINERTERMINAL PLOCE PAGE: 2

COST ESTIMATE

1. WARF STRUCTURE 14.204.931,00 EUR

2. GEOTECHNICAL AND INVESTIGATION COSTS 210.000,00 EUR

3. STORAGE AREAS AND ROADS 22.719.261,00 EUR

4. RAILWAY TRACKS ON TERMINAL 782.000,00 EUR

5. WATER SUPPLY AND DISCHARGE 1.444.737,00 EUR

6. POWER SUPPLY INSTALLATIONS 2.445.000,00 EUR

7. ARHITECTURE AND aVIL WORKS DESIGN-STRUCTURES ON TERMINAL 6.889.584.00 EUR

8. RAILWAY TRACKSCONNECTION TO TERMINAL 1.580.000,00 EUR

9. CONNECTION ROADS TO TERMINAL 430.346,00 EUR

10. CONNECTION INFRASTRUCTURE: WATER,DISCHARGE,POWER SUPPLY,TELEPHONEAND FIRE ALARM SYSTEM 440.000,00 EUR

11. TRAFFIC 75.000,00 EUR

12. GRAND TOTAL: 51.220.859,00 EUR


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A.6. RELATION OF INTERVENTION CARRIERWITH GENERAL PUBLIC



The general public has been informed about the planned intervention alreadyduring elaboration of the conceptual plan for the Port of Ploce. Through theverification process the intervention has become an integral part of the passeddevelopment plans of the state, county, city, and finally the maritime industrydevelopment plan for the period of ten years in Croatia and the Port of Ploce.

All strategies and development plans are verified and incorporated into allcurrent spatial plans of all ranks.

It is possible to conclude that the general public has been fully informed aboutthe plans through public hearings held prior to passing plans at the level of thestate, Dubrovacko-neretvanska County and City of Ploce.

The mass media, newspapers and television continuously inform the generalpublic about the planned development interventions in the Port of Ploce.


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B. OPERATION ACCEPTABILITY EVALUATION


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B.1. IDENTIFICATION AND OVERVIEW OF POTENTIALENVIRONMENTAL IMPACTS OF THE OPERATION DURING ITSPREPARATION, CONSTRUCTION AND UTILIZATION PHASE,INCLUDING ECOLOGICAL EMERGENCY AND RISK OF ITSOCCURRENCE

B.1.1. OVERVIEW OF POTENTIAL ENVIRONMENTAL IMPACTSDURING THE CONSTRUCTION PHASE



B.1.1. OVERVIEW OF POTENTIAL ENVIRONMENTAL IMPACTS DURINGTHE CONSTRUCTION PHASE

B.1.1.1. ON LAND

The selected construction method, the suction dredging of the sea bottombetween Quay 5 (existing) and Quay 7 (new), has partially reduced theenvironmental impact during the construction phase. Heavy traffic of truckstransporting the embanking material has fallen off, which has eliminated itsharmful impact upon the immediate and remote environment.

The phased and long-lasting realization, in accordance with the selectedconstruction conception and technology, does not generate additionalenvironmental impacts.

B.1.1.2 ON THE SEA

In terms of the sea dynamic the present site has already been affected byactivities on the neighboring Quay 5, where the same type of ships berth.Tugboats are used to operate the entering/departing, eliminating thusprobability of crash incidents or bottom disturbances caused by the propellers.Shallow and undeveloped shore at the site of the future Quay 7 causesuncontrolled inflow of swimming and floating pollutants that usually are notcleaned. The waves impact is insignificant and does not affect the capacity.

Sea currents develop from the rise and fall of tide, that is, under the influenceof the tides in the channel, so that the water exchange in the immediateaquatorium is practically affected only by the sea tides.

The half-confined aquatorium between Quay 5 and Quay 7 is also a dischargepoint for the sewage system, which worsens the sea condition (current qualitymeasurement values are enclosed).

The sea tides are the key natural factor of quality conservation. Therefore, atpresent the site capacity is already as usual for confined harbours.

The bottom inspection results revealed strong terrigenous material inflows viariver stream, which sediments increasingly under conditions of diminisheddynamic. Consequently, conditions for the establishment of the close-to-bottom populations are worsened and this partially explains the low diversityof the registered species.

Furthermore, according to some information, the port basin in the study areahas been deepened. This may be substantiated by the steep bottom sectionswith sudden depth increases that have been registered at the beginning ofboth inspected transects. By dredging the sediment the surface stratum thatmay have been more densely populated was removed. In this case, thepopulation of the silt sediments is expected to be recovering, which is sloweddown by the aforementioned sedimentation.

The enclaves of the solid bottom of anthropogenic origin on both transects arepopulated with numerous sciafile filtration organisms. Their presence inshallow waters confirms the constant inflow of suspended substance that



considerably diminishes the light penetration, while the rich organiccomponent suspension benefits the population density.

The construction activities will muddle the water, in particular during the phaseof deepening the aquatorium for the purpose of reaching the necessary basindepth. The increased quantities of suspended substances in the water columnwill be reflected on the reduced amount of the light that algae need forassimilation. Since all this occurs on the already degraded sea bottom, newactivities do not degrade the existing condition.



B.2. OVERVIEW OF POTENTIAL ENVIRONMENTAL IMPACTSDURING THE UTILIZATION PHASE

B.2.1. POTENTIAL MICRO-CLIMATIC CONDITIONS CHANGEB.2.2. POTENTIAL IMPACTS UPON THE NATURAL

TERRESTRIAL AND SEA ECOSYSTEMSB.2.3. POTENTIAL CHANGES WITH REGARDS TO

UTILIZATIONB.2.4. POTENTIAL CHANGES OF AIR OR SEA WATER

QUALITY, CHANGES CAUSED BY NOISE, IN NORMALCONDITIONS AND IN CASE OF ECOLOGICALEMERGENCY

B.2.5. POTENTIAL ENVIRONMENTAL IMPACTS OF THEOPERATION IN CASE OF ECOLOGICAL EMERGENCYWITH OCCURRENCE RISK ASSESSMENT



B.2.1. POTENTIAL MICRO-CLIMATIC CONDITONS CHANGE

Considering the size and the type of the site, neither changes of nor impactson the microclimate are expected.

B.2.2. POTENTIAL IMPACTS UPON THE NATURAL TERRESTRIAL ANDSEA ECOSYSTEMS

B.2.2.1. LAND

PROTECTED VALUES OF THE AREA

Since for some time now the protection of the environment has been receivingparticular attention, the planning of new constructions or reconstructions ofexisting technological facilities takes into consideration the best possibleconservation of those elements of both natural and anthropogenicenvironment that are protected by laws (land, water, air, flora and fauna,cultural, ethnographic, sacral, tourist and other sites and monuments).

Industrial developments, communication means and settlements contribute alot to reducing the natural habitats of animals. Regretfully, the tendency of thisprocess is unstoppable.

Pursuant to the Nature Protection Law, the protected parts of the environmentare the estuary on the right Neretva bank with the lake Parile, while theBacina Lakes with the peninsula Visnjica enjoy the status of a specialpreserve, and Rogotin with the Lake Vlaska the status of an importantlandscape.

Special preserves are defined as areas where one or more natural elementsare especially important, and the complex of the Neretva Estuary with the lakeParile is very important for the birds migration and breeding while theaquatorium is rich with diverse fish that spawn there. Within the areas ofspecial preserves no activities are permitted that may impact thecharacteristics for which this special status has been awarded to them (e.g.plants-picking, disturbing, hunting or killing animals, importing non-indigenousspecies, irrigation, utilization of any kind, etc.).

The original characteristics of this preserve have been altered byanthropogenic activities, but all further interventions ought to be prevented, forexample by consequent implementation of the Law on Hunting, conservationof the pine and cypress woods, etc.

Important landscape is a natural or engineered area of a higher esthetic value(picturesque landscape characteristic for a region, landscape with a cultural,historical or ethnographical monument, etc.). Bacina lakes, the flooded karstcrypto-depressions with maximum depth of 32 meters (28 m bellow the sealevel) are the most interesting phenomenon in the karst hydrography. Theconstruction of the tunnel from the lake Podgora towards the polje Vrgorac isan example of how the protected areas can be impacted, because large waterquantities were drained and the oscillation fell from 8,5 m to 2 m, affectingalso the gray mullet's acclimatization.




Rogozin, another important landscape, is an extraordinary combination of soiland water bodies typical for the Neretva. This zone has been disturbed byconstruction works but some landscape and ambiance featires should bepreserved.

Several monuments can be found in the immediate surroundings. On theKozjak and Sladinac there are antique locations, in Rogotin are threeprotected complexes and a church not distant from the Bacina Lakes, St.Luca's church and medieval localities are near Pucevo.

The construction of the container terminal in the Port of Ploce, located in thecenter of the port, does not increase the impacts upon its environment.

The borders of the dock area of the Port of Ploce, which is located nextto an important landscape, are strictly defined in order to best conservethe protected parts of the environment.

B.2.2.2. SEA

The dock construction will lie on concrete columns - pilots. During theutilization phase, impacts from urban wastewater and industrial waters, oil andits derivates as well as water turbidity and pollution with solid waste in case ofemergency are most likely.

Increased amounts of phosphorus and nitrogen (urban wastewaters) causethe growth of phytoplankton and combined with silt this increases theseawater turbidity. Oil contamination generated by the marine transport islimited to the supralitoral and mediolitoral zone. Sediments of masut, oil andsilt prevent a normal communication between the concrete organisms and theenvironment, which leads to the extinction of many species.

Because of the surface size and the distance from the natural shore, thesection under the quay will be left in complete darkness. Wearing out of theorganisms whose life conditions will be changed as well as the suspendedorganic particles load in the water column will cause increased oxygenconsumption and most probably anoxia.

Weaker currents along the quay would impede the oxygen renewal, inparticular over the summer months when also the vertical water exchange isinsignificant (thermocline). Solid pollutants should have no impact on the seaenvironment, except for the esthetical one.

The construction of the container terminal will entail an increase of the basindepth, because the sediments would be excavated to a cerlain depth. Theremoval would not include only the surface layer but all the existing organismsas well. What would be left is the pure azoic silt, at least in macrobenthicterms.

Considering the planned operation, it is estimated with high level of certaintythat it will have no additional negative impacts upon the environment. Theconstruction would not imply any new activity in the aquatorium between Quay5 and Quay 7 in addition to the depth and the navigation path maintenancedone so far.



It can be concluded that the physical development of the existing shorewith a range of tufa towers would improve the condition of theenvironment, since it would prevent sedimentation of both inorganic andorganic material on the shore. The navigation path improvement and theincrease in the depth will have positive impact on the water exchange inand around the aquatorium.


ENMRONMENTAL IMPACT STUDY


B.2.3. POTENTIAL CHANGES WITH REGARDS TO UTILIZATION

B.2.3.1. CHANGES WITH REGARDS TO UTILIZATION

The construction of the container terminal and the development of theoperation and stacking zones will neither have negative impact on otherfacilities of the area nor affect their operating, as the major part of theproposed operation would be realized within the existing dock area and alsothe extension of the operation zone will be brought about by the developmentof the existing dock area.

All the proposed operations are compliant to the existing physical plans.

B.2.3.2 AESTHETIC QUALITY AND VISUAL CHARACTER

All Plans consider the Port of Ploce as the second most important nationalport. The construction of the container terminal in the port is just one stage ofthe development and modernization plan, which will not impact the presentaesthetic value of this area, since the past activities have already degradedthe beauty of the natural and pristine environment in the Neretva Estuary.

In fact, the construction of the container terminal and the extension of theoperation/stacking areas will improve the present, rather ugly sight of thePloce Port basin. More severe laws and requirements will introduce order inthe utilization of the operation and the open storage area. New dock facilities,and careful development of the dock area would turn the port into a modernand best-equipped site.

Careful new construction activities that would put a special emphasis onthe color selection would considerably improve the visual character ofthis part of the Ploce Port.



B.2.4. POTENTIAL CHANGES OF AIR OR SEA WATER QUALITY,CHANGES CAUSED BY NOISE, IN NORMAL CONDITIONS AND INCASE OF ECOLOGICAL EMERGENCY

B.2.4.1. AIR

On the container terminal container reloading activities will be carried out.

These activities are not accompanied by additional air pollution, as it is thecase with bulk or loose freight. Potential sources of the air pollution are:

* Berthed ships* Heavy road cargo vehicles (trucks)

Ship's main engines usually do not operate when ship is moored, andemissions generated by auxiliary engines are insignificant.

The trucks reloading cargo in the reloading area may be a source of additionalair pollution, depending on the gasoline used and on how old the engines areand how well they are maintained.

Nevertheless, due to the distance, the impact upon the settlements of Ploce isinsignificant.

In order to reduce the negative impact of the transport means on air quality,the cargo vehicles on the terminal have to meet the requirements of the newEURO II and EURO IlIl standards.

B.2.4.2 SEA

In general, the changes of the port morphology generate changes in seawaterquality.

The planned construction may primarily affect the sea currents, the waterbody dynamic and time for the water exchange in the entire port. A potentialkey problem may be a decreased water flow and the water exchange with thesurrounding aquatorium. Weak flows and retarded exchange of the waterloaded with organic matter and nutrient salts may increase the concentrationof these substances and the growth of the algae and consequently cause adecrease in the oxygen concentration and further turbidity. This may result incomplete lack of oxygen and development of anaerobic organic matterdecomposition, which produces unpleasant odor and is toxic for many seaorganisms. One may say that such is the present situation in the basinbetween Quay 5 and Quay 7.

Proposed is also an extension of the basin between Quay 5 and the futureQuay 7, which would in fact be a correction and extension of the existingbasin that is currently too narrow for the estimated number of container ships.The operation will have a positive impact on the water exchange both in theport aquatorium and its surrounding.



Additional impacts of the construction works on the seawater quality willdepend on the freight that would be handled. The threat of ballast and bilgewaters being pumped out will remain.

The following activities would be carried out on the new quay within theterminal area:

* Ships berthing* Freight off-loading from ships into the open storage areas/ warehouses

and other transport means ships - rail wagons - trucks* Freight storing in open storage areas and in warehouses for the

container and RO-RO terminal. Freight storing, goods processing and packing in warehouses* Mending and maintaining the terminal machinery will be performed in

the port's existing facilities for such purposes

Unpredictable incidents associated with cargo handling or berthed ships maycause pollution of the sea.

In addition to that, dock machinery, transformer stations, storm runoff fromopen storage and handling areas, sewage discharge and pollutants may allcause pollution of the sea.

On the construction site, the sea may be polluted by untreated wastewaters ofthe Town of Ploce.

B.2.4.2.1 OIL SPILLS AND OTHER POLLUTION FROM SHIPS

Oil spills from ships are the most frequent type of pollution occurring in portsand they will create a constant hazard also in this port. The waste and oilywaters pumping out into the sea (bilge and ballast water), pollution withcarbon black or engine oil leakages are all possible.

B.2.4.2.2 HAZARDOUS CARGO HANDLING

Loading, unloading and reloading of the packed hazardous freight will takeplace on the container terminal. Hazardous cargo will not be stored on thenew section of the ferryboat terminal but in the already existing specializedwarehouses in the dock area. Although hazardous cargo would make only asmall fraction of the total cargo and pollution caused by it is not so frequent aspollution caused by oil spills, this issue deserves our special attention for thefollowing reasons:

* Range of potentially hazardous cargo is wide. Many incidents include two sorts of dangerous substances -

flammable liquids and corrosive substances. Leakages happen on various ship types* Incidents with dangerous substances occur both with bulk and packed

cargo

Although prevention and intervention measures in case of contamination byhazardous substances are similar to those in case of oil spills, there aredifferences in terms of protection technology and security measures as well aswith respect to the equipment used. They are:




Oil is present on the water surface in the viscosity layer. This is thecase with a limited number of dangerous goods; oil spills are easilynoticeable. Leakage of dangerous substance is often difficult to spot.

* Intervention technology for the case of oil spills is well developed. Thisis not so with dangerous substances.

* Removing oil from water surface can be very successful. When itcomes to dangerous substances, this is often not the case.

Various ships with hazardous cargo would be arriving in the port:

* Container ship with cargo packed in containers, and usually it is drycargo. Some container ships can carry solid (powder) or liquidchemicals in mobile tanks.

* RO-RO ships equipped with fast unloading/loading machinery

On the container terminal the packed dangerous goods will be handled.

