Regional Foresight Study West Pomerania

Transcription

THE LABOUR MARKET OF THE MARITIME ECONOMY SECTOR IN WEST POMERANIAN VOIVODESHIP – A DIAGNOSIS
5. Reports by SB region / (Poland, West Pomerania)
A diagnosis of the labour market of the maritime economy sector in West Pomeranian Voivodeship
was prepared within the frames and for the purposes of the European Union project GenerationBalt. The
project is conducted in parallel by countries of the southern Baltic Sea region: Germany, Sweden,
Lithuania, Poland, Denmark and Russia.
The main goal of this study is to present the current situation of the region’s labour market with a
special emphasis on the maritime sector. It comprises data from the local statistical offices and databases
as well as is based on the various kinds of official reports, elaborations, regulations, resolutions and
project descriptions named in the reference list. In some cases press releases and conference talks were
an additional source of information. The statistical data in their raw forms are included as appendices.
Main source of the statistical data on the maritime labour market in West Pomeranian Voivodeship
in this study is the Statistical Yearbook of Maritime Economy issued by Central Statistical Office of Poland
(GUS). Four issues were taken into account: 2004, 2007, 2009 and 2011. There were some
discrepancies in the data presented for the corresponding periods in two following issues of the yearbook
(in particular the data for the year 2005 contained in the yearbooks of 2007 and 2009). Only the data from
the newest issue were used. In some cases, when the discrepancies were of a significant scale, both
data are cited, but only the information from the most recent issue was taken into account in the analysis.
The Statistical Yearbook of Maritime Economy does not include the data on employment in the
water tourism sector.
This diagnosis describes in details the most important aspects of the maritime labour market in the
years 2004-2010(2012). Some data of a special importance date back to the year 2000.
5.1. General information on the labour market in West Pomeranian
Voivodeship
West Pomeranian Voivodeship lays in the north-western part of Poland and borders on Germany to
th
the west and the Baltic Sea to the north. It is the 5 biggest voivodeship in Poland in terms of area
2
th
st
(22 892,48 km ) and 11 in terms of population (1 693 072 inhabitants as of 31 of December 2010,
source: GUS).
Sociological (e.g. higher level of life, wider access to medical services) and demographical factors
(e.g. low fertility rate, increase in life expectancy) have strong impact on the demographical characteristic
of society and therefore affect the labour market – since several decades the share of people of age >50
has been gradually increasing while the share of young people aged 15-29 –decreasing. As a result,
population growth rate subjected to a substantial decrease over the last decade: from 1,1 in 2000 to 0,5 in
2010 (with a temporal growth in 2009). If the average population growth for the entire country is assumed
to be 100, the same index for West Pomeranian Voivodeship equals only 55,6.
5.1.1. Characteristic of m ain indexes of the econom ic activity
Although the number of employed persons as well as the values of employment rate are gradually
increasing, the values of the main indexes of the economic activity in West Pomeranian Voivodeship are
among the lowest in the country scale (Tab. 1).
Tab.1. Main indexes of the economic activity as of end of 2011 (source: GUS and BAEL).
Index
Poland
West Pomeranian Voivodeship
economic activity rate
56,4%
52,8%
unemployment rate
13,0%
18,0%
employment rate
51,1%
46,9%
The employment in the business sector is a valuable information on the general economic activity
of the society (Fig.1). The substantial decrease in the values of employment rate in 2009 resulted from
the Szczecin Shipyard Nova bankruptcy and subsequent economic crisis on the local labour market.
According to the GUS statistical data, in 2009 there was over 12 000 employed persons less than in the
previous year (334 061 in 2008 and 322 006 in 2009) which means that over 3,6% of employed persons
lost their jobs. A slight improvement on the labour market was observed since then and in 2010 there was
329 610 employees (7,5 ths more than in 2009). The employment rate in enterprises sector at the
beginning of 2012 achieved higher values than in 2008. As of end of February 2012 there was 166,3
thousand persons employed in the business sector (20,6 thousands in the public sector) – 2% more than
in the corresponding period of 2011. This increasing trend is common in the entire country and, as such,
probably did not resulted from the activity of the local government to support the employment, but was
affected by the improving general economic situation in the country scale.
Poland West Pomerania Fig.1. Dynamism of the average employment rate in business sector in West Pomeranian Voivodeship and Poland
(average monthly employment rate in 2005 = 100). Source: GUS, Komunikat o... 2012
West Pomerania Poland Fig.2. Unemployment rate in West Pomeranian Voivodeship and Poland (as reported at the end of months). Source:
GUS, Komunikat o... 2012
The unemployment rate in West Pomerania region in 2010 was of 143,5% of average
unemployment rate for the entire country and puts the voivodeship on the first place in the ranking list.
The situation of unemployed persons is not improving despite the increasing values of economic activity
rate (compare Fig 1. and 2). Since the end of 2009 the values of unemployment rate has been very high
and oscillated around 18% (Fig. 2). Its slightly lower values (by 2%) during the summer seasons resulted
from seasonal jobs.
According to the GUS database, as of end of February 2012 there was 118,9 thousands (~18,7% of
population, Fig. 2) registered unemployed persons in West Pomeranian Voivodeship, of which 52,2%
were women.
The values of unemployment rate are affected by several socio-demographical factors such as age,
level of education or place of residence.
a. Age. The problem of unemployment affects especially young people (15 – 24 years old) that
are usually well educated but have no work experience or inadequate one. The employment rate in this
group of society in 2010 was 19,5%. The second group strongly endangered with unemployment are
persons >50 years old. In this case lack of appropriate qualification and skills as well as age are the major
problems while job hunting (employment rate in this group of society in 2010 was 29,3%).
b. Education level (Appendix 1). The highest unemployment rate among the economically active
persons as well the biggest share in the group of economically inactive persons are noted among the
people of the poor education level (Fig. 3). The second group of a high unemployment ratio comprises
persons graduated from secondary vocational and post-secondary schools.
education level
400
persons (in thousands)
350
300
250
200
150
100
50
0
2007 2008 2009 2010 2007 2008 2009 2010 2007 2008 2009 2010 2007 2008 2009 2010 2007 2008 2009 2010
higher
post-secondary,
secondary vocational
secondary
basic vocational
lower secondary,
primary and lower
Fig.3. Structure of the population’s economic activity in West Pomeranian Voivodeship. Data source: GUS and BAEL.
Legend: blue colours – employed economically active persons; green colours – unemployed economically active
persons; orange colours – unemployed economically inactive persons.
The unemployment ratio of persons graduated from the universities is not significant when
compared with the groups of lower education level. However, in recent years students graduating from
the universities started facing major problems with job hunting. According to the employers, the main
problem of graduates is a lack of work experience (Richter 2011). Unemployment rate is increasing
especially among the graduates from humanistic and economic departments while there is a high market
demand for engineers and other professionals in technical fields (e.g. IT specialists, constructors,
engineers). It results from a significant surplus of humanists entering the labour market every year.
c. Place of residence. The lowest values of unemployment rate are in the biggest agglomeration
of the voivodeship: city of Szczecin, city of Koszalin and city of Świnoujście as well as in the Kołobrzeski
district. The highest values are noted traditionally in the agricultural regions in the eastern and southern
part of the voivodeship (Fig. 4).
Poland West Pomerania In % Fig.4. Unemployment rate by regions of West Pomeranian Voivodeship as of end of February 2012. Source: GUS,
Komunikat o... 2012
5.1.2. Em ploym ent structure by sectors
Despite the low values of the main economic indexes, the employment structure by sectors in West
Pomeranian Voivodeship is comparable with employment structures typical for the highly developed
societies. It is characterized by the low share of employment in agriculture (first) and production (second)
sectors and high number of employees in services (third sector). This structure is especially well
developed in the region’s biggest cities (Szczecin, Koszalin, Świnoujście) and along the Baltic Sea
coastline (Fig. 5). The districts along the marine coast profit from well developed tourism.
of 1000 persons: Sector: 1st 2nd 3rd Fig.5. Structure of employment in West Pomeranian Voivodeship by sectors. Source: Statystyczne Vademecum
Samorządowca 2011 – Województwo Zachodniopomorskie (Statistical Handbook of Local Government – West
Pomeranian Voivodeship).
5.2. Labour market of the maritime economy sector in West Pomeranian
Voivodeship
5.2.1. General inform ation on the m aritim e econom y sector
Maritime economy comprises all the kinds of activities that are directly or indirectly conducted on
seas and oceans, namely: seaports, shipbuilding, shiprepairing and conservation, shipping (including
inland shipping), fishing and fish processing industry, dredging and other maritime works, offshore
industries, tourism (e.g. yachting, other water sports), navy and maritime services of a versatile character.
All the subsectors are connected with each other and supplemented by the activities of
complementarities, such as supporting structures or infrastructure – media, authorities (selfgovernment,
local and central administration), financial institutions, transportation, schools and R&D institutes,
associations and chambers, (tele)informatics, trade fairs etc. All these create the network of entities of the
unique characteristics and should be considered as a whole (this idea is further developed as so called
maritime cluster, see chapter 5.2.1.1).
Due to the location of West Pomeranian Voivodeship at the seaside, the maritime economy has a
strong impact on the labour market in the region. Its potential is concentrated primarily in the region of
Szczecin urban area (Police included) and at the seaside – in the coastal communities such as
Świnoujście and Kołobrzeg.
The current situation of the maritime economy in West Pomeranian Voivodeship is a result of
political strategies of a local, regional and international level, macroeconomic situation, demographical
characteristics of the society and historical conditions. The development of Szczecin and West
Pomeranian region in the historical times was conditioned mainly by the functioning of maritime economy
(in particular: seaports activity, shipbuilding and shiprepairing, fishing and fish processing, maritime
shipping). These main subsectors of the maritime economy are strictly linked with the tendencies
observed in the global economy. Because of the great importance of the listed subsectors for the region's
economy, resulted from the dependence of the region from maritime market, changes in the world
economy have much stronger impact on the economic situation of West Pomeranian Voivodeship than on
the other regions of Poland (Nowak & Sokół 2009).
The region benefited from the strong economy forcing in 2004-2007. This positive situation resulted
from general growing tendency observed in the national economy. Economic conditions in this period in
West Pomeranian Voivodeship did not deviate from the general trend. Recently, since 2007, the region
has suffered from the global economic crisis and, despite region's attractiveness and potential, it faces
the period of recession and downturn in economic activity (Nowak & Sokół 2009). The liquidation of
Szczecin Shipyard Nova had the most significant negative impact on the maritime economy market. The
closure of one of the biggest companies in West Pomeranian Voivodeship significantly enlarged the level
of unemployment, affected in previous years by the bankruptcies of several big maritime establishments:
deep-sea fishing company “Gryf” (Przedsiębiorstwo Połowów Dalekomorskich i Usług Rybackich “Gryf”),
sea fishing company „Transocean” (Przedsiębiorstwo Przemysłowo-Usługowe Rybołówstwa Morskiego
„Transocean”) and Maritime Bank (Bank Morski). It also had a strong negative impact on all the
companies operating within the frames of maritime market. Significant lowering of the production level in
many enterprises cooperating with the Szczecin Shipyard Nova led to the subsequent decrease of
financial results and, as a result, employment reduction. This situation resulted in a surplus of the
unemployed narrowly trained specialists; their chances for finding a new job without retraining or getting a
new formation are limited. Unfortunately, supporting actions proposed by the central government did not
ended with success. Majority of former shipyard workers did not take part in retraining programme and
only a few decided to apply for financial support and start new businesses. However, regulation proposed
by the central government eased the short-term negative impact of shipyard liquidation by providing the
financial compensation for loss of jobs. The money entirely came from Guaranteed Employee Benefits
Funds.
According to the authorities, finding a solution of this difficult situation is one of the main urgent
challenges that West Pomeranian Voivodeship is facing (Strategia rozwoju... 2010). Former shipyard
should be replaced by the companies of more stable business profile and more independent from the
global economy tendencies.
West Pomeranian Voivodeship does not take the advantage of the possibilities offered by the
location at the seaside. Some reports state that if maritime industries in Poland develop properly, there
will be an opportunity to create 100 thousand new work-places in the seaside regions of Northern Poland
(Sedler 2005). Unemployment in the Polish seaside regions is higher than 20% so it is very important to
take advantage of this opportunity and to develop the maritime industries. To achieve this goal, the region
can continue benefiting from the EU Structural Funds. The primary objective of the Funds is the
assistance in reducing the development disparities between regions in order to strengthen the economic
and social cohesion. Maritime economy entities can apply for the funds offered in all operational
programmes on the voivodeship (regional integrated operational programme) and central level, e.g.
Human Capital (HC OP), Infrastructure and Environment (IaE OP), Innovative Economy (IE OP) and
Programmes of the European Territorial Cooperation, Objectives: Poland-Germany (West Pomeranian
Voivodeship-Mecklenburg) and Southern Baltic. Also Polish Maritime Cluster, the establishment recently
initiated, can be a powerful tool supporting the development of the polish maritime economy. Its brief
description and characteristic of main objectives and structure is given below.
