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GREEN CRUISE PORT is an INTERREG V B project, part-financed by the
European Union (European Regional Development Fund and European
Neighbourhood and Partnership Instrument).
STUDY ON KLAIPEDA CITY ACCESSIBILITY
FOR PASSENGERS OF CRUISE SHIPS
Passenger Behaviour and Smart Traffic Links
with the City and the Near – Hinterland of cruise ports
by including additionally IT-based
functionalities / solutions i.e. creating a software on
accessibility and guidance
SUMMARY
30.05.2018 CLIENT:
CONSULTANTS:
2
The aim of the study
“Study on Klaipeda City Accessibility for Passengers of Cruise Ships” is concluded to evaluate the trends
of the worldwide cruise ship industry, to perform the analysis of Klaipeda port infrastructure and
superstructure adequacy in servicing cruise ships and their passengers, and to assess the changes in the
requirements for port infrastructure. The internal and external environment of Klaipeda port were
analysed – the strengths, weaknesses, opportunities and threats of the port were determined – which will
make assumptions for the Klaipeda port’s accessibility for cruise ship passengers and further increase in
the number of cruise ship passengers.
Trends of Worldwide Cruise Shipping
Cruise shipping, as part of the tourism sector, has a major impact on the global economy.
Technological advances, investment by cruise shipping companies into ship development, new ports and
new travel destinations, improved cost of living in developing countries, and other factors have
contributed to the continued growth in cruise shipping demand in recent decades. During the period of
1990 - 2016, cruise shipping passenger flows in the world increased by 540.7%. (from 3.8 to 24.2
million) and it is predicted that in the coming years this industry should maintain a stable development,
i.e., increase in passenger flows and total income generated (Fig. 1).
Fig. 1 Prognosis of the cruise shipping passengers
The cruise ship market is characterized by a significant segmentation of the regions most often
chosen by tourists. In recent years, the main cruise shipping regions are the Caribbean (more than one
third of cruise ship tourists and the largest number of bed days), the Mediterranean Sea (almost a fifth of
tourists) and the rest of Europe (11%), and a much smaller share of regions of Asia, Australia, New
Zealand, Pacific, Alaska, and South America (Fig. 2). In these regions, the world’s most popular routes
are concentrated. Growing passenger flows do not affect the change in the popularity of cruise shipping
regions, but from 2014 to 2016, the fastest growth was in the Asian region, with its doubled share in the
market. It is assumed that the rapid growth of this cruise shipping region is driven by an increasing
middle-class in developing countries, especially China.
USA, China, Germany, Great Britain, Australia, Canada, Italy, Brazil, Spain and France are
among the 10 countries whose citizens form the largest share of cruise passengers. Mostly, cruise ships
are used by USA citizens (51.4%), and from 2014 to 2016, the fastest growing number of such passengers
was observed in China. The rapid development of Asia and especially the region of China makes it
possible to assume that nearly three quarters of cruise ship passengers should be Chinese citizens in the
0
5.000
10.000
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25.000
30.000
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P
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P
20
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P
Number of cruise shipping passengers in the world, thsd.
3
future, with a total Chinese potential of 83 million of cruise passengers per year. According to passenger
traffic, the third place belongs to Germany of Baltic region.
Fig. 2 Cruise shipping regions
Fig. 3 Trends of cruise shipping distinguished by CLIA
The Impact of Cruise Shipping on the Economy
The impact of cruise shipping on the economy is significant enough both in the world and in the
assessment of individual regions. The impact of this sector on the economy is not only directly apparent
(for example, expenses of cruise passengers in urban areas at the stopping points of the ships), but also
includes at least two dimensions, i.e., cost of cruise shipping companies (shops in ships and other service
companies, ship mooring, port and terminal services, waste management, etc.) and crew costs while the
ship is standing at the port.
During 2016, Cruise ship tourism industry generated in the world:
• 126 billion USD of income;
• about 1.02 million of related workplaces;
• wage costs amounted up to approximately 41.1 billion USD
37,6
34,7
35,0
18,6
19,4
18,3
15,2
14,8
13,6
11,0
11,3
11,1
4,6
7,3
9,2
5,2
5,4
6,1
4,5
4,3
4,2
3,3
2,8
2,5
0,0 10,0 20,0 30,0 40,0 50,0 60,0 70,0 80,0 90,0 100,0
2014
2015
2016
Karibai Viduržemio jūra
Kiti regionai Europa (išsk. Viduržemio jūrą)
Azija Australija / N. Zelandija / Ramusis v.