Probability of an emergency that would cause pollution with dangeroussubstances is very small. Still, consequences of such an incident may be veryserious. Emergency situations may occur as a result of:

. Crashes caused by bad maneuvering* Crashes against other berthed ships or the quay* Fire/explosion: local fire is the initial step in a chain leading to incidents

with dangerous substances. Container falling into the water or onto the quay. Dangerous

substances may leak from the damaged container or may get into thesea after flushing the dock polluted with dangerous substances

. Disintegration of containers due to their bad quality

. So called domino effect: emergency on one ship spreads onto the nextship or fixed installation on the quay

Consequences of a leakage are contingent on the type of hazardoussubstance as well as on the leakage size and duration.

B.2.4.2.3 DOCK MACHINERY AND TRANFORMATION STATIONS

The port mnachinery (cranes, car cranes, forklifts, tractors, trailers, loaders,tugs, trucks, container transporters) is also a potential source of pollution ofthe operation zone with hydraulic oil, lubricants or gasoline. Rain flushes theoperation zone and the runoff ends in the sea.

Incidents with damaged machinery also may cause leakages. It gets moreserious when oils on basis of dangerous substances are used (let us recall anincident from 1994 when a crane with 1,400 kg of hydraLulic oil, containingpolychlorine biphenyls collapsed in the Port of Bakar).

Transformation stations pose a risk of polluting the sea if they contain thetransformation oils, which are special oils made of dangerous substances(polychlorine biphenyls). Though such oils are kept in sealed compartments,there is always a risk of leakage, in unexpected circumstances.




B.2.4.2.4 WASTEWATERS

Storm runoff from the quay transportation and handling areas may carrysuspended particles and mineral oils. The most intense pollution happenswhen it rains after longer dry periods.

With the new container terminal the problem of oily, untreated wastewatersfrom vehicle maintenance areas and of water used to wash trucks and railwagons will grow.

Constructing the new container terminal entails employing more people.Sewage effluent discharge would be another source of pollution, unless it istreated after passing through impervious sewage pipe and subsequentlydischarged into soil or the sea.

B.2.4.2.5 DISCHARGE OF UNTERATED WASTEWATERS FROM THE MAINSEWAGE COLLECTOR OF THE TOWN OF PLOCE

B.2.4.2.6 WASTE

In terms of origin and characteristics the waste generated in the port can beclassified in numerous categories, but the two principle are:

a) Hazardous wasteb) Other wastec)

Hazardous waste can be generated in emergency situations that occur whenhandling dangerous substances. Pursuant to the Waste Regulations (OfficialGazette, Narodne novine, No. 27/96), hazardous waste generated in portsunder usual conditions is:

1. Waste engine and hydraulic oil generated by the oilexchange in the production means (key number from theWaste Catalogue 13 02 02)

2. Waste engine oil containers (key number from the WasteCatalogue 13 02 04)

3. Waste transformer oils (key number from the WasteCatalogue 13 03 06)

4. Storage batteries ((key number from the Waste Catalogue16 06 05)

5. Silt from oil separators in the wastewater treatment plants((key number from the Waste Catalogue 13 05 02)

Other waste that would be generated in the container terminal area is:

- Waste generated by cleaning the handling area (wood particles, plasticbags, linen, cardboard, etc.)

- Waste generated by maintaining the intemal sewage system (solidresidual on the sink grids)

- Waste from ships and waste generated by dock workers that is similar tomunicipal waste




B.2.4.2.7. CONCLUSION

Finally, it ought to be pointed out that in view of the risk of polluting the sea,the mass liquid and bulk freight, which is considered to be the mostproblematic cargo, would be neither transported, unloaded, loaded, reloadednor stored in this section of the port.

The port activities relating to the planned operation are a potential source ofpollution in case of an emergency. Possible are also other types of pollution oflimited scale.

Taking into account that the proposed operation will be carried out inthe industrial port area, which has already been considerably degraded,that the quay activities would not include the most problematic cargoand imply risks of pollution that are linked to them, and ensuringappropriate protection measures, this operation is acceptable from theaspect of protecting the sea from potential pollution.

B.2.4.3. PRESENT SITUATION WITH REGARD TO THE SEA PROTECTION

Pursuant to international regulations and conventions ratified by the Republicof Croatia (Barcelona Convention and the Protocol concerning cooperation incombating pollution of the Mediterranean Sea by oil and other harmfulsubstances in cases of emergency 1976, 1996 - MARPOL, London 73/78) allports that are open to international transport must be equipped with facilitiesfor the reception of waste and oily waters from ships. It means that the portmust have:

* Organized service (or contractor) or department for cleaning the seaand collecting the waste from the ships

* Boats that remove pollution from the sea surface (solid waste, oil,hazardous and harmful substances, algae, etc.)

. Harbor boats for passengers and equipment* Barriers for encircling the pollution site. Skimmer boats for removing oil from the sea surface. Land devices for receiving and processing the pollutants from the sea. Specialized boats for participating in the clean up and pollutants

collection. Various pumps* Dispersants and equipment for their employment. Information transmission system

B.2.4.3.1 WASTE AND OILY WATERS RECEPTION FACILITIES IN THE PORT OFPLOCE

Because of the liquid, bulk and other types of cargo and intensive shiptransport, the Port of Ploce is an especially threatened area of the Neretvachannel. Small water body and weaker water exchange and the pristinebeauty of this part of the Adriatic Coast make this area in particular vulnerableto any kind of pollution. Thus, a coordinated approach to the issue ofprotecting the sea from pollution would be of highest importance.

Pomorski servis - luka Ploce (Marine Service - Port of Ploce) is a companyspecialized for interventions in case of sea/land pollution. Main activities of




this company include docking of ships, taking over the waste from ships,supplying ships with oil and collecting oily waters from ships as well aspreventing oil spills during reloading activities. Also, this company carries outdisinfections, disinsection and deratization in the dock area and onboardships.

The company uses following equipment for collecting oily waters, waste oiland solid waste from ships: ECO boat (13 m long, 1 tons of carrying capacity,5m3 of tank capacity), two tanks with a capacity of 120 m3 tons, truck-tank of14 tons, several working pumps, two smaller oil separators with a capacity of5 tons, some 300 m of floating barriers, dispersants with employment devices,certain quantity of adsorbents and communication equipment.

Agreement on Funding the ECO Boat Operations has been signed betweenthe company and the Government of the Republic of Croatia. The boat is 24hours a day ready for employment as unexpected pollutions cannot bepredicted.

Oily wastewaters and waste oil from ships are stored in mobile tanks.Processing the oily waters is carried out in improvised separators - tanks witha capacity of 120 rn3. Sometimes, facilities of Energopetrol, i.e. the liquidcargo terminal (oil separator with a capacity of 300 m3 ) are used. Utilization ofthe Energopetrol facility is not regulated by law, which means that it is notpossible to guarantee systematic, controlled receiving and processing of theoily waters on land.

Pomorski servis - luka Ploce and Dalmacia cement have signed anAgreement on Taking-over Waste Oils. In practice, this solution does not workwell. Before accepting the oil, Dalmacija cement insists on a laboratorycertificate, attesting that it is harmless. Since, at present, only a laboratory inRijeka does this kind of analysis, it is difficult to meet the requirement.

For daily collection of solid waste similar to municipal waste the ECO boat isemployed, and the waste is treated like the municipal waste in the town area.

The Harbor Authority Ploce controls the sea pollution in the Port of Ploce.

B.2.4.3.2 REGULATIONS ON HANDLING HAZARDOUS SUBSTANCES AND ONKEEPING ORDER IN THE PORT

At its meeting on March 5, 2002 the Management Board of the Port Ploceadopted the Guidelines on Types and Quantities of Hazardous Substancesthat can be handled in the Port of Ploce and that can enter the Port of Ploce,which also determines sites in the Port where such substances can behandled. Pursuant to Art 12 of the Guidelines on Handling HazardousSubstances, Conditions and Ways of Loading and Unloading HazardousSubstances, Bulky and Other Cargo in Ports and on Preventing Oil Spills inPorts (Narodne novine,No. 10/95), the Guidelines have been approved by theMinistry for Marine Affairs, Transport and Communications.

Guidelines on Order and Working Conditions in the Port of Ploce,(adopted by the Port Management 2001) define the pollution preventionmeasures for the Port. They refer to the issue of receiving liquid and solidsubstances from ships (through licensees), degasification and deratization ofships that is to be done at specific sites within the port, and to the protective



measures applied during the reloading of mineral oils (floating barriers). TheseGuidelines have not been agreed upon with the Harbour Authority.

B.2.4.4 NOISE

B.2.4.4.1 SOURCES OF NOISE DURING THE STRUCTURE UTILIZATION

The new container terminal will enable the annual reloading efficiency of ca.100000 TEU.

Containers will be delivered into and dispatched from the port on ships of60000 DWT. One ship of this size can berth quayside.

An estimated 60% of the total cargo will be transported by rail and theremaining 40% by trucks.

The existing accesses to the classification station Ploce and further into theinland will be used for the loading and transportation activities.

Trucks will be using the existing access road from the Adriatic main road(Jadranska magistrala). Within the port, existing roads will be used.

Sources of noise spreading within the construction site and impact area are:

A) TRANSPORTATION MEANS

- . Loading/unloading ships- . Entering/departing trucks- . Entering/departing trains

B) DOCK MACHINERY

- Cranes and container bridges- Transtainers- Tractors with trailers- Container transporters- Other equipment, devices and installations

B.2.4.4.2 TRANSPORTATION MEANS

A) LOADING/UNLOADING SHIPS

It has been mentioned that containers will be delivered into and dispatchedfrom the port on ships of max. 60000 DWT and that one ship of this size canberth quayside.

According to the present regulations in the developed countries (Germany,Sweden, Canada), ships must meet strict criteria with respect to the noiseduring the entering/departing maneuvers and the operations during the stay inthe port (loading/unloading).

Therefore, ships mooring into the container terminal area must meet followingconditions:




- WHEN A SHIP NAVIGATES AT FULL ENGINE CAPACITY, THE NOISEAT THE DISTANCE OF 25 M FROM THE SHIP PLATING MUST NOTEXCEED 75 dBA (LpA<75dBA);

- WHEN A SHIP IS IN THE PORT AND DURING LOADING/UNLOADINGOPERATIONS, THE NOSIE ON THE DECK GENERATED BYAUXILIARY ENGINES, VENTILATION SYSTEM AND CRANES (INPARTICULAR HYDRAULIC GENERATORS) MUST NOT EXCEED 65dBA (Lp<65dBA).

B) ENTERING/DEPARTING TRUCKS

IN CASE THAT FREIGHTERS OF MORE THAN 3,5 TONS CARRYINGCAPACITY AND MORE THAN 75 kW POWER, CARRY OUT THETRANSPORTATION, the emitted SOUND POWER must not exceed 118 dBA(LwA=118 dBA).

(Vehicles manufactured after 1996 are environment friendly due to LwA valueof less than 103 dBA (LwA< 103dBA).

FREIGHTERS OF MORE THAN 12 TONS CARRYING CAPACITY ANDMORE THAN 150 kW OF POWER MUST NOT PRODUCE MORE THAN 119dBA ((LwA=119 dBA) OF NOISE during operations in the port and on theaccess roads.

(Vehicles manufactured after 1996 are environment friendly due to LwA valueof less than 105 dBA (LwA< 105 dBA).

C) ENTERING/DEPARTING TRAINS

Noise generated by trains at LOW SPEED (< 40 km/h) is mainly produced bythe locomotive. If both the tracks and the trains are well maintained, it can beestimated that in open space at distances of 25m the noise emitted by thelocomotive would be as follows:

- DISEL ENGINE

LpA < 9OdBA ... if fully operationalLpA < 7OdBA ... if not moving

- ELECTRIC ENGINE

LpA < 65dBA ... if fully operational

In order to reduce the noise impact on the environment, it is recommended that:

* THE SPEED OF RAILWAY COMPOSITIONS BE LIMITED TO max40 km/h

* PRIMARILY ELECTRIC HAULAGE LOCOMOTIVES BE USED




B.2.4.4.3 PORT MACHINERY

A) CRANES, CONTAINER BRIDGES AND TRANSTAINERS

The noise limit for these machines is 103 dBA (LwA = 103dBA)

(for those more modern LwA < 1 00dBA)

The designer of the project must consider these values while specifying theequipment characteristics in the cost estimate, and the investor must insist onthem.

B) TRACTORS WITH TRAILERS AND CONTAINER TRANSPORTERS

For such transportation means of 50 to 110 kW the highest noise values mustnot exceed 106 - 116 dBA (LwA = 106 - 116 dBA).

C) OTHER EQUIPMENT, DEVICES AND INSTALLATIONS

Other equipment, devices and installations include:

- COMPRESSOR UNITS- TRANSFORMATOR UNITS- VENTILATION SYSTEMS- FILTRATION SYSTEMS- OTHER

They all must be placed in closed spaces (buildings, soundproofedcontainers...) so their noise would not impact the environment more thanpermitted by regulations.

B.2.4.4.4 NOISE IMPACTS DURING THE STRUCTURE UTILIZATION

Types of the noise impact during the structure utilization can be summarizedas follows:

. NOISE GENERATED BY SHIPS ENTERING/LEAVING THE PORTAND LYING AT BERTH

* NOISE GENERATED BY THE LOADING SYSTEMS* NOISE GENERATED BY CARGO ROAD OR RAILWAY TRAFFIC

Noise generated during the use of the container terminal will not impactthe environment considerably since the terminal will be located in thecenter of the dock area, at the outward side facing the sea. Ploce is morethan 1500 m distant.

B.2.4.5. TRAFFIC IMPACTS

B.2.4.5.1 ON LAND

Trucks would be entering/leaving the container terminal directly from the mainport gate, using the port roads.



Such a new technological organization considerably reduces the internaltraffic in the old part of the Ploce Port.

This new organization would not increase the environmental impacts butrather reduce them. Such a conclusion is based on the fact that the cargo willbe more rationally handled and transported, which is precisely the main goalof the new construction.

B.2.4.5.2 ON THE SEA

General characteristics of the access navigation path and ships berthing andlying at berth are:

. Berths are protected from sea currents, wind and waves* Water around the berths is deep enough for ships to maneuver freely,

so that UKC is not problematic. Navigation marks along the navigation path and in the berthing area

are all right. Free area in front of the future container terminal is big enough for the

ships of the anticipated size to do the necessary maneuver operations

Since the docking in or docking out the basin between Quay 5 and Quay 7 isconsidered to be a maneuver, and not free navigation, it can be concludedthat ships lying at anchor at Quay 7 of the container terminal will not hinder asafe passage of the ships docking in or out the basin Rijeka.

In terms of safe navigation, docking in and out the Quay 7 of the containerterminal will at certain times disturb the arrival to/departure from the basinbetween Quay 5 and Quay 7. Since tugboats must be used because of theships' size, simultaneous maneuvering of two ships in this basin will beforbidden. Exceptions will be allowed in case that real dimensions of twosmaller ships intending to do the docking in/out maneuvers areacknowledged, depending also on hydrological and meteorological conditions.

It can be concluded that the new Quay 7 of the container terminal wouldaffect safe docking in/out the basin between Quay 5 and Quay 7. It willbe necessary to regulate additional proceeding for safe docking in thebasin of the Ploce Port.




B.2.5. POTENTIAL ENVIRONMENTAL IMPACTS OF THE OPERATION INCASE OF ECOLOGICAL EMERGENCY WITH OCCURRENCE RISKASSESSMENT

B.2.5.1 OVERVIEW OF POTENTIAL ENVIRONMENTAL IMPACTS OF THEOPERATION IN CASE OF ECOLOGICAL EMERGENCY

Since the Port of Ploce is of local significance at present, but envisaged as acounty port and intended mainly for the passenger transport, no biggerincidents that may cause large scale ecologic catastrophes are expected tooccur. However, since it is a public port that also cargo ships may enter, theremay be accidents that could cause ecological catastrophes and have negativeenvironmental impacts. The location of the Port of Ploce in the center of thetown increases the number of potential environmental impacts since not onlythe natural but also the cultural environment may be affected.

Pollution of the shore, which is usual in case of accidents, causes publicdistress and affects recreational activities such as swimming, sailing, diving. Italso has effect on the hotel and catering business and the whole tourismsector. Rates of the oil pollution removal are contingent, among other factors,on the quantity and type of oil.

The whole Ploce shore line is a recreational zone used by both locals andtourists. Activities exercised at present and anticipated with the plans includeswimming, sailing, diving and other sport and underwater activities. Oil spillsmay spread due to sea currents and/or unfavorable wind and contaminate thewhole harbor and beaches, including those outside of the harbor and notdistant from the harbor and the town center.

Impacts of individual oil spills on the aforementioned activities are rathershort-term but any tourism impact is more an issue of winning back theconfidence, once the clean up has been performed.