5.2.1.1. Polish Maritim e Cluster
Polish Maritime Cluster is an economically dependent group of geographically proximate
companies and associated institutions (such as administrations, associations, national and foreign
chambers, student organizations, research institutes, schools, media etc.). All the establishments are
connected with each other by the network of commonalties and complementaries and create the sectoral
structure of Polish Maritime Cluster (Fig. 6). If the cluster is integrated and strong, the entities gathered in
its structure can act together on the local, regional and international level. The clusters and subclusters
cooperate within the frames of the European Network of Maritime Clusters. Consistent actions can be
achieved by integration of the companies operating and frequently competing on the same or similar
markets by:
(1) increasing productivity of existing companies and/or industries;
(2) increasing the capacity for innovation;
(3) stimulating new business formation that supports innovation and expands the cluster.
The subclusters are set on the basis of the geographical location of the leading maritime
companies and associated structures (so called regional subclusters). There are 5 regional subclusters in
Poland – the West Pomeranian Maritime Cluster in West Pomeranian Voivodeship was established on
st
21 of April 2011 and includes 9 consortium members and 5 supporting partners. According to the
initiators, “the mission of the West Pomerania Maritime Cluster is to build strong links and promote a new
image of an integrated and innovative maritime business community by harmonizing activities aimed at
strengthening the international competitive position of maritime companies located in the region”
(http://www.port.szczecin.pl, access: 30.03.2012).
It is the second attempt to setting the cluster; the first one – named “Cluster 2 + 2 > 4” – was
undertaken within the frames of InMor project financed by EU in 2008. Although the enterprises of the
maritime sector were highly interested and declared active participation in the activities of cluster, the
initiative did not lead to the cluster’s establishment. The project summary (Wosińska-Aksiuczyc, Baron
2008) pointed out that there was no enough knowledge about the cluster idea and its possibilities and
advantages.
Fig.6. The sectoral structure of Polish Maritime Cluster. Source: Krajowa Izba Gospodarki Morskiej (National
Maritime Baord).
Although the idea of clusters is nothing new and was already proved to support the maritime
economy (e.g. within the frames of European Union or earlier in the United States and on Asian maritime
markets), it is still on the very first step of its implementation and development in Poland. The main
problem is a poor integration of the cluster members’ activity (Sedler 2005) as well as the prioritization of
some sectors of the maritime economy by the state government (for example ship building) and
marginalization of the others (e.g. maritime transport). Moreover, the cluster set up seems to be more the
government than the bottom-up initiative, while the cluster idea assumes the creation of the platform for
the economic activity and knowledge transfer by the private companies and associated institutions (like it
was in Germany or Norway) (Kahveci et al. 2011). The state authorities support the creation of the
clusters by providing tools, mainly of a legislative character; e.g. in 2009 the government proposed the
project of cluster promotion.
5.2.1.2. Financial aspects of m aritim e econom y: investm ent outlays and
average salaries
Description of the financial situation of the maritime economy in West Pomeranian region is given
on the basis of the data on investment outlays on fixed assets and average salaries in the maritime
economy entities.
Investment outlays are financial or tangible outlays, the purpose of which is the creation of new
fixed assets or the improvement (rebuilding, enlargement, reconstruction or modernization) of existing
capital asset items, as well as outlays on initial investments. Investment outlays on fixed assets include
outlays on:
a. buildings and structures (include buildings and places as well as civil engineering works), of
which, among the other, construction and assembly works, design and cost estimate
documentations,
b. machinery, technical
endowments),
c.
equipment
and
tools
(including
instruments,
moveables
and
transport equipment,
d. others, i.e. detailed land drainage, costs incurred for purchasing land and second-hand fixed
assets, interests on investment credits and investment loans for the period of investment
completion etc. (this category is not included in the statistical data of GUS).
Share of the investments on maritime sector in total investments on fixed assets is a good indicator
of the role of this sector in the economy of the region. The money invested in maritime sector in West
Pomeranian Voivodeship has been gradually growing since 2005 (with an exceptional year 2009, Fig. 7,
Appendix 2A) but in the years 2000-2010 it did not exceed 5% of expenses on investments in general
(Fig. 8, Appendix 2A). Majority goes on real estate investments, as well as on machinery, technical
equipment and tools (Fig. 7), while the expenses on transport equipment are not significant. Structure of
investments in maritime sector does not differ from the pattern of the enterprises on the whole.
The growth pace of investments in maritime sector is slightly slower than in enterprises on the
whole. It results from, among other factors, slower growth in sales than in the average enterprises
(Peterlik 2007). In the years 2005 and 2009 significant drops in the investment outlays occurred. The year
2009 was very difficult for the maritime economy in the voivodeship due to the liquidation of the Szczecin
Shipyard Nova.
Investment outlays on maritime economy
mln PLN
400
350
300
250
transport equipment
200
150
machinery,technical
equipment and tools
100
buildings and
structures
50
0
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
Fig.7. Total investment outlays on fixed assets in maritime economy in West Pomeranian Voivodeship. Green bars
for 2000-2002: no available information on the outlays allocation. Source: GUS, Statistical Yearbook of Maritime
Economy.
Share in total investment outlays in the voivoship
%
5
4
3
2
1
0
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
Fig.8. Share of investments on maritime economy in total investment outlays on fixed assets in West Pomeranian
Voivodeship (2003: no available information). Source: GUS, Statistical Yearbook of Maritime Economy.
The average monthly salary in the maritime economy entities in West Pomeranian Voivodeship in
the years 2000-2010 was higher than the average salary in business on the whole (Fig. 9, Appendix 2B).
It was of 130% of the average salary in the year 2007 but since then it was significantly decreasing and
was of only ~108% in the 2010. It means that the growth pace of the salary in the maritime economy
entities is significantly slower than in enterprises in general and gives the picture of the poor financial
condition of the sector.
%
PLN
4000
135
3500
130
3000
125
2500
Average monthly
gross wage and
salary in maritime
economy
120
2000
115
1500
110
1000
Ratio to the
average monthly
wage and salary
in the voivodship
105
500
0
100
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
Fig.9. Average monthly salary in the maritime economy and its ratio to the average monthly salary in West
Pomeranian Voivodeship. Source: GUS, Statistical Yearbook of Maritime Economy.
5.2.2. Seaports in W est Pom eranian Voivodeship – brief characteristics
West Pomerania seaports play a very important role in the maritime economy sector, in particular
in terms of maritime transport (see chapter 5.2.5.1). The other fields of activity (e.g. fishery) do not play
such a significant role on the country scale.
Ports in West Pomeranian Voivodeship are considered to create major demand for employees.
Specificity of the region – access to the Baltic Sea and a dense network of rivers and channels – gives
the perfect opportunity for the development of ports that can fulfil the variety of economic functions. There
are 4 important seaports in the voivodeship (Szczecin, Świnoujście, Police and Kołobrzeg), 10 small
Baltic ports and 10 harbours (Strategia rozwoju... 2010). Seaports in Szczecin, Świnoujście and Police
operate predominantly in transport, distribution and logistics subsectors while the others are exploited for
the purposes of fishery and tourism.
Seaports in Szczecin and Świnoujście are managed by one authority: joint-stock company Board of
Seaports Szczecin and Świnoujście (Zarząd Morskich Portów Szczecin i Świnoujście S.A.). They play a
dominant role in the maritime economy on the region and country scales. Their exploitation potential is
used by several independent companies listed in Tab. 2.
Tab.2. Companies (selected) operating in seaports of Szczecin and Świnoujście.
Company
Place of residence
Main sector of activity
Bulk Cargo – Port Szczecin Sp. z o.o.
Szczecin
cargo handling
DB Port Szczecin Sp. z o.o.
Szczecin
cargo handling
Przedsiębiorstwo Usług Portowych Elewator Ewa Sp.
z o.o.
Szczecin
cargo handling
Fast Terminals Sp. z o.o.
Szczecin
cargo handling and storage
Port Handlowy Świnoujście Sp. z o.o.
Świnoujście
Terminal Promowy Świnoujście Sp. z o.o.
Świnoujście
supporting activities
cargo handling, passenger
trafiic services
Andreas Sp. z o.o
Szczecin
Baltchem SA
Szczecin
Świnoujście
Fosfan SA
Szczecin
Krono-Chem Sp. z o.o.
Szczecin
cargo handling
Polski Koncern Naftowy ORLEN SA
Szczecin
cargo handling
Skolwin Paper International Sp. z o.o.
Szczecin
cargo handling
Szczecińskie Zakłady Zbożowo-Młynarskie PZZ SA
Szczecin
cargo handling
Euro-Terminal Co.Ltd.
Both ports are universal ports, suitable for handling bulk and general cargo, including containers. The
position of the ports in the Baltic region results from several factors:
a.
the ports are located on the shortest sea route connecting the Nordic countries and Russia
with Western Europe and Central and South America;
b.
their competitiveness is very high due to their access to the European system of inland
waterways through channel Oder – Havel;
c.
they are conveniently communicated with Berlin and Western Europe thanks to a developed
system of highways;
d.
it is an important node in the Central European Transport Corridor CETC-ROUTE 65 (see
chapter 5.3.3.5);
Seaport in Śwnoujście plays a very important role not only in cargo handling and maritime transport,
but is also a leading centre of maritime passenger traffic. Since the collapse of the market at the
beginning of XXI century, it has recorded a small but steady growth and currently serves ~40% of a
domestic traffic (Strategia rozwoju... 2010).
Seaport in Police is managed by the corporation included in a joint-stock Chemical Enterprises Police
(Zakłady Chemiczne Police S.A.). Offering a special equipment for transshipment of chemical
substances, it serves predominantly for the purposes of the port owner. It is the third port in the region
and fifth in the country in terms of volume of handled load (Galor et al. 2010).
Seaport in Kołobrzeg is the largest fishing port in the country. It currently supports the activity of the
Baltic Sea fishery, tourist passenger traffic, cargo handling and transport, shipbuilding and shiprepairing
of small vessels (Galor et al. 2010).
Main functions of the seaport in Darłowo are fishing and commercial activity. According to the
authorities, its significance in the future will increase thanks to the modernization and investments in the
infrastructure (Galor et al. 2010).
Smaller seaports, such as Trzebież and Nowe Warpno, used to have a significant share in
international passenger traffic. Access of Poland to the Shengen treaty ended this role – liquidation of the
duty free shops resulted in substantial decrease in frequency of coastal transport (Strategia rozwoju...
2010). Currently these ports operate mainly in the tourist subsector of the maritime economy.
5.2.3. Kinds of econom ic activity of the entities operating on the m aritim e
m arket – definitions
The statistical data included in this chapter are based on the information provided by the Polish
Statistical Office (GUS) and published as “The Statistical Yearbook of Maritime Economy”. The yearbook
comprises the data on the maritime labour market (entities and employment) ordered according to the
Polish Classification of Activities (PKD). PKD is compiled on the basis of the European Community
EUROSTAT publication (Nomenclature des Activités de Communauté Européenne NACE rev. 1...) and
was introduced on 01.01.1998 by the decree of the Council of Ministers regarding the Polish
Classification of Activities, dated 07.101997 (Journal of Laws No. 128, item 829) with later amendments,
replacing European Classification of Activities (EKD). Due to a usually broad range of activities conducted
by entities, only the basic (main) kind was taken into account while gathering the information for the
purposes of the statistical reports.
The data in the Statistical Yearbook of Maritime Economy and, as a result, in this study are
grouped according to sectors representing particular kinds of activity. Sectors and their PKD equivalents
are listed in Tab.3.
Tab.3. Sectors of entities’ economic activity and their PKD equivalents. Source: GUS, Statistical Yearbook of
Maritime Economy.
sector name
Cargo handling and
storage in seaports
Other activities
supporting maritime
transport
Activity of maritime
transport agencies
entities activity
cargo handling and storage service
enterprises, which the basic activity is cargo
handling in seaports
navigation, pilotage, live saving, dredging and
underwater works, port and sea services,
towage, mooring and others
custom agencies, marine agencies, ship
broking agencies, maritime consultancy,
marine experts, clearing services, stowage
services, cargo control, sea forwarding and
others
Seaports authorities
Sea and coastal
water transport
Production and
repairs of ships and
boats
building and repairs of floating units in terms
allowing to float on an open sea
Sea fishing
Fish and fishing
products processing
and preserving
Wholesale and retail
sale of fish,
crustaceans and
molluscs
entities performing mainly fish sale
Research and
development works
and maritime
education
schools educating mainly for needs of
maritime economy (and groups of schools) as
well as scientific and research units, working
mainly for needs of maritime economy
full name of PKD group,
class and subclass
Cargo handling (63.11);
Cargo storage (63.12)
Other activities supporting water
transport (63.22)
Activity of other transport agencies
(63.40)
Other activities supporting water
transport (63.22);
Real estate management and sale
(70.11);
Property renting on own account
(70.20);
Real estate management on a fee or
contract basic (70.32); Business and
management consultancy activities
(74.14)
Maritime and coastal water transport
(61.10)
Production and repairs of ships
(35.11);
Production and repair of pleasure and
sport boats (35.12)
Sea fishing (05.01.B);
Fishing and fisheries service activity
(05.02.B)
Fish and fishing products processing
and preserving (15.20)
Wholesale of the other food including
fish, crustaceans and molluscs
(51.38);
Non-specialized wholesale of food,
beverages and tobacco products
(51.39);
Retail sale in non specialized stores
with majority of food, beverages and
tobacco products
(52.11);
Retail sale of fish, crustaceans and
mollusks (52.23)
Research and development in the
field of natural and technical science
(73.1);
Research and development in the
field of social science and works
humanistic (73.20);
Business and management
consultancy activities (74.14);
Vocational secondary education
(80.22);
University education (80.30); Other
education forms not elsewhere
Marine Boards
Others kinds of
activity
extraction of crude oil from sea, construction of
water engineering structures for maritime
economy, architectural and engineering
activities for maritime economy, renting of
water transport means, consultancy, technical
research and analysis, enrolment of
employees and other kinds of activity for the
benefit of maritime economy.
classified (80.42);
Management and participation in
increasing efficiency
activities (75.13)
Various PKD classes
5.2.4. Num ber of m aritim e entities and em ploym ent rate in W est
Pom eranian Voivodeship in m aritim e sector in 2000-2010
The maritime entities in West Pomeranian Voivodeship are located along the Baltic Sea and
Szczecin Lagoon coasts as well as in the Lower Odra Valley (Fig. 11).
