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. The Port of Gdynia is a univer- Combined cargo handling is another significant growth sal port, specializing in handling general cargo, mainly uni- factor for the Rostock seaport. Cargo handling at the ro-ro tized cargo, transported in containers and in a ro-ro system. terminal is dominated by transhipment of paper from Fin- Handling of the containerized cargo at the port of Gdynia land. For port operations, over 30 intermodal trains operate is the domain of two modern container terminals. Another weekly between the Intermodal Transport Terminal in Ros- two terminals are dedicated to handling ro-ro cargo and conventional general cargo. There are also terminals han- dling grain, coal, and other bulk cargo. The Port of Gdańsk Tab. I. The port of Rostock cargo handling according to type of traffic in 2010- is composed of two principal sections with naturally diverse 2014 (mln t.) operational parameters: the inner port and the outer port TYPE OF TRAFFIC 2010 2011 2012 2013 2014 affording direct access to the Gulf of Gdansk. The inner Liquid Cargo 4.6 2.9 3.0 2.5 3.0 port can accommodate vessels of up to 10.2 m draft and Bulk 6.0 5.8 5.3 6.0 7.1 225 m in length, while the outerport can accommodate the largest vessels navigating the Baltic Sea. This part of the General Cargo 0.4 0,5 0,5 0.5 0.45 port is suited for servicing vessels along the piers, ranging Ferry/RoRo 12.7 13.0 12.4 12.3 13.6 from 220 m to 765 m in length and up to 15 m draft. The in- Total 23.7 22.2 21.2 21.3 24.16 ner port offers a comprehensive range of terminals and fa- Source: statistics compiled from http://www.rostock-port.de/ cilities designed to handle containerised cargo, passenger ferries, and ro-ro vessels and citrus fruit, sulphur, phospha- tes, and other bulk. The other quays are universal in use and enable handling conventional general and bulk cargo, such as rolled steel products, oversize and heavy lifts, grain, ferti- lizers, ore, and coal. The outer port performs its operations on piers, quays situated immediately on the waters of the Gulf of Gdansk. This section of the port offers facilities su- ited to handling energy raw materials, such as liquid fuels, coal, and liquefied gas. The outer port also accommodates modern Deepwater Container Terminal [3]. 148 Fig. 2. Ports of Szczecin and Świnoujście cargo handling throughput in 2007- Klaipeda is a multipurpose, universal, deep-water port. 2014 (mln t.) There are three bulk fertilizer terminals, two liquid fertili- Source: own elaboration

BMI, 2016; 31(1): 146-153 DOI: 10.5604/12307424.1220607 www.bullmaritimeinstitute.com ORIGINAL ARTICLE Bulletin of the Maritime Institute in Gdańsk

Tab. II. The port complex of Szczecin and Świnoujście cargo handling according to type of traffic in 2010-2014 (mln t.)

TYPE OF TRAFFIC 2010 2011 2012 2013 2014 Coal 7.3 5.4 4.3 4.5 4.6 Iron ore 0.5 0.5 0.7 2.7 1.9 Other bulk 2.2 3.7 4.0 2.9 3.3 Grain 1.3 1.1 1.4 1.6 1.6 General cargo, 8.5 9.3 9.4 9.4 10.3 wherein: Ferry cargo 5.8 6.2 6.5 6.6 7.4

Oil and products 1.0 1.4 1.4 1.6 1.7 Fig. 3. Ports of Gdańsk and Gdynia handling throughput in 2008-2014 (mln t.) Total 20.8 21.4 21.3 22.8 23.4 Source: own elaboration Containers 56.5 55.1 52.2 62.3 78.4 (TEU,thou.) Source: statistics compiled from http://www.port.szczecin.pl/

tock and Verona, Hamburg, Karlsruhe, Brno, Novara, Duis- burg, Domodossola, and Wels.

In 2014, bulk cargo handling recorded 7.1 million tons and comprised grain handling (3.2 million tons), fertilizers, ce- ment, coal/construction materials, general cargo, and liqu- id cargo. Fig. 4. Ports of Gdańsk and Gdynia container transhipment in 2008-2014 (TEU, During the last decades the port of Rostock underwent qu- thou.) ite a transition from the former universal towards ferry/ Source: own elaboration roll-on/roll-off and combined cargo centre. Ferry/ro-ro traf- fic constitutes over 56 per cent of the total port throughput.

Freight transhipment in the port of Rostock, in terms of vo- lume and traffic structure, has been depicted in table 1.