Ecological emergency may occur during operations with oil and oil derivates:- In case that fuel tanks are damaged and oil leaks into the sea- In case of fire and/or explosions on ships- In case of emergency during ship maneuvers (crash, capsize, etc...)

Oil spills would eventually pollute the harbor aquatorium and the vessels in it,but also the surrounding beaches in the bay and in the town. Such pollutionwould have negative impacts on the plankton, sea birds and other seaorganisms. In case of unfavorable meteorological conditions (strong windsand storms), the pollution might spread to several beaches situated to thenorth and to the south of the harbor. This would temporarily make the use ofthe shoreline zone for swimming and large-scale recreation impossible. Inaddition, oil spills and sea pollution would produce an unpleasant aestheticimpression.

Fire on ships, in addition to the initial air pollution, would create also a hazardof the explosion of the fuel tank or the gas bottles on the surrounding vessels.



B.2.5.2 OCCURRENCE RISK ASSESSMENT

Managing a public port situated next to a town and protected shore is alwaysassociated with certain environmental hazards and in order to assesspotential risks, it is necessary to assess:

* Probability of an unwelcome incident* Consequences of such an incident* Duration of the exposure to the consequences

Unwelcome incidents may occur in case of

* Force majeur* Accidental emergency

Force majeur would be an earthquake stronger than expected, hurricanes,war or other deliberate damages of movables (vessels, vehicles) andimmovables (buildings, facilities). "Accidental emergency" occurs in generalbecause of the human factor, i.e. because of negligence or recklessness ofeither the ship or the port personnel, though sometimes also prepensely.Occurrence probability for an unwelcome incident is difficult to predict due tothe nature of its source. Probability of a force majeur incident in peacefulcondition in our ports is relatively low. Much higher is a probability of an"accidental emergency". "Accidental emergency" may be a small-scaleincident with spatially limited environmental impacts, when "the first levelthreat" occurs. In case of large-scale incidents bigger area is affected and "thesecond level threat" occurs, which is of equal relevance as a natural disaster.

Exposure to the consequences of the first level threat is considerably shorterthan in case of the second level threat or in case of force majeur incidents.

The records of how the smaller Adriatic ports have been functioning so farsupport an assessment of a much lower occurrence probability for incidentscausing the second level threat.

When it comes to the Port of Ploce, the risk, i.e. the probability of anecological emergency, is assessed as follows:

* Relatively low risk produced by a force majeur emergency in peacefulcircumstances

* Much higher risk produced by an "accidental emergency". Relatively low risk of ecological emergency with "the second level

threat"* Much higher risk of ecological emergency with "the first level threat"

It can be concluded that occasional, not frequent incidents of shortlasting impacts and medium intensity may occur. Thus, the overall riskassessment would be "acceptable level of risk".


ENWIRONMENTAL IMPACT STUDY


B.3. THE MOST SUITABLE OPTION -PROPOSAL AND CLARIFICATION




The container terminal will be located on a plot of 250 000 rnT surface area. Theeastern side of the plot is where the container terminal and the RO-RO terminal withan annual capacity of 100,000 TEU will be constructed. The rest of the plot isreserved for the expansion to 200 000 TEU annually, pursuant to the long-termdevelopment plan.

The reception zone for container ships with up to 60 000 DWT (Quay 7) will be northof the terminal platform, and two railway tracks, 340 m away from and parallel to thenew quay will be on its southern side.

There will be a bridge for unloading containers from ships to either railway wagons ortrucks on Quay 7. According to the technological feasibility study, the areas forarranging containers and for stacking the refrigeration or empty containers will takethe space from the shore toward the southern side of the platform, Next to the laststacking section at the southern side of the plateau there would be two rail tracks forthe shipping by railway.

The existing road that runs along the platform edge on the runway area will enclosethe eastern side of the plateau. The southeastern side of the plateau will have anentry gate for cargo and other vehicles, with five passages between the traffic islands.Next to the entry gate, on its southem side, car parking and a reception building willbe positioned.

A service entry gate to/from the port road is planned to be on the southeastern side ofthe plateau. It would be opened to enable the mobile equipment to leave, if and whennecessary.

Between the existing road along the eastern edge o the planned plateau and theexisting road leading from the border inspection point to the Quay 7, a road to thecontainer terminal plateau, serving as the main access to the plateau, will be built. Itwould be an east-west road, continuing the axis of the road housing the bordercheckpoint, i.e. the main entrance into the dock area of the port. It will be a four-trackroad and the two outward tracks would be longitudinal parking lots for those cargovehicles, which are waiting to enter the container terminal or to be cleared by thecustoms. The access road to the container terminal would run parallel to the plannedswitching group of the rail tracks.

The plateau is divided into five working units - areas for stacking containers. On thefirst three the containers will be deposited in two groups, each with seven rows andfour columns. The fourth unit will be for empty and refrigerator containers and in thefifth unit the containers will be stacked in four rows, next to the two railway tracks thatcan be accessed by a transtainer. Roads leveling with them encircle these fiveworking areas.

To the east of the four-track road are designed areas for warehouses, workshops andparking lots for cars at the entry/exit gate.

The new Quay 7 will be built at the altitude of +3.0 m above sea level, so that also theterminal platform is at the same devation. The quay for containers is a surfacestructure divided longitudinally in three dilated parts. The structure will lie onperforated vertical pilots of reinforced concrete (Benoto) and on the riveted steeldiagonal pilots.




The pilots will be constructed from the tidal area or partially prior to the aquatoriumexcavation off shore. A grid of pre-tightened horizontal and vertical prefabricatedbeams of reinforced concrete, connected by wet knots, will be placed onto the pilots.

The tops on bumping points are covered with concrete in the prefabricated paving ofreinforced concrete.

The energetic channel on the edge of the quay is prefabricated, with support abovethe pilot. A layer of reinforced concrete covers both the prefabricated and pre-tightened slab-like props placed on the main vertical supporting grid and the wholequay surface.

The structure is connected to the plateau with a plate of reinforced concrete, which isplaced in the roadbed of the plateau structure. A hydro-insulating layer on which atarmac road is built protects the surface of the structure. The slope under the quay isprotected from erosion by a stone plaster.

Deviation between the altitude points of the plateau and the basic height will be + 3m.n.m., which is necessary to achieve the bevel and enable the drain. On the plateaubetween the working surfaces planned are six roads parallel to the line of the newQuay 7 and two side roads, the western of which is two-track, while the one to theeast is a four-track road. All roads on the plateau are with 3.5 m wide tracks. Thetranstrainer should be moving within the limits of the stacking areas. Traffic on all theroads will be two-way and all the roads will be accordingly marked (continuous andbroken white lines). The STOP traffic signs and the stop lines will mark theconnection points between the roads in the stacking areas and the main road. Curbedtraffic islands and green islands will be located on the eastern side of the plateaubetween the eastern four-track road and the outer road at the plafform-side (road "2"),in accordance with the plan to construct necessary warehouses and workshops.

The surface of the container terminal plateau will be covered with 25 cm thick platesof micro-reinforced concrete on the 25 cm thick base of compacted crushed stone.Such a final treatment can be performed once the soil consolidation has beenperformed, ensuring that there is no sinking that might damage the working area ofthe plateau.

Considering the geo-mechanical characteristics of the base soil, the geo-technicalstudy suggests that the consolidation be done using the dredged material, for thebasin between Quay 5 and Quay 7. In order to this, it is necessary to level theexisting area to the altitude of +1 m.n.m. and to apply the geotextile and geonet thatwill be strewed with a 50 cm thick layer of stone material and covered with anothergeonet and a layer of 100 cm thick stone material. This is then covered with a 3 mthick layer of the dredged arisings, serving as the pre-load, which is supposed to beremoved after 8-9 months and applied in new potential areas within the dock area, forthe further port development.

After the removal of the pre-load, begins the final treatment of the terminal surfaces.

The geo-technical project study will detail the material use and quality criteria and thespecial construction parameters (Section A 1, Figure 2).


I



C. ENVIRONMENTAL PROTECTIVE MEASURES ANDMEASURE IMPLEMENTATION PLAN


I~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~



C.l. PROPOSAL OF ENVIRONMENTAL PROTECTIVEMEASURES DURING THE PHASE OFPREPARATION, CONSTRUCTION ANDEXPLOITATION

C.1.1. PROPOSED ENVIRONMENTAL PROTECTIVEMEASURES DURING THE PHASE OF PREPARATION

C.1.2. PROPOSED ENVIRONMENTAL PROTECTIVEMEASURES DURING THE PHASE OFCONSTRUCTION

C.1.3. PROPOSED ENVIRONMENTAL PROTECTIVEMEASURES DURING THE PHASE OF EXPLOITATION



During the phase of preparation, construction and utilization of the port, it isnecessary to reduce all possible undesirable environmantal impacts to anacceptable level by implementation of appropriate measures.

C.1.1. PROPOSED ENVIRONMENTAL PROTECTIVE MEASURES DURINGTHE PHASE OF PREPARATION

Before issuing preliminary building permit it is necessary to implement the

following:

C.1.1.1. AIR POLLUTION PROTECTIVE MEASURES

Terms of prevention and reducing air pollution by ships should be included inthe Regulation on Port Operation and Requirements for Port Utilization in thePort Area of the Ploce Port, provided they were accepted on both national andinternational level.

C.1.1.2. MEASURES RELATING TO REDUCTION OF ENVIRONMENTALDAMAGES RESULTING FROM SUDDEN SEA POLLUTION

C.1.1.2.1. Project design for land installations for disposal of oily water from shipsin the Ploce Port

In order to be discharged into the sea, waste water coming from the systemtreatment device, must meet the following requirements: suspendedsubstances = 35 mg/L, KPK cr- = 125 mg 02/L, BPK 5 = 25 mgO2/L, total oiland grease 25 mg/L and mineral oil = 5 mg/L.

C.1.1.2.2. Furnishing of a specialized company for waste oil takeover off ships.

A specialized company for pollution control and elimination, performing withinits business activities, waste oil collection from ships as well, must be suppliedwith appropriate equipment for waste oil sampling and must stipulatecontracts on testing with the authorized testing laboratory. It is also necessaryto define terms and liabilities of this business with the company receivingwaste oil, by means of a contract.

C.1.1.2.3. Plan elaboration for the further development of system of measuresrelated to environmental damage reduction resulting from suddenpollutions in the Ploce Port.

The development of the system must be performed in such a way as toenable efficient pollution protection by other hazardous substances as well.Setting up of this system should not be connected with the container terminalconstruction. Plans for the further development of the port should also includethis component.

Conclusion

The set out requirements cannot be connected to the container terminalconstruction exclusively. However, in construction of this structure, all



major problems related to the threat of sea pollution in the Ploce Portshould be solved in the phase of preparation.

C.1.1.3. PROTECTIVE MEASURES FOR WASTE WATER HANDLING

Among major present problems concerning the Ploce Port sea pollution arewaste waters. The largest problem is the waste water discharge from the maincollector of the Ploce sewage system into the planned interventionacquatorium, and the unsolved waste water problem from the mechanicalequipment repairshop, as well as wagon and truck cleansing.

Therefore, the following general sea protection measures are being proposed:

C.1.1.3.1. Construction of the first phase of the Ploce sewage system,

Which according to the Conceptual design of the waste water disposal on theterritory under GUP (Master Plan) Ploce (the Public company for watermanagement ((Hrvatska vodoprivreda>) - National Water Company Zagreb OJ(Organisational Unit) Split TD 48/91) includes the following:

- Construction of water purification system for lower quality rate wastewaters and submarine outlet on the Visnjica Peninsula,

- Construction of supply channel, final pump station (PS 19) andpenstock, and

- Connecting to the user pumps station of the Ploce town, i.e. to themain collector.

Set out protective measures cannot be connected to the container terminalconstruction exclusively, but should be pointed out as an initiative for integralsolution of the sea protection in the Ploce Port.

It is necessary to determine the deadline for the construction of this project.

C.1.1.3.2. Provide by the design for washing and cleansing of wagons and truckson place where a system for controlled drainage of waste waters andtheir further treatment, e.i. purifying shall be established for the PlocePort area.

Before being discharged in the sea, waste water must meet the followingrequirements: suspended substances = 35 mg/L, KPK c.- = 125 mg Q/L,BPK 5 = 25 mgO2 /L, total oil and grease 25 mg/L, mineral oils 5 mg/L, anionicdetergents = 2 mg/L, non-ionic detergents = 2 mg/L.

C.1.1.3.3 Provide by the design for purification of oily waste waters coming fromthe port equipment and vehicles repairshop on the oil trap-sedimentation basin.

Trap outlet waste water must meet the following requirements: suspendedsubstances 35 mg/L, total oil and grease content 25 mg/L, mineral oil 5 mg/L.

C.1.1.3.4. Project should be constructed as a distribution sewage system forsanitary-sewage waste waters, waste precipitation coming from trafficand operative port areas and <<pure>> rain water-roof water.



Until the problem of the town of Ploce waste water discharge in the portacquatorium is solved, i.e. until the 1st phase of the city sewage systemreached, the sanitary-sewage water coming from new structures must bepurified in the septic tank and discharged into the ground.

Waste waters resulting from traffic and operative port area washing out shouldbe purified in the oil traps-sedimentation basins.

Waste water at trap outlet must meet the following requirements: suspendedsubstances 35 mg/L, total oil and grease content 25 mg/L, mineral oil 5 mg/L.

Oil traps are also used for receiving hazardous liquids in the event of trafficand operative area incidents (i.e. spillage of fuel).

C.1.1.4. TRAFFIC IMPACT PROTECTIVE MEASURES

C.1.1.4.1. ON LAND

Prior to the container terminal start-up, the junction road leading fromthe Adriatic Highway to port industrial zone where the Containerterminal is situated up to the intersection, must be in service. The sameapplies to the first phase of terminal construction, i.e. the first phase canbe in use only after the junction road was put in service.

The junction road has been approved by the Strategy and space developmentprogram of the Republic of Croatia, it has been included in the county and cityphysical plans and in the construction plan of the Hrvatkse Ceste (CroatianRoads) for the upcoming planning period of four years, namely until the year2004.

C.1.1.4.2. AT SEA

Maritime traffic within the Container terminal zone should be regulatedaccording to the existing maritime traffic laws and regulations and accordingto the Maritime Study for Entering and Leaving the Port which elaboration ismandatory for the new situation in the basin.

C.1.1.5. ENVIRONMENTAL NOISE PROTECTIVE MEASURES

Environmental protection with regard to noise pollution can be implementedthrough the following:

C.1.1.5.1. ORGANIZATIONAL MEASURES

Noise protection organizational measures implementation starts withpreliminary technological and architectural and structural designs, continueswith extensive solutions within working designs, then by site organizationprojects, by proscribing requirements to be met by the contractors, by designsof certain construction phases and connection with authorized inspectionservices, and after the completion of construction, by the organization of worktechnology procedures within the INTERVENTION. If performed in a qualitymanner, those works actually represent the least expensive and mosteffective environmental noise protection measures.



Planned technological solutions of all activities, already in the phase ofpreliminary design creation, have to provide for and adopt as final solutions,actions and procedures, machines and devices which in normal conditionsemit minimum levels of sound energy. During the design, optimization ofworking conditions in all aspects, including the noise created and the part ofthe day when they take place, should be implemented.

C.1.1.5.2 ARCHITECTONIC AND ORAGANIZATIONAL NOISE PROTECTIONMEASURES

Architectonic noise protection measures in the organizational sense are to beachieved by the disposition of structures so that by their dimensions, theypresent an appropriately located barrier for the strongest sources noiseexpansion (in this case, road and railway traffic noise), and at the same timethey favour the technological process progress.

C.1.1.6. ENVIRONMENTAL MANAGEMENT MEASURES

In order for the Container terminal management within the Ploce Port (duringconstruction and utilization) to be efficient, it is necessary to compile alreadyduring the phase of designing, and before obtaining building permit, thefollowing studies:

((Environmental Management Policy)) - study which includes and regulatesthe method of establishment of expert team for managing the project, runningthe terminal and monitoring proscribed environmental protective measuresimplementation.

((Environmental Condition Review)) - study which would serve as a startingpoint for the compilation of the "Environmental Management Programme".

((Environmental Management Programme)) - study which would contain acomplete environmental management plan, and which would coordinate thePloce port requirements and needs with the appropriate environmentalpreservation requirements and needs.

C.1.1.7. MEASURES TO MINIMIZE ADVERSE AESTHETIC IMPACTS

It is necessary to incorporate plan and technincal measures for improvementof visual appearance of the port and city urban structures under the followingconditions:

. During designing, special attention should be paid to the port aestheticappearance in relation to the city urban structure in the background,especially from the sea line of sight. The selection of building material,colours and shades for all port elements should be well considered.

