Cruise industry in the Baltic Sea Region, the challenges for ports in the context of sustainable logistics and ecological aspects

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Green Cities 2018 Green Cities 2018

Cruise industry in the Baltic Sea Region, the challenges for ports industry in the Baltic Sea Region, the challenges for ports in Cruise the context of sustainable logistics and ecological aspects in the context of sustainable logistics and ecological aspects Ilona Urbanyi-Popiołeka * Ilona Urbanyi-Popiołeka *

Gdynia Maritime University, Morska 81/87, 81-225 Gdynia,, Poland Gdynia Maritime University, Morska 81/87, 81-225 Gdynia,, Poland

a a

Abstract Abstract Baltic Sea Region is one of the prime cruise destination. In 2017 over 5 million passengers visited the Baltic ports onboard cruise vessels.Sea The number of calls amounted to 2497. The estimates forover 20185 shows increase by 8,4% in passengers and 6,4cruise % in Baltic Region is one of the prime cruise destination. In 2017 millionfurther passengers visited the Baltic ports onboard calls. vessels. The number of calls amounted to 2497. The estimates for 2018 shows further increase by 8,4% in passengers and 6,4 % in Cruise business requires dedicated services for ships and travellers. Handling of cruise vessels and their passengers generate a calls. numberbusiness of logisticrequires challenges relatedservices to the water and land Cruise dedicated for ships and sides. travellers. Handling of cruise vessels and their passengers generate a Vessels require specific areas and facilities ports services such as pilotage, tugs, bunkering, waste management, number of logistic challenges related to thefrom waterwaterside and landand sides. shipchandler, From areas landside passengers need toand prepare tourist effective transfer from themanagement, terminals, as Vessels requireetc. specific andcruise facilities from waterside portsdedicated services such as offer, pilotage, tugs, bunkering, waste well as areas for groups cruise and facilities to embark disembark. Handling large and small cruisers challenges shipchandler, etc.different From landside passengers need toand prepare dedicated touristboth offer, effective transfer fromcreate the terminals, as for harbours cities thatgroups are theand destinations forembark cruise lines. well as areas and for different facilities to and disembark. Handling both large and small cruisers create challenges Theharbours purpose and of the paper to research the areas services dedicated for cruise industry from waterside and landside in context for cities thatisare the destinations forofcruise lines. of ecological requirements sustainable ports cities beingfor ports of calls and from ports waterside of turnaround cruisers. Further The purpose of the paper isand to research the logistics areas of in services dedicated cruise industry and of landside in context theecological investigation will focus and on services provided in Baltic harbours for large and segments. Onturnaround the base ofofavailable the of requirements sustainable logistics in ports cities being ports ofsmall calls and ports of cruisers.data, Further services will be assessed in on terms of legal requirements and servicefor quality. the investigation will focus services provided in Baltic harbours large and small segments. On the base of available data, the services will be assessed in terms of legal requirements and service quality. © 2018 The Authors. Published by Elsevier B.V. © 2019 The Authors. Published by Elsevier B.V. This is an open accessPublished article under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0/) © 2018 The Authors. by Elsevier B.V. This is an open access article under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0/) Selection and peer-review under responsibility of the scientific of This is an open access article under the CC BY-NC-ND licensecommittee (https://creativecommons.org/licenses/by-nc-nd/4.0/) Selection and peer-review under responsibility of the scientific committee of Green Green Logistics Logistics for for Greener Greener Cities Cities 2018. 2018. Selection and peer-review under responsibility of the scientific committee of Green Logistics for Greener Cities 2018. Keywords: Cruise shipping; Baltic Sea; port services; Keywords: Cruise shipping; Baltic Sea; port services;