The number of maritime entities (Appendix 3A, 4) in West Pomeranian Voivodeship in the years
2000-2005 oscillated around 2100. Then there was a significant growth in the number of entities in 2006
and in the following year it achieved its maximum (~800 companies more than in 2005). Since then there
was a slight decrease in total number of entities (Fig. 10). General growth in the total number of entities
was caused mainly by growth in number of private enterprises (including the most developing selfemployment) while the number of public property entities did not changed significantly in the years 20002010. There is a slight but noticeable and important growth in number of foreign and mixed (foreign and
domestic) companies; it is a result of the opening of the market and the implementation of a strategy of
the local government supporting the investments originated from abroad.
What is symptomatic, increasing number of establishment was not followed by the increase in
number of employees. Moreover, the total number of person employed in maritime economy sector
(Appendix 3B, 5) has been decreasing since the year 2000, when there was over 33 000 workers while
10 years later – only 20 000 (Fig. 12). It shows that the new established entities are of a micro or small
character, hiring up to respectively 10 and 50 employees (including the self-employment). Their share in
the maritime economy in the voivodeship is growing while the big companies lose their significance.
Maritime economy entities by ownership
numbers
3100
2900
2700
public sector
2500
private mixed ownership
private foreign ownership
2300
private domestic ownership
2100
1900
1700
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
Fig.10. Number of maritime economy entities in West Pomeranian Voivodeship by ownership. Source: GUS,
Statistical Yearbook of Maritime Economy.
Seaports
of primary importance for the economy
of primary importance for the economy
commercial and multi-purpose
others
fishing harbours
Entities
shipowners
Shipbuilding and shipreapiring industry
3
Ferries
Cargo handling ports
LNG terminal
Maritime University
Marine middle schools
fishing structure
Other marine
lagoonal
main roads
provincial roads
flatfish
cod
Transport links to seaports
Railways
sprat
Odra waterway
Marine resources
herring
fishing areas
technical sand and pebble
heavy minerals
structure of the cargo
voivodeship boundary
coal
ores
cereal
oil
phosphorites
other bulk cargo
smallwares
territorial sea
exclusive economic zone
disputed area of economic zone (with Demnark)
Fig. 11. Location of the maritime economy entities in West Pomeranian Voivodeship. Source: Galor et al. 2010.
The public entities experienced the most significant drop in number of employees. There was over
10 000 employed persons in 2000 in this sector while 10 years later – only 3500. The same trend, but of a
much lower scale, affected the companies of the private mixed (foreign and domestic) property. The
employment rate in the private domestic entities was the highest in the first year of analysed time period
but reached its lowest level in the years 2002-2003. There was a slight increase in number of employed
persons since then. The employment rate in private foreign companies was gradually growing during the
whole period.
Employment in maritime economy entities by ownership
numbers
35000
30000
25000
public sector
20000
private mixed ownership
private foreign ownership
15000
private domestic ownership
10000
5000
0
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
Fig.12. Number of employees in maritime economy entities in West Pomeranian Voivodeship by ownership. Source:
GUS, Statistical Yearbook of Maritime Economy.
5.2.5. Characteristics of the m aritim e econom y entities in W est
Pom eranian Voivodeship by sectors
This chapter consist of a characteristic of particular maritime economy subsectors in terms of
changes in number of entities and employed persons in the decade 2000-2010 (Appendices 4 and 5).
Each subsector is also briefly described in order to give the consistent picture of main trends in
development of the marine economy in the voivodeship.
5.2.5.1. Cargo handling and transport in seaports
Cargo handling, transport and logistics include all the entities which main economic activity is cargo
handling, storage services conducted in seaports, maritime and coastal waterborne transport (custom
agencies, marine agencies, ship broking agencies, maritime consultancy, marine experts, clearing
services, stowage services, cargo control and sea forwarding) and all the supporting activities such as
navigation, pilotage, live saving, dredging and underwater works, port and sea services, towage, mooring
and others. According to the data provided by the website wortalmorski.pl (www.wortalmorski.pl, access
on 16.04.2012) there were 43 marine agencies in West Pomeranian Voivodeship: 35 in Szczecin, 5 in
Świnoujście, 1 in Kołobrzeg, 1 in Goleniów and 1 in Mierzyn.
Number of entities of this sector was slightly growing in the years 2000-2010, mainly thanks to a
significant growth in number of maritime and coastal waterborne transport enterprises and cargo handling
and storage in seaports entities (Fig. 13). Increase in the first subsector (maritime and coastal
waterborne) is a result of growing significance of this kind of transportation. It is worth to underline that its
potential is still not entirely exploited. According to the Strategy of the Polish Maritime Economy
Development 2007-2015, the main barriers are: poorly developed system of inland water transportation,
exploited seaports infrastructure and low handling capability.
Cargo handling, transport and logistics entities
numbers
450
400
350
300
maritime and coastal
waterborne transport
250
activity of other transport
agencies
200
150
other activity supporting
sea transport
100
cargo handling and
storage in seaports
50
0
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
Fig.13. Number of cargo handling, transport and logistics entities in West Pomeranian Voivodeship. Source: GUS,
Employed persons in cargo handling, transport and logistics entities
numbers
9000
8000
7000
maritime and coastal
waterborne transport
6000
5000
activity of other
transport agencies
4000
other activity
supporting sea
transport
cargo handling and
storage in seaports
3000
2000
1000
0
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
Fig.14. Number of employees in cargo handling, transport and logistics entities West Pomeranian Voivodeship.
Source: GUS, Statistical Yearbook of Maritime Economy.
The number of transport agencies and other companies supporting sea transportation was stable
over the analysed time period.
The number of employees (Appendix 5) in this subsector of maritime economy was decreasing in
the years 2000-2010 (Fig. 14). The most significant drop affected the maritime and coastal waterborne
transport entities – from 3272 persons in 2000 to 744 in 2010 – what, when compared with the growing
number of entities operating within this subsector, stands for fast development and increasing importance
of microenterprises (including self-employment).
According to the Strategy of maritime economy development (Galor et al. 2010), labour market in
subsector of maritime transport is strongly dependant on the global economic situation. This subsector
has been deeply affected by the economic crisis, especially since 2009. As a result, the employment rate
as well as freight rates were markedly reduced.
Cargo handling in seaports
The increase in number of cargo handling entities is not followed by increasing potential of this
sector of maritime economy. Total cargo handling in seaports in the years 2005-2010 (Appendix 6) was
significantly lower than in previous 10 years (Fig. 15). The share of the region in country cargo handling
was gradually decreasing over a decade 2000-2010 (Fig. 16, Appendix 7).
ths tons
Cargo handling by seaports
25000
20000
15000
Others
Police
Swinoujscie
Szczecin
10000
5000
0
1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010
Fig.15. Cargo handling by seaports. Others: Darłowo, Kołobrzeg, Stepnica. Source: GUS, Statistical Yearbook of
Maritime Economy.
The Szczecin-Świnoujście seaports, managed by one authority, have the biggest share in total
cargo handling in West Pomerania. They create one of the biggest seaport complexes in the entire Baltic
Sea region. Szczecin was the leading seaport until 2006 but since then there has been a noticeable
growth in the significance of Świnoujście (Fig. 15). The other ports located in the region – Police,
Kołobrzeg, Darłowo and Stepnica – do not play any important role in cargo handling. Seaport in Police
operates mainly for the needs of Chemical Enterprise “Police SA”. The handling capacity of the others is
very small and cannot be used for purposes other than local (Appendix 7).
Share in cargo handling
%
50
45
40
35
30
25
20
15
10
5
0
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
Fig.16. Share of West Pomeranian Voivodeship in total cargo handling. Source: GUS, Statistical Yearbook of
Maritime Economy.
Maritime transport
West Pomerania seaports play a very important role in the maritime transport (Appendix 7B) in the
country scale. In 2000-2010 their share was very significant (Fig. 17) – even in the worst period 20062007 it was over 65%, while in general it oscillates round 80-90%. It gives the voivodeship the leading
role in this sector of the marine economy.
The leading role in the maritime transport belongs to international Group of the Polish Maritime
Transport (Grupa Polskiej Żeglugi Morskiej). It is the biggest polish shipowner, operating in Poland and 9
other countries on 4 continents. Among the domestic companies included in the Group, maritime
transport enterprises have a leading role (Żegluga Polska S.A., Polsteam Frachtowanie, Polsteam
Shipping Agency, Unity Line) but the entity provides also IT services (Medialand), tourism and catering
services (Polsteam Żegluga Szczecińska) and medical services (Marine Medical Services)
(www.polsteam.com.pl, access: 17.04.2012).
The other maritime transport entities operating in West Pomeranian Voivodeship are: Euroafrica
Shipping Lines Cyprus Limited (a part of ESL Hass Holding Ltd. in Cyprus, owns 10-13 ships) and jointstock Unibaltic. Unibaltic company is the youngest shipowner in the region. Its economical activity is
rather broad and includes shipping between seaports of the Baltic Sea and the North Sea, ship agency
services, sea freight forwarding and supply of the vessels (Galor et al. 2010)
Over the last 15 years (1995-2010) there were some significant shifts in the proportion of ships
arriving to the seaports in the West Pomerania region (Appendix 8, Fig. 18). The highest traffic was
reported for the years 1999-2003 when there was a very high transportation activity in seaport of Nowe
Warpno and Świnoujście. The latter port, despite the major drop in the number of arriving ships since
2004 (by almost 50%), managed to sustain the leading role in this subsector of maritime economy. The
Share in maritime transport % 100 90 80 70 60 50 40 30 seaport in Nowe Warpno suffered from the significant and very quick decrease in maritime transport and
now its role is only marginal. All the processes were triggered by the polish access to the European Union
structures.
20 10 0 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 Fig.17. Share of West Pomeranian Voivodeship in total country maritime transport. Source: GUS, Statistical
Yearbook of Maritime Economy.
Ships arriving at seaports
35000
30000
25000
Others
20000
Police
Nowe Warpno
Swinojscie
15000
Szczecin
10000
5000
0
1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010
Fig.18. Ships arriving at seaports in West Pomeranian Voivodeship. Data for Szczecin 1995-2000 include the number
of arriving ships to Police and Stepnica. Others: Kołobrzeg, Stepnica, Darłowo, Trzebież, Międzyzdroje. Source:
The share of the seaport in Szczecin was stable over the analyzed time period. Increasing role of
small seaports (others on the Fig.18) is misleading – there was no available information for some of these
ports for the years 1995-2003.
Passenger traffic
Majority of the passenger traffic is provided by two big companies located in West Pomeranian
Voivodeship: Unity Line (belongs to the Group of the Polish Maritime Transport in Szczecin) and
Polferries (the joint-stock Polish Baltic Transportation, Polska Żegluga Bałtycka S.A. in Kołobrzeg).
Smaller enterprises, supporting predominantly local touristic traffic, operate in the seaports located in the
Szczecin Lagoon and in the Baltic Sea resorts.
West Pomeranian Voivodeship has the biggest share in the passenger traffic on the country scale
(Appendix 9). Almost all the passenger traffic is supported from the seaport of Świnoujście – in the years
2003-2010 it was around 90% (Tab.4). There are several ferry routes from Świnoujście supporting half a
million of passengers every year (Tab.4., Fig. 19, Appendix 10): Świnoujście–Kopenhagen, Świnoujście–
Ronne, Świnoujście–Ystad and Świnoujście–Trelleborg. The route Świnoujście–Ystad is the most popular
and important – its share in the total ferry passenger traffic in the time period 2003-2010 was around
80%.
