EFFECTIVENESS OF A BARGE-BASED BALLAST WATER TREATMENT SYSTEM FOR MULTI-TERMINAL PORTS

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1 L. Maglić, D. Ze, V. Frančić: Effetiveness of a Barge-Based Ballast Water Treatment System for Multi-Terminal Ports LOVRO MAGLIĆ, Ph.D. magli@pfri.hr DAMIR ZEC, Ph.D. ze@pfri.hr VLADO FRANČIĆ, Ph.D. vfrani@pfri.hr University of Rijeka, Faulty of Maritime Studies Studentska 2, Rijeka, Croatia Traffi and Environment (Eology) Preliminary Communiation Submitted: Apr. 7, 2015 Approved: Ot. 6, 2015 EFFECTIVENESS OF A BARGE-BASED BALLAST WATER TREATMENT SYSTEM FOR MULTI-TERMINAL PORTS ABSTRACT The paper presents outomes of the disrete event simulation of the ballast water management in a multi-terminal port. The simulation inludes ship s manoeuvring, argo and ballast operations and a barge-based ballast water treatment system operating within all terminal areas. The barge-based ballast water treatment system is used by ships unable to use their own equipment, not equipped with an appropriate ballast treatment system or non-ompliant with the Ballast Water Management (BWM) Convention 2004 for whatever reason. The main goal is to estimate the produtivity and ost effetiveness of suh systems as an option to support ships not able to omply with the BWM Convention, one it enters into fore. The model was built and tested in Arena simulation software. Proess parameters are based on real traffi data for the port of Rijeka. The results indiate that barge-based ballast treatment faility will be heavily underutilized, and that suh systems are ost-effetive only in ports where large volumes of ballast water need to be delivered to shore treatment systems. KEY WORDS ballast water management; ballast reeption faility; disrete event simulation; 1. INTRODUCTION The transfer of harmful organisms and pathogens aross natural barriers has been reognized as one of the greatest threats to the world s oeans and seas, ausing global environmental hanges, and posing threat to human health, property and resoures [1]. Ballast water transfer by ships was reognized as a prominent vetor for movement of suh speies and was regulated by the International Convention for the Control and Management of Ship s Ballast Water and Sediments, 2004 (BWM Convention). The BWM Convention sets the global standards on ballast water management (BWM) requirements, while reognizing that regional and loal speifis have to be onsidered for its effetive implementation [1]. Aording to the BWM Convention, ballast water management is primarily based on ships, i.e. ballast water exhange as per D-1 standard and ship-board treatment tehnologies as per D-2 standard, but portbased tehnologies may also be used to omply with the D-2 standard [2]. Port-based tehnologies an be divided into: Land-based reeption systems a ballast water treatment (BWT) plant is loated ashore and onneted with terminals by pipeline system. Land-based mobile systems a BWT plant is loaded on a truk or a similar vehile and moved in the viinity of the ship requiring servie. Barge-based reeption systems a BWT plant is loated either on the barge (with or without its own propulsion) or a barge is used to aept ballast from ships and transfer it to land-based faility. The study by Brown and Coldwell in 2007 [3] is the first known study ompletely devoted to port-based ballast water treatment. In this study several different tehnologies and implementation options, inluding some quite radial approahes, have been investigated. Based on the ost and aess options the study onluded that the most onvenient port-based BWT system is the one using a barge with plant installed onboard. The same researh group ontinued the study in 2008 [4] fousing on the barge-based ballast water treatment system. The study examined the neessary retrofitting of ships as well as the main harateristis of the barge and water treatment tehnology that may be used on board barge. The study prepared in Denmark in 2012 [5] investigates the possibilities and feasibility of the port-based ballast water treatment by mobile units. The study has been based on two Danish ports and inludes several Promet Traffi&Transportation, Vol. 27, 2015,. 5,