. Design should regulate superficial treatment of the structure, coast andcoastline.

. Master plan should examine and establish the best location for excessbuilding material, and excavated material disposal.



. It is necessary to elaborate the "Site organization and MechanicalEquipment Maintenance Design", as a separate design within thedesigns necessary for obtaining building permit.

It is necessary to elaborate the above mentioned designs anddocumetns from C.1.1.1. to C.1.1.7. before the issuing of the buildingperimt, in order to meet the construction requirements for theconstruction permit.



C.1.2. PROPOSED ENVIRONMENTAL PROTECTIVE MEASURES DURINGTHE PHASE OF CONSTRUCTION

C.1.2.1. EXCESSIVE NOISE PROTECTIVE MEASURES IN THE EVENT OFSITE OPENING AND CONSTRUCTION PURSUANT TO THE NOISEPROTECTION ACT (OG No. 17/1990.)

This act regulates noise protection requirements for the INTERVETNIONIMPACT AREA in the event of site opening, construction andexploitation of the PROJECT.

The above mentioned act governs the contractor liability on theCONSTRUCTION SITE to PROVIDE FOR AND IMPLEMENT noiseexpansion protective measures, exceeding the permissible levels, and tomonitor the implementation of the measures within the framework of sitedevelopment plan.

In accordance with this act, construction works shall be executed on everydaybasis, in the period from 6 to 23 o'clock.

For construction works, which have to be executed incessantly by day andnight (as well as on holidays) due to the nature of their technologicalprocedure, the opinion and approval by the competent inspection service shallbe filed for.

Contractor must comply with the general noise protective measures for theintervention location off the site. The general environmental noise protectivemeasures off the site imply the following:

. ESTABLISHING CRITERIA TO BE MET BY THE CONTRACTORDURING CONSTRUCTION (limits for emitted sound force allowed for theconstructor's equipment).

. CONTRACTOR'S LIABILITY TO COMPILE THE SITE DEVELOPMENTPLAN, AS WELL AS THE WORK PLAN INCLUDING A PRECISE COSTESTIMATE AND WORK, MATERIAL, PROCEDURES ANDRESTRICTIONS SPECIFICATIONS, WHICH SHALL ENSURE IN ACLEAR AND COMPREHENSIVE MANNER THE CONSTRUCTOR'SMAKING OF A UNAMBIGUOUS AND CLEAR OFFER WITH ACCEPTEDLIABILITIES.

* SUPERVISION DURING WORK EXECUTION (not only technicalsupervision, but also occasional or constant monitoring by inspectionservices or companies authorized for noise measurement).

C.1.2.2. AIR POLLUTION PROTECTIVE MEASURES

Due to the assessment that the vehicles transporting the dredged materialshall produce a considerable quantity of dust during dry period, which shallcause air pollution (during dry period and strong winds in particular), transportvehicles should be under constant supervision. In case of transportation of anextremely dry, powdery material, the material shall be sprinkled with waterbefore transportation.



Due to the possible environmental pollution by increased quantity of exhaustgases, machines and transport vehicles shall also be constantly monitored inrespect of the quantity and quality of exhaust gases, in conformity withallowed values.

C.1.2.3. SEA POLLUTION PROTECTIVE MEASURES

C.1.2.3.1. SUBMARINE EXCAVATION

The level of heavy metals and polycyclic aromatic hydrocarbons in seasediment on the area of planned construction is low. Pollution bypolychlorinated biphenyls has not been proved. Regardless of this quitefavourable report, place and method of disposal of the excavated material hasto be elaborated. The excavated material obtained by deepening port basinshall be used for the construction of a new embankment required for thecontainer terminal and possible surplus of dredged material shall be depositedon the port area for new areas development for further port development. Inany case, disposal of dredged material has to be avoided on sensitive areasof the coastal sea and on sea areas which are not degraded (Fig.1).

Deepening of the port basin is accompanied with a number of problems anddangers for direct environment. Sediment resuspension increases turbidity ofwater within the port area and suspend and colloidal particles can reach theexternal sea too. Water turbidity reduces penetration of light needed forphotosynthesis and resettling of suspended particles on sea bottom candamage benton bioceonoses. Removal of sediment includes, althoughtemporarily, removal of habitats of bottom-dwelling sea organisms. It may beproposed to implement following measures in order to reduce all thesenegative effects of dredging to sea ecosystem:

- Dredging has to be carried out in the most possible short time, in theperiod when damages to sea ecosystem shall be the least observable..This is a period with no fish spawning and migration of fish and winterperiod when development of phytoplankton is limited by ecologicalfactors.

- Dredging works have to be executed out of bathing season in order toavoid possible disruption of esthetic sea appearance.

- Less loading the water from waters leaching from dredged materialbeing deposited on land with suspended substances and this watershall be again discharged into the sea.

Taking into consideration input data on submarine excavation required forembankment formation

o Total required embankment 500.000 m3o Possible excavation per hour 2.000 m3o Daily excavation within 16 hours 32.000 m3o Embankment/water proportion 40/60o Actual daily excavation 32.000 x 0.4 = ca 13.000 m3o Total required days 500/13 = 38

and condition that no excavated waste material (being deposited on inshorepart for years) is permitted to be disposed back in sea, the followingtechnology for carrying out works has been proposed.


ENVIRONMENTAL IMPACT STUDYRn: 03-033 CONTAINER TERMINAL PLOCE PAGE:9/ 1

Meanwhile tests for sedimentation time of particles in sample of submarineexcavated material has been carried out and it has been founded out thatmostly particles are falling on the bottom within 2 hours. Precipitation could bealso quicker if coagulants would be used.

With respect to ground conditions there is possible to for at least 3 (or more)basins in which excavated material would be deposited.Basins shall be formed on places requiring carrying out embankment so thatat first around the planned basin edges embankments up to plateau finalheight level with sluice placed on one of the side shall be formed. Bottomand sides of the basin shall be lined with filter cloth of such permeability toretain particles that may not be returned in the sea.When depositing of excavated material a portion of water shall be leachedthrough filter cloth back into the sea and a portion of water together withexcavated material remains in the basin.

Working technology for basins is as follows:1t day - the basin No. 1 shall be filled with material

in the basin No. 2 water is motionlessin the basin No. 3 water shall be discharged

2nd day - the basin No. 3 shall be filled with materialin the basin No. 1 water is motionlessin the basin No. 2 water shall be discharged

3rd day - the basin No. 2 se shall be filled with materialin the basin No. 3 water is motionlessin the basin No. 1 water shall be discharged

On such way sedimentation time in individual basin shall be obtained that ismuch longer than mentioned 2 hours.Draining of water from basin shall take place by regulating sluice directedtowards the sea enabling slowly discharged of clarified water.The process shall be repeated until all basins shall be filled.

;;~~~~~~~~~~L jSLIC

See picture Cl-pic 2 :Submarine excavation and dispozal area-supplementand picture C1-pic 3: Cross sections.

_J



Dredging equipment

Dredging with a trailing suction hopper dredge

A trailing suction hopper dredge (TSHD) car dredge the material from tne entrance channel. A TSHtl

Is a self-propelled vessel, loading the matenal in its own hopper Once the TSHD Is fully loaded, itsal*

to a shore connection and by means of pipelines the material s pumped to the deposit area. A TSHC

is freely -noving throughout the dredge area, able to give way to pascirlc ships. Should the lanc

disposal area reach maximum capaci, the TSHD is also able to deposit the dredged material in oper

water at for example the CD - 50 m depth contour (which is encountered approximateiy 12 nautica

miles from the port of PlOle)

Side vleW.

, .,~~~~4

The TSHD has the following advantages in comparison totrhe cutter suction dredge (see wotl(methcxdescribed in the next section):

*no obstacles in the -,avpgarlonal cthannel such as floating pipeline, anchors, wires etcetera,*less sensitive to weather conditions'.*only 100 m of floabrng pipeline and shore pipeline is required for purn-,rjn material ashore,*lower rnobllisation - demoblilsation and installation - dismfantling costs,

lower operational costno sinker pipeline is required.

A TSHD should be accompanied by a plough boat to remove material to be dredged from the uppe

section of the slopes unreachable for the TSHD due to the draft of the vessel.


I


Dredging with a cutter suction drdge

Material can be dredged from the channel by a cutter suction dredge CCi and pumped to thedisposal area. A CSO is a non self-propefled piece of dredging equipment cutting the soil and

pumping it to the disposal area The CSD is anchored by a spud at the aft of re vessel and moves

sideways using a system of side-wres, anchors and winches The CSO has Ihe follovwing advantages

in oomparison to the TSHD

• the slopes can easily be aredged,

• should harder soil be encountered, a CSO has better capabilities to dredge it

A CSD dredge has a limited pumping distance This pumrnpng distance is depending on the installed

power of the vessel and the sort of matenal to be pumped. Should the pumping distance exceed the

ability of tne CSD booster pumps can be used. However, for the current location oF the disposal area, a

pumping limitation is not expected. A muiticat for assistance accompanies a CSD

1,

>ide view

Recommendation

It can be ooncluded tna the deepening of the entrance channel to Plote can best be carried outby a

TSHD A TSHO is cheaper both in mobMlisation and in operational cost Besides thal a TSHD is more

flexible to passing ships, less depending on weather conditions Especially when dredging is done for

the container terminal and the bulk terminal in the same time there is an advantage for a TSHD

In general dredging costs are highly dependent on the type of material to be dredged, the distanCe to

tme disposal site, the depthT the availability of the equipment. etc The dredging cost per cubic mete ol

material to be dredged irierefore vary considerably from place to place In this case dredging ostare

relativefy low because the matenal is quite soft, the distance to the disposal site is very small, the

layout of the channel is simple (so thatthe TSHD only has to sail straight lines) and these issues resul



in a production that wIll be relatively high.

PRELIMINARY PRODUCTION ESTIMATE

ltemrative I Altemative 2

CSD medium size TSHD

Dredged volume hopper 5,000 m3trailing speed 2 knJh

swing width 80 m distance to pump ashore 0 nmspud carrier 6 m concentraton trailing 40%face height 3 m velocity loading 5 mfsspill 40% concentration pumping 60%

velocity pumping 8 mIsvolume per cut 864 m3 no of suction pipes I

diameter sucton pipe 0.9 mcycle diameter pumping pipe 0.8 m

swing speed 16 mJmin cycle

swinging (4x) 20 min loading 66 mincomer (4x) 2 min turning 15 minspud change 3 min connecUdisconnet 45 minspud cyde 25 min pumping 45 min

170 minhourly production 2,074 m31oh

hourly production 1,764 m3Johoperational hours 110 ohtlw

operational hours 145 oh/wkproducfion 228,096 m3lwk

weekly production 255,754 m3twkexecuton time 7.0 weeks

execution time bulk prod. 6.3 weekscdean up 1.0 weeks

Itotal execution period 1.3 weeLs~

C.1.2.3.2 WASTE ON CONSTRUCTION LOCATION

When removing the waste from the construction site, it shall be necessary todetermine the type of waste and make a report. If hazardous waste is inquestion, then it shall be managed in a way prescribed by the Ordinance onRequirements for Handling Hazardous Waste (Official Gazette, 32/98).Disposal of any type of waste in the sea is not allowed.

RIJEKAPROJEKTr d.o.o.

ENVIRONMENTAL MPACT STUJDYRn: 03-033 CONTAINER TERMINAL PLOCE PAGE: 10

C.1.3. PROPOSED ENVIRONMENTAL PROTECTION MEASURES DURINGEXPLOITATION

C.1.3.1. MEASURES RESULTING FROM REGULATIONS, PROVISIONS ANDSTANDARDS APPLIED

C.1.3.1.1. AIR

Measures of Prevention of Pollution by Ships are an issue of internationalenvironment protection policy. The Republic of Croatia ratified the IMOconventions, namely MARPOL Convention of - the Prevention of Pollution byShips 73/78, modified by 1998 Protocol.

In 1997 IMO adopted the text of a new Annex VI to the MARPOL 73/78Convention. However, the Annex VI dealing with prevention of pollution byships has not yet entered in force.

The existing air protection legal provisions of the Republic of Croatia do notinclude transportation means (road vehicles, off-road vehicles, locomotives,ships, airplanes).Pursuant to the Air Protection Act (OG 48/95.) the Regulation onRecommended and Limit Air Quality Values was issued, but the Regulationcovered only stationary sources. (OG 140/97.).

C:1.3.1.2. SEA

According to the UN Law of the Sea Convention (Montego Bay, 10thDecember 1982, Official Gazette - International Treaties no. 11/95.), theAdriatic is being classified among the seas with the following characteristics:

* complexity of navigation in the narrow area of semi-closed sea;. accesses to ports lead through long insular area and dangerous

passes;* complexity of weather conditions due to fast, sudden changes and

reaching extreme values;* great danger of all sorts of pollution due to small water masses and

their weak and very slow change, and* needs to pay special attention to the use and preservation of living

resources, purity and natural attractions.

Regulations in force in the Republic of Croatia follow international seaprotection regulations and conventions:

* International Convention for the Prevention of Pollution by Shipsof 1973./1978. (MARPOL 73./78.) including 6 technical Annexes.Annex I. and II. deal with oil and mass hazardous liquid loads.Annex Ill., IV., V. and VI. deal with harmful substances inpackaged form, sewage, garbage and air pollution.

* International Convention for the Safety of Life at Sea (SOLAS) -chapter 7 - Hazardous Goods Transport, 1974.

. International Maritime Organization Code of Hazardous andDangerous Loads (IMCO).


ENVIRONMENTAL MPACT STUDYRn: 03-033 CONTAINER TERMINAL PLOCE PAGE: 11

* Barcelona Convention on Protection of Mediterranean SeaEnvironment and Coastal Region and Protocol for Cooperation inCombating Pollution of the Mediterranean by Oil and Other Toxicand Hazardous Substances in Case of Accidents -1976., 1996.

The regulations in force in the Republic of Croatia governing sea protectionagainst pollution by maritime traffic and port activities are the following:

- Maritime Code (Official Gazette, 17/94., 74/94 and 43/96.)proscribes that the ship is seaworthy if it meets correspondingrequirements proscribed by the law and technical conditions indicatedin the Croatian Register of Shipping with respect to, among otherthings, environmental protection against ship pollution. The state of theship and its equipment should be maintained so that the ship couldremain seaworthy in every respect without danger to the ship, crew,load and environment.

- Sea Port Act (Official Gazette, 108/95.), proscribes, among otherthings, that the Port Authority, i.e. the company which has obtained theconcession for economic exploitation of the port, is obliged to equip theport with equipment for protection against sea pollution and is alsoresponsible for sea pollution in the port.

- Methods of Maintaining Order in Ports and other Parts of theInternal Sea Waters and Territorial Sea of the Republic of Croatia,and Limits of Navigation for Ships and Boats outside Ports(Official Gazette, 91/94, 162/98.) regulates that order in the port shallbe carried out by the body who manages the port and that bndy isobliged to proscribe a special act for that purpose which should beapproved by the harbourmaster's office. The rulebook prohibits, amongother things, the performance of operations on board ships in the port,which might endanger human lives, cause fire or pollute the sea.Cleaning of ships and boats, intended for economic purposes, ofhazardous gases (degasation) and rodents (cargo rodent control andfumigation) can be carried out, pursuant the decisions of the portmanaging body and against previous agreement of theharbourmaster's office, only on the specific places, in a specific wayand in a determined time. The port managing body has to assurereception of waste resulting from ship cleaning and regular use of theship. The body that operates ihe ship at cargo loading, unloading andtransloading has to take adequate measures to prevent sea pollution.When handling general cargo between the ship and the coast,adequate protective net has to be installed. After cargo loading,unloading or transloading has been completed, the responsible body isobliged to clean up the used part of the coastal area.

Act on Transport and Handling of Hazardous Substances inInland Navigations (OG, 79196.) regulates for the movement ofhazardous substances by seagoing ships, the appropriate applicationof the Act on the Requirements and Manner of Loading and UnloadingHazardous Substances, Bulk and other Freight in Ports, andManner of Preventing the Spreading of Oil Leaks in Ports.