Tab.4. Passenger traffic in West Pomeranian Voivodeship – total and share of the seaport in Świnoujście. Source:
Passenger traffic
total
Świnoujście
2003
2004
2005
2006
2007
2008
2009
2010
ths
1 399,6
954,2
1 009,0
1 024,8
970,5
914,6
948,9
1 399,6
ths
1 259,6
894,9
929,9
876,3
831,8
814,4
866,0
1 259,6
%
0,90
0,94
0,92
0,86
0,86
0,89
0,91
0,90
474,2
530,8
573,3
583,7
523,6
513,1
517,8
474,2
0,34
0,56
0,57
0,57
0,54
0,56
0,55
0,34
ths by
ferries
% by
ferries
International transport of passengers
250000
200000
Świnoujście-Kopenhagen
Kopenhagen-Świnoujście
150000
Świnoujście-Ronne
Ronne-Świnoujście
Świnoujście-Ystad
Ystad-Świnoujście
100000
Świnoujście-Trelleborg
Trelleborg-Świnoujście
50000
0
2003
2004
2005
2006
2007
2008
2009
Fig.19. International transport of passengers from Świnoujście by ferry routes. Source: GUS, Statistical Yearbook of
Maritime Economy.
Other seaports: Kołobrzeg, Szczecin, Trzebież, Nowe Warpno, Międzyzdroje and Darłowo (Fig. 20)
are of a minor importance in terms of international passenger traffic (Appendix 9). Kołobrzeska Żegluga
Transportowa supports the ferry passenger traffic on a route Kołobrzeg–Nexo in April – October; level of
traffic on this route was stable over the last several years (2006-2010). The international passenger traffic
in Międzyzdroje was relatively high but it has emphatically decreased since 2007 (from 95 ths in 2007 to
49 ths in 2010). After Polish access to the European Union in 2004, Szczecin and Nowe Warpno seaports
lost their significance; 2004 was the last year of a relatively high passenger traffic.
International passenger traffic
100000
90000
80000
70000
Szczecin
60000
Trzebież
Nowe Warpno
50000
Międzyzdroje
40000
Kołobrzeg
30000
Darłowo
20000
10000
0
2004
2005
2006
2007
2008
2009
2010
Fig.20. International passenger traffic by seaports in West Pomeranian Voivodeship. Source: GUS, Statistical
Yearbook of Maritime Economy.
5.2.5.2. Construction and repairs of ships and boats
By 2009, West Pomeranian Voivodeship was a very important centre of shipbuilding and
shiprepairing industry in Poland. Share in the tonnage of completed vessels varied but in 2003 – 2007
was higher than 40% with maximum - 67% - achieved in 2003. Since 2009, due to economic problems
and following liquidation of the Szczecin Shipyard Nova, the share equals zero (Fig. 21, Appendix 11A).
Share in tonage of completed vessels
%
70
60
50
40
30
20
10
0
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
Fig.21. Share in tonnage of completed vessels in West Pomeranian Voivodeship. Source: GUS, Statistical Yearbook
of Maritime Economy.
Order book and production of vessels
45
40
35
30
Number of
ships according
to order book
25
20
Production of
vessels
15
10
5
0
2003
2004
2005
2006
2007
2008
2009
Fig.22. Order book and production of vessels in West Pomeranian Voivodeship. Source: GUS, Statistical Yearbook of
Maritime Economy.
Szczecin Shipyard Nova used to have the most significant input in functioning and development of
this subsector of maritime economy; there were around 3000 persons employed in its structures.
Currently there is one big company and numerous smaller enterprises offering broad range of services
(the most important are listed in Tab. 5). Joint-stock Repairing Shipyard Gryfia (Stocznia Remontowa
Gryfia S.A.) with 1200 employees (as of 2010) is the biggest company operating in this subsector of
maritime economy. Its activity is based on repairs, remodeling and construction of ships and yachts and
just recently expands towards offshore and subsea constructions (www.gryfia.com, access: 16.04.2012).
Despite a substantial order book (Fig. 22), the economic situation of the company is rather unfavourable
(Galor et al. 2010).
Tab.5. Shipbuilding and shiprepairing companies and supporting enterprises in West Pomeranian Voivodeship.
Company
Place of residence
Grupa Stoczni „Odra” Sp. z o.o.
Szczecin
Stocznia Remontowa Gryfia S.A.
Szczecin
Navicor Sp. z o.o.
Szczecin
Zakład Usług Remontowych Perfekt Service Sp. z
o.o.
Szczecin
Polship Sp. z o.o.
Szczecin
Pomerania Service Sp. z o.o.
Szczecin
Scana Zamech Sp. z o.o.
Szczecin
Morska Stocznia Remontowa SA
Świnoujście
Navikon SRY Sp. z o.o.
Świnoujście
Kołobrzeska Stocznia Remontowa DOK
Kołobrzeg
Stocznia „Parsęta” sc. T. Jawdyk & M. Cieślak
Kołobrzeg
Stocznia Darłowo M&W Sp. z o.o.
Darłowo
Finomar Sp. z o.o.
Szczecin
Partner s.j.
Szczecin
Makrum SA Stocznia Pomerania
Szczecin
Stalkon Sp. z o.o.
Police
Kilwater s.j.
Szczecin
ZinkPower Sp. z o.o.
Szczecin
Spawrem
Szczecin
Midcon Designer Sp. z o.o.
Szczecin
Klinpol. Sp. z o.o.
Szczecin
The small companies listed in the Tab.5 represent successful entities operating in this subsector of
maritime economy. Many of them exist on the market for at least several years and, despite of the global
economic crisis, managed to sustain the financial stability without the external support. These are able to
adjust their offer to the changing market demands in terms of specialists and production techniques and
successfully expand toward foreign markets (e.g. Island, Norway, France, China). Significance and role of
the small companies in this subsector of maritime economy were usually – and unfairly – marginalized as
their offer is not directed solely to the traditional shipbuilding. They offer, among others: repairs of ships,
boats and yachts, production of specialized sections for the purposes of shipbuilding, production of ship
equipment, design and construction of steel structures (not only for the shipbuilding purposes).
Although the number of shipbuilding and shiprepairing entities in West Pomeranian Voivodeship
shows the growing tendency (Fig. 23), with maximum achieved in 2007 and stable situation since then,
the number of employees is substantially decreasing (Fig. 24). Employment rate in 2010 was only of
about 1/3 of the year 2000. It shows the increasing role of micro- and small enterprises and the
marginalization of the significance of the big companies. A common phenomenon of the West Pomerania
labour market is a “brain drainage” of skilled and highly qualified shipyard workers. They find better
working conditions in Germany and Scandinavian countries (mainly Norway); many former shipyard
workers emigrated there after the closure of Szczecin Shipyard Nova. Genfer Lloyd a is leading company
that offers the possibility to work for the shipbuilding industry in the country (e.g. in Gdynia) and abroad. It
is a polish company that hire about 500 persons working at various shipyard projects throughout Europe
(www.pracuj.pl, access: 16.04.2012). The other intermediary agencies organizing the work for foreign
shipyards are: Rem-Pol, Adecco Poland and Time Personale.
The companies located in Pomerania Voivodeship (such as Gdańsk Shipyard) recently started
looking for employees (mainly hull fitters and welders) in the West Pomerania region (Monitoring
zawodów...2011).
Construction and reapirs of ships and boats entities
numbers
1400
1200
1000
800
600
400
200
0
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
Fig.23. Number of construction and repairs of ships and boats entities in West Pomeranian Voivodeship. Source:
The liquidation of the Szczecin Shipyard Nova in May 2009 had a major negative impact on a
labour market and contributed to the instability of the regional economic situation (see the chapter: 5.2.1.
for more details) (Galor et al. 2010). In 2009 there was 50% less employed persons than in the previous
year (Fig. 24). Although a slight improvement in 2010, the situation of the labour market in this subsector
is still very difficult. Moreover, although the shipyard assets were put on the market for sale, these have
not been bought yet; there is no or very limited activity of companies hiring the facilities located on the
industrial terrains of former shipyard so its industrial potential is not exploited at all (Stareńczak 2011).
Employed persons in construction and reapirs of ships entities
numbers
14000
12000
10000
8000
6000
4000
2000
0
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
Fig.24. Number of employees in construction and repairs of ships and boats entities in West Pomeranian
Voivodeship. Source: GUS, Statistical Yearbook of Maritime Economy.
5.2.5.3. Sea fishing, processing and sale
The maritime economy subsector sea fishing, fish processing and sale is of a great importance for
the regional labour market (Galor et al. 2010), although share of the voivodeship in total country sea
fishing was substantially decreasing over the last decade, from over 50% in 2000 to about 25% in 2010
(Fig. 25, Appendix 11B). Sea fishing companies are located in the seaports and harbours along the Baltic
Sea coast: Świnoujście, Kołobrzeg, Dziwnów, Mrzeżyno, Dźwirzyno, Darłowo, Międzyzdroje, Niechorze,
Rewal, Ustronie Morskie, Unieście, Jarosławiec, Dąbki and Chłopy.
In the last few years there is a slight decrease in number of entities operating in this subsector (Fig.
26). This trend concerns the sea fishing and fish processing companies, while the number of enterprises
responsible for retailed wholesale of fish was rather stable over last years. Small companies hiring up to
several employees have the highest share in the market. What is significant, the employment rate (Fig.
27) in this subsector was significantly growing since 2003, mainly thanks to a major increase in number of
persons employed in the fish processing companies.
Share in total sea fishing
%
60
50
40
30
20
10
0
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
Fig.25. Share of West Pomeranian Voivodeship in total sea fishing. Source: GUS, Statistical Yearbook of Maritime
Economy.
Sea fishing, processing and sale entities
numbers
1400
1200
1000
retail and wholesale of
fish
800
fish and fishing products
processing and
preserving
600
400
sea fishing
200
0
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
Fig.26. Number of sea fishing, processing and sale entities in West Pomeranian Voivodeship. Source: GUS,
Employed persons in sea fishing, processing and sale
numbers
10000
9000
8000
7000
retail and wholesale of
fish
6000
5000
fish and fishing products
processing and
preserving
4000
3000
sea fishing
2000
1000
0
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
Fig.27. Number of employees in sea fishing, processing and sale entities in West Pomeranian Voivodeship. Source:
Fish processing belongs to the most promising and developing subsectors not only of the maritime
economy but also of the food sector. There are 152 companies (as of 2010), mainly small in employment
rate and of a local character, basing on the Baltic Sea fishery, but these hire about 5100 employees.
Their long tradition in fish processing as well as highly educated staff, decide on their success on the
local and regional market. According to the Strategy of the maritime economy development (Galor et at.
2010), all the companies have a strong potential and possibilities for expansion and increasing sales of
fish, both domestically and abroad.
An important group of companies are 362 entities engaged in the sale of fish and fish products.
These companies (in 2010) employ approximately 890 people in the province (Galor et at. 2010).
In a contrary, sea fishing loses its significance. The employment rate in this subsector substantially
decreased over the last decade, from almost 4000 persons in 2000 to just slightly more than 1000 in 2010
(Fig. 27). One of the reason of this process was the EU Sectoral Operational Programme “Scrapping of
fishing vessels” (SOP 6.1. Priority 1. Action 1.1.), enabling the liquidation of the old and overexploited
th
fleet in exchange for financial reimbursement. On 6 of March 2006 the assumed level of application and
th
reimbursement rate were achieved. As of 10 of March 2006, there was 429 application filed and 377
contracts signed (on the country scale). Total financial support equalled 356 774 188,6 PLN (85,25% of
financial limits for the years 2004-2006) (Raport z ewaluacji...2006). As a result, polish cutter fleet was
reduced by almost 60%. In 2004 there was 149 fishing boats while in 2007 – only 62 (Fig. 28). Scrapped
vessels were usually old (often of a couple ten years), overexploited and not adjusted to the safety and
ecological standards.
The reduction in cutter fleet (Appendix 11C) was then continued, also in the frames of following EU
Fourth Operational Programme “Sustainable development of fishery sector and coastal fishing areas
2007–2013”. In 2010 there was only 38 fishing boats in West Pomeranian Voivodeship, registered mainly
in seaports in Kołobrzeg and Darłowo. Since 2007 there is no fishing vessel in Mrzeżyno (Fig. 28).
Cutter fleet by ports of registration
60
50
40
Świnoujście
Mrzeżyno
Dzwinów
30
Kołobrzeg
Darłowo
20
10
0
2004
2005
2006
2007
2008
2009
2010
Fig.28. Cutter fleet by ports in West Pomeranian Voivodeship. Source: GUS, Statistical Yearbook of Maritime
Economy.
The EU Fourth Operational Programme “Sustainable development of fishery and coastal fishing
areas 2007–2013” was introduced in order to professionally activate the communities in coastal areas. It
supports local initiatives including e.g. adaptation and modernization of vessels and raise of the standards
of ports and harbours (Strategia rozwoju...2010). This goal can be achieved by formulating so called local
strategies of fishery areas development; implementation of these strategies should be supported by local
fishery groups (lokalne grupy rybackie) bringing together representatives of the fishing industry such as
municipalities and other public establishments and voluntary associations operating in areas dependent
on fishery (www.minrol.gov.pl, access: 16.04.2012).