2 L. Maglić, D. Ze, V. Frančić: Improved Cost Management at Small and Medium Sized Road Transport Companies: Case Hungary senarios and business ases, mainly involving freight ferries and ships in regular servie. The study onluded that barge-based systems are feasible but may result in rather high osts. In 2013 King and Hagan [6] investigated eonomi and logistial feasibility of shore-based BWT at the port of Baltimore (USA). The authors assumed that potential users of suh a faility would be ships without a USCG approved on-board BWT system. It is onluded that eonomi viability of shore-based systems signifiantly depends on irumstanes prevailing in the partiular port and may vary from very positive outomes up to very negative ones. Aording to the previously mentioned researh and others [7,8,9] the most relevant onlusions on barge-based system are summarized hereafter. The most important advantages of barge-based systems are: ability to be used on different loations, inluding anhorage; possibility to use systems that are not viable on land (e.g. insuffiient power supply on land or limited spae on land); possibility of use without land-based pipelines; employment of qualified rew members operating the barge and the BWT system. The main disadvantages of the use of barge are: number and frequeny of ships disharging ballast water per terminal may be signifiantly below the eonomi threshold; additional osts are required for barge fuel, oil and maintenane; less optimal operations are inevitable if low apaity system is installed, delays may be enountered by high ballast dependent ships; if high apaity systems are employed the system will be rarely fully utilized; potential delays ould be expeted due to onurrent requests or in ase of barge failure. Croatia has ratified the BWM Convention and the Maritime Authorities are in the proess of preparation to omply with it as soon as it enters into fore. There is already in fore the national Ordinane on ballast water management and ontrol (Offiial Gazette 55/07, 128/12). However, the only implemented mandatory measure for ships arriving in Croatian ports is issuing the Ballast water reporting form. In Croatian ports there are no port-based ballast water treatment failities whatsoever. In order to obtain information on the usefulness of the barge-based BWT system, a disrete event simulation of port maritime traffi has been developed using the Arena simulation software. The omplete port traffi is simulated, inluding arrivals of ships in a multi-terminal port, argo loading and unloading operations, usual off-trade time of ships and ballast operations during loading/unloading operations. It is assumed that ships arriving in the port inlude the most ommon types of merhant ships, either passenger or argo. Ballast disharge operations are simulated as a part of regular port operations assuming that ships use either on-board installed BWT systems or BWT barge. The BWT barge is used by ships not able to omply with the BWM Convention requirements or ships not equipped with appropriate BWT system. The main goals were to estimate the following for the given port: total number and frequeny of ships disharging ballast water per terminal; total volume of disharged ballast water per terminal; volume of ballast water disharged and treated using BWT barge; performane of BWT barge, mostly the frequeny and time used; ship s delays due to unavailability of BWT barge. Taken together, the overall aim was to onfirm whether it is eonomially and organizationally reasonable to use a BWT barge as an additional servie offered to ships. 2. EXPERIMENT DESIGN 2.1 Basi assumptions The model developed for the simulation purposes is based on several assumptions, the most important being: Ships omply with BWM onvention. Certain number of ships arriving at port is not ompliant with the BWM Convention or unable to ondut an appropriate BWM proedure (ships with inoperative on-board BWT system, ships that did not exhange ballast water or ships that have not installed BWM system on board). These ships have to use BWT barge servie. BWT barge servies are assigned on the firstome-first-served priniple. The trigger for assignment is ship s request. Assumptions desribing traffi at the terminals are as follows: Port onsists of pre-defined number and types of terminals. Positions of terminals and type of ships ommonly aommodated are known and stati. Terminal apaities are known and stati. Capaities are used to determine the maximum number of ships at the terminal at the same time. Proportion of ships disharging ballast water is arbitrarily seleted and stati. The ship disharging ballast water in the port is randomly seleted among ships arriving in port. 430 Promet Traffi&Transportation, Vol. 27, 2015,. 5,

3 L. Maglić, D. Ze, V. Frančić: Improved Cost Management at Small and Medium Sized Road Transport Companies: Case Hungary All ships Arrival SHIPS Arrival/stay at anhorage/ pilot station Berth available? Ship needs BWT barge? BWT barge shedule BWT BARGE Send request for the BWT barge Manoeuvring to berth Barge available? Arrival on berth Arrival on berth Manoeuvring to destination Await BWT barge on the berth Provide BWT servie BWT barge alongside? Ballast disharging and/or port operations BWT servie ompleted? Barge has a next job? Leave to stationary berth Port of Rijeka Leave berth and port Leave to next destination Figure 1 Simulation dynamis Promet Traffi&Transportation, Vol. 27, 2015,. 5,

