465
1 INTRODUCTION
Constant development of technical progress in
harbours and introducing more and more effective
methods and reloading techniques require the
analysisofdurationofshipsservicingintheports.A
goodunderstandingofthisissueisrelevanttomake
an assessment of forward looking projects. It is
particularly important
during planning to acquire
additionalproductioncapacity[1].
The actual methods of upgrading service rate in
the harbours, concentrateonincreasing effectiveness
of terminals’ work and on improving access to the
harbour. The essential indicators of the duration of
ships servicing such as : roadstead‐roadstead
indicator or mooring‐mooring
indicator, enable to
indicate the length of time that ships spend in the
harbours.Settlementofthedurationofshipsservicing
in the harbour includes time from arrival to the
roadstead to departure from harbour to roadstead.
This period consists of four essential elements:
waiting time for entering the port, time
for docking
and mooring, time for servicing ships at the quay
(transshipmentandadditionalactionsconnectedwith
ship service), waiting time for departure andtime
for leaving the harbour [2], [7]. Market‐based
approach to analysing and improving harbour’s
capacity means meeting the customers’ needs and
accepting the required level
of services. Harbour’s
customersarelessinterestedinperiodiccapacitybut
theyarehighlyconcernedaboutindividualserviceof
theirownshipstobeasgoodaspossible.According
to this, the quality of ships service measured by
indicators,isaninstrumentofcreatingcompetitionon
the market of port services
[9]. Due to the fact that
handling time ratios have strong influence on
harbour’s service demand, they are an important
elementofthe offerandpromotion ofeach harbour.
In addition, they are the basis of price calculation.
Taking into consideration the above‐mentioned
aspects,makingdeclarationsofships’service
timeis
connectedwithhugeresponsibilityandfinancialrisk
[3],[5].
Analysis of the Vessels’ Service Time in the Port of
Gdańsk, Based on the Time Registration of Ships Entries
and Departures, as a Proposition of Multi-aspect
Method of Port Monitoring
A.Myszka&A.Kaizer
GdyniaMaritimeUniversity,Gdynia,Poland
ABSTRACT:TheaimofthepaperistoanalysethelengthoftimethatshipsspendinthePortofGdansk.Itis
basedontheexaminationofthetimewhenshipscomeintoandleavetheport.Sourceofdatausedinthestudy
is
public web platform‐Marine Traffic. Analysis which was conducted, enables to get information about
durationofshipsservicingintheportwithadivisionintodimension,loadcapacityandtypeoftheship.Dueto
thatinformation,itispossibletoobservethedurationofcompleteserviceforeachvessel,
includingentering
theharbour,reloadingandthedeparture.Gainedknowledgewouldallowtoforecast,planandmodelfuture
developmentoperationsmoreproperly.Inaddition,duetothemethodbasedoncountingthenumberofhours
thatshipsspendintheharbour,itispossibletoestimatetheamountofpollutionemitted
totheair.
http://www.transnav.eu
the International Journal
on Marine Navigation
and Safety of Sea Transportation
Volume 14
Number 2
June 2020
DOI:10.12716/1001.14.02.26
466
2 SCOPEANDGOALOFRESEARCH
Theaimoftheresearchistoverifytheusefulnessof
analysis, focused on the length of time that ships
spendintheharbour,foreconomicassessmentofits
functioning. In addition, the study discusses the
question:ifverifyingthetimethatshipsspend
inthe
harbour, in the long term, enables to monitor the
influence that ship’s stay in the harbour has on
environment, for example: if it helps to estimate air
pollution. The scope of the study includes analysis
carriedoutatthePortofGdansk.
3 METHOD
Testmethodwhichwas
used,wastheanalysisofthe
lengthoftimethatshipsspendinthePortofGdansk.
Itwasconductedonthebasicofpublicwebplatform‐
MarineTraffic[11].Thisplatformenablesto observe
movementsofshipsandthecurrentlocationofships
in harbours and ports. Observations concentrate on
200shipswhichenteredthePortofGdanskbetween
25/11/2018 and 28/01/2019. Provided information
includeddateandtimewhenshipenterandleavethe
Port, ship type, its name and deadweight tonnage.