5.2.5.4. Authorities, research and education activity
Research and development
One of the most important and influential subsectors of maritime market in West Pomeranian
Voivodeship fulfil research and development entities (R&D), whose activity is focused on the topics
connected with broadly understood maritime economy. The regional labour market supporting all the
processes aiming at implementing the innovations to the maritime economy sector is, unfortunately, not
sufficiently and adequately developed. Research activity is almost entirely concentrated in the state
universities. Scientific potential of the voivodeship create: Maritime University, University of Szczecin,
West Pomeranian University of Technology in Szczecin and Koszalin University of Technology. There is
no unit of Polish Academy of Science or independent R&D entities. Although the situation of this
subsector of maritime economy is not favourable yet, the number of entities of maritime education and
R&D was significantly increasing in the last decade, especially in the years 2004-2010 (Fig.29). It was
followed by the slight increase in number of employed persons (Fig.30). In 2010 there was 944
employees in 28 schools, universities and research institutions.
Authorities, research and education activity
numbers
35
30
25
maritime offices
20
seaports authorities
15
maritime education,
research and development
activity
10
5
0
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
Fig.29. Number of authorities offices and research and education entities in West Pomeranian Voivodeship. Source:
number
Employed persons in research and education entities and authorities offices
1400
1200
1000
800
seaports authorities
600
maritime education,
research and
development
400
200
0
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
Fig.30. Number of employed persons in authorities offices and research and education entities in West Pomeranian
Regional Centre for Innovation and Technology Transfer (a part of West Pomeranian University
of Technology in Szczecin) is the most actively operating institution dedicated to the implementation of
technological innovations. However, despite its intensive efforts, business cooperation with R&D sector in
West Pomeranian Voivodeship is not yet of a strategic nature, aiming at long-term development. This
partnership is now in the stage of the evolution and adaptation to the EU standards. Development of the
innovative strategies in the maritime sector – their expansion and higher level – is essential to sustain the
economic stability in the region and prevent the outflow of highly educated technical staff. Entities, whose
activity is based on outdated technologies, will not be able to sustain their position in the economic reality
based on knowledge and innovation, especially in competition with foreign companies (Galor et al. 2010,
Strategia rozwoju...2010).
Maritime education - sailors
Since the present situation of the educational offer available in West Pomeranian Voivodeship is
a topic of a separate study, this chapter consists only of some information on the labour market of the
sailors trained at the Maritime University of Szczecin.
Merchant Navy Officers are trained at the Maritime University of Szczecin, in accordance with the
International Convention STCW 78/95 (International Convention on Standards of Training, Certification
and Watchkeeping). The high level of training results in the recognition of diplomas throughout the world,
very good perspectives for the graduates on the international labour market and, in 2007, receiving high
evaluation from the international organization for the training of seafarers - EMSA in Lisbon (Galor et al.
2010).
The situation on the sailors' labour market is very dynamic, and the prospects – hard to predict. In
the past, there were no noticeable differences between the rapid growth of maritime trade and the
number of graduates of maritime schools, which is observed today. Main problems of the sailors' labour
market are as follows: lack of sailors at certain positions and types of ships, retirement of a large number
of officers from OECD countries and a shrinking number of jobs at sea in the OECD countries and
increasing – in the Far East, Southeast Asia - Eastern and Eastern Europe.
The Polish sailors represent more than a half of the total number of sailors from the new EU
countries. In 2006 there were about 7 000 Polish officers and sailors employed on the ships with EU
flags; moreover, several thousand sailors were working for the flags of Cyprus and Malta.
Number of sailors on the Polish market noticeably decreases due to the opening of labour
markets in several Western European countries. This fact has created an attractive employment
opportunities for seafarers, especially for the regular sailors. Another phenomenon is the recruitment of
experienced sailors by terrestrial branches of maritime industries, as well as the maritime administration,
schools, shipyards, ports and companies related to the shipping, and other places where knowledge and
experience are highly valued.
Polish sailors can count on good wages and employment conditions, particularly in the special
vessels such as tankers, container ships, chemical tankers and gas carriers. In the future, the position of
the Polish maritime sailors on the world market will be primarily determined by the quality of training and
negotiated wages, since there is a noticeable growth in availability of cheap sailors from Ukraine, Russia
and China (Burchacz ?)
5.2.5.5. M aritim e tourism
The presence of the extensive coastal areas and the variety and diversity of the water bodies is the
distinctive feature of the West Pomeranian Voivodeship in comparison with other provinces. The Baltic
Sea, the Szczecin Lagoon and the Lower Oder Valley create unique conditions for water sports. Intense
promotion activities, aiming at development of yachting and other water sports, are conducted to achieve
one of the most important goals of the voivodeship strategies – creating the regional touristic brand.
However, to achieve the objective, in addition to the region's natural potential, it is necessary to provide
the adequate quality of tourism infrastructure, which gives the possibility to expand and enhance the
attractiveness of the region (Galor et al. 2010, Strategia rozwoju...2010).
The network of seaports and yacht harbours does not meet the objectives and conditions of
modern touristic offer but there has been the significant improvement in the quality of services. There are
46 harbours in West Pomerania Vioivodeship that offer ca. 2124 mooring spaces and 1123 other types of
space (Tab.6) (Strategia rozwoju...2010). According to the development strategies, there will be some
major investments in the close future; their main goals will focus at the improvement of the infrastructure
in several ports in the voivodeship.
Tab.6. Harbours in West Pomeranian Voivodeship as of end 2010. Source: Program rozwoju...2008.
Region
number of harbours
number of mooring spaces
Baltic Sea coast
9
516
Szczecin Lagoon
10
408
River Odra mouth
13
745
Western part of inland waters
3
95
Eastern part of inland waters
11
360
total
46
2124
In addition, there are 7 kayaking harbours and windsurfing clubs located in 9 towns of the province.
The lower Odra Valley does not have any type of water infrastructure, there are only some unofficial
places for mooring.
Harbours and marinas do not form a coherent network of water infrastructure, because the
distances from each other exceed the 4 hours sailing time. The Sailing Training Centre of Polish Yachting
Association is located in Trzebież, where also a suitable workshop facilities, hotel and restaurant make up
the only region’s well-equipped yacht harbour (Strategia rozwoju 2010).
5.2.5.6. Other kinds of activity
Other kinds of activities include, among others, some of the most important, profitable and
prospective subsectors of marine economy, such as: extraction of crude oil from sea, construction of
water engineering structures for maritime economy, architectural and engineering activities for maritime
economy, consultancy, technical research and analysis. Renting of water transport means and enrolment
of employees also belong to this group.
The number of entities was substantially growing in the years 2003-2009. In 2010 there was 36
establishments less than in the previous year (Fig. 31). The employment rate does not follow this pattern:
in the first four years of analyzed decade there were more persons employed than currently (by almost
100%) (Fig. 32).
Other activities
numbers
180
160
140
120
100
80
60
40
20
0
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
Fig.31. Number of entities involved in other kinds of activities in West Pomeranian Voivodeship. Source: GUS,
Employed persons in entities of other maritime economy activities
numbers
2500
2000
1500
1000
500
0
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
Fig.32. Number of employees in entities involved in other kinds of maritime sector activities in West Pomeranian
Consortium INTEROCEANMETAL, located in Szczecin, is an important (on a regional and country
scale) establishment focusing its activities on exploitation of marine resources. It works for the
International Seabed Authority of the UN. The company has the right to use the part of a seabed of the
Pacific, with rich deposits of polymetallic nodules. These materials, though are not currently mined on an
industrial scale, are prospective deposits; their exploitation will begin in the near future (Galor et al. 2010).
Architectural and engineering activities for maritime economy purposes are one of the prospective
options for utilizing the industrial terrains of former shipyards. An example of this kind of activity can be
the investment made by German entity Max Bögl, based in Szczecin. At the end of 2011 the company
bought the shipyard at Światowida street in Szczecin and adjusted the infrastructure to the purposes of
construction of steel elements designed for one of the biggest bridges in Europe that will connect two
coasts of the Baltic seaport in Soundsval, Sweden. Production of steel elements started in February 2012
and, according to the projects, will end in 2013.
5.3. Possibilities and directions of future development of maritime economy sector
Possibilities and directions of future development of maritime economy sector depend on several
factors including present situation on the market as well as political decisions on different levels (local,
regional and central) creating the favourable environment for particular subsectors development. Present
state of the maritime economy in West Pomeranian Voivodeship is described in details in the main body
of the study so the chapter consists only of brief characteristics of main strategic goals in maritime
economy sector proposed by authorities. These set the main axis along which the sector development
should proceed in the future and therefore can be a valuable information on the maritime labour market
demands in terms of specialized human resources. Some detailed goals and projections for the particular
maritime subsectors development are described in the chapter 5.3.2.
5.3.1. Strategic goals of the Polish Maritim e Econom y Developm ent 2007 –
2015
Strategy of the Polish Maritime Economy Development 2007-2015 defines several sectors of a
special importance for the maritime economy development and lists the general goals within each sector.
All are briefly described below.
a. Maritime transport
–
–
–
improve in transportation capability of polish and mixed (polish-foreign ownership) marine
fleet, registration of the ships under the polish flag and improving their competitiveness
ability;
adjustment of the maritime law;
growth in the cargo tonnage delivered to polish seaports from the inland ports (state and
foreign) via riverine transport corridors connected with the transportation systems of
neighbouring countries;
b. Seaports
–
–
–
creation of the law regulation supporting the effectiveness of activities of the Polish
seaports;
investment on seaports’ infrastructure and improvement in availability of the seaports
from sea and land;
increase in effectiveness and competitiveness of the seaports services;
c. Waterborne and coastal transport
–
–
revitalization of the riverine transportation corridors;
rebuilding of the Polish water transportation fleet;
–
–
increase in share of inland water transport in the inland traffic up to the average share in
EU;
promotion of the inland water traffic and its heritage;
d. Shipbuilding and shiprepairing
–
–
–
supporting of the shipbuilding and shiprepairing industry under condition of strong
competition;
creation of the organizational structure of the Polish shipyards in order to support the
building of modern ships and boats;
setting off the production of ships of a great added value, innovative and ecologically
safe;
e. Exploitation of marine natural resources
–
–
–
–
–
–
f.
increase in oil and gas exploitation from the domestic and foreign marine resources;
setting off the exploitation of polimetallic resources in the Pacific region;
analysis of the profitability of the sand and aggregate from the marine resources;
sustaining of the polish position in the amber production;
application of the rational usage of ground water (fresh and mineral) in the seaside;
growth in share of the green (renewable) energy in total energy production in the seaside;
Fishing and processing industry
–
–
–
–
–
–
providing of the sustained exploitation of the fish and other biotic marine resources;
creation of the model of fishery management including the financial and law mechanisms
supporting the restructuration process;
improve in competitiveness of fishing and fish processing industry;
supporting fair dialogue between fishermen’s environment and society;
rebuilding of the fishery administration and active cooperation with the EU;
development of the deep sea fishery;
g. Research and development
–
–
–
–
–
–
improve of the technology in terms of ship safety and innovation;
improve of the environmental protection techniques;
improve of the antiterrorist systems;
supporting the growth of knowledge on the maritime resources in the Baltic Sea and the
Pacific Interoceanmetal property;
modernisation of the inland water roads and their connection with the outer transportation
network;
supporting the research on the strategy of the maritime economy;
h. Education and human resources
–
i.
Maritime and inland administration
–
–
j.
adjustment of the polish administrative structure to the UE and IMO standards;
adjustment of the polish law on the inland water transportation to the UE regulations;
Maritime heritage and social awareness in maritime aspects
–
development of the educational systems in order to provide human resources of a
maritime specialisation;
sustaining the maritime heritage;
–
increase in social awareness in the maritime aspects;
k. Marine and inland tourism
–
–
–
–
growth of share in the worldwide touristic transportation;
growth of share in ferry, coastal and yacht tourism in the Baltic Sea;
liquidation of the results of long term neglecting of the inland water passenger
transportation, yachting and canoeing;
supporting the activity of the entities producing yachts and yacht equipment;
5.3.2. Voivodeship strategy o f m aritim e econom y developm ent
Stabilization of the maritime labour market in West Pomeranian Voivodeship requires undertaking
all the actions defined in detail in several strategic documents. Strategy of West Pomeranian Voivodeship
maritime economy development to 2015 (Strategia rozwoju gospodarki morskiej Województwa
Zachodniopomorskiego do roku 2015) is the most important but some directions and goals concerning
maritime economy are also described in Strategy of West Pomeranian Voivodeship development to 2020
(Strategia rozwoju Województwa Zachodniopomorskiego do roku 2020).
According to the voivodeship strategy, there are some strategies, investments and actions that are
essential for the future development of regional maritime economy in West Pomeranian Voivodeship:
•
•
•
•
•
•
•
•
•
•
development of Central European Transport Corridor (CETC-ROUTE65) as the main axis of
co-modal transport development;
improvement of the competitiveness of seaports;
balancing the transportation system by strengthening the competitive position of the inland
waterway transport;
boosting the development of the small seaports located along the Baltic Sea;
training and education of the highly qualified personnel for the purposes maritime economy;
improving the marine environment and the effectiveness of the protection of the coastline;
improving safety at sea;
improving the country's energy security;
sustainable development of marine fisheries;
development of the marine tourism.