Aliaska P. Amerika
TRENDS FOR
CRUISE SHIPPING
IN THE WORLD
Cruises are being
chosen by a new
generation or
people who have
never been to
this type of trip
Growing
demand for
travel agencies
Increasing
demand for
expedition
cruises and
river trips
Growing
number of
private
islands on
routes
Priorities are
given to land-
reached ports
Growing
demand for
famous kitchen
chefs
Rapid
development of
Asia region
(especially
China)
4
The largest shares of the revenue generated by the cruise shipping industry accrue to Europe and
the United States, but the growing importance of other regions to the world economy is evident as they
have the fastest growing percentage of generated income, growth in workplaces and wage.
Assessment of the revenue generated by European cruise shipping shows that by 2015, more than
90% of direct costs are generated in ten European countries. The largest share (78.9%) is attributable to
five countries: the leading European country in cruise shipbuilding market - Italy, then Britain, Germany,
Spain and France. The uneven distribution of direct costs in Europe leads to the level of infrastructure
development, economic factors, the ability of countries to attract tourists, and so on.
Trends of cruise shipping development in the ports of the Baltic Sea
The Baltic region includes 32 ports for cruise ships in Denmark, Norway, Sweden, Finland,
Estonia, Latvia, Lithuania, Poland, Russia and Germany. Due to the clear seasonal nature of the Baltic
Sea region, ship visits in ports are concentrated on three summer months. One of the most active
companies in the region are Costa Cruises, Cunard Line, AIDA Cruises, P & O Cruises, Celebrity
Cruises, TUI Cruises.
As in the rest of the world, the trend in the growth of passenger flows is recorded in the Baltic
region. Over the past 9 years, the Baltic Sea Region has been visited by nearly 37 million of tourists - on
average 4.1 million per year. The biggest passenger flows are attracted to the ports of Copenhagen,
Rostock, Stockholm, St. Petersburg and Kiel. From 2009 to 2017, the number of passengers increased
almost twice and amounted to more than 5 million. Significant impact on passenger traffic during the
analysed period was made by significant discounts after the global crisis, the sharp rise in prices
dominated in 2014 and troubles in the Mediterranean region.
/Annual rate of growth Number of cruise passengers/
Fig. 4 Number of cruise passengers in the ports of the Baltic Sea and annual growth rate in 2009-2017.
During the period of 2009 - 2017, 20,932 cruise ships visited the Baltic Sea ports - on average
2326 per year. Cruise ship visits during this period were volatile. The fastest decline was recorded in
2010, 2013-2015, which was determined by the overall decrease in cruise passengers due to growth in
prices as well as the growing ecological requirements for shipping. In 2016, the trend of rising in the
number of cruise ships and their passengers started and particularly significant increase in 2017 allow us
to expect that the cruise shipping sector will increase the volume of service in the Baltic region and in the
world, which in turn will have a positive impact on the economic development of the regions concerned.
5
Trends of cruise shipping development in Klaipeda port
Cruise shipping has a significant influence on tourism sector of Klaipeda city. During the last 9
years, the number of cruise ship passengers in Klaipeda has increased significantly: in 2009 – 2017,
passengers of cruise ships amounted to at least 30.0% of the total number of tourists in the city (Table 1).
In 2017, 74716 cruise passengers arrived in Klaipeda, which is about 123.0 percent more than in 2009. In
recent years, tourists from more than 70 countries visited Klaipeda, the dominant of which is Germany,
having a common past connections with Klaipeda.
Table 1. Structure of tourist flows in Klaipėda city.
Years 2009 2010 2011 2012 2013 2014 2015 2016 2017
Tourists in Klaipeda 70 177 71 637 71 070 72 841 79 937 105 995 117 406 126 486 121 418
Tourists of cruise
ships 33 512 35 201 21 478 26 769 32 757 57 797 60 202 64 285 74 716
Share of cruise ship
tourists, % 47,8 49,1 30,2 36,7 41,0 54,5 51,3 50,8 61,5
Since 2009 to 2017, 443 cruise ships visited Klaipeda port. Although the increase in the number of
cruise ships in Klaipeda port during this period was negligible, it could have determined the growth of the
flow of incoming passengers. The opening of a central terminal in 2014 had significant importance for
rates of cruise shipping in Klaipeda port, when it was possible to simultaneously moor 3 ships, and the
widened and prolonged channel allowed arriving larger ships at the port.
Fig. 5 Number of cruise ships in Klaipeda port in 2009 – 2017.
Every year, bigger and bigger ships arrive at Klaipeda port. In 2017, almost half of the ships were
longer than 200 m and this number is projected to increase, and this is reflected by the trend of liner
growth observed in cruise shipping. The Klaipeda Seaport Cruise Ship Terminal, built in Klaipeda in
2003, can accommodate ships with draught up to 350 m in length and 52 m in width. Last year, the
opportunity to build another seafront for cruise ship terminal was presented, which would be designed to
accept large ships and thus solve the problems of mooring.