Types of ships have been classified into two
categoriesbyphysicalstateofcargo.Thisdistinction
arises from
conviction that diversification of port
infrastructure used during unloading and especially
itshandlingcapacityisessential.Firstgroupincludes
dry cargo vessels which comprise of bulk carriers,
generalcargovesselsandcontainerships.Thesecond
group consists of liquid cargo ships. Fishing vessels
andtugshavenotbeentakenintoconsideration
inthe
study.Thefirsttwentyobservationsasanexampleof
gotdataarepresentedinthetablenumber1.
4 RESULTSOFANALYSIS
Analysingthelengthoftimethat shipsspendin the
PortofGdansk, itcould be noticed that the average
durationofservicingthedrycargo
ships,duringthe
period considered, was thirteen hours longer than
durationofservicingliquidcargoships(Chart1).
The above result means that unloading of bulk
carriersandcontainershipsisassociatedwithgreater
numberofactivities that needtobe undertaken and
their time‐consuming nature. What is more, in
this
case,theextendofhandlingequipmentintheharbour
and its transhipment capacity is also relevant.
Duration of the ships servicing in the port could be
alsoinfluencedbytechnicalstateoftrafficsystemin
the harbour, its working time and shifts, as well as
adopted rules and Port
Regulations. Moreover, the
significant feature is the type of cargo, because it is
necessary to clean the cargo hold in case of full
unloadingintheharbour.Itisparticularlyimportant
in the event of liquid and bulk cargo. Adverse
weather conditions also could delay the period of
ship’s stay in
the port, especially when cargo is
hygroscopic. In case of unloading and reloading the
durationofshipservicingisalsoextended.
Chart1.Averagetime(hours)ofthe vesselsʹ serviceinthe
PortofGdańsk
In reliance on data presented in Table 1. it is
possibletoconducttheanalysisofaveragetimeofthe
vesselsʹserviceinthePortofGdańskwithreferenceto
itsdeadweighttonnage.Researchshowsthat incase
of dry cargo vessels, the service of ships with
deadweight tonnage above
100000 take the longest
time,whileserviceofshipswithdeadweighttonnage
below5000istheshortest.
Table1.Thefirstpartofthedataaccordingtoexaminedships.
__________________________________________________________________________________________________
NAMEOFSHIP TYPEOF DATEOF TIMEOF DWT DATEOF TIMEOF
CARGOARRIVAL ARRIVALDEPARTURE DEPARTURE
__________________________________________________________________________________________________
WilsonBelfastDrycargo 25.11.2018 16:33 3516 28.11.2018 14:53
NissosDelosLiquidcargo 25.11.2018 14:49 115691 26.11.2018 22:07
KlaraDrycargo 25.11.2018 15:01 5489 28.11.2018 08:16
AstrosprinterDrycargo 25.11.2018 10:31 9544 25.11.2018 17:22
RamonaLiquidcargo 25.11.2018 00:15 17592 26.11.2018 00:08
DelphisGdansk Drycargo 24.11.2018 23:52 24700 25.11.2018 13:37
MatzMaerskDrycargo 24.11.2018 19:28 194284 28.11.2018 07:35
AnnabaDrycargo 24.11.2018 18:10 20614 25.11.2018 04:52
RomankaLiquidcargo 25.11.2018 18:09 1400 26.11.2018 09:56
LigovskyProspect Liquidcargo 25.11.2018 19:02 114639 27.11.2018 00:44
AniaLiquidcargo 25.11.2018 20:56 1500 28.11.2018 21:14
AndesborgDrycargo 25.11.2018 22:04 17294 30.11.2018 06:23
ExcelloLiquidcargo 26.11.2018 19:32 19999 29.11.2018 12:06
BulkmexicoDrycargo 26.11.2018 17:40 176354 01.11.2018 00:39
SwedicaHavDrycargo 26.11.2018 16:18 2276 27.11.2018 15:41
AvaDDrycargo 26.11.2018 14:20 20646 27.11.2018 17:54
CityofSunderland Drycargo 26.11.2018 12:59 2417 26.11.2018 20:20
OsloTSLiquidcargo 26.11.2018 12:56
112949 27.11.2018 16:08
OceanFortune Drycargo 26.11.2018 10:06 8058 30.11.2018 14:02
HilalBeyDrycargo 26.11.2018 09:44 9688 28.11.2018 23:57
__________________________________________________________________________________________________
467
Chart2.Average time ofthevessels’service inthePortof
Gdańsk(drycargo)
Inrelationtothegroupofshipswithdeadweight
tonnagebetween5001and10000thedurationoftheir
averageservicingtimeisthirteenhourslongerthanin
caseofshipsfromtwofollowingsections.Conducting
theanalysisconcerningonlythisgroupofshipsmore
properly,itappearsthat theseshipsprobably
gotto
the points with temporary significant reduce of
efficiencyofaused technologicalline. Thiscould be
connected with equipment failure and its repair or
with temporary shortage of staff. This conclusion
resultsfromthefactthatatparticularhoursovertwo
weeks,theservicetimeofallvessels
isaboveaverage,
which causes an overestimation of the average time
for a group of ships with indicated deadweight
tonnage.Ifit is notenough, it hasbeen noticed that
ships arriving in the early morning hours are
servicinglonger.Thiscouldbeconnectedwithdelay
ofoneoftheship
servicestage.