* Ilona Urbanyi-Popiołek. Tel.: 48-502-385-211. address: [email protected] * E-mail Ilona Urbanyi-Popiołek. Tel.: 48-502-385-211. E-mail address: [email protected] 2352-1465 © 2018 The Authors. Published by Elsevier B.V. This is an open access under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0/) 2352-1465 © 2018 Thearticle Authors. Published by Elsevier B.V. Selection under responsibility of the scientific of Green Logistics for Greener Cities 2018. This is an and openpeer-review access article under the CC BY-NC-ND licensecommittee (https://creativecommons.org/licenses/by-nc-nd/4.0/) Selection and peer-review under responsibility of the scientific committee of Green Logistics for Greener Cities 2018. 2352-1465  2019 The Authors. Published by Elsevier B.V. This is an open access article under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0/) Selection and peer-review under responsibility of the scientific committee of Green Logistics for Greener Cities 2018. 10.1016/j.trpro.2019.06.056

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1. Introduction Cruise shipping has become one of the prime segments of contemporary tourism. Cruising is defined by the organization Cruise Europe as "a voyage of at least 60 hours by a seagoing vessel, mainly for pleasure. No cargo/rolling stock will be transported but only passengers with tickets that should include accommodation and all meals. The cruise voyage must include at least two visiting ports apart from the starting and ending port" (Kizielewicz, 2013). Stapford emphasises the difference between cruise ships and other merchant vessels. It is the only segment that "deals directly with consumers and its competitors are not other shipping companies but other holiday providers” (Stapford, 2009). Esteve-Perez and Garcia-Sanches imply that cruise tourism came about through the union of the leisure industry and passenger shipping (Esteve-Perez & Garcia-Sanches, 2015). According to the Cruise Line International Association (CLIA), the number of cruise passengers in 2017 reached 27.3 million worldwide (CLIA, 2018). Since 2013 the cruise passengers number has been growing at rate of about 1 million per year. The number of registered cruise ships worldwide amounted to 465 including 393 vessels in service. (Shippax Market, 2017). The rest comprises non-active passenger ships (laid up or permanent floating accommodation). The Caribbean region remains the destination with the highest concentration of activity with a share of 35,4% of deployed capacity, followed by the Mediterranean area and North Europe, with 14,6,% and 11,3 %, respectively (Shippax Market, 2017). The latter market include West Europe and Baltic Sea. Baltic sea cruise shipping constitutes a niche market compared with Caribbean or Med. It is regarded as an emerging market. However the growing numbers of cruise passengers and ships visiting the Baltic itineraries have been observed for last 10 years. In 2017 near 2,500 calls were recorded and the number of cruise visitors amounted to a total of 5 million passengers. The handling of cruise ships with up to 3,000 passengers onboard presents challenges for cruise ports. The ships and travellers require efficient services during short stay in port. The cruise industry affects positively the local economy in terms of expenditures. Major cruisers’ expenses originate from tours, transports, food and beverage, shopping and other incidental purchases. In the other hand, the industry uses the city infrastructure of port cities hosting cruisers and may negatively impact on city areas due to external costs as congestion, noise, pollutions. It influences also on urban mobility. To face the specific needs of the cruise business as well as environmental requirements all actors involve in cruise services must comply with regulations regarding environmental aspects, local rules related to the sustainable urban mobility as well as the quality of services demanding by cruise operators. The main objective of the paper is to research on what services are provided for passenger ships in the Baltic ports and whether the ports are adopted to comply with regulations. The detailed objective is to examine whether and what logistic solutions are used to reduce the negative effects of cruise ships call. The paper is structured in the following way: It begins with introduction (section 1) where the main features of cruise shipping in the BSR are presented as well as prime objectives of the paper. Section 2 presents the literature and methodology. An analyses of the cruise shipping market in BSR is given in Section 3. Section 4 presents the infrastructure and services for cruise industry, while Section 5 analyses the services in selected ports in context given in the title. The last - Section 6 considers the conclusions. 2. Literature review and methodology Cruise market has been investigated in a great number of research. Most of the studies explore selected aspects of cruise industry. The majority of papers focuses either on factors attracting cruise passengers from the perspective of ports of calls or on geographical destinations and sub-markets. Castillo-Manzano, Fageda, and Gonzalez-Laxe state that only ports with favourable characteristics, such as port appeal, local airport traffic, port accessibility, and port surcharges, will be able to successfully attract cruise traffic (Castillo-Manzano, Fageda & Gonzalez-Laxe, 2014). Cruise lines use an increasing number of ports for transit and turnaround calls, aiming to provide enhanced in-port and destination experiences and convenient departures from proximal embarkation cities (Pallis, Parola, Satta, & Notteboom 2018). Brida pinpoints the importance of specialized cruise terminals as s factor creating the demand for cruise traffic (Brida, Pulina, Riano, & Aguirre 2013). Ports as

