1. PORT OPERATIONS AND SUSTAINABLE DEVELOPMENT A CASE STUDY OF PMAWCA PORTS ( SLPA)
INTRODUCTION
Many marine infrastructure works are taking place in environmentally sensitive areas. A more objective evaluation of the benefits and potential negative effects of port development for our prosperity, people and planet would assist with assessing the sustainability of a port development project.
Sustainability is generally referred to in port’s management as the financial, environmental and social performance of the institution. However, there is no common indicator used by all ports in port sustainability reports. This is because ports differ in their business activities and with wide range of services (Hakam 2015: 14) and among the most harmful to the environment due to their characteristics such as the amount of waste they produce, harmful emission and noise pollution they cause.
To reduce this harm sustainably is one of the important concepts for port industry. Policy makers, port operators, port users and local community are all concerned with the impact of port operations. Therefore, one of the most important aspects of port operations is how to reduce the harmful sustainably.
According to (Sislian et al 2016K19) in seaport and activities, environmental matters are not only repeatedly emerging, but also a competitive factor. Sustainability is one of the most important concepts for port sector development. Environmental issues have become an increasingly important focus in global trends recently, and at the end, port authorities have began to pay increasing attention to environmental, security and sustainability issues as a result of pressures from market players, social interest groups, public bodies and individuals. Thus the Environmental Management System - EMS which is used as the management tool that helps institutions integrate environmental considerations into every day operations or a way to plan for continuous improvement in environmental performance by Ports in America and Europe which should be emulated in third world ports such as the SLPA.

2. BACKGROUND In a joint publication ‘Key principles of Ports and Harbours Development IADC, CEDA, IAPH and UNEP, it was stated that ports and Harbours are frequently situated within the border zone between land and sea. Moreover, ports and Harbours and activities pursuant to them , are also close to or in direct contact with rich and valuable eco systems, such as swallow sea beds, estuarine waters, mudflats and coastal wetlands. In this context, the effect on ports on the coastal environment may be not only in terms of the environment but also on economic and social well being of communities dependent on coastal resources. In line of the above, opportunities to minimize significant impact must not be overlooked in the planning and design phases, as mitigation or restoration during or after construction is prohibitively expensive. In the process to address sustainable port development to obtain optimum balance between the environment and socioeconomic development, effective government policy and regulations are important, but must be supported by industry self-regulation . Hence the need for the adoption of good management practices during planning, design and operational phases on the physical, morphological and ecological features of the area where activities are undertaken.

3. 1. Environmental Technologies, 2. Process and quality improvement,
As operative practices to accommodate current and future demands in a port for sustainable development, the five - factor model clustering the relevant issues incorporates the following;-
1. Environmental Technologies,
2. Process and quality improvement,
3. Monitoring and Upgrading,
4. Communication and
5. Active Participation
THE SIERRA LEONE PORTS AUTHORITY
The Sierra Leone Ports Authority was established by Ports Act No 56 of 1964 to provide, operate, improve and regulate the use of ports for all marine activities and providing services to local and international agents and vessels.
The Port of Freetown now has seven berths with the recent addition of a multipurpose berth with a draft of 13 meters. Until 2000 when SLMA was established, SLPA performed all maritime functions

4. SLPA through the Government modernization strategy to improve on efficiency and reduce costs and its transformation from Service to Landlord port, has concession most of its activities to private sector operators Viz: Bollore, NSBT, Dangote cement and Holland Shipyards SL. In the quest for SLPA to enhance best practices to achieve sustainable development, this scenario can be broadly explained under the following diagrams and narratives in conformity with the five-factor model highlighted above.

5. Elements Sub-dimensions
New equipment and technology introduction
Renewable and alternative energy sources
Environmental technologies
Optimizing the routing of vehicles
Vehicle utilization (Modal shift)
Sustainable building construction
Reducing financial and environmental risks
Improvement of safety and security in a port
Monitoring and upgrading
Upgrading port facilities and equipment
Environmental index development
Joint planning and supply chain integration
Sustainability Practices in a port
Port infrastructure utilization
Process and quality improvement
Service differentiation
Service quality improvement
Training and education
Recruitment and retention of employees
Active participation
Waste reduction
Providing incentives for green practices
Operational transparency
Relationships with key stakeholders
Communication and cooperation
Exchange of information and knowledge

6. ENVIRONMENTAL TECHNOLOGIES;-
New equipment and technology introduction;- Port Reception Facility (process),
Electronic identification of containers, Port now 100% CCTV coverage, TPMS tracking of containers/vessels from port of loading , Gantry cranes (p9), multipurpose berth (p10),
Statistical data 2005 – 2017.
Renewable and alternative energy sources;- Solar lightning system at night,
Optimizing the routing of vehicles;- Construction of truck village in progress, containers allowed to exit the port only on specific periods for ease of traffic.
SLRSA now in port premises to ensure compliance to traffic rules and vehicle conditions
Sustainable building construction;- Approval for construction of 7 storied administrative building that will move operators staff and other service provider out of the port premises hence will reduce congestion (contract awarded).
(pg. 7,8,9)