4 L. Maglić, D. Ze, V. Frančić: Improved Cost Management at Small and Medium Sized Road Transport Companies: Case Hungary Proportion of ships requesting BWT barge servies is arbitrarily seleted and stati. The ship requiring BWT barge in the port is randomly seleted among ships disharging ballast water in port. Cargo differene is defined as differene between loaded and unloaded quantities of argo. It is expressed using uniform distribution and defines the volume of disharged ballast. For eah terminal the following parameters are defined: Time between arrivals is based on overall statistis for the whole port. Manoeuvring times (from pilot station/anhorage to terminal and vie versa) are estimated for eah terminal on real-life data. Port times (the time the ship is berthed alongside) are estimated for eah terminal on average loading/unloading rates. The values of argo on board are estimated on average ships size usually being aommodated at partiular terminal. For the BWT barge the following parameters are assumed: Ballast treatment unit apaity [m³/h] is known and stati. It is assumed that the treatment time is malfuntion-free. Sailing speed [kts] is known and stati. The value is omparable with speeds ommon for barges usually operated within port environments. Position of lay-up berth is known and stati. It is assumed that only one lay-up position is assigned. 2.2 Simulation dynamis Simulation dynamis desribes movements of different objets in the system. Ships are temporary objets (entities); they arrive, wait for berth, load/unload argo and passengers and then leave the system. There is only one BWT barge reated, as a speial objet (transporter), at the beginning of the simulation and exists during the entire simulation time. The objets move from one loation to another following the rules as desribed: Ship arriving in the port arrives at the designated anhorage and waits until available berth on respetive terminal has free apaity. Ship not requiring BWT, upon reeiving the notie that berth is available, manoeuvres from the anhorage to the berth at destination terminal. Upon ompleting ballast and port operations the ship is leaving the port. Ship requiring BWT barge, upon reeiving the notie that the berth is available, sends request to barge to proeed to the ship s terminal. The ship onurrently manoeuvres from the anhorage to its berth. After being berthed the ship requiring BWT awaits the BWT barge. One the barge is alongside, disharging of ballast and port operations may start. Upon ompletion of ballast disharge, the ship ontinues with port operations if required. In the ase that BWT barge arrives at the requested terminal before the ship, it awaits until the ship is berthed. One the ballast operations are ompleted the BWT barge is released and it proeeds to the next requested destination. If the BWT barge does not have a next assignment it proeeds to its lay-up berth. Ships already berthed found non-ompliant with the BWM Convention are not onsidered beause in simulation they do not hange the oupational time of the barge and BWT unit working time. It is estimated that suh events should not our frequently. It is worthwhile to emphasize that any port that an be desribed in line with the mentioned assumptions an be easily modelled using the developed logi. 3. CASE STUDY PORT OF RIJEKA Based on the desribed oneptual model, an atual simulation instane for the port of Rijeka has been developed using Arena software (PC performane: CPU i7 of 3.6 GHz, RAM 8 GB DDR3, HDD 1TB SATA). Arena is simulation software developed by Rokwell Automation In., and uses the SIMAN proess language. It is used to simulate system behaviour as a disrete sequene of events in time. In Arena an experiment model is built using modules whih represent a proess or a speifi logi. Interonneted modules define the flow of entities i.e. the basi elements that may be reated, moved through the model ausing hanges in the system, and ated on by any proess during the simulation. Other important elements inlude Resoures and Transporter. Resoures are elements that are seized by entities for a ertain time in order to arry out a required ativity, and transporters are elements required for entity transport. Additionally, transporters an be used to simulate movement from one loation to the other. In this experiment the main elements are defined as follows: Entities represent ships arriving in port terminals; Resoures represent terminal berths and the ballast treatment unit on a BWT barge, and Transporter represents the BWT barge. Input parameters are a series of information defining states or onditions and different entity features. Inputs for this experiment inlude terminal and ship parameters. 432 Promet Traffi&Transportation, Vol. 27, 2015,. 5,

