• Abstract and Figures
• Public Full-text

ORIGINAL ARTICLE Bulletin of the Maritime Institute in Gdańsk Port Industries Developments within the South Baltic Region Rozwój portów morskich Regionu Południowego Bałtyku Dariusz Bernacki The Maritime Institute in Gdańsk, Poland, Department of Economics and Law Article history: Received: 15.06.201 Accepted: 02.09.2016 Published: 15.11.2016 Abstract: There are two aims of this paper. The first is to outline the current developments in the port industries in the South Baltic Region, and the second is to reveal the prospects for ports development. This comparative research comprises analysis of the freight traffic in volume and structure and refers to ports of the South Baltic Region, namely Rostock, port complex of Szczecin and Świnoujście, ports of Gdańsk and Gdynia and Klaipeda. Prospects for ports development are elaborated in view of the main port investments and feasible advances in freight traffic. In the first part of the paper, the potential of each port is reviewed. In the second part of the paper, with the support of statistics about the volume and structure of the transhipments, main changes that have foregone in the ports are explored. Investments in infrastructure and handling capacities are reviewed and then used as the ground for elaborating potential in cargo handling advances for each port. Finally, the main findings concerning advances of the port industries are presented in the comparative descriptive form and followed by the discussion about prospects of their developments and issues, referring to the inter port competition. Keywords: ports of the South Baltic Region, development, trends Streszczenie: Cele artykułu, to przedstawienie trendów rozwojowych w wybranych portach morskich Regionu Południowego Bałtyku oraz wskazanie na możliwości ich rozwoju. Analizę porównawczą przeprowadzono względem wielkości i struktury rodzajowej przeładunków dla portów: Rostock, Szczecin, Świnoujście, Gdańsk, Gdynia i Kłajpeda, a przy ocenie perspektyw rozwoju uwzględniono najważniejsze inwestycje portowe i możliwości rozwoju poszczególnych rodzajów przeładunków. W pierw- szej części artykułu scharakteryzowano potencjał produkcyjny poszczególnych portów morskich. W oparciu o analizę staty- styczną wielkości i struktury obrotów portowych, wskazano na najważniejsze zmiany, do jakich doszło w dotychczasowym rozwoju portów. W kolejnej części opracowania przedstawiono inwestycje nakierowane na rozwój infrastruktury i potencjału przeładunkowego i na tej podstawie wskazano na możliwości rozwoju przeładunków w poszczególnych portach. Ostatnia część artykułu zawiera porównanie najważniejszych ustaleń z przeprowadzonej analizy, dyskusję o perspektywach rozwoju poszczególnych portów i pojawiającej się na tym tle konkurencji między portami. Słowa kluczowe: porty południowego Bałtyku, rozwój, trendy Introduction noujście (Zachodniopomorskie, PL), ports of Gdańsk and Gdynia (Pomorskie, PL) and Klaipeda (Klaipeda District LT). The South Baltic regions are so-called coastal EU regions, Distribution of the ports alongside the South Baltic coast is which means their socio-economic well-being, to a large presented in figure 1. extent, depends on the port industries development. Ports generate social and economic effects in employment and Regarding the level of cargo turnover, the leading positions value added. This comparative analysis refers to selected among the respective ports belong to: Klaipeda, followed 146 ports of the South Baltic Region, namely Rostock (Mecklen- by Gdańsk, Rostock, Gdynia, and Świnoujście. Port of Szcze- burg-Vorpommern, D), port complex of Szczecin and Świ- cin records noticeably less volume of transhipments. The BMI, 2016; 31(1): 146-153 DOI: 10.5604/12307424.1220607 www.bullmaritimeinstitute.com ORIGINAL ARTICLE Bulletin of the Maritime Institute in Gdańsk Fig. 1. Localization sites of the ports alongside the South Baltic coast Source: own elaboration based on google maps most advanced accessibility from the sea, measured in Review of the port industries depth of the fairways, belongs to ports: Gdańsk, followed by Klaipeda, Rostock, Świnoujście, and Gdynia. The worse With an area of 750 hectares, Rostock is the largest German navigational conditions refer to the port of Szczecin. Baltic Sea port. The Federal State of Mecklenburg-Vorpom- mern and the Hanseatic City of Rostock are the owners of The purpose of the study is to outline the actual trends in the port of Rostock. Their interests are represented by the the developments of the above selected port industries wi- company Hafen-Entwicklungesellschaft Rostock (Rostock thin the South Baltic Region and to explore the prospects Port Development Company), which focuses its work on for their developments. improvement of port infrastructure and on its maintenan- ce. The company is also the single operator of the ferry and The structure of the paper is as follows. Section 2 provides cruise ship terminals. It is a co-owner of the company ope- a brief review of the production