Whenanalyzingtheduration of service for ships
carryingliquidcargo,itturnedoutthattheserviceof
shipswithlowerdeadweighttonnagetakethelongest
time. It could result from priorityin the harbour for
ships that carry more cargo (Chart 3.). Furthermore,
theseshipsareusually
linersbecausetheyarrivewith
constant regularity and most often their shipping
limits to the area of the Baltic Sea. Ships with the
highest deadweight tonnage are unloaded over 48
hours,onaverage. Thiscouldbe justifiedby limited
capacity of unloading devices and the necessity of
cleaning a large space
of the cargo hold to take
anotherloadonboard.
Chart3. Average time of the vessels’ service in the Port
Gdańsk(liquidcargo)
According to the abovementioned analysis, dry
cargo vessels are serviced in the Port of Gdansk
longerthanliquidcargoships.Intheobservedtime,
therewereno relationshipwhichcould indicatethat
higherdeadweighttonnagemeanslongership’sstay
in the harbour. On the contrary this results from
manydifferentfactors
suchastimeslot,availabilityof
harbour’sfacilities,priorityoftransoceanicshipsand
anotherbottlenecksthatoccurintheharbours,which
havebeenmentionedintheconductedanalysis.
5 DISCUSSIONANDSUMMARY
Theresearch,whichverifythelengthoftimethateach
typeofshipspendintheharbour,enables
toevaluate
the quality of harbour service. It is also worth
mentioning that the most common subject of trade
negotiations between port operators and shipping
companies (shipowners, forwarders, affreighters) is
rateofloadinganddischargingandthusthetimeof
theseoperations.Theauthorssuggestconductingthe
research over a long
period, as a form of data
collectiononfunctioningandmonitoringtheharbour
[6].Theanalysisoftheresultsofthestudyenablesto
estimate the efficiency of ship service at individual
port terminals. Therefore, long term observation of
time spent by ships in harbours, translate into
economicandmarketing
results.Inaddition,thistype
of research allows to appraise the impact that ships
staying in the harbour have on environment [8]. By
countingthenumberofhours,thatshipsspendinthe
harbour,itispossibletoestimatetheamountoffumes
emitted to the air. Moreover, when the amount
of
ships’pollutionemittedinonehourwhilestayingin
the harbour is known, it is feasible to define a
reductionofpollutionresultingfromconnectingship
to local energy networks during transshipment.
Furthermore,electricpowersupplyforshipsstaying
intheharbourishighlybeneficial.Ithasafavourable
effectonenvironment,becauseofreducingpollution,
vibrationandnoise[4].Italsocontributestofinancial
savings resulting from price difference between the
costofelectricenergyandthecostoffuelaswellas
the cost of technical review of auxiliary generators
[12].IntheBalticSeaArea,thistype
ofactions,make
it possible to achieve the compliance with the
regulations MARPOL VI for Emissions Controlled
Areas(ECA)[10].
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