5.3.3. Possibilities of the future developm ent of m aritim e econom y
subsectors
Underinvestment in port facilities, poor condition of the cutter fleet, inadequate availability of
seaports and especially the liquidation of Szczecin Shipyard Nova shows the urgent need to redefine the
functions of maritime economy in the region. Actions and initiatives aiming at maritime economy
development should be focused on expansion and modernization of existing investment zones and create
new ones, open to the modern field of maritime businesses, less subjected to cyclical factors and
characterized by lower capital intensity. In the future, the investment attractiveness of the region, and thus
new jobs offer, will result from the presence of stable industries, based on innovation, technology transfer
and partnership of business and science. The implementation of an integrated maritime policy provides
an opportunity to improve the cohesion and economic condition of the whole province. UN report
(UNEP... 2012) states that the economic productivity of the maritime sector can be significantly boosted
by shifting to a more sustainable approach that focuses on green activities such as renewable energy,
eco-tourism and sustainable transport. According to the regional authorities and on the basis on this
study, there are several subsectors of maritime economy that have the great prospects for the future:
renewable offshore energy, maritime and coastal water tourism, offshore and onshore constructions
engineering, coast protection and management engineering, transport and logistics, as well as the
consulting subsector offering expertise in several topics: dredged material management and
environmental impact assessment. Their projected future development is briefly described below.
5.3.3.1. Coastal protection and environm ental im pact assessm ents
The coastal zone of length 185 km is the northern border of West Pomeranian Voivodeship. This
specific location of the region requires taking a series of actions that protect the sensitive coastal zone,
both from the inadequately run economic activity and natural erosional processes. The need for
increasing investments in measures of extensive coastal protection requires involvement of experts in the
coastal monitoring, assessing the projects’ environmental impact.
Coastal protection – selected issues
Coastal relief subjects to the constant strong changes due to abrasive and accumulative activity of
the sea, therefore its protection poses multiple challenges for highly qualified technical personnel. Some
distinct parts of West Pomerania coast are the places of a severe sea erosion, thus force the necessity
for implementation of increasingly sophisticated measures to protect the shoreline. Heavily damaged cliff
zones in the vicinity of Kołobrzeg and Trzęsacz are areas of the special urgent needs for protection
activities undertaken by professionals in the field of marine engineering and geotechnics.
Environmental impact assessments – selected issues
The most important investment in the western part of region’s coast is the construction of an LNG
terminal in Świnoujscie. A great number of companies and research institutions are involved in the
assessing of the investment’s environmental impact both during the preparatory and construction phases.
The assessment includes monitoring of the surrounding environment and predicted impact of the gas
terminal on the state of the flora, fauna and geomorphology of the adjacent areas. Monitoring activities
are also planned for the post-investment stage, covering the period 2014-2018.
Moreover, the planned investments aiming at improvement of energetic situation of Poland can be
a prospective employment area for a wide range of specialist in environmental monitoring. The coastal
zone is considered as a perfect location for offshore wind farm (for further information see below) and a
nuclear power plant. As of today, no final decisions have been yet taken on this matter.
5.3.3.2. Renew able offshore energy – w ind farm s
The development of offshore wind energy is one of the direction which has been assigned to the
main strategic objective, namely: the improvement of national energetic security. Along with the search
for oil, gas and offshore mineral deposits, the construction of offshore wind farms is a major pillar of the
modern Polish energy sector (Galor et al. 2010). It gives the opportunity for close cooperation of the R&D
units with the business sector and can stimulate the development of both.
Currently, development of the energetic sector in the province of West Pomerania faces a number
of limitations. They result mainly from the transmission lines of a very poor quality, most of which was
built in the 50s of the 20th century. Presence of just one line of a voltage of 400 kV and an insufficient
number of lines with a voltage of 220 kV create additional difficulties. Despite the lack of infrastructure,
the region is a national leader in the wind energy production. There are – in the coastal zone and
adjacent area – the best wind conditions for wind farm facilities, both built onshore and offshore. As of
now, six of ten largest polish wind farm are located in West Pomeranian Voivodeship. Investors’ interest
in the construction of wind farms in the region is very high and results in the construction of the largest
wind farm in Poland in Banie-Kozielice and location of seven farms in the district Darłowo (Strategia
rozwoju...2010). However, the projects of offshore wind farms are still in the phase of panning, mainly due
to the need for legislative changes that would facilitate the implementation of projects by reducing the
economic risk (www.southbaltic-offshore.eu).
The main barriers for the development of wind farms in the Polish result from the Law on Spatial
Management of Polish Marine Areas and Maritime Administration, which has been prepared primarily for
oil drilling. The regulation obligates the potential investors to pay 1% of the total investment outlays in
order to get the approval of the location; moreover, the duration of the installation is not expected to be
longer than 5 years, while the life of offshore wind farms is much longer. Currently, the Polish parliament
is in the realization of some legislative action to update the regulation and to adapt it to the needs of
offshore wind energy (www.southbaltic-offshore.eu).
The growing interest of consortiums in location of offshore wind farms in the Polish maritime
exclusive economic zone comes not only from the environmental potential of the region, but also from the
presence of significant industrial capacity in the province. It is based primarily on the shipbuilding industry
that, since the crisis in the first decade of XXI century, has a profile of economic activity responding to the
needs of offshore subsector in terms of installation work, constructions of wind turbine components and
production of specialized vessels serving the transportation and installation of wind turbines at sea.
The development of offshore wind energy in West Pomeranian Voivodeship is an attractive
alternative to the traditional shipbuilding industry. Therefore, improvement of the conditions for investment
in the offshore sector, can serve as a catalyst for development not only of the wind energy sector, but
also gives a chance to stabilize the economic situation of these entities, in which the source of financial
problems was a traditional activity in the shipbuilding industry. Currently, Repairing Shipyard Gryfia
(Stocznia Remontowa Gryfia S.A.) is the most important entity which directs its activities towards the
offshore subsector. In its facilities, the consortium of three big international companies will produce large
steel structures (foundations) for offshore energy sector. The agreement was signed in Warsaw on 2nd of
April 2012 and establishes a joint venture of the German company Bilfinger Berger, the Gdynia Shipyard
"CRIST" and Closed Investment Fund MARS (a part of ARP). The investment outlays are estimated to be
over 50 million EUR and the investment itself is expected to deliver around 400 new jobs, including some
in research and development. Annual production of new factory is planned to be of ~ 80 thousands tons
of steel structures that will serve as the foundations of offshore wind towers. Investors predict that over
the next 10 years the market will need up to 5.5 thousand of such foundations. The main customers will
be the German and British companies (www.arp.com.pl, access: 17.04.2012).
It is essential to provide the adequate transmission connections in order to create a solid foundation
for the development of offshore wind farms. It should allow to combine the energy production from marine
and land areas and enable the potential cross-border trade. To achieve this goal, Polish Offshore Grid
Consortium, consisting of companies specializing in wind energy, power engineering, as well as in
research and development in renewable energy, was established. Unfortunately, the consortium does not
include any business entity and R&D institution which would be located in the province of West
Pomerania (www.southbaltic-offshore.eu).
5.3.3.3. Other offshore and onshore engineering
There are several current or planned investments that would require highly qualified technical and
administrative personnel. Some of these are briefly described below.
LNG terminal in Świnoujście
The construction of an LNG terminal in Świnoujscie is the most serious investments in the West
Pomerania coastal zone in the recent years. Its construction is related to the policy pursued by the
government to diversify the energy supplies. Location of such a large investment will contribute to the
economic development of Świnoujscie and the region. A modern facility of a strategic importance will
raise the international status of the city. This will be an incentive for further capital investment in the
region (Strategia rozwoju...2010).
The end of construction phase is planned on 30 of June 2014. Entities involved in the investment
are listed in Tab. 7.
It is estimated that the construction of the LNG terminal - at its peak - will employ around 1000 1500 people, and during its regular functioning the company LNG Poland S.A. will provide jobs for several
dozen people. The main source of future staff, trained for this purpose, is the Maritime University in
Szczecin, which has started the activity in order to establish the European LNG Training Centre (Galor et
al. 2010).
Tab.7. Entities involved in the investment of LNG terminal in Świnoujście. Source: Galor et al. 2010.
Entity
Maritime office in Szczecin
Investment task
Construction of infrastructure for providing access to the external port, including
the breakwater, fairway, turntable, and aids to navigation associated with that
infrastructure.
Expanding the existing fairway Świnoujście.
Reconstruction of the existing breakwater in Świnoujscie.
Board of Seaports Szczecin
and Świnoujście
Construction of port infrastructure in the form of shipboard positions equipped
for mooring, fender and navigation, as well as installation of infrastructure to
transport natural gas installations and collecting water from the sea.
Gas Transmission Operator
Gaz-System S.A.
Construction of gas transmission line Świnoujście-Szczecin, linking the terminal
with the transmission system, including the infrastructure necessary for its
operation in the province of West.
LNG Poland S.A.
Construction of the terminal.
Nuclear Power Plant
Coastal zone and the adjacent belt of sea territory is considered as a possible location for nuclear
power plant but, as of today, no final decisions have yet been taken on this matter.
Management of the former shipyard areas and facilities
In the present situation, after a series of rapid economic changes that included the shipping
industry, there are several business activities that can fill in the existing gap in this subsector of maritime
economy and use the areas of former Szczecin Shipyard Nova. According to the authorities (Galor et al.
2010) several concepts are considered: starting an innovative ship recycling, creating the centre of new
technologies and establishing a special economic zone.
5.3.3.4. Modernization and expansion of the Baltic ports
One of the key concepts of the region's economic empowerment is to raise the importance of the
port complex Szczecin-Świnoujście and the smaller ports of the West coast (e.g. Darłowo). Their planned
expansion and modernization will require employment of highly specialized engineering staff in the near
future. Modern solution, contributing to a more rational use of labour potential in the ports, is the concept
of "port job fairs," which would create a possibility to smoothly reallocate the workers in accordance with
the rhythm of loading and unloading ships. Number of employees would change at different points of the
harbour waterfront, depending on the size, number and characteristics of the load (Brosz 2009).
Ports in Szczecin and Świnoujście
The further effective development of the ports Szczecin-Świnoujście will depend on carrying out the
modernization and expansion of transport infrastructures, in terms of:
a. deepening the fairway Szczecin-Świnoujscie to a depth of 12.5 over the entire length;
b. ensuring the future possibility of deepening the northern shipping route to Świnoujscie to a
depth of 17.0 m;
c.
construction of a modern expressway S3 to the border with Czech Republic;
d. modernization of the railway lines E-59 and CE-59;
e. modernization of the Odra Waterway;
f.
construction of a bypass road west of Szczecin;
g. construction of a bridge Police–Święta;
h. ensuring the entry and exit ports;
i.
introduction of an intelligent transportation systems at junctions and along the transport
corridors (Galor et al. 2010).
Moreover, the port of Świnoujscie is a beginning of an important ferry connections to other Baltic
Sea ports, which creates an opportunity to formulate projects, fulfilling the criteria of the grant award
funds such as the TEN-T "motorways of the sea" or Marco Polo "motorways of the sea" (Galor et al.
2010).
The implementation of all these actions will not only increase the significance and improve the
functioning of the ports in the province, but will also have an impact on the economic situation in the
region, giving the opportunity to develop the areas indirectly related to the maritime sector. It will have its
further consequences in the higher employment rate in the voivodeship.
Development of logistic function of port in Szczecin
The logistics centres in West Pomeranian Voivodeship are of a distributional character.
Unfortunately, these objects are closed and confined mainly to serve the road cargo transport. The
solution is to retrofit them in marine terminals and upgrade their range to the intermodal logistics centres.
Fig.33. Western Logistics Centre in the port of Szczecin. Source: www.port.szczecin.pl, access: 20.04.2012.
In 2007 the Western Logistic Centre (Fig.33) was located in the port of Szczecin. Its area of 20 ha
is fully equipped and cut with a network of internal roads, access roads, railway siding and parking lots,
prepared for future investments. The expected estimated range of its impact will cover the Polish territory
and the part of eastern Germany (including Berlin), as well as Slovakia and Czech Republic. The
attractiveness of the logistic centre is increased by the immediate vicinity of the new container terminal
and cargo handling area. It is also a good place to handle the growing import from the Far East. Due to
the proximity of the Duty Free Zone, handling of goods from countries outside the European Union is also
possible. Unfortunately, since the area has not found a new owner yet, it is still only the potential site for
further development of the logistic function of the port in Szczecin. As of now, this is a single part of the
logistic system, which is planned to be created. A model solution for improvement of the logistic functions
of agglomeration of Szczecin and Świnoujscie has been design. In this model, a Regional Logistic Centre
is a key element of a regional satellite logistic system. The centre should handle rail traffic over long
distances. The ports of Szczecin, Świnoujscie and Kołobrzeg should be treated as the key customers of
the centre and existing West Logistics Centre would be one of the three port system satellites.
