## 1 Introduction  
The importance of sea transport in international trade has been clearly demonstrated by the recent pandemic. Therefore, maritime transportation continues to grow, bringing record profits to shipowners [1]. New vessels of ever-increasing capacity and dimensions are being constructed. However, port infrastructure, such as berths and fairways, cannot keep up with such dynamic changes. This poses a challenge for almost every port in the world. Additionally, the restrictions and limitations imposed during the pandemic caused delays on an unprecedented scale [2]. The daily cost of maintaining a ship by the shipowner reaches several thousand dollars [3, 4]. Financial losses incurred due to delays are therefore severe. Those affected by delays and decreased profits are ports, owners, and companies awaiting to transport essential cargo. Port congestion is an undesired phenomenon and its negative effects on the national economy have been studied for decades [5]. Delays also have a negative impact on the image of ports and can discourage ship owners from using their services. As a result, they may choose to call at neighbouring countries or look for other translocations solutions. Both of the mentioned problems and issues lead to the search for tools that can support the marine environment by improving the capacity of waterways [6] and increasing the efficiency of ports. A possible solution to this situation may be vessel traffic simulation models. A traffic simulation model is a tool that allows for the prediction and understanding of how vessel traffic will change in a specific location, especially on inland waterways or in a port. Thereare a number of studies based on which port models have been created. These models are often used by port operators and river administrators to better understand and manage vessel traffic in a specific area. Simulation models differ as to their objectives and purpose. They consist of, but are not limited to, three main elements:  
* Vessel traffic model: which determines how vessels will move in a given area, taking into account various factors such as water depth, currents, navigational regulations, etc. * Met-ocean conditions model. * Infrastructure model: which determines elements such as channels, berths, loading terminals, etc. that are available to vessels in a given area. * Loading model: which determines how vessels are loaded and unloaded in a given area, taking under consideration cargo specification. [PERSON] et al. 's paper [7] reviews and evaluates current port simulation models. The assessment focused on how the models cover processes and how they represent realistic vessel navigation. As assessment criteria, the authors chose nautical infrastructure layout and navigational behaviour. There are models that are quite detailed in relation to the nautical infrastructure and describe anchorages [8; 9], berth allocation [10; 11; 12], or the berthing process [13; 14; 15; 16]. There are also models related to terminal simulation modelling [17; 18], covering a sufficient range of weather conditions [19; 20; 21] or including different types of vessels [17; 19; 22; 23; 24]. The traffic rules are taken into account rarely, are based on collision avoidance, and are simplified to, e.g., minimum headway, overtaking possibility under the right traffic conditions, encountering priority, or speed reduction during encounters [13; 15; 17; 19; 22; 25]. Relevant improvement in risk assessment evaluation was achieved with a specific course generated for each vessel, based on Automatic Identification System (AIS) data analysis [26; 27; 28]. This improvement leads to more realistic models in relation to vessel behaviour during navigation. Pilot and tug assistance availability is also the subject of modelling [17; 19; 22; 28; 29]. There are existing models in which the number of pilots and tugs is assumed to be unlimited [23; 25]. However, this simplification can lead to unexpected and unrealistic increases in traffic intensity.