According to the Act on Transport of Hazardous Substances (OG,97/93.), hazardous substances can be divided in 9 classes:



Class 1.: Explosive substances and objects filled with explosivesubstances

Class 2.: Gases under pressure, liquefied or dissolved underpressure

Class 3.: Inflammable liquidsClass 4.1.: Inflammable solidsClass 4.2.: Substances potential for self-ignitionClass 4.3.: Substances which in contact with water develop

inflammable gasesClass 5.1.: Oxidizing substancesClass 5.2.: Organic peroxidesClass 6.1.: Toxic substancesClass 5.2.: Polluting and infectious substancesClass 7.: Radioactive substancesClass 8.: Corrosive substancesClass 9.: Other dangerous substances and objects, i.e. the

substances, which on the basis of certain properties,according to scientific tests, cannot be classified inclasses 1-8 (asbestos, dry ice, magnetic materials, etc.).

Requirements and Manner of Loading and Unloading HazardousSubstances, Bulk and other Freight in Ports, and Manner ofPreventing Spreading of Oil Leaks in Ports (Official Gazette,10/95.) proscribes that a port user is obliged to prepare a special Act(rulebook) in which are set out protective and other measures onhandling hazardous substances in the port or on certain area of theport. The Rulebook has to be approved by the Ministry of the Interior,Ministry of Maritime Affairs, Transport and Communication, theHarbourmaster's office and the Directorate for the Environment.According to the Rulebook, handling hazardous substances is notallowed if the port, i.e. a part of the port is not organized for handlingthose substances. The Rulebook provides common safety measuresfor handling hazardous substances in packed form, special safetymeasures for handling hazardous substances, handling explosivesubstances, handling polluting or infectious substances, corrosive andtoxic substances.

Intervention Plan in Case of Sudden Adriatic Sea Pollution in theRepublic of Croatia (OG, 8/97.) determines the measures forminimizing environmental damages resulting from sudden wide-rangesea pollution, the subjects to be in charge of implementation andauthorization of measures, as well as the manner of implementation ofmeasures. In case of pollution of smaller range and intensity, the Planforesees the issuing of County intervention plans.

Intervention Plan in Case of Sudden Sea Pollution in theDubrovacko-neretvanska County (Official Gazette of theDubrovacko-neretvanska County, 1198) is to be applied in case thepollution threatens or presents a threat to the environment, health oreconomic exploitation of the sea within the territory of the Dubrovacko-neretvanska County, or in case the pollution does not surpass thecapacity of the Dubrovacko - neretvanska County Headquarter.

Environmental Protection Act (Official Gazette, 82/84. and 128/99.)



- The Water Act (Official Gazette, 107/95.). Terms of the Act refer tothe seawaters in regard to the land-based sources of pollution.

- Water Classification Regulation (Official Gazette, 77/98) sets outtypes of water that meet quality requirements in respect of theirgeneral ecological function and their use for certain purposes. Thisapplies also to the sea in respect of its pollution prevention from land.Pursuant this Regulation, water classification indicators are alsoapplied to sea quality assessment immediately at outlets of all wastewaters to be discharged in the sea, in order to abate sea waterpollution from land-based sources.

- Regulation on Hazardous Substances to Waters (Official Gazette,781 98) sets out the highest permissible concentration of individualhazardous substances in the sea.

- National Water Protection Plan (Official Gazette, 8/99) theclassification conveyed distinguished two types of sea:

- second type - sea in the impact zone of waste water discharge fromland-based sources;

- first type - sea in specially protected and very sensitive areas.

It can be concluded from the stated above that the sea at the Port ofPloce area is classified in the second group.

Regulation on Limit Values of Indices, Hazardous and OtherSubstances in Waste Water (Official Gazette, 40/99. and 6/2001.)sets out limit values of indices and permissible concentration ofhazardous and other substances in waste waters discharged into thesea.

- According to Port Authorities Act (Official Gazette 124/97.) theharbourmaster's office supervises the implementation of the law andother regulations which regulate the maintenance of order in themaritime domain which includes the sea pollution control from ships.According to Law on waters (Official Gazette, 197/05), the control ofintroduction of pollution from land-based sources into the sea is withinthe competence of water management inspection of State WaterDirectorate.

During utilisation of the container terminal, it shall be applied all measuresoriginating from other laws, regulations, normative acts and standards in forcein the Republic of Croatia and that of international importance, prticularly themeasures originating from th following laws, regulations and internationalagreements:

* Constitution of the Republic of Croatia (OG 41/02-consolidated text)

. Declaration on Environmental Protection of the Republic of Croatia(OG 34/92)

* Physical Planning Act (OG 30/94, 68/98, 61/00, 32/02)* Nature Conservation Act (OG 30/94, 72/94, 73/97)


ENVIRONMENTAL MPACT STIUDYRn: 03-033 CONTAINER TERMINAL PLOCE PAGE: 14

* Law on Protection and Preservation of Cultural Assets (OG 69/99,151/03 and 157/03)

* Air Quality Protection Act (OG 48/95)* Natural Disaster Protection Act (OG 73/97)* Maritime Domain and Seaports Act (OG 158/03)* Construction Act (OG 52/99, 75/99, 117/01 and 47/03)* Fire Protection Act (OG 58/93)* Waste Act (OG 34/95, 57/99, 75/99)* Public Utilities Act (OG 3/95, 70/97)* Act on Inflammable Liquids and Gases (OG 108/95)

* Ordinance on Seawater Quality Standards on Beaches (OG 33/96)* Environmental Impact Assessment Ordinance (OG 34/97 i 37/97).* Ordinance on Protection of Buildings of Special Importance for the

Republic of Croatia (OG 6/00)* Ordinance on Requirements for Handling Hazardous Waste (OG

53/96)* Ordinance on Requirements for Ports (OG 22/95)

* Resolution on Classification of Special Purpose Ports (OG 38/96)

* Environmental Impact Assessment Regulation (OG 59100)* Regulation on Highest Permissible Noise Levels in Manned Working

Environment (OG 37/90)* Waste Classification Ordinance (OG 27/96)* Ordinance on Requirements for Handling Waste (OG 123/97)* Ordinance on Packaging Waste Handling (OG 53/96)* List of expert institutions* List of specialized institutions authorized to issuing testing reports on

waste physical and chemical properties (OG 32/98)* Regulation on Maintaining Order in Ports (OG 91/94, 161/98)* Regulation on Inflammable Liquids (NN 54/99)

* List of specialized institutions authorized to issuing testing reports onwaste physical and chemical properties (NN 32/98)

* Protocol on Prevention and Elimination of Pollution of theMediterranean Sea by Dumping from Ships and Aircrafts or byIncineration in the Sea (OG-IT 17/98)

* Protocol Concerning Cooperation in Combating Suppressing Pollutionof the Mediterranean by Oil and Other Hazardous Substances inCases of Emergency (OG, IT 12/93)

* Protocol on Specially Protected Areas of the Mediterranean Sea (OG,IT 12/93)

* UN Law of the Sea Convention (OG, IT 11/95)* Convention on Protection of Marine Environment and Coastal Area of

the Mediterranean (OG-IT 17/98)* International Convention on Oil Pollution Preparedness, Response and

Cooperation of 1990 (OG-IT 2/97)



* International Convention on Intervention on High Seas in the Event ofAccidents or Threatened Accidents Resulting from Oil Pollution (OG-IT1/92)

. International Convention on Establishment of International Oil PollutionCompensation Fund (OG-IT 1/92)

. International Convention on Civil Liability for Oil Pollution Damage(OG-IT 1/92)

* International Safety Guide for Oil Tankers and Terminals, publisher:Intemational Chamber of Shipping, London 1996.

* Convention on Prevention of Marine Pollution by Dumping (OG-IT3/95)

C.1.3.1.3. TRAFFIC IMPACT

ON LAND

All vehicles that enter and leave the zone of the reconstructed landing placehave to be equipped in conformity with the valid law.

AT SEA

All vessels arriving in the port of Ploce have to respect the valid legalprovisions.

C.1.3.1.4. NOISE

OCCUPATIONAL SAFETY ACT (OG No. 59/96.)

This Act regulates the requirements for the protection of workers employed inthe technological process during INTERVENTION.

By the detailed technological design, it shall be defined the means of workand procedures which, among other things, shall limit and emit the level ofnoise and vibrations lower than allowed by applying basic rules of protectionat work as well as special rules of protection at work.

The work process shall be so planned, prepared and carried out that effectiveprotection of employees as well as of the environment shall be achieved.

DIRECTIVE ON PROTECTION OF WORKERS FROM THE RISKSRELATED TO EXPOSTURE TO NOISE (86/188/EEC)

In the workplaces in which the daily cumulative dose of noise exceeds 85dBA, i.e. momentary (impulse) level of noise exceeds 140 dB, it shall beundertaken technical, technological, educational and organizational measureswith the purpose of eliminating the risks for health or reduce them tominimum.

REGULATION ON HIGHEST PERMISSIBLE NOISE LEVELS IN MANNEDWORKING ENVIRONMENT (OG no. 37190.)

In conformity with this regulation, the highest allowed levels of noise aredefined in:



* external areas of the project location as well as within the area of projectimpact

* closed working areas of INTERVENTION.

A) External areas on the project location

The stated location can be viewed as ZONE 4 with the following description:"OFFICE AND RESIDENTIAL ZONE CONTAINING PUBLIC PURPOSEFACILITIES WITHIN THE CENTRAL URBAN AREA, ALONG THE HIGHWAYZONE AND PRIMARY URBAN ROADS)> with the highest allowed level ofnoise:

65 dBA for day50 dBA ... for night

The above mentioned values should not be exceeded at limits of theproject location.

Since it is not known whether or not the actual state found in the area ofproject impact satisfies the values of Zone 4 as stated in Table 3 of thementioned Rulebook (competent services have to carry out reliable systematicmeasurements), it shall be determined by implementation measures whetherthe "CONTAINER TERMINAL IN THE PORT OF PLOCE>) PROJECT shouldmeet the values in Table 3 or it shall be necessary to provide for and satisfythe found state by the detailed design by applying technical and technologicalmeasures.

The level of noise (sound pressure), which has to be adopted as a criterionduring the elaboration of detailed designs of the PROJECT and which shouldnot be exceeded, means the sound that emits fixed, incorporated equipmentor transportation means in arrival and departure for no matter how long, is theenvironmental noise level L90 found or defined in Table 3, Zone 4, exceededby 2 (two) dBA.

By meeting the above stated requirements, the project environmentalimpact shall be solved with regard to the environmental noise pollution.

B) Closed PROJECT working areas

In the detailed design, physical characteristics of buildings with closed workingareas shall be defined so that the penetration of noise originating from thetechnological process can be prevented meeting so the requirements stated inthis Regulation.

C.1.3.1.5 WASTE

The following dispositions that regulate the waste management in both thenaval traffic and port activities are in force in the Republic of Croatia:

* Waste Act (Official Gazette, 34/95.)

* Act on Ratification of Convention on Control of TransboundaryMovement of Hazardous Wastes and Their Disposal (OfficialGazette - International Treaties, 3/94.)



* Waste Classification Regulation (Official Gazette 27/96.)

* Ordinance on Requirements for Handling Waste (Official Gazette,123/97.)

. Ordinance on Packaging Waste Handling (Official Gazette, 53/96.)

* Ordinance on Requirements for Handling Hazardous Waste(Official Gazette, 32/98.)

. List of special institutions authorized to issue reports on testingphysical and chemical properties of waste (National Gazette No.51/96 and 93/96).

C.1.3.2 PLANS AND TECHNICAL SOLUTIONS RELATING TO ENVIRONMENTALPROTECTION

C.1.3.2.1. AIR

When adopted on the stat, i.e. international level, the regulations onprevention and reduction of air pollution from ships should be included in theRegulations on maintaining order and methods of using port facilities in thePloce port area, in Article 21.

SEA

C.1.3.2.2. MEASURE IMPLEMENTATION SYSTEM FOR MINIMIZING ADVERSEIMPACT ON ENVIRONMENT RESULTING FROM SUDDEN SEAPOLLUTIONS

It was empathized in the previous chapter that the greatest problem in thearea of planned intervention represents the sea pollution by oil hydrocarbons.

For the port of Ploce, there exist a system for implementation of measures forreducing damages caused by sea pollution which includes: the control ofpollution occurrence, pollution information system, organizational chart withcompetences set out and tasks defined, organized actions of specialcompanies for control and elimination of pollution, equipment and means forcombating against pollution (ships cleaning, protective floating walls,skimmers, tanks, pumps, dispersants, etc.). The system is in the first placeintended for prevention of sea pollution by oils, potentially the most importantpollutant of the port of Ploce.

The existing system has to be not only maintained in respect to equipmentand training of the staff participating in individual phases of combat againstpollution occurrence and elimination but also has to undergo furtherdevelopment. For that reason, one of the larger tasks to be solved is:

. Construction of the disposal system for oily water originating fromships in the port of Ploce.



This requirement cannot exclusively be connected with the constructionof the container terminal. However, the planned intervention, being avery important project for the further development of the port ofPloce should give an impulse to further development of the system forprevention of the sea pollution in this port.

C.1.3.2.3. PROTECTIVE MEASURES AT LOADING, UNLOADING ANDTRANSLOADING OF HAZARDOUS SUBSTANCES

Loading, unloading and transloading of packaged hazardous substances shallbe carried out on the newly constructed container terminal. Even though thepollution by hazardous substances is not as frequent as by oils, greatattention should be paid to this problem.

One part of the container terminal should be specially organized forhazardous substances handling. Such a place should be so organized thatdamages caused by spilling or leakage of hazardous substances, could besuccessfully prevented/minimized. That includes provision of:

* Protective clothing for personnel* Empty vessels (barrels, containers...). Absorbing material- sand, granulated clay, sawdust. Detergent. Accessories for collecting scattered or spilled substances* Sundry material - metal funnels, tools, adhesive labels for marking

vessels containing hazardous substances* First aid means. Information devices (telephone, fax machine, mobile telephone, radio

connection ... ).

The area on which hazardous substances are handled has to be clean andaccessible to intervention vehicles and protective means in case of dangerand equipped with fire fighting hoses with international fire flange. Appropriatelighting of the area has to be provided at night.

For the purpose of providing safe, timely and effective intervention measures,adequate organization system has to be established and procedures in caseof occurrence of unexpected events related to hazardous substances handlingdefined.

Key elements for the establishment of the system of emergencymeasures related to hazardous substances incidents are:

* organization of the system that shall clearly define roles, responsibilitiesand capabilities of individual participants;

. manner of planning, i.e. preparation of detailed and special plans foremergency measures implementation;

* monitoring and keeping informed so that all incidents could be recorded,evaluated and monitored;

* defined operative procedures;



C.1.3.2.4. PROTECTIVE MEASURES FOR PORT MECHANICAL EQUIPMENT ANDSUB-STATIONS

The use of hydraulic oils and oils that contain hazardous substances such aspolychlorinated biphenyl is not allowed for lubrication of port mechanicalequipment.

Also, polychlorinated biphenyl transformer oil shall not be used in sub-stations. We propose the sub-stations of dry cooling type.

C.1.3.2.5. PROTECTIVE MEASURES - WASTE WATER

* Construct distributing sewage system for sanitaiy-sewage wastewater, rain waste water from the traffic and operative port surfaces and"clean" rain-roof water.

* Waste water originating from washing out traffic (road) and operativeport surfaces, have to be purified in the traps - sedimentationchambers. Waste water at the outlet of the trap has to satisfy thefollowing criteria: total suspended matter 20 mg/L, total oils and grease25 mg/L, mineral oils 5 mg/L.

. Sanitary-sewage waste water has to be conducted into public sewagesystem of the town of Ploce.

C.1.3.2.6. NOISE PROTECTIVE MEASURES

Environmental protection in view of noise pollution can be performed byapplying two types of measures:

. TECHNOLOGICAL MEASURES* TECHNICAL MEASURES

C.1.3.2.6.1. TECHNOLOGICAL MEASURES

Technological measures that shall be taken against noise in the technologicalprocess during construction include the following:

- Among different procedures of process development, particularlyconceming goods handling during unloading, trans loading, storing,shifting, etc. it should be selected the one that emits noise of lesserintensity.

- Among the necessary machines and devices (cranes, transtainers, bridgecranes, tractors, container transporters, forklifts, etc.), the technologyshould be adjusted to machines and devices for which the bidder canprove that develop the least level of noise.

- From the range of tools by which individual operations can be successfullyaccomplished, it should be selected those tools which, with correct use,emit the least noise. This particularly refers to tools that cause peak noise.