7. Statistical Data of SLPA 2005-2017.
VESSEL/CARGO TRAFFIC AT THE PORT OF FREETOWN – 2017 YR
NO. of Vessel Calls
No. of Containers handled (TEUS)
Total weight of containers
(mt)
No. of Vehicle (Units)
B-Bulk/Gen Cargo (mt)
Dry Bulk Import
Dry Bulk Export
Liquid Bulk
Total Throughput
IMPORT
EXPORT
2005
350
16,587
17,541
9,221
644,799
81,727
176,478
385,075
2006
368
15,411
16,307
7,583
717,205
82,665
276,166
407,163
2007
448
19,376
18,776
5,338
828,256
108,718
205,573
352,623
2008
415
22,731
22,237
455,585
7,100
853,104
111,980
225,226
916,884
319,372
2,903,533
2009
406
20,755
20,113
535,516
5,718
887,228
116,459
226,820
850,437
213,198
2,847,299
2010
429
21,793
21,119
557,939
6,004
931,589
122,282
301,806
591,474
204,170
2,735,943
2011
430
32,307
43,174
534,588
6,781
240,922
101,524
365,382
1,459,290
116,843
2,836,564
2012
494
43,082
40,881
773,290
7,681
491,685
138,874
396,973
1,858,569
216,479
3,929,026
2013
604
43,732
43,170
723,689
6,238
168,444
158,124
221,964
14,696,463
231,301
16,235,469
2014
559
42,523
36,836
753,371
5,493
232,834
144,785
294,298
22,995,102
295,567
24,744,474
2015
461
52,057
46,393
856,561
8,259
378,845
135,333
318,657
2,794,841
341,893
4,866,002
2016
451
48,471
48,867
816,919
11,950
441,056
127,807
264,580
5,375,704
386,745
7, 452,005
2017
462
53,668
51,271
1,105,882
14,798
632,411
198,144
348,206
6,584,842
380,987
9,072,523
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Average ship turnaround time (hrs.)
76.27
76.5
77.2
76.3
81.6
67.1
74.52
64.15
58.0
68.17
Container vessels (hrs)
45.1
36.3
37.2
36.1
34.2
32.0
30.0
26.0
24.0
Gen cargo/ break bulk vsls (hrs)
157.56
147.3
147.5
147.2
161.1
120.0
136.0
134.0
106.0
98.0
Ro-Ro vessels (hrs).
24.35
21.3
21.4
20.0
17.4
16.2
16.48
15.4
12.0
10.0
Dry Bulk (hrs)
76.1
102.5
101.4
114.5
100.2
116.0
108.0
100.0
Statistical Data of SLPA

8. Freetown Port

9. Gantry cranes @ berth 7

10. New Multi purpose berth

11. Monitoring and quality improvement;-
Reducing financial and environmental risks;- An established Operations and monitoring unit.
A mandatory policy ESIA by all operators for all projects. Port – community cooperation in National monthly cleaning exercise at the port.
Task force for clinker discharge.
Prepared a harmonized working document with all stakeholders on Security, Safety and Environment issues
Safety and security in the port;- ISPS task force, Port security and other security agencies employed by operators, Fire force unit.
Upgrading port facilities and equipment;-
Developed 30 years National Port Master plan that is about to be contracted for consultancy.
A 200 meters access road containers’ exit has been rehabilitated and
New terminal lounge constructed at Kissy terminal (pg11).
A new multi-purpose berth (270m/13m) to be commissioned in December (pg9).
Process and Quality improvement
Joint planning and supply chain integration;- Regular monthly meetings with operators, service providers, shipping agencies, clearing and forwarding agencies.
A single window system to be implemented against first quarter of 2019.

12. New Kissy Terminal and waiting lounge

13. Active Participation;-
Training and education;- WB sponsored training programs in Port privatization, Port operations, HR, Strategic planning and development – 2014 to 2016.
Local training and induction courses are regularly undertaken.
Recruitment and retention of employees
Waste reduction;- with waste management company. Port Reception Facility
Port users, staff and community sensitization on waste management and environmental issues.
Occasional engagement of operators, transport owners and drivers on spillages within the port

14. Communication and Cooperation
Operational transparency;- Weekly, monthly and yearly meetings held with all stake holders including operators and service providers on operational activities.
Exchange of information and knowledge;- Port- port cooperation within the sub region.
Seminars; workshops; conferences and meetings held with stakeholders on weekly and monthly basis for best operations practices.
Relationship with key stakeholders;- Cordial relationship with port operators, service providers, SLMA, and MDAs.. Bilateral relationship with sister ports in the sub region.
An MOU signed with EPA and SLMA for mutual cooperation

15. Legal Requirements;-
One of the pillars on which environmental policy is based;- The potential cost of non-compliance on violation of international conventions and policies like Marpol 73/78, ISPS, EPA and domestic policies could lead to revenue loss.
PORT GOVERNANCE
The issue of governance, ownership and control is crucial to the discussion of management of the port as there are facilities and activities that the ports do not control but only influence.
The signing of concessions and leases by Ministry and NCP
The policy and supervision roles by MDAs of Ports and terminals can be counterproductive if not well defined and structured.
Squatters;- Policies;- prostitution, access control breaches, environmental issues etc.
Terminals supervised by SLPA include the following;-
Nitti
NSBT – Nectar SL bulk terminal
FTL/Bollore.
Petroleum Oil Jetty

16. CHALLENGES
Human resources
Equipment / Tools
Energy
Squatters
Political will and interference
Poor working relationship between tenants.

17. Recommendations
Well defined role of the Transport Ministry and NCP’S in the port policies and management as there seems some overlap in their functions in Sierra Leone
Autonomy in the management of ports
The supervision and monitoring of tenants/concession terminals should be the sole responsibility of the Landlord port
Sensitization and monitoring should be regular and proactive for security breaches and traffic controls
To create an environmental and tariff platforms in PMWACA to enable member ports make comparisons and or references in research and possible harmonization.
Duplication of roles, rivalry between operators and political influence may render the port management impotent.
Effective policy on relocation of squatters