1 / 25

International Maritime Statistics Forum Gdansk 28 – 30 April 2008

International Maritime Statistics Forum Gdansk 28 – 30 April 2008. POLISH SHIPPING CLUSTER DEVELOPMENT. Urszula Kowalczyk MARITIME INSTITUTE IN GDANSK www.im.gda.pl. R&D institute 0ver 100 employees established in 1950

vivian
Download Presentation

International Maritime Statistics Forum Gdansk 28 – 30 April 2008

An Image/Link below is provided (as is) to download presentation Download Policy: Content on the Website is provided to you AS IS for your information and personal use and may not be sold / licensed / shared on other websites without getting consent from its author. Content is provided to you AS IS for your information and personal use only. Download presentation by click this link. While downloading, if for some reason you are not able to download a presentation, the publisher may have deleted the file from their server. During download, if you can't get a presentation, the file might be deleted by the publisher.

E N D

Presentation Transcript

  1. International Maritime Statistics ForumGdansk 28 – 30 April 2008 POLISH SHIPPING CLUSTER DEVELOPMENT Urszula Kowalczyk MARITIME INSTITUTE IN GDANSK www.im.gda.pl

  2. R&D institute • 0ver 100 employees • established in 1950 • under The Ministry of Infrastructure(initialy the Ministry of Shipping) • Main activity of Economics and Law Department: • analysis, expertises, statistics,yearly reports on maritime economy in Poland, european projects.

  3. Polish Maritime PolicyFacts and Figures • Poland provides almost one quarter of the jobs (50,000–80,000) in the EU marine equipment sector. • The majority of the European seafarers are Polish (35,000 jobs both aboard the vessels registered in Poland and under other flags, representing approximately 12 % of the total seagoing professionals in the EU). • Employment in maritime activities: Marine equipment: 50,000–80,000 jobs Shipping: 35,000 jobs Coastal tourism: 33,500 jobs Fisheries: 19,923 jobs Shipbuilding: 18,700 jobs Recreational boating: 3,000 jobs EUROSTAT

  4. Draft of regional concentration of maritime clusters in Poland Source: KIGM

  5. Shipping community - institutional setting • Polish Shipowners Association, • Short Sea Shipping Focal Point, • National Chamber of Maritime Economy, • Maritime Industries Forum, • Commission for Maritime Law Codification • Partnership for the Sea (jointly with shipowners) • Intersectoral Group for Maritime Policy Coordination • Debate Platform for Maritime Policy • Maritime Administration

  6. Shipping sector status • Shipowners and services under the Ministry of Shipping and later under the Ministry nof Foreign Trade (1967/8 split between tramp and liner shipping POL and PSC; 1975 separate ferry and coasters company PBS), • Maritime transport under the Ministry of Transport and Shipping, later under the Ministry of Transport • Ministry of Infrastructure (Ministry of Maritime Economy for 2 years) including: sea ports, shipping companies and services, repair yards, maritime safety. Shipping companies operate as state owned companies (ex. PSC, PBS) or joint ventures (with shares the State Treasure) or private enterprices.

  7. CO-OPERATION PLATFORM SHIPPING PORTS FOREIGN TRADE

  8. Cargo transport by Polish merchant fleet in ( thous. t) Source: Maritime Review. MI Gdańsk.

  9. Cargo turnover in Polish sea ports (thous. t) Source: Maritime Economy. MI Gdańsk.

  10. Polish merchant fleet development Source: Maritime Economy. MI Gdańsk.

  11. Transition impact • Political and economical changes in 1980/90 • Structural changes of shipping markets and their competitive environment including clients, supliers, competitors of similar and alternative branches • Rapid revaluation of requirements and expectations from port-shipping community. • Radical structural changes caused bancrupcy of many enterprices or whole branches - but finaly they should lead to qualitative and quantative strenghtening of shipping capacity and competitivness on the world open markets.

  12. Open market impact • The intention of unlimited opening of Polish market was to attract foreign investments and modernisation of the industry, establisment of new companies • In reality in maritime sector it resulted in uncontrolled flow of foreign shipping lines, forwarders, port ans shipping agencies • Transfer of best specialists to competitive foreign companies • Worsening position of national shipping sector, lack of complex solutions and strategies

  13. Changes of operating conditions for Polish shipping companies (1) • Strong competition due to full opening of Polish sea ports for foreign partners (often with strong market position and marketing experience) • Strong competition from foreign land based carriers, • No barriers for large foreign corporations of forwarders to operate on Polish market • Problem with implementing market economy in Poland cause by barriers of restructurisation (privatisaton of state owned maritime companies, lack of national support during adaptation period). • To far extended neo-liberalism (Poland has the most liberal oriented maritime economy in the world - according to MARAD opinion) • Shipping being the most international sector faced restructurisation while still functioning in old dependence-ogranisational and property-personel structures (socio-economic changes, reoriented and dispersed foreign trade, inflation, low shiopping market - negative impact on maritime industry).

  14. Changes of operating conditions for Polish shipping companies (2) • Slow adaptation to rapidly changing global market tendencies and conditions. • Limited interest in shipping and a lack of understanding of its international nature among Polish decision makers - it created an atmosphere of uncertainty and unpredictability. • Weakening market position of Polish shipowners and suppliers of related businesses, such as ship equipment, forwarders, shipping agencies, etc • Decline in transport of Polish goods by sea in favour of land transport • Concentation of trade on European market (external barrier) • Organisational chaos, complicated administrative and custom procedures, dispersion of trade and manufacturing subjects, etc (internal barriers)

  15. Changes in Polish foreigh trade • Abolition of monopoly in foreign trade in 1990 (instead of central management numerous – ca 100 thousand - small companies decided to arrange separately their export and import contracts despite of lack of experience and tools) – negative impact on Polish seaborne trade • Lack of efficient monitoring system in foreign trade – difficult to identify shippers/receivers/producers – resulting in problems with aquisition of cargo by Polish carriers • Establishment of Polish Shippers Council – positive reaction towards stabilisation and integration of dispersed market, chance for national carriers • Increase of transport by Polish fleet from 2000.