C.1.3.2.6.2. TECHNICAL MEASURES

Technical measures by which technical means enabling normal developmentof the technological process during INTERVENTION, are protected againstnoise as follows:

- all mechanical and other equipment that are used in the processdevelopment technology has to be in working order. Therefore themaintenance of equipment has to be very well organized;

- the cooperation with transport companies that shall perform transport inarrival and departure shall be conditioned by their utilization of the mostup-to-date transport means (road and railway). It is of particularimportance that electric towing is used for transportation by a railroad;

- railway has to be of the most recent design including the protectionagainst spreading of vibrations (structure noise);

- road overpasses have to be provided with the elements against spreadingof structure noise and vibrations;

- it has to be foreseen the construction of noise barriers on speciallysensitive points where noise emission above allowed values cannot beavoided (on exit ramps - road vehicle overpass, road and railway routesections behind residential buildings).

The mentioned TECHNICAL AND TECHNOLOGICAL MEASURES shall beelaborated in details in detailed and working civil engineering, architectural,technological, technical and traffic designs.

C.1.3.2.7. WASTE PROTECTIVE MEASURES

All hazardous waste developed in the port area has to collected separately.Separate storing facility for hazardous waste has to be provided.

Hazardous material storing facility has to meet the prescribed technicaland technological requirements:

. separate waste storing by types has to be made possible;l storing facility has to be provided with a base from which bulk and

spilled waste can be collected and with a waste water collectionsystem;

* storing facility has to be equipped with devices, equipment andinformation means for extinguishing and prevention of firespreading;

* waste storing facility has to be so equipped to prevent scattering andspilling of waste;

* vehicle that transports the waste to the storing facility has to be soequipped to prevent scattering and spilling of waste.

Packaging waste shall be collected separately and specially marked.

Municipal and other similar waste shall be collected separately in specialrecipients, which shall be regularly emptied.