Cruise tourism is a significant economic sector in the Klaipeda region. Studies carried out
revealed that one tourist arriving by a cruise ship to Klaipeda spends on average EUR 45 at the time of his
visit, and in 2016, the fees paid by cruise ships to Klaipeda port amounted to EUR 0.68 million.
6
The growth of the number of cruise ships in the world, the dynamics of cruise ships built,
their size and regions of dislocation
The size of a ship is one of the key factors for passengers to choose a trip on a cruise ship, which
determines the number of activities offered, as well as the level of luxury and comfort offered.
Accordingly, cruise ships are divided into mega, large, medium-sized and small classes of ships
according to the number of seats. As a rule, larger cruise ships are characterized by a greater supply of
activities, amenities, and lower travel prices, while smaller ships offer travel at higher prices but with a
higher level of service.
Major lines of cruise ships worldwide can offer cruise ships of all classes, ranging from the largest
to smaller ones, with number of passengers not even reaching 950. The average number of seats of the 10
largest cruise ships in the world reaches 4570. The 10 largest ships currently operating are owned by
Royal Caribbean (6 cruise ships), MSC Cruises (1 cruise ship) and Norwegian Cruise Line (3 cruise
ships), and 7 of them started to operate during the last five years.
In recent years, the largest lines of cruise ships have been actively investing in increasingly bigger
cruise ships, as it is one way to meet the growing demand for cruise travel. In addition, larger cruise ships
create preconditions for optimizing costs, as well as, to some extent, for increasing the world-wide
awareness of cruise ship lines and consolidating their name among leaders of the sector.
/Number of passengers, thsd. Cruise ships, units Average number of passenger seats in a ship, thsd./
Fig. 6 Changes in the number of cruises and passenger seats for 2007 – 2027.
When cruise shipping companies invest in new ships, passenger service capacity grows by 1 - 2
million of passengers every year, which promotes the adoption of measurable investment decisions and
the selection of regions in order to maximize incomes.
The growth of Chinese cruise passengers also affects the number of cruise ships in the region. Part
of the existing ships from other regions is redeployed to this region, as well as new cruise ships to be built
346426
535
704 750
294 284365
422 434
0,00
0,50
1,00
1,50
2,00
0
200
400
600
800
2007 2012 2017 2022 2027
Keleivių vietų skaičius, tūkst.
Kruiziniai laivai, vnt.
Vidutinis keleivių vietų skaičius laive, tūkst.
ECONOMIC PROFIT BY CRUISE SHIPPING FOR KLAIPEDA REGION PER YEAR:
� The direct and indirect costs of cruise passengers generate about EUR 3,069 million revenue for
Klaipeda region;
� Every 1,000 of passengers generate about 52,957 EUR direct and indirect income;
� The direct and indirect annual costs of cruise passengers save about 43 - 61 direct and indirect
workplaces in Klaipeda region.
7
in the coming years, which should increase the significance of China and the whole of Asia region and the
share of capacity of deployed cruise line ships.
The preparation of Klaipeda port to provide high-quality acceptance of cruise ship and
passenger flows
There is a growing tendency for cruise ships, promoting new challenges both in Klaipeda port, in
the Baltic Sea region and around the world. In 2017, almost half (31 out of 63) of the ships, which visited
the port city of Lithuania were longer than 200 m and it is predicted that by 2025, even 83% (Fig. 7) of
such ships will arrive to Klaipeda.
The problem of congestion caused by cruise ships is becoming increasingly apparent in major
European cruise ports. Especially congested port cities are such as Dubrovnik, Barcelona and Bergen. In
Lithuania, the first problems of congestion are also observed in the Curonian Spit, especially when more
than 15 - 20 buses arrive to excursions in sensitive natural areas.
In order to avoid congestions, with the help of information technology and other medium-sized
Baltic Sea cruise ports it is suggested in Klaipeda:
• Main passenger flow management with smart IT application;
• Providing comprehensive information to passengers not attending excursions;
• Informing travel agencies and representative cruise shipping companies about the arrival
of several cruise ships;
• Full exchange of information between cruise shipping companies;
• Greater choice of on-land excursions, allowing optimal distribution of passenger traffic in
different spaces of seaport tourist attractions;
• Increasing the awareness of local communities;
• Implementation of the feedback section in the smart application.