5 L. Maglić, D. Ze, V. Frančić: Improved Cost Management at Small and Medium Sized Road Transport Companies: Case Hungary Table 1 Terminal parameters port of Rijeka. Terminal Ship Type Terminal apaity C t Quota of ships dish. ballast b d {0,1} Cargo differene EX + [t] 1. Port of Rijeka General argo 9 67% 50 50, Port of Sušak General argo 3 67% 50 16, Port of Bakar Bulk/Produt tanker 4 65% 75 36, Container Terminal Brajdia Container 2 21% 30 6, JANAF Oil Terminal Omišalj Oil tanker 2 2% 50 30, LPG terminal Sršćia LPG arrier 1 80% 50 2, Shipyard Viktor Lena Misellaneous 8 100% N/A 8. Terminal Raša Bršia General argo 4 92% 250 5, Terminal and ship parameters Terminal parameters are parameters desribing traffi output to be expeted at eah terminal. For the simulation purpose, terminals are defined as a group of berths having similar harateristis (depth, approah waterways, modes of berthing, types of argoes, types of ships, loading/unloading tehnologies). Terminal apaity represents the number of operational berths. Ships disharging ballast (b d ) are determined by the number of ships whose argo loaded exeeds unloaded argo. For those ships the Cargo differene (EX ) is determined by subtrating unloaded from loaded argo (in tons). Cargo differene values are distributed uniformly between range limits. For the shipyard Viktor Lena argo differene is not alulated sine it is assumed that all ships arrive with no argo on board. Consequently, all ships arriving in the Viktor Lena shipyard unload ballast. Based on the personal ommuniations with head of the Safety department at the shipyard the ballast volume to be unloaded is estimated at 20% of ship s deadweight. Ships (entities) enter the system at the anhorage. When a ship leaves the anhorage the manoeuvring times to the respetive terminal are alulated. The only terminal outside the Bay of Rijeka is the terminal Raša Bršia. It is approximately 35 nautial miles from the Rijeka main port. It is inluded in the simulation beause it is a part of the Rijeka Port Authority system. It is mainly an export port. Mean arrival time (hours) between two ship arrivals is determined by using the monthly average of ships aommodated in the port. The arrival distribution is simulated using exponential distribution where t a represents the respetive mean value. For the manoeuvring time, operations time and deadweight the smallest, largest, and the most probable values are taken using triangular distribution. The manoeuvring time (hours) is determined as a time span from the moment when the pilot boards the ship until it is alongside. Operation time (hours) is determined as the time between the moment the ship is alongside until pilot omes on board for departure. Port of Rijeka Port of Sušak A. G. Container Terminal Shipyard Viktor Lena Port of Bakar LPG terminal Sršćia JANAF oil terminal Omišalj Figure 2 Rijeka bay terminal onfiguration and anhorage stations Figure 3 Rijeka bay main terminal distanes Promet Traffi&Transportation, Vol. 27, 2015,. 5,

6 L. Maglić, D. Ze, V. Frančić: Improved Cost Management at Small and Medium Sized Road Transport Companies: Case Hungary Table 2 Ships parameters. Terminal Mean arrival time t a + [h] Manoeuvring time t m + [h] Operations time t o + [h] Deadweight DWT + [t] 1. Port of Rijeka ,000 25,000 60, Port of Sušak ,000 4,000 40, Port of Bakar ,000 20, , Container terminal Brajdia ,000 45, , Oil Terminal Omišalj , , , LPG terminal Sršćia ,000 4,000 6, Shipyard Viktor Lena ,500 60, , Terminal Raša Bršia ,100 4,000 8,000 All ship parameters are interpolated using data from the Croatian Integrated Maritime Information System (CIMIS) and Port of Rijeka Authority statistis for Regarding the barge, the assumed parameters are omparable with servie parameters of the BWT barge layout developed by Damen Shipyards Group, the Netherlands. The assumed ballast treatment apaity is 300 m 3 /h and the sailing speed is 8 knots. The barge laid-up position is assumed to be at a terminal in the main port of Rijeka. 