Cl. ENVIRONMENTAL PROTECTION MEASURES'/ . C.SUBMARINE EXCAVATION

.' '*, C.1. MJEREZASTITE OKOLISA,, '.,, - PODMORSKI ISKOP

~~~~~~~~~~~~ ~~~~~~~~~~~KEY (LEGENDA):

... PROJECT BOUNDARY (GRANICAZAHVATA)

. . . PORT AREA BOUNDARY (GRANICA LUCKOG PODRUCJA)- STRATEKI STRATEGIC ROAD ROUTES (CESTOVNI PRAVCI)

- WATER, TELECOMMUNICATIONS. FIRE ALARMS

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wK 9 t« x '. -SUPPLEMENTSUBMARINE EXCAVATION AND DISPOSAL AREA

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Cl. ENVIRONMENTAL PROTECTION MEASURES

CROSS SECTIONS

C.1. MJERE ZASTITE OKOLISA

PRESJECI

MJ 1:1000

R~~- -¢ -- +4.50 - - _ _ _ _ _ _ - f -__ _ __ _ _ __ _ _ __ _

8.5 144,0 144 . 144.0 ,-.5

MJ 1:200

OEFENSING EMBANKMENT (OdBRAMUENI NASIP) -EMBANKMENT MATERIAL FROM SUBMARINE EXCAVATION-FILTER CLOTH (GEOTEKSTL) (NASIPNI MATERIJAL IZ PODMORSKOG ISKOPA) I+5.00 -LEVELED TERAIN WTH THE ELEVATON OF +1,Om (PORAVNANI TEREN NA KOTU 1 Im FLTER CLOTH (GEOTEKSTL) +5.00

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ENIWRONMENTAL IMPACT STUDYRn: 03-033 CONTAINER TERMINAL PLOCE PAGE: 1

C.2. PROPOSAL OF MEASURES FOR PREVENTION ANDMITIGATION OF POSSIBLE CONSEQUENCES OFECOLOGICAL DISASTERS


ENVRONMENTAL IMPACT S-TUDYRn: 03-033 CONTAINER TERMINAL PLOCE PAGE: 2

* The "Unintentional accidents" which can be classified in the "firststage of endangerment" can be mostly prevented by plannedenvironmental protection measures and adequate port management,i.e. ecologic disasters caused by these accidnets can be reduced tominimum.

* Prevention of consequences caused by the "Unintentional accident"is possible and consequeces can be mitigated in a relatively shortperiod. The unintentional accidents which cause the "first stage ofendangerment" can be mitigated by urgent actions of the port staff.

* One of the most important measures for mitigation of consequences ofecologic disasters is to notify immediately the county information /monitoring center or harbour master's office or police station duringeach even the least release of petroleum product and/or oil into thesea, so that the procedure for damage reduction could be applied. It isalso necessary to remove the petroleum products and/oil from the seasurface and the land as soon as possible.

* The port has to be equipped with a plastic sprayer for dispersant of socalled "third generation", i.e. it should be included in the "eco-set" fordecompositon of smaller quantities of petrolemum products that mightspill in the accident.

* The Port authority has also to provide an operation boat for placementof a floating wall and shall apply the fire fighting measures. The Porthas to be equipped with a mobile foam and powder fire extinguishingdevices in case of fire and/or explosion in the port. Plan of activities incase of the fire or explosion has to be applied immediately.

* In case of more serious accidents, i.e. the accidents that give rise tothe "second stage of endangerment", the mitigation ofconsequences is in conformity with county plans of water protection,i.e. environmental protection.

* In principle, occurrence of accidents and ecologic disasters caused by"force majeure" cannot be prevented and it takes more time tomitigate the consequences.

RPJEKAPROJEKT d.o.o.

ENVIRONMENTAL IMPACT SThUDYRn: 03-033 CONTAINER TERMINAL PLOCE PAGE 1

C.3. ENVIRONMENT MONITORING PROGRAM

C.3.1. SEA

C.3.2. TRAFFIC IMPACT

C.3.3. WASTE


ENVIRONMENTAL IMPACT STUDYRn: 03-033 CONTAINER TERMINAL PLOCE PAGE 2

During the construction and later the use of the terminal, it shall be necessaryto monitor the state of the environment for timely discovering of possibleunfavourable and undesirable impacts so that additional measures ofenvironment protection could be applied. The following environmentmonitoring program is proposed:

C.3.1. SEA

C.3.1.1. After the construction of the facility, the state of life conmmunities in theexisting transects should be monitored in the years to come and the obtainedresults should be compared with those obtained before the construction.Regular controls should be carried out every four years for continuousmonitoring of the macrobenthonic organisms colonization process andrecovery of bottom-dwelling communities in the transect PL-01 I PL-02.

C.3.1.2. Testing the waste water quality at the outlet of the treatment plant SZV 1for oily water coming from the machine maintenance plant shall beperformed four times a year by the laboratory authorized for water qualitytesting (Rule on authorized laboratories, OG No. 78/97. The analysis shallinclude the determination of the following:

* pH,* total suspended matter,* chemical oxygen consumption,* biochemical oxygen consumption,* overall and mineral oils,* anionized and unionized detergents.

C.3.1.3 Testing of water quality at the outlet of the grease trap - sedimentationchamber SOK 1 and SOK 2 precipitation sewers, shall be performed fourtimes a year. The analysis shall include the following:

. pH,* total suspended matter,* chemical oxygen consumption,* biochemical oxygen consumption,* overall and mineral oils.

C.3.1.4 Testing of sea water quality shall be carried out on two stations:

* KV 1 within the basin between coast 5 and coast 7* KV 2 at the basin outlet between the coast 5 and coast 7two times during summer months in bottom-dwelling and surface sealayer.

The following indexes of water quality should be determined:. clearness* temperature. salinity* dissolved oxygen. PH* mineral oils,



. ammoniac,* bacteriological tests (indicators of fecal discharges contamination).

Sea water quality should be checked:

* Before beginning of construction ("zero state")* Every year during exploitation.

C.3.2.1.5. The state of sea bottom sediments should be monitored:

- on the station PLS-01- on the station PLS-02

It should be examined the content of heavy metals in the surface layer dsediments (0-2cm) such as:

. Lead* Copper. Zinc. Tin* Polycyclic aromaten Policikliekih aromatena

Samples should be taken and checked:

* Every two years during exploitation.

C.3.2. TRAFFIC IMPACT

C.3.2.1. ON LAND

Prepare and publish a report on the state of traffic meansequipment twice a year, particularly concerning the state of driveengines in respect of the quantity of waste oil and lubricants andexhaust gases.

C.3.2.2. ON SEA

Prepare the regulatory measures program for the case of an emergencyduring arrival and departure of the ship from the berth as well as while thevessel is on the berth.

Publish yearly report on emergency cases on the landing place - thevessel on the berth, the vessel in arrival and in departure.Prepare and publish yearly reports on measurements of wind waveclimate on that location.

C.3.3 WASTE

Prepare and publish twice a year a report on the management of alltypes of waste out of the technological process and mud out of waste watertreatment process at the container terminal location.Provide the adequacy certificate once a year.


32 C7,1 ,) j § a. - -- q ; _ ,| 1 03. ENVIRONMENTAL PROTECTION MEASURESPOSITION OF CONTROL MEASURING POINTSFOR ENVIRONMENTAL STATE MONITORING

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4 5FWORKSHOP WATER INTERCEPTORS SZVI

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C3. ENVIRONMENTAL PROTECTION MEASURESP*k POSITION OF CONTROL MEASURING POINT'

FOR ENVIRONMENTAL STATE MONITORING

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C.4. ENVIRONMENT PROTECTION POLICY OF THEINTERVENTION HOLDER



The government of the Republic of Croatia (O.G. 42/96) established the Ploceport authority on May 23, 1996 on the basis of the Decision on the Ploce portauthority establishment.

During its term of office, the Port authority got prepared the documents whichare in the phase of adoption. These documents regulate some relationsbetween the corporation and environmental protection.

. The Book on determination of the type and quantity of dangeroussubstances with which the manipulation at the port of Ploce ispossible, i.e. with which the vessel can enter the port and places in theport of Ploce on which these substances shall be manipulated.

* The Book on the measures which have to be undertaken by the PlocePort authority and the users of the concessions in the port of Ploceenabling them to manipulate with dangerous substances.

The bellow mentioned studies, which in some parts deal with the problem ofenvironment protection, are made for the needs of the port of Ploce. Thesematerials shall naturally be used by both the public company Port of Ploceand the Ploce Port authority.

. Ports of Rijeka and Ploce, Economic and technical study, financialaudit and institutional assistance; Sofremer, Apis, France, January1997.

* Ploce-Sarajevo intermodal corridor-feasibility study, Manalyti csInternational Inc., Gary greene engineers

Presently it can be noticed positive efforts of the Port authority in "tuming anew page" in respect of its relation towards the environment by applying theprinciples of environmental protection which are regulated by the existingjurisdiction of the Republic of Croatia and at the same time by respecting theinternational conventions which the Republic of Croatia is the signatory. Animportant element of such estimation is the contracting of the PUO studyelaboration for the foreseen intervention within the port basin.

The further obligation of the Port authority is the construction, managementand usage of the future container terminal as well as of other specialized portterminals, which also implies the environment management. To make themanagement successful, the following steps shall be undertaken determining:

1. Environment management policy

* readiness for upgrading the performances of port terminals inrelation to the environment;establishment of a team for project management;obligatory elaboration of the existing state basis with respect to theenvironment and management and application of adequateprotective measures.

2. Review of the environmental state- which makes an initial picture ofthe existing container terminal and represents a basis for developmentof adequate environment management programs.



3. Environment management program- is a summary but also acomplete management plan by which goals and purpose of operationof the container terminal are coordinated with correspondingrequirements and needs of environmental protection.

4. Revision - For achieved results in the implementation of the Program,it shall be requested the certificates of the authorized and supervisoryinstitutions. The Environment Statement or Certificate forimprovements achieved in the environment impact in all the parts andfunctions of the container terminal should primarily refer to:

* nature conservation* water resource management

waste management* energy efficiency and purchasing policies* education and the working environment* communications and public awareness.

The goals that are intended to be reached in the management of the port ofPloce are coordinated with the targets that achieve the neighboring Adriaticports.

The principles of active public relations and respecting all standards that areprescribed by legal provisions in the area of environmental protection are stillthe themes which the management bodies of the Ploce Port authority shouldadopt.


ENVIRONMENTAL IMPACT STUDYRn: 03-033 CONTAI NER TERMINAL PLOCE PAGE: 1

C.5. PRESENTATION OF THE PLANNED MODE OF COOPERATIONOF INTERVENTION HOLDER WITH THE PUBLIC



The procedure of evaluation of the environmental impact of the plannedintervention is carried out during the implementation of the project and in thephase of obtaining the location permit on the basis of technical documents,i.e. this Sturdy. The public participates also in the Sturdy evaluation by makingthe Sturdy available to them and acquainting them with intended constructionof the container terminal as well as with all important data concerningenvironmental protection. By submitting written opinion, proposals andremarks, the public participates in the evaluation of the intervention as well asin its implementation of the project.

By introducing the monitoring, an active public cooperation shall beestablished which should be strengthened by regular public presentation ofresults obtained by measuring the environment quality.

It is proposed that the htervention holder gives a press conference at leastonce a year presenting the implemented program to the public as well as itsshort and long term plans.

After implementation of the intervention and during its exploitation, it would beappropriate to cDnduct regularly once a year a poll among the inhabitants,immediate neighbors inquiring their satisfaction with the achieved state, i.e.their proposals for its improvement.

In conformity with the notes of this Study, we conducted infoimative talks withthe intervention holder concerning the mode of cooperation with the public. Inspite of our insistence, we did not succeed in finding out if, and which ifaffirmative, systematic steps had been taken for cooperation with the public.We would like to point out that the intervention holder should disclose itsstandpoint very soon and present the plan of cooperation and itsimplementation.

RIJEKAPROJEKT d.oo.




m - m - m : I



D.l. EXPLANATION OF MOST SUITABLE PROJECTALTERNATIVE



The main objective of the construction of container terminal in the port of Ploceis renewal, modernization and extension of cargo handling capacities and theirfurnishing with modern equipment of high technical efficiency andimprovement of work organization which is the basis of the future portdevelopment.

This particularly refers to transit of goods from catchment areas and the returnof general cargoes which are most cost-effective in terms of income, butbecause of bad technological equipment of our ports they are handled bybetter equipped and organized European ports.

The project contractor Lucka Uprava Ploce (the Ploce Port Authority) proceedswith the construction of the container terminal with capacity 100 000 TEU ayear in the Port of Ploce because the old port basin, intendecd for the line trafficwith the use of the traditional technology, has gradually lost its classic trafficvalue and needs to be modernized.

During the construction of the new container terminal with capacity 100 000TEU in the port of Ploce the following will be constructed within the existing portarea:

* A new Quay No. 7 with mooring structure 340 m in length which will beused for receiving ships with highest maritime requirements, with cargocapacity up to 60,000 DWT and deep draft without restrictions. Onplanned Quay No. 7 one ship with mentioned cargo capacity or twoships half the size can be berthed simultaneously;

* Deepening of the port basin between the Quay 5 and the new Quay 7;* New storage and cargo-handling areas about 22 ha which will be used

as open storages for the container terminal with capacity about 100,000TEU a year;

* Ro-Ro ramps with part of the Quay No. 6 for receiving Ro-Ro ships;* Roads and railways at the terminal;* Infrastructure facilities at the terminal: water supply, sewerage, electric

power supply and telecommunications;* Covered storage area at the terminal;* Auxiliary terminal structures, entrance with shelter, control tower,

auxiliary workshops and the auxiliary entrance to the terminal.

The most suitable alternative of this project shall be determined by the designsolution which defines the most favourable system of construction at sea forobtaining the new port areas and the most favourable system and method ofconstruction of new storages and cargo-handling areas for open containerstorages.

Planned project includes also the proposal for the connection of containerterminal of the port of Ploce to the primary state roads and railways, neworganization of the traffic in the port basin.

The details of this task, such as the choice of equipment and its technical andtechnological characteristics, are determined by the designs.



The project can be realized in stages depending on the investment plans andthe potentials of the project contractor and also by respecting all technical andtechnological conditions of a stage.

The proposed project alternative is suitable for a number of reasons, thefollowing ones being also the most important:

* The planning documentation which proclaims the port of Ploceto be of importance on the state, county and town level isunquestionable.

* It is indisputable that newly built capacities are not a new burdenon the location, but that this is a realization of capacities in theport of Ploce foreseen by plan and for these capacities the portarea has been formed and reserved by the plan.

By analyzing the possible environmental impacts it can be concluded that theconstruction of the new Container terminal in ihe port of Ploce in the existingand planned port, transport and industrial zone will at the same time mean animprovement on the existing situation in the central and wider surroundings ofthe port area:

* the port basin of the port of Ploce will develop more significantly in itscentral part which will enable a part of the port to qualify for receiving of bigships up to 60,000 DWT which essentially improves the competitive abilityof the port

* simultaneous construction of the line of communication from the entranceto the port of Ploce and connection to the Adriatic Highway, which will begrade-separated in relation to the railway will enable fast and uninterruptedtransport of the port cargo from the town by the shortest way

* notable development of modern and technically better equipped anddeveloped port basin between the Quay 5 and Quay 7, as well as theconstruction of Quay 7 in the central part of the port of Ploce will greatlyimprove the entire ecological situation and visual outlook of the port

The existing ecological situation in the port of Ploce is improved bythe construction of the container terminal as proposed in thisStudy.



D.2. DESCRIPTION OF PROJECT ENVIRONMENTALIMPACT DURING PREPARATION, CONSTRUCTION ANDUSE OF PROJECT, INCLUDING ALSO ECOLOGICALINCIDENT AND RISK OF ITS OCCURRENCE



D.2.1. OVERVIEW OF POSSIBLE ENVIRONMENTAL IMPACTS DURINGCONSTRUCTION

D.2.1.1 ON LAND

With selected method of construction of coastal areas, by dredging the seabottom between the Quay 5 (existing) and Quay 7 (new) the environmental impactduring construction is partially reduced. The work in stages and the lengthiness ofconstruction according to the chosen concept and the technology of building,does not bring about the additional environmental impacts.

D.2.1.2 ON SEA

Because of construction work mud silting of the sea shall occur, especially duringdeepening of the local waters for achieving the necessary depth of the port basin.Increased quantity of suspended matter in the water column shall be reflected inreduced quantity of light needed by algae for assimilation. Since all this is takingplace on already degraded sea bottom, new activities shall not (further) degradethe current state.


l mmlu

ENVIRONMENTAL IMPACT SThUDYRn: 03-033 CONTAINER TERMINAL PLOCE PAGE: 3

D.2.2. OVERVIEW OF POSSIBLE ENVIRONMENTAL IMPACTS DURINGPROJECT USE

D.2.2.1 POSSIBLE CHANGE OF MICROCLIMATIC CONDITIONS

With regard to the type and size of the project of the container terminalconstruction, no changes or effect on the microclimate are expected.

D.2.2.2 POSSIBLE IMPACT ON NATURAL SEA AND LAND ECOSYSTEM

D.2.2.2.1 LAND

IMPACT ON PROTECTED VALUES OF THE AREA

The construction of the Container terminal in the port of Ploce, which is located inthe middle of the port area of the port of Ploce, does not increase the impact onthe port surroundings.

The port area of the port of Ploce, which is located next to the importantlandscape, today too has strictly defined boundaries of the port area so that theprotected parts of the environment can be preserved to a maximum degree.

D.2.2.2.2 SEA

Within the scope of planned construction of the Container terminal facility,deepening of the port basin shall be executed by excavation of the sediment to aspecific depth. The new construction shall represent nothing new in the localwaters of the basin between the Quay 5 and Quay 7, i.e. something that was notalready done within the regular maintenance of the depth of the basin and thewaterway.

The development of Quays 7 and 6 will improve the existing picture of untendedshallow shores with a number of above water and underwater tufa, sinceinorganic and organic material shall no longer be collected on the shore.Development of the waterway and depth increase shall favourably affect the seachanges within and around the local waters.

D.2.2.3 POSSIBLE CHANGES IN ASSIGNMENT OF LAND USE

CHANGES IN PURPOSE OF AREA USE

The construction of the Container terminal and development of the areafor handling and storage of containers shall not have a negative impact onother structures and their amenities in this area, no will they affect theirfunctioning since the biggest part of the project is planned within theframework of the present port area, while the extension of cargo-handlingarea shall be obtained by developing already existing port area. All theseinterventions are in accordance with the applicable physical plans.


EN\RONMENTAL IMPACT STUDYRn: 03-033 CONTAINER TERMINAL PLOCE PAGE:4

AESTHETIC OUTLOOK AND VISUAL IMPACT ON THE PORT OUTLOOKIn all plans the port of Ploce is the second major state port. The construction ofthe Container terminal in the port is only one stage of port development andmodernization which will not affect the present outlook of this area since theaesthetic atmosphere of the natural and untouched area in the Neretva delta onthe sea shores has been permanently lost long time ago.The construction of the new Container terminal with extension of the port handlingarea for container storage will actually improve the existing, in the aesthetic termsquite ugly, picture of the port basin the port of Ploce, and with careful newconstruction, with the emphasis on the choice of colours, the visual outlook of thispart of the port of Ploce should also be substantially improved.

D.2.2.4 POSSIBLE CHANGES IN QUALITY OF AR, SEA, CHANGES CAUSED BYNOISE IMPACT, IN NORMAL CIRCUMSTANCES AND IN CASE OFECOLOGICAL INCIDENTS

D.2.2.4.1. AIR

Transshipment of containers shall take place at the Container terminal. Inhandling this type of cargo there is no additional air pollution, such as with dry bulkand bulk cargo.

Because of the distance, the impact on housing settlements of the town of Ploceis negligible.

D.2.2.4.2. SEA

Starting from the fact that planned project is foreseen in a rather degradedindustrial and port area, that foreseen port activities do not include cargoes withare most problematic or big danger of sea pollution connected with them, bytaking specific measures of protection, this project is acceptable from the aspectof sea protection against pollution.

D.2.2.4.3. WASTE

According to their origin and properties, the waste materials which occur in theport can be very different, but can generally be classified in two categories: a)hazardous waste and b) other waste substances. Handling of waste substanceswhich occur in the port today is carried out on the basis and in compliance withlegal provisions and port rules.

The effect of waste and waste handling remain the same.

D.2.2.4.4 NOISE

Noise occurring during the use of the Container terminal shall not have anysubstantial impact on the environment since the terminal location is situated in themiddle of the port area on the outside towards the sea. Distances from the townare well over 1500 m.




D.2.2.4.5 TRAFFIC IMPACT

ON LAND

The new traffic organization is not expected to increase the environmental impact,but rather the reduction of such impact. We make this conclusion on the basis ofthe fact that cargo will be handled and transported much more rationally which isalso the basic objective of this newly built structure.

ON SEA

Newly built Quay 7 of the Container terminal shall affect the safety of putting inand out of the basin between Quay 5 and Quay 7 of the port of Ploce. Additionalprocedures for safety of navigation upon entering this basin of the port of Ploceshall have to be prescribed.

D.2.2.5. POSSIBLE ENVIRONMENTAL IMPACT IN CASE OF ECOLOGICALINCIDENTS WiTH ASSESSMENT OF RISK OCCURRENCE

Occasional incidents can be expected, but very rarely and with brief timeexposure to adverse effect of moderate strength, and generally an extent ofsuch a risk can be graded as an "acceptable extent of risk".

RIJEKAPROJEKT do.o.

I lCmm1= D


D.3. ENVIRONMENTAL PROTECTION MEASURES, DURINGPREPARATION, CONSTRUCTION AND USE OFPROJECT, INCLUDING ALSO ECOLOGICAL INCIDENTAND RISK OF ITS OCCURRENCE

RIJEKAPROJEKT d.o.o


During the construction and use of the Container terminal it is necessary toavoid and reduce to the tolerable degree all adverse environmental effects.

D.3.1. ENVIRONMENTAL PROTECTION MEASURES DURINGCONSTRUCTION PLANNING

In the preliminary stage of realization of the container terminal construction,and before obtaining the building permit, a number of studies and designs haveto be organized and made.