Regional Logistics Centre should offer a variety of services related to loading, transport, cargo units
services and drivers. Moreover, it should be a place that provides the good conditions for business, in
particular by meeting the requirements of logistics systems: "Just-In-Time", "Quick Response Logistics"
and "Consumer Response Efficient". The centre should be oriented to reduce of the negative impact of
logistic processes on the environment; it can be achieved thanks to implementation of the tools given by
Ecologistics.
The centre should act as an integrating point of the region and support the exchange of information
between partners of the system. Ports and shipowners could benefit from a range of modern services and
e-logistics: Commodity Exchange, booking, tracking, monitoring and e-financing.
Small ports along the Baltic Sea coast
The ports in Szczecin and Świnoujscie are the most important determinants of the position of the
West Pomeranian Voivodeship at the national level, but also the smaller ports should not be neglected
while planning the future development of the maritime economy sector. These are the areas of
concentration of the local economic activity and are characterized by a relatively rapid growth of leading
sectors of the maritime economy, including these related to maritime and coastal tourism. Boost in the
development rate of the small ports is a strategic objective included in the regional strategies (Galor et al.
2010). Objectives include:
a. improvement of the availability of small ports from the sea and land;
b. modernization and development of a technical equipment of small harbours, with particular
emphasis on fisheries management functions, passenger transport and tourist functions (incl.
water sports);
c.
regulation of the legal status and ownership of land;
d. removing formal and legal barriers that prevent from investments.
Increasing of the economic importance of small ports and the diversification of their functions is
possible in particular by improving their accessibility (point a. in the list above). The dominant economic
activity areas of the local ports are fishery and tourism therefore promoting water tourism as a brand of
the region will result in increase in employment rate on the local scale.
5.3.3.5. Maritim e and inland waterw ay transport
The Central European Transport Corridor CETC-ROUTE65 (Fig.34) is a key element of the
development of the maritime economy in West Pomeranian Voivodeship. Its development and expansion
will increase the availability and competitiveness of the region.
Fig.34. Central European Transport Corridor CETC-ROUTE65. Source: Materiały Sekretariatu Technicznego CETC.
Szczecin 2010.
The Central European Transport Corridor CETC-ROUTE65 is a transport corridor on the course of
meridian and plays as a communication route between Sweden and the countries of the Central and
South Europe. It stretches from Skåne, then goes through the Baltic Sea, Poland (from West Pomerania
to Upper Silesia), Czech Republic, Slovakia, Hungary, Austria, Croatia and Slovenia, to the Adriatic Sea.
The infrastructure of the corridor includes: roads, railways, inland water network and a network of marine
transport routes. Different transport routes are linked together within a major regional industrial centres,
which fulfil the role of the the transport hubs. The existence of such junctions is important for the
development of intermodal transport, one of the main purposes for initiating the corridor’s activity.
In the area of West Pomeranian Voivodeship, the ROUTE65 corridor infrastructure consists of a
network of transport routes, representing all modes of transport. These all combine in the two largest
hubs of the region: Szczecin and Świnoujscie. Expressway S3 and national road No. 3 play the most
important role in the road transport. Rail transport is carried out within the railway line E-59 and CE-59. As
many as 90% of rail freight in the region is concentrated in the area of the port complex SzczecinŚwinoujście. Marine extension of the trail are the four regular ferry connections with Scandinavian ports.
Terminal in Świnoujście is designed to handle passenger traffic, the transport of cars, trucks, trailers and
railroad cars.
Inland transport uses the Odra Waterway, binding and agglomeration of the Szczecin sea-river
ports with Wroclaw and Upper Silesia agglomerations. In addition, thanks to the waterway Vistula-Oder,
West Pomeranian region is connected to the economic area of Wielkopolska (Great Poland) and further
to the other Polish network of waterways. System of channels connecting the Odra river with the Havel
channel and the Spree river functions as a gate to the conurbation of Berlin and the western part of
Europe.
The Central European Transport Corridor CETC-ROUTE65 in Western Pomerania is of a strategic
importance in the economic revitalization of the region, manifested by employment growth and improved
living conditions. Other benefits include enhancement of the environment resulting from intermodal
transport, which is of a less ecological risk. Use of different modes of goods’ transportation has also a
positive influence on reducing barriers between regions of corridor area in the development of new
technologies for the transportation purposes (www.cetc.pl, access: 23.04.2012).
Investments in the transportation infrastructure of the Central European Transport Corridor CETC ROUTE65 is of strategic importance for improving the regional economy (including maritime).
Implementation of the strategic objective – to develop the corridor as the main axis of the development of
intermodal transport – will reflect in improvement of the situation in the local labour market (Galor et al.
2010).
5.3.3.6. Dredged m aterial m anagem ent
Maintenance of high standards of navigation within the fairway, harbours and ports requires
continuous engineering works that include: deepening and widening of the seaway Szczecin-Świnoujście
and the renovation and modernization of the port infrastructure. Special conditions of disposal and
storage of dredged material taken during engineering works in the ports and deep water areas are
determine in details in the new law regulations.
The legal situation of the engineering works, concerning the dredged material, is complicated
mainly because there is no official strategy determining how to follow the strict law rules. According to the
regulations, dredged material is considered as waste when the concentration of one of the particular
substances, listed in the regulation (contaminating substances), exceeds the limit value. Contaminated
dredged material must be exported and disposed of in dumping sites specially designated for this
purpose, although, at present, no appropriate land for the construction of such sites has been chosen.
The translocation of even slightly contaminated dredged material to another part of the same water body
is prohibited. The storage of dredged material in river valleys and flood plains is also Illegal in the light of
current law.
Another problem is the lack of studies and implementation of technological solutions aimed at the
decontamination of polluted dredged material. Such great complexity of the problem requires a deep
changes in the management of dredged material that comes from hydrotechnical engineering. The state
administration is responsible for development of appropriate approaches, strategies and plans of dredged
material management.
Changes in the law create a new niche in the field of the maritime economy. Efficient management
of dredged material requires interdisciplinary, modern education in the field of: geochemistry, hydrology,
law, technology, environment, waste management, land management, etc. Multitude of specialists,
administrative staff and technical support, already are and will be sought in the labour market to work on
the development and implementation of the actions foreseen in the regulations. Adequately trained staff
does and will work on several topics, namely: formulation of legal concepts, planning the location and
design of useful objects for the storage purposes, preparation techniques and procedures for dealing with
this type of waste and the implementation of the planned investment (Skowronek ?, Skowronek 2011,
Galor et al. 2010).
5.3.3.7. M aritim e and coastal water tourism
The development of maritime tourism, because of its specificity, requires action undertaken both by
the local communities and the municipalities; their economic potential should be supported by the entire
region (Strategia rozwoju...2010).
The development of tourism infrastructure and promotion of tourism, according to the authorities,
should have a strong positive impact on the process of professional activation of local communities,
especially in regions adjacent to the main water bodies and waterways. Improved conditions of tourist
facilities could result in increase in tourist traffic and – what is of a great importance for the whole region –
extending the tourist season. Currently there is a major disproportion between levels of tourist traffic in
summer and winter time – the latter is colloquially known as the “dead season”.
Future development of the maritime tourism requires a wide range of activities aiming at
improvement and expansion of infrastructure, namely: deepening of the waterways, creating new and
marking the existing trails. It is essential to raise standards through the establishment of new and
modernization of existing harbours, equipment rental, and the centres of training. Harbours and marinas
in region of the Oder river mouth and along the Baltic Sea coast, such as Świnoujscie, Dziwnów, Kamień
Pomorski and Wolin, have the greatest potential for tourism development (Galor et al. 2010).
The project "Construction of infrastructure and common tourism brand of West Pomeranian
Voivodeship" will have a decisive impact on improvement of the region’s attractiveness in terms of
tourism development. The project has received funding from the Innovative Economy Operational
Programme for the years 2007 - 2013 - under Measure 6.4 - Investment and tourist products of
supraregional significance. The Sailing Route programme includes ports, harbours and marinas, which
are considered to be the strategic water tourism objects and form the sailing route of the total length of
about 145 miles (Widuchowa, Marina, Stepnica, Wolin, Kamień Pomorski, Dziwnów, Międzyzdroje,
Świnoujście, New Warpno, thinning, Gocław Szczecin and Szczecin–Sea harbour). The project's
objectives are: creation of a sufficient number of the accommodation places, raising their standards,
earning a greater number of places for wintering boats and extensive cooperation between ports and
municipalities (Nowak & Sokół 2009).
Cruises and tours on the Baltic Sea and Szczecin Lagoon, Kamieński Lagoon and the Lower Odra
Valley are an important element of water tourism in West Pomeranian Voivodeship. The luxury cruises
are considered to be the most prospective in terms of tourist development of the region as a whole and its
port cities in particular. They provide an attractive form of leisure that may be attractive for numerous
tourists from the country and abroad and therefore will reflect in financial benefits of the local
entrepreneurs in the tourism sector and trade. Moreover, the western European tour operators started
considering Szczecin as an attractive cruise destination (Galor et al. 2010).
The demographic structure of society will have a very large impact on the nature of tourism in the
region in the long term perspective. Significant increase in the number of adults and the elderly, as well
as reduction of the average number of persons in the family will reflect in increasing disposable income
per person spent on tourism and recreation. The quality and comfort as well as active forms of tourism
will grow in significance. Especially the increasing importance of active tourism, including water sports,
will have a positive impact on the development of seaports, marinas and yacht harbours and
accompanying infrastructure. Good quality of services and attractive environmental conditions can attract
tourists from abroad, primarily from Germany. Due to the location of the region near the border with
Germany, water tourism can be of weekend character. (Strategia rozwoju... 2010).
5.4. Higher education in Poland
Higher education in Poland is one of the most dynamically developing areas of social life.
In last twenty years it can be seen that the quantitative and institutional change in that sector. Poland
holds the fourth place in Europe (after the United Kingdom, Germany and France) in terms of the number
of people enrolled in higher education (Ministry of Science and Higher Education data). In 2010/2011 the
enrolment rate which is calculated by dividing the number of students of a particular age group enrolled in
all levels of education by the number of people in the population in that age group was 53,8% (Central
Statistical Office data).
5.4.1. Higher Education Institutions
The Higher Education Institutions (HEIs) in Poland are divided into state (public) and private (non-public)
institutions. In 2011 in Poland there was 470 HEIs of which 132 were public and 338 non–public (Ministry
of Science and Higher Education data). Despite the steady increase in private education institutions over
the years, state HEIs constantly record a higher number of students. Based on data from the Central
Statistical Office in the academic year 2010/0211 in all of the polish education institutions there were
1841,3 thous. students in that 1261,2 thous. in public institutions and 580,1 thousand in non-public. (3,5
students).
Public universities enjoy greater success due to cost-free education and a higher education level, which is
reflected in the reports of the State Accreditation Commission, a wider range of opportunities for scientific
research, as well higher prestige and traditions cultivated in state institutions.
There are two main categories of higher education institutions: university-type and non-university
institutions. In the university-type HEIs, at least one unit is authorised to confer the academic degree of
PhD, offers at least one doctoral program. In Poland to the university –type institutions there are included:
Universities, Universities of Technology, University School of Sports, Medical Universities, Universities of
Economics, Universities of Arts, Universities of Agriculture, University of Pedagogy, Military Higher
Schools included Marine Academies (Academies of Ministry of National Defense), Academies of the
Ministry of Interior and Administration, Church Higher Schools (excluding seminaries which don’t conduct
academic studies). To the non-university institutions we included Higher Schools of Professional
Educations.
The Number of higher education institutions and number of students present table below based on
Central Statistical Office data.
Specification
Universities
Universities of
Technology
Universities of
Agriculture
Universities of
Economics
University of Pedagogy
Medical Universities
Marine Academies
University School of
Sports
Universities of Arts
Church Higher Schools
Military Higher Schools
and Academies of the
Ministry of Interior and
Administration
Other
2000/01
Universities
2005/06 2009/10
2010/11
Students in thousands
2000/01 2005/06 2009/10 2010/11
15
23
18
22
19
23
19
23
443,3
318,4
563,1
331,1
535,6
317,5
526,8
318,7
9
9
8
7
85,6
107,7
81,2
80,5
94
95
80
79
369,5
407,8
310,0
278,4
19
10
2
6
16
9
2
6
18
9
2
6
18
9
2
6
148,3
29,5
12,8
9,3
111,8
48,8
11,5
28,2
106,8
60,0
10,0
28,2
102,5
62,0
10,4
27,6
21
15
10
22
13
7
21
15
7
22
14
7
12,2
9,3
12,2
15,4
10,4
14,0
16,1
7,5
19,8
16,4
6,8
23,7
86
226
254
254
123,6
304,2
407,4
387,4
5.4.2. Structure of studies in Poland
The higher education institutions run full-time, extramural, evening and external courses. The full-time
courses are defined as the basic type of studies.
In the academic year 2010/2011 51,6% of all students participated in full-time studies while 48,4% belong
to extramural studies. The dominant form of state universities are full-time education, which taught 67.5%,
while in the private universities dominate part-time studies with 83.1% total number of all students.
Poland conforms to the guidelines from the Bologna Process in European higher education. The degree
system based on the three-cycle structure has been successfully implemented together with the
European Credit Transfer and Accumulation System (ECTS). The European standard in higher education
makes it easier for students to obtain recognition of their qualifications in other countries.
