A B S T R A C TThis paper estimates the exhaust gases emissions from ships in the international marine traffic in the port of Zadar. The emission results refer to the pollutants such as nitrogen oxides (NO x ), sulphur oxides (SO x ), particulate matter (PM), volatile organic compounds (VOC) and greenhouse gases such as carbon dioxide (CO 2 ). The methodology that has been applied, so called "bottom-up" approach, uses detailed data on ship's characteristics (engine power, the load factor, fuel type, the emission factor) and time spent cruising and hotelling. The estimated inventory for the port of Zadar includes overall marine traffic from the passenger and cargo terminals. The exhaust gases emissions have been divided into three ship's activities: cruising in the reduce speed zone, hotelling (at berth) and manoeuvring. The results (tons/year) have shown that approximately 80% of total emissions come from passenger ships and 20% from cargo ships.

The paper estimates the exhaust emissions of marine traffic in the Port of Rijeka based on the ship’s data obtained from the pilot company. The Port of Rijeka is the largest port in Croatia that includes several berthing locations with different terminals. The estimation is made for each of them respecting carbon dioxide (CO2), nitrogen oxides (NOx), sulphur oxides (SOx) and particulate matter (PM) as well as for the amount of total emissions for the area. The aim is to prepare basic records for estimation and further monitoring with respect to changes in the ongoing environmental regulation and restrictions. This paper will contribute to the overall national strategy of preparing shipping emission inventories for the Republic of Croatia. The estimation method is based on the bottom–up approach widely used in such research that starts with ship characteristics and activities when approaching the port.

Having come into effect, the International Convention for the Control and Management of Ships' Ballast Water andSediments of 2004 requires ships to process their ballast water in accordance with specific standards. Different processing methods require different use of ship power, thus affecting fuel oil consumption, ships' energy efficiency, and the ship economics in general. This paper presents the analysis and comparison of the economic viability of systems using two dominant ballast water treatment methods on merchant ships. The cost effectiveness of these methods, UV irradiation and electrochlorination, is compared to the standard efficiency of ballast water exchange using sequential flow method as a reference. The process efficiency is measured through fuel oil consumption on board. Taking into account possible variations in efficiency due to different designs and environmental constraints and assumptions, the findings are in favor of the electrochlorination method. KEY WORDSship ballast water; ballast water treatment systems; ship energy efficiency;Vorkapić A, Radonja R, Zec D. Cost Efficiency of Ballast Water Treatment Systems Based on Ultraviolet Irradiation and Electrochlorination

The medium-speed diesel engine in diesel-electric propulsion systems is increasingly used as the propulsion engine for liquefied natural gas (LNG) ships and passenger ships. The main advantage of such systems is high reliability, better maneuverability, greater ability to optimize and significant decreasing of the engine room volume. Marine propulsion systems are required to be as energy efficient as possible and to meet environmental protection standards. This paper analyzes the impact of split injection on fuel consumption and NOX emissions of marine medium-speed diesel engines. For the needs of the research, a zero-dimensional, two-zone numerical model of a diesel engine was developed. Model based on the extended Zeldovich mechanism was applied to predict NOX emissions. The validation of the numerical model was performed by comparing operating parameters of the basic engine with data from engine manufacturers and data from sea trials of a ship with diesel-electric propulsion. The applicability of the numerical model was confirmed by comparing the obtained values for pressure, temperature and fuel consumption. The operation of the engine that drives synchronous generator was simulated under stationary conditions for three operating points and nine injection schemes. The values obtained for fuel consumption and NOX emissions for different fuel injection schemes indicate the possibility of a significant reduction in NOX emissions but with a reduction in efficiency. The results showed that split injection with a smaller amount of pilot fuel injected and a smaller angle between the two injection allow a moderate reduction in NOX emissions without a significant reduction in efficiency. The application of split injection schemes that allow significant reductions in NOX emissions lead to a reduction in engine efficiency.

Henry Ford is widely known as the car constructor, the founder of the Ford Motor Company, the pioneer of mass production and the inventor of the moving assembly line, which many consider as the world’s greatest contribution to manufacturing. In 1908, Ford started production of the Ford Model T, which has become one of the most successful automobile in automotive history. But his contribution far surpasses these excellent accomplishments. What are not well known are Ford’s contributions to the just-in-time production, product platforming, mass customization, vertical integration, designs for maintainability, ergonomic considerations, employee management and other features of the manufacture. The Ford’s production system has become the characteristic American mode of production widespread all over the world.