3.2 Simulation logi and ballast alulation The model developed is divided into three interonneted logial units: Ships arrival and distribution; Terminal proess, and Ballast water treatment proess. Ships arrival and distribution defines the frequeny and arrival position for eah terminal. Attributes assigned to eah ship are DWT, t o, b d, EX and terminal. Here, the ships movement from the anhorage to its destination is ontrolled as well as the BWT barge request proedure. Terminal proess for eah terminal defines the berth alloation and port operations time. It is assumed that port operations are arried out onurrently with all ballast water operations. Ballast water treatment proess defines the ballast water volumes, BWT barge alloation, ballast water transfer and ballast water treatment proedures. Ballast water volumes an be estimated aording to gross tonnage or deadweight. For various ship types, ballast water apaity has been estimated as averaging 33-84% of gross tonnage [10]. Ballast water volumes loaded on board in relation to ship gross tonnage is averaging as follows: 28-57% for ships in ballast ondition, and 3-16% for ships in loaded ondition. Taking into aount ship deadweight, ballast water apaity has been estimated as averaging 32-47% of deadweight [10]. In other more reent studies it is estimated at 30-40% [11]. Ballast water arried on board is estimated at 32-36% of deadweight for ships in ballast ondition and 5-28% for ships with argo on-board while disharged ballast water approximates as 1-20% of deadweight. Ballast water arried on board normally aounts for 25% of deadweight tonnage, but may be 20% for ships on short voyages with fair weather onditions, 30% for heavy weather onditions, and up to 40% for severe weather onditions. Estimated ballast water arried by bulk arriers is typially estimated at 30-40% of deadweight, and 40-50% for heavy weather onditions. Estimates of ballast water volume alulated at 30% of the deadweight for ships entering with ballast have been onsidered as a minimum [10]. The usual volume of ballast water arried has been estimated at 6-89% of ship ballast water apaity, and the volume disharged as 3-46% of ballast water apaity, over a range of ship types and onditions. Estimates based on quantity of export argo take into aount the differene in argo quantities to be loaded. Ballast-to-load ratios (the ratio of ballast water disharged for the purpose of maintaining proper draft to the tonnage of argo loaded) have been estimated at 0.18 for refrigerated argo ships of 4,000-11,000 deadweight tons, for ontainer ships, for bulk arriers of up to 60,000 deadweight tons, and for larger bulk arriers [10]. The predition of ballast water volumes in this simulation follows the estimation proposed by Suban in [12]. The predition whether ballast water will be disharged is based on the differene between argo loaded and unloaded and ships deadweight. If the argo to be loaded is greater than the quantity to be disharged by more than 10% of the ships deadweight then it is assumed that the ballast water disharge (b d ) will be arried out. In order to properly estimate the operational effiieny of the barge-based ballast water treatment systems two signifiantly different senarios have been developed. The worst ase senario assumes that 10% of ships will require the BWT barge servies and that ballast 434 Promet Traffi&Transportation, Vol. 27, 2015,. 5,

7 L. Maglić, D. Ze, V. Frančić: Improved Cost Management at Small and Medium Sized Road Transport Companies: Case Hungary water volume to be disharged (b v ) is proportional to the quantity unloaded by 20, 25 and 33%, as follows: EX 0.2, 0.1 EX / DWT < 0.5 b = 0.25, 0.5 / 0.8 v EX EX DWT EX 0.33, EX / DWT 0.8 (1) The realisti senario assumes that 5% of ships will require BWT barge servies and that ballast water volume to be disharged is proportional to the quantity unloaded by 10, 15 and 20% (based on the personal ommuniation with port state ontrol offier in port of Rijeka responsible for implementation of national BWM regulations), as follows: EX 0.1, 0.1 EX / DWT < 0.5 b = 0.15, 0.5 / 0.8 v EX EX DWT EX 0.2, EX / DWT 0.8 (2) Ships unable to manage ballast water await the arrival of the BWT barge to ommene ballast and port operations. The ballast water treatment proess on the barge (t bt ) depends on the alulated ship s ballast volume to be disharged, as follows: t bt = b 3 m h v m / (3) After ompletion of the treatment proess, the barge is moved to the new destination (if another treatment is sheduled), otherwise it sails to the lay-up berth. 