The provisions of regulations of the Republic of Croatia have to beapplied and implemented throughout the projects in all stages as wellas the provisions of international regulations and conventions whichrefer to air and sea pollution, waste management, noise impact andsafety of traffic on land and sea.

D.3.1.1. REDUCTION OF NEGATIVE IMPACT ON SAFETY OF MARITIMETRAFFIC

The Maritime study has to be made prior to issuing of the building permit:Procedure and safety of putting the 60,000 DWT ship from the port of Plocein the basin between the Quay 5 and Quay 7.

D.3.1.2. REDUCTION OF NEGATIVE EFFECTS ON SEA QUALITY

Before issuing the preliminary approval or the building permit:

D.3.1.2.1 Making of the design for installations on land for disposal of oily water from theships in the port of Ploce.

D.3.1.2.2. The existing specialized company must be made completely qualified forreceiving waste oils from the ships.

D.3.1.2.3. Making and adoption of the detailed plan of development of the system forimplementation of measures towards the reduction of environnmental damagecaused by sudden pollutions in the port of Ploce.

D.3.1.2.4. Making of the design for the system for emptying and cleaning wagons andtrucks with controlled removal of waste and oily waters and their treatment forthe area of the port of Ploce.

D.3.1.2.5. Making of the design of oily water sewerage of the plant for maintenance ofport mechanical equipment and transport means so that all oily water istreated on the separator-settling tank before disposal into the sea.

D.3.1.2.6. Making of the design for the sewage system of the container terminal as aseparate sewage system for sanitary-foul waste water, precipitation wastewater from traffic and operational port surfaces and "clean" precipitation - roofwater.

D.3.1.2.7. Elaboration of the design which will define the organization and procedures incase of unforeseen developments which relate to handling hazardous



substances. The design should define: the system organization, preparation ofplans for implementation of emergency measures, monitoring and reporting,place for keeping hazardous substances, operational procedures and trainingand instructing of personnel.

D.3.1.2.8. Construction of the first stage of the sewage system of the town of Ploce.

D.3.1.2.9. The following studies have to be made in the designing stage.

* Environmental management policy* Overview of the environmental situation* Environmental management programme

D.3.1.2.10. Transformer stations have to be designed for dry cooling.

D.3.1.2.11. The main designs for obtaining the building permit should provide thetechnological solutions for mechanical and other equipment so that undernormal circumstances the minimum sound power levels are emitted.

D.3.1.2.12. Measures for the protection of visual identity have to be implemented throughmain designs, such as:

. during designing special attention should be paid to the aestheticoutlook of the port, particularly of the view from the sea of the urbanstructure of the town in the background, with special emphasis on thephysical structure of the cargo port in terms of the design and thechoice of colours and shades for all port elements (quay and cargo-handling area, all buildings and all cargo-handling facilities), wherebygrey colour and colours and shades to it should be excluded

* making of the "Landscaping design"* the design should determine the method of surface finish of structures,

quays and quay aprons* the main design should explore and determine the most favourable

location for disposal of surplus construction material* the "Site organization and constructional plant maintenance design"

should be made as a separate design within the scope of the designneeded for obtaining the building permit



D.3.2. ENVIRONMENTAL PROTECTION MEASURES DURINGCONSTRUCTION

D.3.2.1. REDUCTION OF NEGATIVE EFFECTS OF NOISE

Implement measures for protection against effects of increased noise level:

* Obtaining of opinion and approval from the competent inspectionauthorities for all construction works which by nature of theirtechnological procedure and process have to be carried out continuallyduring the day and night (and holiday).

* Restriction of daily execution of works, primarily from 6 to 23 hours.* In the construction stage, the contractor has to meet the general

measures of project location protection against spreading of site noise(restriction of emitted sound power which the contractor's equipment isallowed to have).

* The contractor is under obligation to prepare the site organizationschedule with clear and articulate bill of quantities and specifications forimplementation of environmental protection measures according toestablished criteria which will have to be met during construction, all inaccordance with regulations, conventions and other provisions.

* Supervision during execution of works, not only the technicalsupervision, but also periodical or permanent supervision by inspectionauthorities during noise measurements performed by authorizedcompanies.

* Cooperation with transport companies which will perform transportboth on arrival and departure, should be conditioned to include the mostmodern transport means (both road and railway ones).

D.3.2.2. REDUCTION OF NEGATIVE EFFECTS OF WASTE

Implement measures for protection against effects of waste duringconstruction:

* Packaging waste should be collected separately and distinctly marked.* Municipal and other similar waste should be collected in special-

purpose containers and regularly transported.

D.3.2.3. REDUCTION OF NEGATIVE EFFECTS OF SEA EXCAVATION

Material obtained by submarine excavation for deepening of the port basinbetween Quay 5 and Quay 7 should be disposed of in port area, on thelocation of the container terminal and on areas designed for further portdevelopment.


EWIRONMENTAL IMPACT STUDYRn: 03-033 CONTAINER TERMINAL PLOCE PAGE: 5

D.3.3. ENVIRONMENTAL PROTECTION MEASURES DURING USE

The user of quays and of the terminal is under obligation to prepare thetechnological plan of development and organization of use of quay apron andquays with clear and articulate bill of quantities and specifications forimplementation of environmental protection measures according toestablished criteria which will have to be met during construction, all inaccordance with regulations, conventions and other provisions:

D.3.3.1. IMPLEMENT MEASURES FOR PROTECTION AGAINST EFFECTS OFINCREASED NOISE LEVEL

. Implementation of architectural measures for noise protection bytechnological arrangement of cargo (containers) and cargo-handlingequipment so that they with their dimensions represent suitably locatedbarrier against spreading of noise from strongest sources (here, it is thenoise coming from road and railway transport).

* The technology should be adjusted to machines and devices for which thebidder can prove to develop the lowest levels of noise emission.

* Cooperation with transport companies which will perform transport both onarrival and departure, should be conditioned to include the most moderntransport means (both road and railway ones).

* All mechanical and other equipment which is used in the technologicalprocess must be in working order.

D.3.3.2. IMPLEMENT MEASURES FOR PROTECTION AGAINST EFFECTS OFWASTE

. All hazardous waste emerging in the port area has to be collectedseparately and separate storage which has to meet the prescribedtechnical and technological conditions must be provided for it.

* Packaging waste should be collected separately and distinctly marked.* Municipal and other similar waste should be collected in special-purpose

containers and regularly transported.

D.3.3.3. IMPLEMENT MEASURES FOR PREVENTION AND ALLEVIATION OFCONSEQUENCES OF POSSIBLE ECOLOGICAL INCIDENTS:

. During the use of designed project, apart from already mentionedelements of possible environmental load, the potential ecological incidentscould occur only in case of natural disasters in the form of earthquakesand fires of bigger proportions.

* The possibility of earthquakes is shown by seismic characteristics of thearea. In case of fire, with measures and procedures of fire protection thedisaster can be localized to burden the immediate surrounding - urbanarea for a short time only.

D.3.3.4. IMPLEMENT MEASURES FOR PROTECTION AGAINST EFFECTS OFTRAFFIC ON LAND AND SEA DURING USE



* All vehicles entering and leaving the zone of the new container terminalhave to be equipped according to applicable laws.

* All ships putting in at the port of Ploce for the container terminal mustcomply with the provisions of applicable laws.

* Before putting into use of the stage 11 of the construction of the Containerterminal in the port of Ploce, the connection road leading from the portentrance to the Adriatic highway has to be operational. The same applies tothe stage I of the construction of the wharf when the capacity of 40,000TEU/year has been reached, i.e. the first stage can be utilized to the fullcapacity only when the connection road is fully operational.



D.3.4. PREVENTION AND ALLEVIATION OF CONSEQUENCES OF POSSIBLEECOLOGICAL INCIDENTS

Stage of project construction

During the construction of the new structure no elements which might causean ecological incident are envisaged, therefore, no risks outside the usualconstruction practice are foreseen.

Stage of project use

During the use of designed project, apart from already mentioned elements ofpossible environmental load, the potential ecological incidents could occur onlyin case of natural disasters in the form of earthquakes and fires of biggerproportions.

The possibility of earthquakes is shown by seismic characteristics of the area.In case of fire, with measures and procedures of fire protection the disastercan be localized to burden the immediate surrounding - urban area for a shorttime only.

Stage of project end of use

In a situation in which the use of the project comes to an end, noenvironmental consequences are envisaged, except for a short-termenvironmental impact because of possible demolition of the project.


D3. ENVIRONMENTAL PROTECTION MEASURES

,,sn~ca ' D.3.SUBMARINE ASSEMBLY

D.3. MJERE ZASTITE OKOLISAPODMORSKI ISKOP

,,.--"-, ; S :: ""

/~~~~ , 1 ' Nll\tell\s-. Xl9

/ KEYll'l LGE LNDA):

x mm. ~~~~~~~~~~~~~~~~~~~~~~~~~PROJECT BOUNDARY (GRANICA ZAHVATA)..nPORT AREA BOUNDARY IGRANICA LUCKOG PODRUCJA)

ROAD ROUTES -STRATEGI1C (CESTOVNI PRAVCI-STRATESKI)t A , WATER, TELECOMMUNICATIONS. FIRE ALARMSI - (VODAncx. TELEKOMUNIKACIJE, V T VATRODOJAVE)

RAIL/WAY TRACK CORRIDORS (KOLOSIJECNI KORIDORI)EXCAVATION ZONE (PODRUCJE ISKOPA)

EXCAVATED MATERIAL DISPOSAL AREAPODRUCJE ZA ODLAGANJE ISKOPANOG MATERIJALA

61 L PC,~I I

/~~ ~.........................*~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ioarlk

ENVIRONMENTAL MAPACT STUDYRn: 03-033 CONTAINER TERMINAL PLOCE I PAGE: 1

D.4. PROGRAMME OF ENVIRONMENTAL STATE MONITORING


m I


D.4.1 CONTROL OF THE PROCESS OF SETTLEMENT OFMACROBENTHIC ORGANISMS AND RECOVERY OF BOTTOM-DWELLING COMMUNITIES

1. The processes should be monitored at two transections:

* Transection PL-01* Transection PL-02

2. Regular inspections should be made once a year, every four years.

D.4.2. TESTING OF WASTE WATER QUALITY

3. The place of testing:

* at the exit from the device for treatment of waste water from oilywater SZV I

* at the exit from the grease separator - precipitation seweragesettling tank SOK 1 and SOK 2

4. The following indicators are to be covered:

. pH,* total suspended matter,* chemical oxygen demand,* biochemical oxygen demand,* total and mineral oils,* anion and non-ion detergents.

5. Regular inspections shall be made four times a year, every year.

D.4.3 TESTING OF SEA QUALITY


* Station KV 1 inside the basin between Quay 5 and Quay 7* Station KV 2 at the exit from the basin between Quay 5 and Quay 7

2. The following indicators of sea water quality to be determined:

* prozirnost transparency. temperature* salinity

liquefied oxygen. pH

mineral oils,. ammonia,* bacteriological tests ( indicators of faecal pollution)



3. Sea water quality should be controlled:

* Prior to construction commencement - "zero state"* During the use every year, twice in summer months from the

bottom and surface layer of the sea.

D.4.4. STATE OF SEA BOTTOM SEDIMENTS


* at transection PL-01 station PLS-01* na transection PL-02 station PLS-02

2. Test content of heavy metals in the sediment surface layer (0-2 cm):

. Lead

. Copper

. Zinc* Tin

3. Samples should be taken and controlled:

* During the use once a year, every two years.


IfD- EN4.'IRCrtJL,1ENTA\L STATE MONITORINGI~~~~~~~~~~~~~~~~~~~~~~~~~~~' X~~~~~~~~~~~~~~~~~~~~~~~~~~- PRORAIlM

-. ~~~FORP Eli. IRONLiENTAL. STATE MONITORING

, 3, 1i . DA PRO-GR4!, PR4C:ENJA STANJA OKOLI3A5 ~ ~ ~ ~ ~ ~ ~ - POLOZ~~~~~~~~~~~~~~~~~~~~~~)4J FOTONHMJERNIH TOCAKA

7.4 PRA%CErNjE STANJA OKOLI~A

9, ~~~~~~~~~~~~~~~~~~~~~~~~~SCALE (NAj1 1 2.500

GUBAVAOb~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~' TI I-' . lR 1 -'C PLS2 ITRANSEKTI PLOTI PLS2)

-- 'I' _ ,, BOTTOM SEDIMENT STATE PLSAND PLS24 ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~-L:-k ''SEDIMENATA MORSKOG DNA PLST I PLS2

T"'"<'i3KVI ANDKV2

-I' -, -. CJOE MORAKEVI IKV2

4 I 5, ~~~~~~~~~~~~~~~~~~~~ .11,1,7~~~~~~~~~~~~~~~~~~~-.:&TORS SDK1AND SOK2

'>-IVDDASDK1 I SK2

LZ7 H V~~~~~~~~~~-~'"-:csODA SZV1

Rt,~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~4

hiiII . .. ~~~~~~rieakaproJekt *.

1 444 0~~~~~~~~~~~~~~~~~~~~4. ENVIRONMENTAL STATE MONITORING4s #+ 44 *s PROGRAMME

4 . \ > ,t **44 POSITION OF CONTROL MEASURING POINTS4 °t-4 Er< \ 5 **FOR ENVIRONMENTAL STATE MONITORING

*50 'S 4 0 / } \\ > ,.< ts D4. PROGRAM PRACENJA STANJA OKOLISAPOLOZAJ KONTROLNIH MJERNIH TOCAKAZA PRACENJE STANJA OKOLISA

ri \ \ SCALE (MJ) 1:2500

KEY (LEGENDA):

* NOISE MEASURING POINTS

POINT COORDINATION TA8LE

81 64543796681 4767358 841! ;-

8 _ > gNE *,\ -B2 !86454362166 4766966 719I 83 ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~6453762 141 14766647 141

PLANIRADAKONTEJNARS6' - ;I.

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F. INFORMATION SOURCES


a I M


1. Legislation of the Republic of Croatia

In establishing the standards which the proposed intervention in space must comply with, theseries of adopted legal solutions were used, and which are to be found in the following:

* Constitution of the Republic of Croatia OG 8/98* Declaration on Environmental Protection OG 34/92* of the Republic of Croatia* Environmental Impact Assessment Ordinance OG 59/00. Physical Planning Act OG 30/94, 68/98, 61/00* Intervention Plan in Case of Sudden Sea Pollution* In the Republic of Croatia OG8/97* Ordinance on Protection of Buildings of Special Importance* For the Republic of Croatia OG 90/95. Nature Conservation Act OG 30/94, 72/94, 73/97* Natural Disaster Protection Act OG 73/97* Environmental Protection Act (ZoZO) OG 82/94* Act on Amendments of Environmental Protection Act OG 128/99* Environmental Impact Assessment Regulation OG 34/97 and 37/97* Air Quality Protection Act (ZoZO) OG 48/95* Regulation on Recommended and Limit Air Quality Values OG 101/96* Regulation on Environmental Emission Inventory OG 36/96. Maritime Code OG 17/94,* 74/94 and 43/96* Seaport Act OG 108/95* Ordinance on Requirements for Ports OG 22/95

Regulation on Maintenance of Order in Ports OG 91/94,161/98Resolution on Classification of Special Purposes Ports OG 38/96

* Methods of Maintaining Order in Ports and other Parts of* The Internal Sea Waters and Territorial Sea of the* Republic of Croatia, and Limits of Navigation for Ships* And Boats outside Ports OG 91/94,

162/* Harbour Authorities Act OG 124/97* Act on Transport and Handling of Dangerous

Substances in Inland Navigations OG 79/96Regulations on Transport of Hazardous Substances OG 97/93Regulations on Handling Hazardous SubstancesRequirements and Manner of Loading and Unloading HazardousSubstances, Bulk and other Freight in Ports, andManner of Preventing Spreading of Oil Leaks in Ports OG 108/95Intervention Plan in Case of Sudden Sea Pollution

* In the Republic of Croatia OG 8/97* Intervention Plan in Case of Sudden Sea Pollution

in the Primorsko-goranska County OG 16/99* Harbour Authorities' Act OG 124/97* Waste Act OG 34/95* Waste Classification Ordinance OG 27/96

Ordinance on Requirements for Handling Waste OG 123/97Act on Ratification of Convention on Control of



* Transboundary Movement of Hazardous Wastes* And their Disposal OG - IT, 3/94* Ordinance on Packaging Waste Handling OG 53/96* Ordinance on Requirements for Handling Hazardous Waste OG 32/98* Law on the Construction OG 52/99* Fire Protection Act OG 58/93* Act on Inflammable Liquids and Gases OG 108/95* Regulation on Inflammable Liquids OG 54/99* Noise Protection Act OG 17/90* Regulation on Highest Permissible Noise Levels* In Manned Working Environment OG 37/90* Occupational Safety Act OG 59/96

Directive on Protection of Workers from the RisksRelated to Exposure to noise at Work 86/188/EEC

* Act on Waters OG 27/95* National Water Protection Plan OG 8/99* Water Classification Regulation OG 77/98* Regulation on Hazardous Substances to Waters OG 78/98* Regulation on Limit Values of Indices, Hazardous• And Other Substances in Waste Water OG 40/99

2. Physical Planning Documents

2.1. STRATEGY AND PROGRAM OF PHYSICAL PLANNING OF THE REPUBLIC OFCROATIA(Ministry of Physical Planning, Construction and Residence, Physical PlanningInstitute,

2.2. PHYSICAL PLAN OF THE DUBROVACKO-NERETVANSKA COUNTY (PPDNZ)(County Institute for Physical Planning, Dubrovnik)

2.3. AMENDMENTS TO THE PHYSICAL PLAN OF THE KARDELJEVO MUNICIPALITYUP TO 2000.

(Urban Planning Institute of Dalmatia, Split, 1987.)2.4. AMENDMENTS TO THE URBAN DEVELOPMENT MASTER PLAN OFKARDELJEVO

(Urban Planning Institute of Dalmatia, Split, 1987.)

3. Conventions ratified and signed by the Republic of Croatia

3.1. Convention on Long-Range Transboundary Air Pollution, OG International treaties,12/93

3.2. Protocol for Convention on Long-Range Transboundary Air Pollution of 1979., OGInternational treaties 12/93

3.3. Protocol for Convention on Long-Range Transboundary Air Pollution of 1979., OGInternational treaties 16/98

3.4. Convention for the Protection of the Mediterranean Sea against Pollution, OGInternational treaties 12/93, 16/98

3.5. Protocol for the Protection of the Mediterranean Sea against Pollution from Land-Based Sources, OG International treaties 12/93

3.6. Convention on Assessment of Transboundary Impact on Environment, OGInternational treaties 1/6/96



3.7. International Convention for the Prevention of Pollution by Ships of 1973./1978.(MARPOL 73./78.) including 6 technical Annexes. Annex I. and 11. deal with oil andmass hazardous liquid loads. Annex Ill., IV., V. and VI. deal with harmful substancesin packaged form, sewage, garbage and air pollution.

3.8. International Convention for the Safety of Life at Sea (SOLAS) - chapter 7 -Hazardous Goods Transport, 1974.

3.9. International Maritime Organization Code of Hazardous and Dangerous Loads(IMCO).

3.10. Barcelona Convention on Protection of Mediterranean Sea Environment and CoastalRegion and Protocol for Cooperation in Combating Pollution of the Mediterranean byOil and Other Toxic and Hazardous Substances in Case of Accidents -1976., 1996.

3.11. UN Law of the Sea Convention (OG, IT 11/95)3.12. Convention on Protection of Marine Environment and Coastal Area of the

Mediterranean (OG IT 17/98)3.13. Protocol for the Prevention and Elimination of Pollution of the Mediterr-anean Sea by

Dumping from Ships and Aircrafts (OG IT 17/98)3.14. Protocol Concerning Cooperation in Combating Suppressing Pollution of the

Mediterranean by Oil and Other Hazardous Substances in Cases of Emergency (OG,IT 12/93)

3.15. Protocol on Specially Protected Areas of the Mediterranean Sea (OG, IT 12/93)3.16. International Convention on Oil Pollution Preparedness, Response and Cooperation

of 1990 (OG, IT 2/97)3.17. Intemational Convention on Intervention on High Seas in the Event of Accidents or

Threatened Accidents Resulting from Oil Pollution (OG, IT 1/92)3.18. International Convention on Establishment of International Oil Pollution

Compensation Fund (OG, IT 1/92)3.19. International Convention on Civil Liability for Oil Pollution Damage (OG, IT 1/92)3.20. International Safety Guide for Oil Tankers and Terminals, Publisher: The International

Chamber of Shipping, London 1996.3.21. Convention on Prevention of Marine Pollution by Dumping (OG, IT 3/95)

4. Conventions not ratified and signed by the Republic of Croatia

4.11. Protocol for Convention on Long-Range Transboundary Air Pollution of 1979,Geneva, 1991.

4.12. Protocol for Convention on Long-Range Transboundary Air Pollution of 1979, Sofia,1998.

4.13. Protocol for Convention on on Long-Range Transboundary Air Pollution of 1979.,Aarhus 1988.

4.14. Protocol for Convention on on Long-Range Transboundary Air Pollution of 1979,Goeteborg 1999.

4.15. Convention on Access to Information, Public Participation in Decision-Making andAccess to Justice in Environmental Matters, Aarhus 1998.

5. European Legislative Regulations

5.11. European Commission; Kathryn Jones: Study on Environmental Reporting byCompanies, Centre for Environmental Informatics, University of Sunderland, 1999.

5.1. European Commission, DGXI, Environment, Nuclear Safety and Civil Protection; AHandbook on Environmental Assessment of Regional Development Plans and EUStructural Funds Programmes, August 1998.



BIBLIOGRAPHY:

SEA-POLLUTION

1. Control of Coastal Sea Quality, Project Vir - Konavle 2002. Institute forOceanography and Fishing Split. Split, March 2003.

2. Regulation on Standards of Sea Quality on Sea Beaches (OG, no. 33/1996)3. Public Health Institute of the Dubrovacko-neretvanska County: Reports on

examination of sea-water quality in the Ploca area for the period of 1999. - 2002.4. Public Health Institute of the Splitsko - dalmatinska County: Reports on

examination of waste water from the main collector discharge in the Ploceharbour and waste water from the Ploce Energopetrol in 2002.

5. Water, Air and Soil Pollution 99: 243-244,1997.

SEA-DYNAMICS

1. Wind regime on the Adriatic Territory, National Hydrometeorological Institute,Zagreb, 1978.

2. Drecun. D., Eastern Adriatic Climatologic Characteristics 1949.-1976. H',1978.3. Studies of Environmental Impact of the Liquified Petroleum Gas in the Ploce

Harbour, B.B. & B.M.; d.o.o. Zagreb, 1997.4. Vibrilic, I., Report on Measurements on the Polce Mareographic Station in the

Period from 3/2002 to 3/2003., Croatian Hydrographic Institute 2003.5. Prsic M., Post-graduate Thesis: Long-term estimation of Maritime level in the

Adriatic, 1983.6. Agerschou H & all: Planing and Design of Ports and Marine Terminals, John

Wiley & Sons, 1983.7. British Standards : British Standard Code for Maritime Structures, London 1984.8. Androcec V; Markovic A.: Maritime Study with Hydraulic Analyses of the New

Container Lashing Characteristics, 1989.

SEA-FLORA AND FAUNA

1. Bellan-Santini, D., Lacaze, J.C., Poizat, C. (1994): Les biocenoses marines etlittorales de Mediterranee: synthcse, menaces et perspectives. Museum Nationald' Histoire Naturelle, Paris, 246 pp.

2. Gamulin-Brida, H. (1967): The benthic fauna of the Adriatic Sea. Oceanogr. Mar.biol. Ann. Rev., 5: 537-568.

3. Jaklin A., Travizi A. 1999. Methods of benthos examination in the NorthernAdriatic. Biodiverziteta in varstvo slovenskega mora na pragu 21. stoletja. Zbornikreferatov: 51-53.

4. P6rcs, J.M., Picard, J. (1964): Nouveau manuel de bionomie bentique de la MerMediterran6e. Rel. Trav. Stn. Mar. Endoume, 47: 5-137.

5. Percs, J.M., Gamulin-Brida, H. (1973): Biological Oceanography. Benthos.Benthos bionomics of the Adriatic Sea. Skolska knjiga, Zagreb, 493 pp.



GEOLOGY

A) PUBLISHED INFORMATION

1. MARINCIC, S., MAGAS, N. & BENCEK, -D. (1977): General Geological Map 1:100.000, page Ploce. Federal Geological Institute, Beograd.

2. MAGAS, N., MARINCIC, S. & BENCEK, -D. (1979): General Geological Map1:100.000, Legend for the page Ploce. Federal Geological Institute, Beograd.

3. HORVAT, K., PRELOGOVIC, E., KUK, V., VULIC, Z., DUJMIC, D., LOVRENCIC,D., MLINAR, Z. & SLADOVIC, B. (1986): Analysis of the Ground Seismic Stabilityin the rivers Cetina and Neretva Deltas. Proceedings of the Fourth Convention ofthe Association of Organizations for Seismic Construction Engineering ofYugoslavia, 73-80, Cavtat.

B) EXPERT DOCUMENTS

1. Report on geomechanical o geomehanickim straznim radovima na Loose CargoTerminal Location in the Ploce-Kardeljevo Hrbour. Geoexpert, Zagreb, 1985.

2. Analysis of liquefaction on the Terminal Kardeljevo Location. Geoexpert, Zagreb,1985.

C) RESOLUTIONS AND REGULATIONS

1. Physical Plan of the Dubrovacko-neretvanska County. County Institute forPhysical Planning, Dubrovnik.

2. Temporary Seismological Map of the SFRJ. OG 49/82, OG 55/91.3. Seismological map of return periods in 50, 100, 200, 500, 1.000 and 10.000

years. OG 30/87, OG 55/91.