The strengths and the most developed port activity rela- tes to roll-on/roll-off and ferry freight transported to/from Denmark, Sweden, and Finland. Any fluctuation in this seg- ment of trade and shipping has direct influence on Rostock port throughput and economics [2], as seen in Figure 1. Fig. 5. Ports of Gdansk and Gdynia total cargo and container handling Freight transhipment in the port complex of Szczecin and throughput in 2007-2014. Source: own elaboration Świnoujście has been outlined in table 2.

A noticeable growth of ports cargo throughput has been an annual rate growth of container traffic has reached profo- recorded in recent years to 23.4 million tons, mostly be- und growth [3]. Only Deepwater Container Terminal conta- cause of developing ferry cargo traffic, which share in total iner throughput alone expanded in 2014 to 1,188.4 thou. TEU. throughput raised in 2014 to nearly 32 per cent of the total Direct calls of the large deep-sea going containerships to transhipment [2] (Figure 2.) Gdańsk enable the port to act as a Baltic transhipment hub. The most striking change is that seaports of the Pomorskie Ports of Gdańsk and Gdynia have witnessed in recent years region have recorded fast developing container traffic, which a profound development in terms of total throughput (Fi- increased for both ports from 4.3 million tons in 2006 (12.5 gure 3) and in container handling (Figure 4). per cent of combined turnover), to 15 million tons in 2014 (29 per cent of total throughput) [2]. These radical and still pro- Both ports of Gdynia and Gdansk handled 51,7 million tons gressing changes are visible, as depicted in Figure 5. and 2.1 million TEU in 2014. Through the successful develop- 149 ment of five modern port container terminals, two in the port The capacities of the Klaipeda port to handle cargo have of Gdańsk and remaining three terminals in port of Gdynia, substantially increased over the last decade, and since

BMI, 2016; 31(1): 146-153 DOI: 10.5604/12307424.1220607 www.bullmaritimeinstitute.com ORIGINAL ARTICLE Bulletin of the Maritime Institute in Gdańsk

Tab. III. The port of Klaipeda cargo handling according to type of traffic in 2010- 2010, the port has been recording over 30 million tons of 2014 (mln t.) annual throughput. In 2014, Klaipeda seaport cargo han- TYPE OF TRAFFIC 2010 2011 2012 2013 2014 dling turnover increased to 36.4 million tons. Port thro- Total ughput in 2014 comprised fertilizers of 11.9 million tons, 31.28 36.59 35.24 33.42 36.41 throughput and this is the most abundant cargo of Klaipeda seaport, Liquid bulk, - - 10.2 8.9 7.9 accounting for 33 per cent of the overall cargo handling wherein: throughput. Another important dry bulk cargo group com- Oil products - - 10.2 7.0 6.2 prises agriculture products amounted in 2014 to 3.6 million Dry bulk tons, including 2.89 million of grain. Containerised cargo - - 14.1 14.0 17.0 wherein: recorded 5.6 mln tons, and in terms of standard units, it amounts to 450 thou. TEU, followed by ferry freight of 4.3 Fertilizers - - 7.7 6.9 11.9 million tons, respectively, 252 thou. freight units, stemming Agriproducts - - 2.7 3.2 3.6 from the ro-pax lines operated by DFDS [3]. The Port of Kla- General cargo - - 11.0 10.6 11.5 ipeda throughput developments in recent years has been wherein: presented in table 3. Containerised - - 4.4 4.6 5.6 cargo Containers What is important in terms of port industry development, 295 382 381 403 450 the share of Lithuanian cargo in total port turnover has (TEU,thou.) raised recently to nearly 60 per cent, while transit traffic Ro-ro cargo - - 4.8 4.6 4.3 share has been reduced to 40 per cent. In the latter case, it Ro-ro units 229 261 264 261 252 is Belarusian cargo that dominates, supplemented by Rus- (thou.) sian transit traffic. Only in 2000, the traffic structure was Source: statistics compiled from http://www.portofklaipeda.lt/ opposite; 64 per cent used to be transit and 36 per cent the Lithuanian trade [11]. The port of Klaipeda is less depen- dent on transit traffic than other ports of the Baltic States of the dry bulk handling. The Port Development Company [7]. It means the Klaipeda port has tried to create grounds plans to improve the traffic flow and invest in new quay fa- for port steady development and raised the annual cargo cilities. Over and above this, a new building of the berth in throughput. These trends in the Klaipeda port industry has Warnemünde is envisaged [9]. been outlined in Figure 6. In the port of Świnoujście, development priorities include investments in the modernization and deepening to the Prospects for ports developments depth of 14,5 m of all quays for dry bulk handling with ad- jacent port fairway and vessels turning circle. It will allow In the port of Rostock, infrastructure investments are focu- for calling to the port fully laden Panamax ships with de- sed on improving last/first mile road and rail connections adweight up to 100.000 tons. Apart from the newly built within the port areas. A new two hectare marshalling area grain silo with capacity of 17.000 tons, an additional silo for has been under construction since 2015. To support the in- grains will be constructed with the capacity of 82.500 tons, creased traffic and handling activities in the ro-ro division, planned to be operational in 2017. Investments include an additional pontoon landing stage at berth has been development of ferry posts for servicing large ferries with created. A further road connection to the southern port 220 m length and aimed for intermodal transport. Also, the boundary was completed in 2015 and handling areas were capacity expansion of the newly built LNG terminal is con- thoroughly reconditioned. Two further focal points involve sidered. sustainability projects of the port operator. As a statutory compensation measure for infrastructure projects at the The planned activities in favour of the improvement of port, the Port Development Company invests in creating a Szczecin port’s accessibility from the sea have been concre- park-like area of around 20 hectares. This plot will be im- tized in the form of the following investment projects [1]: proved into a nature experience area. Furthermore, the ♦♦ -the modernization of the Świnoujście-Szczecin fair- re-naturalization of the Diedrichshäger Moor (bog) near way to the depth of 12,5 m, Warnemünde has begun. It will be available to the port ♦♦ -improvement of the accessibility to the port in Szcze- as potential compensation in nature protection for future cin in Kaszubski Basin; the investment encompasses extensions at the existing special purpose area of the port the modernization and deepening to the depth of 12,5 via an eco-account. The plan is to re-naturalize this bog and m of the three most used port quays what enable servi- perform the extensive earthmoving of degenerated bog soil cing of 40.000 DWT bulk cargo vessels, still to be done, within the next two to three years. Building ♦♦ -the improvement of accessibility to the port in Szcze- of the new berth no 23, with a capital expenditure of ap- cin, with the extension of the port infrastructure in 150 prox. 20 million Euro, has been notified to the EU. This con- Dębicki Canal; the investment consists in extension of struction project is important for the future development the port infrastructure to handle intermodal units, uni-