4. RESULTS To obtain reliable data, simulation time was set to 3 years or 25,920 hours for the realisti and worst ase senario. The base time unit was 1 minute. Table 3 Results of the real ase senario (ships) Worst ase senario resembles the atual number of ships entering the port. However, the number of ships disharging ballast water is more than three times higher than estimated (based on available data). The disharge quantities, as estimated here, would resemble reality only in ase the port beomes primarily a loading port. For example, suh irumstanes an be expeted if two terminals handling bulk argoes, i.e. Omišalj and Bakar, beome exporting ports. The ratio of ships using the servie and waiting for the BWT barge is quite high (53%). The average waiting time for the barge is 6.2 h. As suh, it is unaeptable for most ship operators. It an be downsized if barge-based treatment faility doubles its apaity. The main ause of suh long waiting time is the port of Bršia. The sailing time for the barge from lay-up berth is approximately 4.4 h, thus signifiantly inreasing the average waiting time and the number of ships waiting for the barge. Naturally, the average waiting time signifiantly inreases in those rare ases when more than 2 ships onurrently require BWT barge servie (totally, 29 ourrenes in a three-year period). It is important to notie that 84.2% of time the BWT barge is on the lay-up berth. The BWT barge operational time is divided into ballast water treatment proess (13.82%) and navigation (1.96%). Realisti senario assumes that only 5% of all ships will require the BWT barge servie. Also, the volume of ballast water disharged is defined in a muh more onservative manner. The number of ships is almost the same (3,631 vs. 3,617) due to the same arrival distributions. The number of ships disharging ballast has dereased by almost 9.7% due to random variability. Terminal Ships arrived Ships disharging ballast Ballast disharged (t) Ships using BWT barge Ships waiting for BWT barge Average waiting time (h) Port of Rijeka ,303, Port of Sušak , Port of Bakar ,371, Cont. terminal Brajdia , Oil terminal Omišalj , LPG terminal Sršćia , Shipyard Viktor Lena ,373, Terminal Raša Bršia , TOTAL 3,631 1,874 5,255, Table 4 Results of the real ase senario (BWT barge). of barge single assignments. of barge onseutive uses In servie barge time (navigation and treating) BWT unit working hours (treating) Ballast volume treated (t) % 936 hrs (3.6%) 280,835 Promet Traffi&Transportation, Vol. 27, 2015,. 5,

8 L. Maglić, D. Ze, V. Frančić: Improved Cost Management at Small and Medium Sized Road Transport Companies: Case Hungary The total ballast water disharged is 5.2 M tons for a three-year period or 1.7 M tons per year. The result volume is approximately 1.5 times higher than the volume estimated using Ballast Water Reporting Forms olleted in the port of Rijeka. The total volume of ballast water treated on-board BWM barge is signifiantly smaller, i.e. 280,835 tons. Aording to the results obtained, undue delays may be expeted only at Raša Bršia terminal, obviously due to the great distane from lay-up berth. The other terminal where BWT barge servies are often required is the Bakar terminal, where large bulk arriers are usually berthed. Taken together, in the three-year period only 36 ships have to wait for the servie, out of whih 45% are ships arriving at Raša Bršia terminal. It is important to note that in-servie time is quite small only 4.5% of the time. 5. CONCLUSIONS As an alternative to ship-board BWT systems, a landbased, mobile-based or barge-based systems may be used. Whatever alternative system is used, it should not interfere with regular port operations, should not ause delayed handling of argo and should be tehnially and eonomially viable. In omparison to shipboard BWT systems or land based systems, there are very few studies onduted and models developed to explore the barge-based system effiieny. The most important advantages of barge-based BWT system are the operational autonomy and the ability to be used on different loations. It does not require any land-based pipelines or failities and it does not interfere with other port operations. The disadvantage is the requirement that ships should be equipped with a ship-to-shore ballast water onnetion (it is required for any other shore-based system). Furthermore, additional operational osts and potential ship delays due to onurrent requests or low treatment apaity system installed ould be expeted. Simulation presented in the paper provides frequeny of BWT barge utilization, estimated working hours and ballast volume treated in multi-terminal ports. These data represent the fundamental information of barge usability. Simulation results for the port of Rijeka ase study indiate that the barge system is not viable i.e. for 84.2% of time in the worst ase and 95.5% of time in real-life ase senario the barge is laid-up. Rather small barge treatment apaity (300 m³/h) may ause delays in ase of onurrent ship requests, espeially in ase of signifiant ballast volumes. Furthermore, the presene of distant terminals to be servied by the BWT barge signifiantly downgrades the ships waiting times. The advane notie for ships alling at suh distant terminals is an obvious neessity to avoid long waiting times. From the analysis