potentials of the selected rating of the terminal for combined freight traffic. ports. It forms the ground for the analysis of the actual de- velopments in the port industries. In section 3, main trends The main part of the port is composed of three general in port developments are outlined and discussed. Prospects cargo terminals: ferry, ro-ro, and combined cargo terminal. for the ports developments are elaborated in view of the The ferry terminal has an area of over 200,000 m² with five main port investments and feasible advances in the freight landing stages, two of which are equipped to handle rail- traffic. A descriptive comparative analysis of the main fin- road cars. The new and efficient handling terminal for rail, dings, concerning potential advances in the port industries, road, and seaborne cargo was upgraded in 2014 on an area is presented in section 4. The final part of the paper is de- of around 30,000 m². The whole intermodal terminal cov- voted to the discussion of prospects of ports developments. ers approximately 70,000 m². The port has an open storage capacity of 420,000 m² and a covered storage capacity of This comparative study of port industries is based on se- 55,000 m² available for bulk goods, like coal, construction condary information resources. It comprises desk research, material, and fertilizers. Silos with a capacity of 436,000 analysis of reports, studies, papers, press releases, and da- tons and facilities for loading and unloading ships, trucks, tabase, regarding ports. To achieve consistency of data, the and railway cars are devoted for grains [3]. One of the most single port was given priority over an overall cross-regional modern malt houses in Europe is located adjacent to the comparability due to scarcity and diversity and low acces- grain harbor. The oil harbor possesses a tank store with sibility of the statistics. Through critical analysis, however, a capacity of 700,000 m³ is available for the storage and the study provides a sufficient and updated basis for defi- throughput of mineral oils, such as heating oil, diesel, and 147 ning the trends in port developments and allows for their motor fuel. Crude oil, liquid fertilizers, and other liquids are comparative discussion. handled here. With a capacity of 1,600 tons of processed BMI, 2016; 31(1): 146-153 DOI: 10.5604/12307424.1220607 www.bullmaritimeinstitute.com ORIGINAL ARTICLE Bulletin of the Maritime Institute in Gdańsk canola seed per day, the largest oil mill in Germany is in zer terminals, two oil product terminals, two container ter- the port. The oil mill comprises the extraction facility, seed minals, three Ro-Ro terminals, one timber terminal, and a storage, seed processing plant, product storage, and service cement terminal operating in the port. There are 38 termi- department. nals in the port, operated by 12 operating companies. The main freight flows comprise bulk cargo, like fertilizers, agri- There are two main seaports in Zachodniopomorskie re- cultural products, and oil, followed by containers and ro-ro gion, namely Szczecin and Świnoujście, under common cargo [7]. The port can accommodate vessels up to 337 m in governance of one port authority. The port of Świnoujście length, up to 48 m in width, and with a maximum draught at seacoast can accommodate vessels of draught of up to of 13.4 m. The port can accept large-tonnage vessels, inc- 13.2 m and length up to 270 m. The port comprises two luding dry bulk of 100,000 DWT, tankers with tonnage up main parts, dry bulk centre and ferry terminal. Dry bulk ter- to 160,000 DWT, and container carriers with capacity up to minals handle mostly coal (exports and imports), iron ore, 12,000 TEU. THw Baltic Logistics Centre next to the conta- and other bulk cargo. There is also a new terminal for han- iner terminal and port railway provides value added servi- dling agro-food products with an annual capacity of 50,000 ces like: warehousing, sorting, packaging, and other cargo tons. Ferry terminal in Świnoujście handles passenger and related services. freight transported with high frequency by ten sea-going ferries commuting on lines to and from Sweden (Trelleborg and Ystad). The port of Szczecin is about 67 km south of the Port industries actual developments seacoast, and it is connected with the Baltic by the water- way of 10.5 m depth. The single ship trip to port takes about In 2014, the port companies of Rostock handled 24.16 mil- 4 hours. Port in Szczecin is available for smaller vessels with lion tons of cargo. The share of wheeled cargo in the total draught of up to 9.15 m and lengths of up to 215 m. This is handling of Rostock seaport amounted to 56 percent of the a universal port, and it handles dry bulk cargo (coal, grain, total throughput. 12.3 million tons of ferry cargo and 1.25 fertilizers) and general and containerized cargo [3]. million tons of ro-ro cargo rolled on and off vessels in the port of Rostock. In the Pomorskie region two main Polish seaports are loca- ted in Gdynia and in Gdańsk.

Load more

  8

Copy Link