1st Cycle
First-cycle studies (3 to 4 years) leading to the professional title of a licencjat or inżynier (Engineer, in the
field of engineering, agriculture or economics). This is the Polish equivalent of the Bachelor’s degree. It is
focused on preparing students for future employment or for continued education within the Master’s
degree programmes. To obtain this degree, students must earn 180-240 ECTS credits. In 2010 in all
Polish HEIs there were 1211320 students including 371136 with engineer title and 840184 with bachelor’s
degree.
2nd Cycle
Second-cycle studies – Master’s degree programme (1.5 to 2 years) following the first cycle studies and
leading to the professional title of a Master (magister, or an equivalent degree depending on the study
course profile). It is focused on theoretical knowledge as well as application and development of creative
skills. In artistic disciplines, the focus is on the development of creativity and talents. The Master degree
holders may enter a doctoral program (third-cycle studies). To obtain the degree, students must earn 90120 ECTS credits. In 2010 in all Polish HEIs there were 376474 students participated in that cycle of
study
Long-cycle studies
In addition to the general structure, 11 fields of study including acting, art conservation and restoration,
canon law, dentistry, law, medical analysis, medicine, production and photography, pharmacy,
psychology and veterinary medicine, offer only long-cycle programmes.
Long-cycle studies – Master’s degree program (4.5 to 6 years) leading to the professional title of a Master
(magister, or an equivalent degree depending on the study course profile). To obtain this degree,
students must earn 270-360 ECTS credits. Such single long-cycle studies are based on an integrated
study program, which contains both basic studies and in-depth specialisation. The completion of this
degree will provide a qualification corresponding to the Master’s degree at the second-cycle studies. In
2010 in all Polish HEIs there were 253457 students on that type of study.
3rd Cycle
Third-cycle studies – Doctoral degree programmes (normally 3 to 4 years) accessible for graduates of
Master’s degree program, leading to the PhD degree, offered by the university type schools as well as
some research institutions (departments of the Polish Academy of Sciences as well as research and
development institutions). The PhD degree is awarded to candidates who submit and successfully defend
a doctoral dissertation before the thesis committee and pass the doctoral examination.
In the 2010/2011 academic year the number of students attending Ph.D. studies conducted by tertiary
education institutions such as research institutes, scientific units of Polish Academy of Science and the
Medical Centre of Post – graduate Education were 37,5 thous.
5.4.3. Fields of Education
Polish Higher Education Institutions offer students wide ranging fields of educations.
In the 2010/11 academic year the most popular subgroups among fields of educations were: economy
and administration, social science, teacher training and education science.
A growing interest has been observed in the field of safety and security, medical specialty and also
architecture and construction. It is also noted there is an increase in interest in engineering and technical
directions.
The following table highlights the major fields of study with number of students choosing a particular
direction. Apply the division of the full-time and part-time program included public and private institutions
(T-total, P-private, N-non-private).
FIELDS OF EDUCATION
Education
Humanities and arts
Social sciences, economy and
law
Science
Health and welfare
Technology, industry,
construction
Agriculture
Services
TOTAL
T
P
N
T
P
N
T
P
N
T
P
N
T
P
N
T
P
N
T
P
N
T
P
N
217 464
120 439
97 025
166 967
132 803
34 164
718 795
413 195
305 600
151 871
123 090
28 871
139 121
101 908
37 213
273 893
254 352
190541
32 740
30 844
1 896
140 400
84 544
55 856
FULL-TIME
PROGRAMMES
79 177
72 313
6 864
117 855
103 708
14 147
287 744
237 377
50 367
108 856
103 409
5 447
76 417
70 653
5 568
189 750
186 415
3 335
21 680
21 486
194
67 997
55 775
12 222
PART- TIME
PROGRAMMES
138 278
48 126
90 161
49 112
29 095
20 017
431 051
175 818
255 233
43 015
19 681
23 334
62 704
31 059
31 645
84 143
67 937
16 206
11 060
9 358
1 702
72 403
28 769
43 634
5.4.4. Post-graduate studies
Post-graduate studies is a form of tertiary education designed for graduates of first and second degree
studies.
The number of postgraduate studies in the academic year 2010/11 amounted to 185.4 thous., of which
118,4 thous. in state universities and 67 thousand in non-public HEIs. In comparison with the previous
year there was 8.8 thous. decrease in number of students choosing that kind of study.
The postgraduate students enjoyed greatest popularity education fields like: economic and administrative,
educational and medical.
The table below represents the number of post-graduate students in2010/2011assigned to HEIs. The
map shows the number and arrangement of post-graduate students in Poland.
5.4.5. Graduates
In the academic year 2009/2010 all High Education Institutions left the 478,9 thous. graduates of which
almost 2/3 are graduates with a public university diploma. More than half of all graduates completed the
first cycle (42,2 thous. Engineer degrees and those with a Bachelor’s degree). Long –cycle studies
completed the 100,8 thous. graduates. Second- cycle studies with Master degree completed 123,7 thous.
graduates.
The largest group of HEIs graduates were part-time studies participants in number 250,1 thous. Number
of graduates receiving diploma confirming completion of full-time studies was 228.9 thous.
Main fields of study group represented by the figure below presents the graduates.
5.4.6. Academ ic teachers
According to current knowledge from the end of December 2010 in Higher Education Institutions there
were 103.5 thous. academic teachers employed, of which 24.2 thous. were employed as a professors,
1.4 thousand as an assistant professors, 43.4 thous. as lecturers and 13.0 thous. an assistant.
Academic teachers working in public universities accounted for almost 82.7% of total employed, while
employed in non-public institutions were 17.3% of teachers.
In comparison with last year saw a slight increase in the number of teachers (0.1%), combined with the
decline in student numbers (3.1%) improves the availability of teaching staff for students.
In this respect the situation of public HEIs is much better than non-public universities. On average, for
one academic teacher in state university there are 15 students, and in non-public up to 32.
Positively distinguished in Universities of Arts, Medical Universities and Church Higher Schools, in which
for one teacher there are less than 10 students, while in Universities of Economics there are even 31
students per teacher.
5.4.7. Finances of Higher Education Institutions
Public expenditure on Higher Education in 2008 equaled 1% of GDP (Education at a Glance 2011 OECD
Indicators).
Higher Education Institutions in 2010 total revenues amounted to 19 726,0 m PLN, of which 16 552,8 m
PLN achieved by public HEIs and 3 173,2 m PLN by non-public HEIs.
Operating activity revenues of HEIs for public institution was 16 438 848,8 thous. PLN and for non-public
was 3 104 658,5. The differences between activities in public and non-public HEIs present figures are
below.
In 2010 revenues from teaching activities of HEIs in public institutions was 12 904 153,3 thous. PLN and
in non-public was 2 800 940,8 thous. PLN. The differences between sources of financing that type of
activities present figure below.
In 2010 revenues from research and development activities of HEIs in public institutions was 2 607 070,9
thous. PLN and for non-public was 86 403,6 thous. PLN. The differences between sources of financing
that type of activities present figure below.
Educational cost per student in 2010, which includes own cost of operational activity and material
assistance fund for student together with own scholarships fund was in public institutions 14 263 PLN and
in non-public 7 100 PLN.
5.4.8. Education offer in W estern Pom erania
This section relates to the educational offer of higher education courses in Western Pomerania education
in maritime economy. The study includes public and private institutions of higher education, which college
name, direction or specialization indicates their profile in the education of the sea where you can progress
to careers in the maritime economy (summary in Tab. 8)
In the voivodship area there are 39 universities, of which 8 are public schools. They are trained at two
levels of education - first degree (Bachelor) and graduate (MA). There are also, in some specialties and
postgraduate studies.
Universities, which train strictly for the maritime economy are: Maritime University of Szczecin, the
various faculties and departments at The West Pomeranian University of Technology, Koszalin University
of Technology (black color in the table) and to a lesser degree at the University of Szczecin. Other
colleges and directions included in the table pose potential employment opportunities in certain segments
of the maritime economy, but they are not directly associated with it (grey color in the table).
When selecting the individual fields take into account the following sectors relating to maritime affairs:
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
Watercraft Industry (Shipbuilding and repair)
Marine equipment
Maritime works
Offshore supply
Offshore Wind Energy
Exploration and exploitation of sea the bed
Hydro engineering
Coastal protection and construction
Fisheries and aquaculture
Seaports and Logistics
Maritime Services
Recreational boating
Coastal tourism
Maritime Areas Management and Administration
Adjustment of Law relating to Maritime Areas
Innovative maritime industries
Security and crisis management of the above.
5.5. Further recommendations
The purpose of this study was to provide the most recent data on the maritime labour market in
West Pomeranian Voivodeship and create the basis for further projections aiming to identify the market
demands for the next several years in order to propose the adequate bachelor and master formation. The
strategic challenge of the voivodeship authorities is to adjust the education offer to the labour market
demands – not only current but also in a perspective of several years. According to eRegion Wortal
(http://www.eregion.wzp.pl/; access: 30.03.2012), there is a need of economic elicitation of the agriculture
regions, especially in the eastern parts of the voivodeship. It can be achieved by creating new work
places and sustaining the present ones as well as through increasing access to education, first of all in
the poorest parts of the region. Supporting the economic activity of elder people is of the same
importance. This goal can be completed by, among others, increase in the access to a lifetime education
projects.
Apart from this study there are some documents and regulations that should be taken into account
while identifying the market demands. Some of them were briefly characterized in previous chapters; all
are listed below.
a. Regional strategy for innovation in West Pomeranian Voivodeship (Regionalna Strategia
Innowacyjności w Województwie Zachodniopomorskim),
b. Strategy of West Pomeranian Voivodeship maritime economy development to 2015 (Strategia
rozwoju gospodarki morskiej Województwa Zachodniopomorskiego do roku 2015),
c.
Prognosis of the environmental impact of the Strategy of West Pomeranian Voivodeship maritime
economy development to 2015 (prognoza oddziaływania na środowisko do Strategii rozwoju
gospodarki morskiej Województwa Zachodniopomorskiego do roku 2020),
d. Strategy of the polish maritime economy development 2007-2015 (Strategia rozwoju polskiej
gospodarki morskiej 2007-2015),
e. Strategy of the seaports development to 2015 as a supplement to the Strategy of development of
the country (Strategia rozwoju portów morskich do roku 2015, jako uzupełnienie do Strategii
rozwoju kraju 2007-2015),
f.
Development Plan of West Pomeranian Voivodeship (Plan zagospodarowania przestrzennego
Województwa Zachodniopomorskiego),
g. West Pomeranian Voivodeship environment protection programme (Program ochrony środowiska
Województwa Zachodniopmorskiego),
h. Programme for Odra river 2006 (Program dla Odry 2006),
i.
EU Strategy for the Baltic Sea Region (Strategia Unii Europejskiej dla Regionu Morza
Bałtyckiego),
j.
Commission Staff Working Document accompanying document „An Integrated Maritime Policy for
the European Union” – Action Plan,
k.
Commission Staff Working Document on Maritime Cluster,
l.
Polish opinion on the future maritime politics on EU (Stanowisko Polski w sprawie przyszłej
polityki morkiej UE).
5.6. References
Brosz M., 2009. Badania portowego rynku pracy; Bałtycka Akademia Umiejętności s.c., Gdańsk.
Burchacz M., Dostępność kadr marynarskich.
Galor A., Wiśnicki B. Jóźwiak Z., Galor W., 2010. Strategia Rozwoju Gospodarki Morskiej w
województwie zachodniopomorskim do roku 2015, Szczecin.
Kahveci E., Lillie N., Chaumette P., Lane A., Vee A., 2011. Intensyfikacja szkoleń i rekrutacji w przemyśle
morskim w Europie – zalecenia. Bruksela,
url: http://www.omnsmir.pl/download/Brochure_Recrut.Mart_PL.pdf
Monitoring zawodów deficytowych i nadwyżkowych, pierwsze półrocze 2011 roku, 2011.
Nowak A., Sokół A. (red.), 2009. Badanie i diagnoza rozwoju regionu województwa
zachodniopomorskiego – segmentacja gospodarcza, Zagadnienia wybrane. Wojewódzki Urząd
Pracy w Szczecinie, Zachodniopomorskie Obserwatorium Rynku Prac, Szczecin.
Peterlik M., 2007, Polish maritime economy in 2006. Nasze Morze. Poland at Sea, p. IV-V.
Program rozwoju infrastruktury portów i przystani żeglarskich województwa zachodniopomorskiego w
Regionie Odry, Zalewu Szczecińskiego i wybrzeża Morza Bałtyckiego, 2008. Stowarzyszenie
POMOST – Instytut Gospodarki Morskiej w Szczecinie, Szczecin.
Raport z ewaluacji Sektorowego Programu Operacyjnego „Rybołówstwo i przetwórstwo ryb 2004-2006”,
2006. Warszawa; url: http://www.ewaluacja.gov.pl/Wyniki/Documents/rrit_036.pdf
Richter
D.,
2011:
Bezrobocie
wśród
absolwentów
staje
się
plagą,
url:
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Regional Foresight Study West Pomerania

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