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cruise destinations are investigated as well as in Esteve-Perez & Garcia-Sanchez (2017), Sun, Feng & Gauri, (2014), Dragovic, Skuric & Kofjac (2014), Wang, Pallis & Notteboom, (2015), Vaggelas & Pallis (2010). The influence of cruise industry on regions and their economy is another sector. Some studies consider the monetary impact of the cruise tourism industry on ports. (Chase & Mckee, 2003, Douglas & Douglas, 2004). Passenger expenditures are recognized as a key variable in the economic analysis of benefits related to cruise tourism (Brida & Scuderi, 2013). Along with economic monetary value, cruise passengers also provide a destination with additional non-monetary benefits in the long run (Satta, Parola, Penco & Persico, 2014). Stefanidaki and Lekakou emphasise that cruise tourism is an important driver for growth and development that generates multiple implications to the visited destinations. (Stefanidaki & Lekakou, 2014). The way, in which the industry affects port-cities, depends on such factors as the size of destination, developmental stage of the sector and the operational profile of the market (Stefanidaki & Lekakou, 2013). The article focuses on challenges faced by ports hosting the cruise vessels. Waste from ships, as well as services for passengers and vessels impact on destinations and environment. Cruise ships create disproportionate impact because they carry thousands of passengers. The quantity of waste and sewage produces by cruise ship is incomparably larger compared with cargo vessel. The reception of waste as well as supply services require efficient sustainable logistic solutions to minimalize the negative effects for cruise ports. The term of sustainable logistic has not been precisely defined in literature and practice. However most researchers consider three aspects: conceptual and functional, organisations and physical flows, cost-effectiveness (Lichocik & Sadowski, 2014). The first one is based on sustainable development concept and its objectives. The second aspect is related to the flows of goods and services. The latter is concentrated on economic aspects of logistic processes and their environmental and social impacts. The study explore the prime components of port cruise services and in context of sustainable logistics the second approach to the problem is a base for the research. The scope of analyses concerns the services dedicated for cruise ships and passengers in context of mobility and environmental aspects. The typical land services for passengers in cities being itineraries as well as tourism attractiveness are not determined in this paper. The research question is as follows: What services provide Baltic ports hosting cruise vessels from water and land sides? The hypothesis is: The ports in the Baltic Sea meet requirements of reception of waste and provide efficient logistic solution of ships services. For the purpose of the study, port infrastructure, services in selected Baltic ports are analysed. Further questionnaire has been conducted among port authorities, as well as in-depth interviews with cruise lines agents. 3. Cruise shipping in the Baltic Sea Region The Baltic is an inland sea located in Northern Europe, connected to the North Sea by Danish Straits (Oresund, Great Belt and Little Belt), then the Kattegat and the Skagerrak. The Baltic Sea Region includes the territory of 9 countries. Nine of them border the Baltic Sea (Russia, Germany, Poland, Sweden, Denmark, Finland, Lithuania, Latvia, Estonia). Klemenshev suggests the Norway belongs to the Baltic Sea Catchment Area. (Klemenshev, Korneevets, Palmowski, Studzieniecki, Fedorov, 2017). All these countries are cruise tourist destinations. The cruise industry in Baltic Sea is seasonal due to climate and ice conditions, the activity lasts from April/May till September/October with most calls in summer months. The Baltic Sea constitutes the largest cruise market in Northern Europe. The number of cruise passengers amounted to 5,054 million in 2017 and grew by 16% y/y. (see Figure1). During the last decade the cruise traffic in the region doubled. From 2000 to 2017 the number of quests has been growing by an annual average rate 9,7% per year (Cruise Baltic, 2018). The number of call amounted to 2,497 in 2017 and has been increasing by 15% y/y until 2014. In previous 3 years the decline in calls was observe despite the raise in passengers number (Table 1). The Baltic ports has been hosting increasing number of larger vessels every year. The passengers numbers reflect this trend.

