The Econometric Model of Ship-generated Operational Waste: The Underlying Tool for Waste Management in Container Port

Abstract

Marine pollution prevention through adequate provision of garbage reception facility (GRF) is a legal obligation of every port. According to MARPOL 73/78, each port authority should explore ways to increase its ability to prevent marine pollution from ship-generated waste. The paper supports this legal requirement by developing an econometric model for estimating the amount of operational waste delivered at GRF. The multiple regression with ordinary least squares technique was used to analyze the relationship between the amount of operational waste per month and two explanatory variables – size of ship and travelling distance from the last port of discharge. Data from 2008 to 2014 were obtained from the Port Authority of Thailand. Over-all, the adjusted model fits reasonably well with the dataset and all assumptions are satisfied, implying that the estimated coefficients are more practicable to be used by port authority. It is found that, over the past decades, GRF has been provided sufficiently in comparison with the demand. However, the physical adequacy of GRF should be paid special attention during the consideration of phase-3 construction of Laem Chabang Port due to the dramatic growth of the amount of operational waste resulting from an expected rapid increase in maritime traffic.

The Analysis of Garbage Management Tools Based on the Levels of Transactional Collaboration between Shipping Company and Seaport

“…According to Figure 1, approximately 11,000 kilograms of ship-generated garbage was delivered annually to the GRF of LCP; the figure shows a tendency to continuously increase from year to year, with high inter-year fluctuations [18][19]23].…”

An Adoption of Marpol 73/78 for Managing Ship-Generated Garbage in Laem Chabang Port : A Case of Shipping Collaborations

“…Available from http://vigportal.mot.go.th/portal/site/PortalMOT/stat/index26URL/ In accordance with Figure 1.4, the number of ships calling LCP continuously increases over the past many years. This increasing figure of ships implies the growing amount of garbage delivered at LCP, as it was proved by Senarak (2016) that the amount of ship-generated garbage has a positive relationship with the number of ship calling LCP. This argument corresponds to the statistics of ship-generated operational waste and ship-generated general waste (victual and domestic waste) recorded by Port Authority of Thailand, as presented in Figure 1.5 and Figure 1.6 respectively.…”

“…To address the problem, the solutions can be found in the work of Olson (1994), who pointed out how to provide GRF adequately in port based on the regulatory requirements (Olson, 1994). Other approaches for enhancing the GRF management in port area were also recommended by several scholars such as Bateman (1996), Ball (1999), Carpenter and Macgill (2005) and Senarak (2016) and so on. Instead of concentrating on the physical adequacy of GRF, Cho (2009) argued that the opinion of ship masters and crews in Korean fishery industry also affects the effectiveness of ports' GRF in preventing marine pollution from ship-generated garbage, due to the fact that ship operators are free to decide whether they will deliver their garbage at GRF or not.…”

“…Besides, other preventive means were also recommended by many researchers such as providing the incentive scheme, which can draw the attention of polluters to return their garbage to GRF (Cho, 2009), setting up the reasonable charging price which provides an incentive cost to ship operators (Bateman, 1996;Georgakellos, 2007), enhancing the enforcement of national laws as well as port regulations with reward and penalty that can increase the environmental performance of seaports (Knapp and Franses, 2009;Lam and Notteboom, 2014), sharing critical imformation with seaports so as to increasing the accuracy of plan (Lai, Wong and Lam, 2014 and so on. In spite of a number of studies suggesting how to improve environmental performance in shipping business, there are still many rooms for further developing. The previous studies concentrated on the effect of accumulated ship-generated garbage on the entanglement of marine creature (Vauk and Schrey, 1987;Henderson, 2001;Derraik, 2002;Butt, 2007;Hinojosa and Thiel, 2009;Ng and Song, 2010;Gall and Thompson, 2015;Phillips, 2015), the investigation and assurance of adequacy of GRF at port (Waldichuk, 1973;Olson, 1994;Bateman, 1996;Ball, 1999;Carpenter and Macgill, 2005), the factors affecting the discharge of ship-generated garbage into the sea (Cho, 2009;Chen and Liu, 2013), estimation of the amount of garbage generated onboard (Horsman, 1982, Ulnikovic, Vukic, andNikolic, 2012), the estimation of the amount of ship-generated garbage delivered at GRF (Senarak, 2016) and the development of the policy that convinces ship operators to environmentally-friendly design their ship and management (Cho, 2009;Knapp and Franses, 2009;Chen and Liu 2013;Jaccoud and Magrini 2014;Lam and Notteboom, 2014). Firstly, there is no study exploring the ways to persuade liner shipp...…”

“…It lacks the concept of collaborations between shipping firms and seaport, which is important for the practitioners' operation and management. The related studies were found but none of them filled this gap (Soontree et al, 2010;Phillips, 2015), except the work of Senarak (2016), who sheds light on the benefit of the econometric model on the management of ship-generated garbage in LCP.…”