BMI, 2016; 31(1): 146-153 DOI: 10.5604/12307424.1220607 www.bullmaritimeinstitute.com ORIGINAL ARTICLE Bulletin of the Maritime Institute in Gdańsk

Tab. IV. Comparative analysis of advances in the selected port industries within the South Baltic Region

PORTS ROSTOCK ŚWINOUJŚCIE SZCZECIN GDYNIA GDAŃSK KLAIPEDA

Throughput 24.16 14.39 9.0 19.4 32.28 36.46 (2014,mio.t.)

Main freight traffic ferry, ro-ro, grains ferry, dry bulk dry bulk, general containers, ro-ro, oil,containers, dry fertilizers, cargo grains bulk agribulk, ferry/ro-ro

Actual/planned fairway 14.5 14.2/14.5 10.5/12.5 13.5/15.5 17.0 15.0 depth (m)

Capacity advances combined traffic/ grains, ferry cargo, dry bulk, break containers, containers, fertilizers, agribulk, ro-ro/ferry LNG bulk grains, ferry dry bulk ferry/ro-ro, LNG,containers

Inter-port competition ferry freight and passenger traffic, grains containers, grains issues grains, dry bulk cargo containers, dry bulk cargo Source: own elaboration

tized and conventional break bulk cargo, and project The port of Klaipeda was completed in 2013, a major dred- cargo; the project encompasses modernization and ging and widening project for the navigation channel. One deepening to the depth of 12.5 m of two transhipment of the major stevedoring companies has opened a new uni- quays and constructing a new deep-water general car- versal terminal for agribulk export-import. Another port go transhipment quay. company is managing the implementation of a liquefied natural gas terminal in the port´s territory, operational In the Port of Gdańsk, instead of the projects improving since 2015. The terminal allows Lithuania to have an alter- the port´s accessibility from the water (modernization and native source of gas, as its sole supplier is Gazprom. A new expansion of fairways, development of quays and improve- passenger and ferry terminal is being constructed and com- ment of navigational conditions), road, and rail access to pleted. It is planned to handle 6 million tons of ro-ro freight the outer and inner port, the most important projects in- and serve 500 thousand passengers. A container distribu- creasing the port capacity encompasses [6]: tion hub with planned capacity of 1,000,000 TEU is under pre-feasibility study [7]. -construction of a new deepwater container terminal with a throughput capacity suited to handle the largest container Leading within the Baltic States region in the volumes of ships with capacity of 20.000 TEU; the objective of the pro- fertilizer transhipment, the port of Klaipeda benefits from ject is to double the annual throughput of the deepwater its advantageous location for significant potassium salt terminal capacity to 3 million TEU (approx. 21 million tons) cargo flows from the producers in Belarus. Large fertilizer per annum, handling terminals are in the port of Klaipeda, and the new investments in capacity expansion are considered. -increasing capacity of the deep water bulk terminal in the outer port with annual handling capacity of 6 million tons; The main findings concerning prospects of the port indu- the facility is suited to accommodate the largest bulk car- stries development has been depicted in table 4. riers that can navigate the Baltic Sea and will mainly be uti- lized for handling coal, ore, aggregates, and cereal in export Analysis reveals the ports, Gdańsk, Gdynia, and Klaipeda and import of these goods. (optional if the new terminal will be constructed), are he- ading for development of containers. Ferry and ro-ro deve- Main investments in the port of Gdynia encompass deepe- lopments are the priority in Rostock, Świnoujście, Gdynia, ning of port water access canal to 15.5 m depth, construction and Klaipeda. Development of capacities for grains relates, of the port logistics-distribution centre near Gdynia container for the most, to Gdynia, Świnoujście, and Szczecin. Substan- terminals, modernization of rail access to port and large scale tial raise in capacities for dry bulk is expected in Gdansk, modernization of port rail tracks and reconstruction of the rail while in Świnoujście and in Klaipeda, transhipment of LNG intermodal terminal, development of port infrastructure to will be continually advancing over the next few years. provide ro-ro services. Already operating BCT and GCT termi- nals and the ferry terminal have been expanded. Port’s cargo Another important direction of the ports’ development is handling development of capacity include renovation works at the improvement of the transport accessibility with fore- the Bułgarskie Quay area and reconstruction of the Szwedzkie land. While ports of Rostock, Gdańsk, and Klaipeda may of- 151 Quay. The latter investment is aimed at enabling the accom- fer sound navigation conditions for ships, ports of Szczecin, modation of larger bulk cargo ships (of Panamax class) [6]. Gdynia, and Świnoujście suffer from low accessibility from