of the worst ase senario it may be onluded that even in the ase of arrivals of ships with signifiant ballast volumes, the part of the time the barge is not used is quite high. The number of onurrent or onseutive uses of BWT barge even in the worst ase senario is relatively low. The barge ould be eonomially effiient only in ports aommodating large number of ships requiring its servie and with higher ballast volumes to disharge. However, it is important to emphasize that ports should have an alternative reeption faility, whihever type is viable, to help vessels not ompliant with BWM Convention. ACKNOWLEDGEMENTS This publiation has been produed with the finanial assistane of the IPA Adriati Cross-Border Cooperation Programme strategi projet Ballast Water Management System for Adriati Sea Protetion (BAL- MAS). The ontents of this publiation are the sole responsibility of authors and an under no irumstanes be regarded as refleting the position of the IPA Adriati Cross-Border Cooperation Programme Authorities. Dr. s. LOVRO MAGLIĆ magli@pfri.hr Prof. dr. s. DAMIR ZEC ze@pfri.hr Do. dr. s. VLADO FRANČIĆ vfrani@pfri.hr Sveučilište u Rijei, Pomorski fakultet u Rijei Studentska 2, Rijeka, Hrvatska UČINKOVITOST TEGLENICE SA SUSTAVOM ZA OBRADU BALASTNIH VODA U LUCI S VIŠE TERMINALA SAŽETAK Rad prikazuje ishode diskretne simulaije upravljanja balastnim vodama u lui s više terminala. Simulaija uključuje manevriranje brodova, operaije s teretom i balastom te rad teglenie sa sustavom za obradu balastnih voda s brodova na području svih terminala.tegleniu sa sustavom za obradu balastnih voda koriste brodovi koji nisu u mogućnosti koristiti svoju opremu, koji nisu opremljeni odgovarajućim sustavom za obradu balastnih voda ili koji ne zadovoljavaju zahtjeve Međunarodne konvenije o nadzoru i upravljanju brodskim balastnim vodama i talozima 2004 (BWM) iz bilo kojeg razloga. Glavni je ilj proijeniti učinkovitost i isplativost takvih sustava kao moguća podrška brodovima koji nisu u skladu sa zahtjevima BWM konvenije, nakon što stupi na snagu. Model je razvijen i testiran koristeći simulaijski program Arena. Ulazni parametri su temeljeni na stvarnim podaima prometa u lui Rijeka. Rezultati ukazuju da bi teglenia za obradu balastnih voda bila vrlo malo korištena te da su takvi sustavi isplativi samo u lukama u kojima se znatne količine balastnih voda iskravaju koristeći lučke sustave obrade. 436 Promet Traffi&Transportation, Vol. 27, 2015,. 5,

9 L. Maglić, D. Ze, V. Frančić: Improved Cost Management at Small and Medium Sized Road Transport Companies: Case Hungary KLJUČNE RIJEČI upravljanje balastnim vodama; prihvat balastnih voda; diskretna simulaija; REFERENCES [1] David M, Gollash S, Pavliha M. Global ballast water management and the same loation onept: a lear term or a lear issue?. Eologial Appliations Mar;23(2): [2] David M, Gollash S, Elliott B, Wiley C. Ballast Water Management Under the Ballast Water Management Convention. In: David M, Gollash S, editors. Global Maritime Transport and Ballast Water Management: Issues and Solutions. Dordreht: Springer Siene+Business Media, 2015; p [3] Brown and Coldwell. Port of Milwaukee Onshore Ballast Water Treatment Feasibility Study Report. Milwaukee: Brown and Coldwell; [4] Brown and Coldwell. Port of Milwaukee Off-ship Ballast Water Treatment Feasibility Study Report. Milwaukee: Brown and Coldwell; [5] COWI A/S. Ballast water treatment in ports Feasibility study. Kongens Lyngby: COWI A/S; [6] King DM, Hagan PT. Eonomi and Logistial Feasibility of Port-based Ballast Water Treatment: A Case Study at the Port of Baltimore (USA). Maritime Environmental Resoure Centre, Ballast Water Eonomis Disussion Paper. 6; [7] Donner P. Ballast Water Treatment Ashore Better for the Environment and for Seafarers. WMU Journal of Maritime Affairs Ot;9(2): [8] Pereira NN, Brinati HL. Onshore ballast water treatment: A viable option for major ports. Marine Pollution Bulletin v;64: [9] US Environmental Protetion Ageny. Effiay of Ballast Water Treatment Systems: a report by the EPA Siene Advisory Board. Washington D.C.: US Environmental Protetion Ageny; [10] Cohen AN. Ships Ballast Water and the Introdution of Exoti Organisms into the San Franiso Estuary Current Status of the Problem and Options for Management. Rihmond: San Franiso Estuary Institute; [11] David M, Perkovič M, Suban V, Gollash S. A generi ballast water disharge assessment model as a deision supporting tool in ballast water management. Deision support systems Apr;53(1): [12] Suban V, Perkovič M, Bialowąs E, Mróz D. Models for determination of ballast water disharges in port of Gdynia. BaltiMaster II (maritime safety aross borders) EU projet; Promet Traffi&Transportation, Vol. 27, 2015,. 5,