  16. Development strategy of Polish shipping sector • Continued process restructurisation and privatisation • More effective marketing (extended also to the hinterland), • Modernisation and rejuvenation of the fleet according to market development tendencies • Improvement of accessibility and quality of shipping and port services • Development of short sea shipping, motorways of the sea and multimodal transport systems, • Adequate development of logistics systems and information flow. • Better access of maritime sector to credits and founds of the national financial market – reliable system of State Treasure garanties, public orders, etc. • Creation of integrated companies or groups like joint ventures and other forms of cooperation with foreign and national partners operating lines and services linkinf Polish ports with the foreland (STRATEGY OF POLISH MARITIME ECONOMY DEVELOPMENT TILL 2015 - MINISTRY OF INFRASTRUCTURE – Warsaw 2005)

  17. Ports development strategy • Increasing competentiveness abilities • Implementation of the Act of ports and harbours – separation of management from operational activity • Full privatisation of operational services • Implementation of infrastructure development plans and stategy (hinterland and foreland) • Implementation of coordinaded system of ports development to avoid overlaping investments and unfair competition (cargo and shipping lines)

  18. Shipping in Poland (like in other matitime nations) is much more than just the ownership. For future prosperity of the Polish shipping cluster, it is necessary to create attractive conditions for restoring Polish fleet under national flag and support shipowning business and related services. Shipping cluster requirements

  19. POLSTEAM • state-owned national entity, • ca 1% share in global transportation of dry cargo in bulk, • the biggest dry bulk cargo carrier in Europe, • leader in world transport of liquid sulphur, • 71 vessels of ca 2.1 million dwt, (vessels ranging 4400-73500 dwt, • ca 27 million tons of cargoes transported annually, • Baltic ferry business between Poland and Sweden (railway wagons, trucks, lories, passengers) operated by Unity Line - planning to order 2 ro-pax ferries at Szczecin Shipyard Nowa (first order by a Polish shipowner in a Polish shipyard since the late 90s) - new ferries in 2010-2011, • plans for renewing the fleet with over 30 new ships by 2015, employment: 2,476 seafarers and 287 staff onshore

  20. Liner shipping (1) • Polish Ocean Lines (POL), the shipowner with over 50 years of tradition in conventional and container shipping. After transformations, in the 90s the activity of POL has focused on shipchandler and shipping services. Thus POL offers sea transport services as a NVOCC (Non Vessel Operated Common Carrier) to China and the ports of the Far East with its own bill of lading on ocean shipowners' vessels. Before 1987 all fleet within one state entity - Headquarters divided into branches according to geographical areas: Asia & Australia, Africa & Mediterranean, Americas, European lines, West African (later) and additional services like Container section, Supply section, road transport, passenger transport (cruise in 80. directly HQ) All branches abolished in 1987 – gradual declining of fleet and market positiondeclining, all management in HQ, including supporting services – containers and road transport. 1993 established Ltds with POL as main shareholder (POL-Container, POL-America – the only Co. , POL-Levant, POL-Atlantic, POL-Asia, Euro-Africa, Supply Section • POL-Levant still operating as POLs daughter company, fleet of five ships. At the beginning of 2006 the shipowner chartered two twin general cargo carriers of 11 thousand tons DWT each. • Euroafrica is planning to support its line to West Africa. Plans to purchase or charter on a long-term basis 3 olr more modern multi-task general cargo carriers of 11-14 thousand tons DWT. New vessel on the English line.

  21. Liner shipping (2) • CHIPOLBROK - founded in 1951 under the government of China and Poland bilateral agreement – as a first ever Sino-foreign joint-venture deed of association after proclamation of the People’s Republic of China. Head office is located at Shanghai and European base at Gdynia. Despite the main task of linking two continents is realised basically through regular liner service, with fortnight frequency, hooked at Hamburg and Antwerp on the one side and at Shanghai, Xingang, Dalian and Huangpu on the another, nowadays the expanded field of activities covers wide geographical range as from Baltic Sea, North Sea, Mediterranean and US Gulf basic ports up to Middle East and India, South East and Far East Asian destinations. the fleet of 22 universal vessels of the total DWT ca 500 thous. and over 21.000 TEU. Around half of the fleet operated by Polish partner. Planning to replace some oldest vessels in 2009-2010 -6 new vessels ordered in Cosco Dalian Shipyard. In years 2009-2010 next 6 innovatively designed ships will be delivered ex Dalian shipyard. The company is the major break-bulk carrier on North Continent-Far East route

  22. Liner shipping (3) • Baltic Container Linesfleet is composted of five state-of-the-art vessels of 366-672 TEU. The company is planning to restructure its tonnage. A new vessel of 704 TEU was purchased and will replace two smaller and less economical ships. Together with Chipolbrok as strategic investor and POL and C. Hartwig Gdynia as shareholders, ensures regular connections between the Polish ports and Hamburg, Bremerhaven and Klaipeda. the Gdynia -Gdansk - Swinoujscie - Hamburg - Bremerhaven. Yearly amount of BCL carriages - ca 160 thousand TEU.

  23. Polish Shipowners 2006 Source: Polish Shipowners Associatio

  24. MARITIME INSTITUTE IN GDANSK Department of Economics&Law urszula.kowalczyk@im.gda.pl www.im.gda.pl

More Related