BMI, 2016; 31(1): 146-153 DOI: 10.5604/12307424.1220607 www.bullmaritimeinstitute.com ORIGINAL ARTICLE Bulletin of the Maritime Institute in Gdańsk

the sea leg. Deepening of the fairway, Świnoujście-Szczecin ki, Kotka are cheaper than alternative shipments via Rotter- will allow for calling to Szczecin full laden ships of Handy- dam or Hamburg. A deep-water bulk terminal will enable max class. Świnoujście port, after dredging of the fairway to to accommodate the Baltimax dry bulk carriers of 150.000 14.5 m depth, can accommodate fully laden Panamax ves- DWT and, because of scale economies, ensure cost effecti- sels. In the port of Gdynia, extension of the turning circle veness of the dry bulk cargo maritime trading. and dredging the fairway and basins to the depth of 15.5 m will enable to accommodate ultra large containerships. The port of Gdynia will continue the developments in three main cargo market segments, i.e., containers, bulk, and ro-ro (including ferry). Diversification of the cargo catego- Discussion on prospects of ports ries being handled will help mitigate against the volatile developments conditions in the market segments [3]. Complete and total transport access to the port is a pre-condition for enhancing The port of Rostock, consequently, develops towards ferry/ capacity and ability for intermodal transport developments ro-ro and combined traffic transhipment centre [10]. After towards south of Europe and development of a logistics and rebuilding and reorganization measures at the ferry termi- multimodal transport platform. nal, Rostock will continue developing its solid position as a ferry hub for the Baltic Sea and main centre for combined The Klaipeda port has successfully stabilized grounds for traffic. The port of Rostock is prepared for further increases the development, due to increased share of cargo traded in the amounts of wheeled cargo. Also, Rostock’s logistics for domestic use and, in addition, the throughput is on rise companies expect growth in activity on the planned turno- [11]. Leveraging from the proximity to the fertilizer produc- ver, related to paper imports from Finland. The ferry port tion plants in Belarus, the port of Klaipeda is expected to with the adjacent terminals for ro-ro and intermodal trans- attract even more cargo from its neighbouring country. As port will further dominate port industry in Rostock. Belaruskali will build a new mining plant and launch a new complex for combined fertilizer production, one of the port The key factor determining the further development of the handling companies will build two warehouses, each with port in Szczecin is the improvement of the port’s accessibil- storage capacity of 40 thousand tons [7]. Because of signifi- ity from the sea, consisting in the modernization and deep- cant growth in the volumes of agricultural products trans- ening of the Świnoujście-Szczecin fairway. In relation to the hipment in the port of Klaipeda, a new agribulk terminal improvement of the transport accessibility, in the port of was launched in 2013, which increased the port´s overall Szczecin, it will be necessary to adjust the existing quays to storage and handling capacity. Klaipeda has indicated to handling bigger seagoing vessels. Those are complementa- have potential in transhipment of ro-ro cargo and conta- ry projects, and their joint realization will enable handling iners [8]. fully laden ships of up to 40 000 tons (it is up to 15 000 tons) in the port of Szczecin. Planned improvement of accessibil- In light of the forecasted capacity developments, it may be ity to port of Szczecin will eventually induce an additional expected that the competition between ports of Rostock 6.94 million tons of throughput [4]. and Świnoujście will concern ferry traffic and transhipment of grains. In relation to ports of Gdynia and Gdańsk, com- The port of Gdańsk aims at strengthening its position as petition will continue within container traffic and will de- a Baltic container hub and dry bulk port centre. Container velop in handling grains. Both Gdynia/Gdańsk will compete transhipments in the Deepwater Container Terminal in with Klaipeda port about container traffic and, to a lesser Gdańsk average almost 52 per cent of the total container extent, within the sector of dry bulk. Competition for grains handling. This is also because feeder shipping connections transhipment and some dry bulk cargo will advance among from Gdansk to St. Petersburg and Finnish ports of Helsin- the ports of Szczecin, Świnoujście, and Rostock.