As in other Baltic Sea ports, bigger cruise ships determine the need to extend the existing ones
and create new seafronts (longer than 350 m) in Klaipeda port (Fig. 8). This is provided for in the General
Port Plan, which is being prepared by the Klaipeda Seaport Authority. Currently, the seafront of Klaipeda
cruise ship terminal is 350 m in length and it is capable to accept only one large (about 200 m long) or
two smaller (shorter than 150 m) cruise ships.
Fig. 7 Structures of cruise ships according to their length – prognosis for Klaipeda port until 2025
8
Another challenge imposed by bigger-sized ships is a more complex accessibility of the city due
to large passenger flows. Clearly, due to the growing passenger traffic, the pollution of Klaipeda city will
also increase. Creation of a new seafront must ensure more optimal passenger landing and boarding
without causing major traffic jams and inconveniences. Additional shipping service resources, efficient
passenger servicing procedures and integrated sustainable mobility solutions must be provided to manage
rising passenger traffic.
Although the Klaipeda cruise ship terminal is to be assessed as highly accessible and optimally
convenient due to its location, but port infrastructure and ship support services need to be improved,
and a new seafront is necessary.
Fig. 8 Visualization of a new seafront for cruise ships
The implementation of more sustainable port technical solutions to ensure the implementation of
the principles of sustainable development and sustainable mobility and making the possibilities to reduce
environmental pollution must be encouraged.
Waste management of cruise ships
Since the imposition of a special regulatory regime for the Baltic Sea Region by the International
Maritime Organization (IMO) since 2019, new cruise ships will no longer be able to dispose of untreated
sewage into the Baltic Sea. From 2019, ships will be able to transfer sewage to receiving ports or
introduce new wastewater treatment systems1.
1 Discharges of waste from ships are increasingly threatening the sea environment. On land-based waste management is
regulated by Directive 2000/59 / EC, i.e., its provisions ensure that reception facilities are installed in ports and that waste is
delivered to those facilities. It implements the relevant international standards, i.e., norms established in MARPOL
Convention. The analysis of Baltic waste management is carried out by the Helsinki Commission (HELCOM). However, the
increasing environmental damage causes even more strict requirements than those established by the legislation. Stricter and
clearer regulation is also foreseen in the Proposal for a Directive of the European Parliament and of the Council on port
reception facilities for acceptance of the ship-generated waste, repealing Directive 2000/59/EC and partially amending
Directive 2009/16/EC and Directive. In accordance with the procedure established in the proposal, it is expected to be
tightened up to form its requirements more stringent than the requirements of the MARPOL Convention. It would be
compulsory to deliver all ship waste, including waste that can be disposed of into the sea in accordance with the MARPOL
Convention.
9
Accordingly, despite the fact that from 2010 onwards, the port of Klaipeda is regarded as a
port with sufficient resources and proper infrastructure of port acceptance facilities, as the size of
arriving ships and their quantity increases, the existing infrastructure will also be insufficient.
Sewage collected from the ships-collectors in the port of Klaipeda is pumped into specialized tank
vehicles and transported to household wastewater treatment plants, which is inefficient when the amount
of sewage collection increases and it will be increasingly difficult to service the ships. This problem is
already planned to be solved by installing stationary sewage reception facilities in Waste
Management Plan of Klaipeda State Seaport. This complies with the practice of other Baltic ports
dealing the best with waste management2.
SSGG Analysis of Klaipeda and Baltic sea ports
Strengths Weaknesses
• Growing market;
• High quality of port infrastructure;
• Ensuring accessibility to European cities by
developing sustainable mobility plans and
infrastructure.
• The Baltic region is not among the most popular
cruise routes in the world, which partially limits
the potential of cruise tourism development in
Klaipeda port;
• Due to the fact that the port of Klaipeda is not
the port of embarkation/ disembarkation of
cruise passengers, the region has a potentially
smaller share of cruise passenger expenses;
• Short summer season in the Baltic Sea Region.
Threats Possibilities
• The global tendency to build larger cruise
ships may require additional investments in
the development of port infrastructure in the
future, i.e., a risk of inaccessibility of the
ports may arise;
• Strong competition due to tourist flows in the
Baltic Sea Region.
• The rapid growth of the number of cruise
passengers in the world makes it possible to
expect its growth in both the Baltic Sea Region
and Klaipeda ports;
• The growing interest of Asian citizens in cruise
tourism;
• Provision of advance information about visited
ports with information technology solutions
(applications);
• Increasing the accessibility of cities by ensuring
sustainable mobility solutions (bicycles/public
transport, etc.);
• Development of new sustainable infrastructure -
creation/ improvement of infrastructure for the
new shaking and waste and sewage reception.
2 Good practice waste management should include the ports of Helsinki and Tallinn, as they are recognized as the best waste-
handling seaports in the Baltic region.
10
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