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Table 1. Cruise passenger traffic and number of calls in Baltic Sea ports. Year

2011

2012

2013

2014

2015

2016

2017

2018 E

Pax (thous.)

3 857

4 061

4 358

4 266

4 282

4 333

5 054

5 477

Calls

2 313

2 479

2 505

2 371

2 163

2 163

2 497

2 656

Source: Own elaboration based on Cruise Baltic 2018.

number of passengers

The most Baltic destinations are typical ports of calls, where ships visit the chosen harbours during cruise voyage. There are e.g. St.Petersburg, Klaipeda, Riga, Gdansk, Gdynia, Marienhamn, Visby, Arendal. The others, like Copenhagen, Kiel, Rostock and partly Helsinki and Stockholm apart of being ports of call, are also turnarounds, where passengers embark and disembark. Most cruise trips in the Baltic Sea last 7 -10 days and include 5-6 ports of call. 6000000 5000000 4000000 3000000 2000000 1000000 0

2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 E

years Fig. 1. Development of passenger traffic in Baltic Sea. Source: Own elaboration based on Cruise Baltic 2018.

4. Port infrastructure and services for cruise ships Selection of destination is determined on one hand by tourist attractiveness of itineraries, and on the other by state of cruise port. The latter includes dedicated specific infrastructure and services for all stakeholders, primary cruise operators and travellers. The handling comprises the services from both water and land sides. The relations between cruise ships and port cities presents Figure 2.

itinerary

Cruise ship

land side

water side

Fig. 2. Relation between the key elements of cruise ships services – standard Source: own elaboration

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Tourist attractiveness of the destination is primarily determined by such features as climate, cultural and social factors. Cruise ports have little influence on characteristic of the area, however can upgrade these features by, i.e. tourist information, availability of guides, special seasonal attractions, safety and security level. State of ports comprises elements from land and water sides, as infrastructure, marine services, logistic services and solutions. The requirements of cruise lines depend on type of port – turnaround or port of call (transit port), size of the vessel, passenger capacity, frequency of visits, time of stay. Port facilities and services presents Table 2. Table 2. Port facilities and services Ships services