References:

[1] Bernacki D., Ch.Lis, Analiza społeczno-ekonomiczna pogłębienia toru wodnego Świnoujście- [5] Czermańska R., Kowalczyk U., Structural development of the Polish seaports in the light Szczecin do 12,5 m z uwzględnieniem planowanych wybranych projektów inwestycyjnych w of changes in the Baltic Transport Market-an overview, Bulletin of Maritime Institute in porcie Szczecin, Szczecin 2015 Gdańsk 2015, no 30 (1) [2] Bernacki D., The sustainable developments of the port industries within the South Baltic [6] Competitive position of the Baltic States Ports, KPMG Baltics SIA, November 2013. Region-A comparative case study approach, University of Szczecin, Scientific Papers no 884 [7] Foresight study (Lithuania), GenerationBalt, May 2012 Economic Problems of Services no 119, Szczecin 2015 [8] Information of the Rostock Port Development Company [3] Bernacki D., Port industries and the labour markets in the South Baltic Region, South Baltic Professionals, Maritime Institute in Gdańsk, Gdańsk 2015 [9] Peron C., Mecklenburg-Vorpommern: a Regional Profile, CoesioNet, European Cohesion and Territories Research Network 2011 [4] Bernacki D., Lis Ch., Socio-economic benefits of the improvement of transport accessibility to 152 the port of Szczecin, University of Szczecin, Economic Problems of Services 2016 (paper [10] Viederyte R., Maritime sector impact on the economy of Lithuania, Economics and in print) Management 2012, no 17 (1)

BMI, 2016; 31(1): 146-153 DOI: 10.5604/12307424.1220607 www.bullmaritimeinstitute.com ORIGINAL ARTICLE Bulletin of the Maritime Institute in Gdańsk

Word count: 4150 Page count: 8 Tables: 4 Figures: 5 References: 10

Scientific Disciplines: Socioeconomics section

DOI: 10.5604/12307424.1220607

Full-text PDF: www.bullmaritimeinstitute.com/fulltxt.php?ICID=1220607

Cite this article as: Bernacki D.: Port Industries Developments within the South Baltic Region: BMI, 2016; 31(1): 146-153

Copyright: © 2016 Maritime Institute in Gdańsk. Published by Index Copernicus Sp. z o.o. All rights reserved.

Competing interests: The authors declare that they have no competing interests.

Corresponding author: Dariusz Bernacki Długi Targ 41/42, 80-830 Gdańsk, Tel. +48 607 573 351, e-mail: [email protected]

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BMI, 2016; 31(1): 146-153 DOI: 10.5604/12307424.1220607 www.bullmaritimeinstitute.com