Passenger services

Water side

Land side

Separation of pier uses in port

Entrance and berth facilities

Fuel supply services

Pedestrian paths

Dedicated cruise ship piers

Fresh water services

Tourist information

Tug boats

Shipchandler services

Availability of coaches and taxis

Pilotage

Waste reception facilities

Public transport

Speed of ship clearance Stakeholders cooperation Source: own elaboration

Water side comprises available berth infrastructure for cruisers as well as ship handling. The port accessibility includes draft, berth dimensions, maneuverability and anchorages. Depending of port, the ships moor either at dedicated terminals and cruise berths or piers used for more purposes than cruising. Turnaround ports and large transit destinations developed cruise terminals or cruise banks where vessels are wharfed simultaneously. The enter and departure require handling – pilotage and towage services which in majority of ports are obligatory. Cruise lines require efficient services on entering or leaving vessels as well as allocation in port. The former services are important due to planned stay in port and organization of trips . The cruise ships spend in ports usually few hours (4-10 hours depending of destination) so they should arrive and depart according to the schedules. Cruise vessels are often fitted with thrusters but they still require 2-3 tugs depending on ship size as well as pilot assistance. High traffic either of cargo ships or cruise vessels often results in unavailability of these services when the ship is scheduled. Another weaknesses is congestion in port waterways and offing. The increasing tourist traffic in port hosting leisure ships requires coordination between involved stakeholders, in order to ensure operations without bottlenecks at times of arrivals and departures. The access to berth is another criterion of assessment and selections of destination. Ports with large number of calls particularly often face the lack of accessible berth and allocate the ships to a commercial piers although the cruise berths were booked in advance. The dedicated berths or terminals are located in the vicinity or have good connections with centres and attractive places as well as are fitted with dedicated infrastructure for passengers, while commercial berth are often situated at a considerable distance to the city. The location of cruise ship in the port influence on mobility of passengers and use of urban transport or shuttle buses. The ship of 3,000 travellers berthed far from city centre requires about 40-50 buses to transport all passengers. Large number of additional vehicles in city centres provokes congestions. In big cruise ports with more daily calls the number of vehicles grows progressively. The ports organize shuttle transportation and develop public transport connections from cruise berth to centres to facilitate the traffic flows and limit the number of busses. The problem of travelling cruise passengers is more intensive in turnaround ports. They arrive to these ports cities by plane (flycruises), train or cars causing additional traffic. The sustainable solutions include dedicated shuttle transport from railway stations and airports to cruise terminals. The land services comprise two segments. The first is the cruise ship supply, the other waste reception. Bunker and fresh water deliveries are provided by local companies either in home or transit ports, depending on ship passenger capacity and time of round trip. The demand for food and catering goods is specific due to number of

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passengers and crew, diversity of food and drink provisions, products for shops and cleaning stores. The ships are supplied usually during longer stay in turnover ports. The supply chains of cruise vessels are direct and no-direct. The direct supply is based on local shipchandlers or branch suppliers. The latter (no-direct) are global chains, where major cruise lines use own logistic infrastructure and product are delivered in containers to cruise hubs by global suppliers. Large growth in passenger traffic affects the demand for supply of goods and results in growth of demand for logistic services. To facilitate the handle of ships as well as to counteract the cumulate supplies at the same time and to limit the bottlenecks, the goods are delivered before ship arrival and store at the terminals. The second onshore segment refers to waste reception services. Waste comprise sewage ( black and grey water), bilge and sludge, garbage etc. The disposal of ships waste is regulated by several regulations. The prime is Marpol Convention (The International Convention for the Prevention of Pollution from Ships), with 1,4 and 5 annexes related to prevention of pollution by oil, sewage and garbage respectively. There are two solutions of sewage reception. One is based on tank trucks, the other on port reception facilities. According to Marpol regulations, ports hosting cruise vessels have to develop the latter obligatory as the sewage discharge into the Baltic Sea will be prohibited (new ships from 1st June 2019, old 2021). The latter solution is environmental friendly and protect the ports against pollution and smell. In some harbours, particularly in turnaround and hosting large number of cruisers, port reception facilities have been already developed. The Baltic ports have developed plans for the management of ships waste to eliminate the negative impact and protect port cities. Port authorities provide the disposal of waste and perform these services or outsource to specialized companies. In some Baltic ports the segregation of solid waste is obligatory due to environmental protection and the cruise lines must comply with local regulations. The other solution is based on diversification of fees and limits of waste received from ships for segregated and non-segregated.

berth terminal passenger services

pilotage towage

Cruise ship supply services

reception facilities waste reception services

Fig. 3. Model of cruise ship requirements Source: own elaboration

Reception of waste from cruise vessels is a challenge due to amount. The ship of capacity of 3,500 passengers and 1,000 crew members produce weekly on average 31,250 litres of bilge water, 1.436,000 litres of black water, 5.740,000 litres of grey water and 168,750 litres of solid waste (Tourist facilities in ports, 2009). Because cruise ships produce significant waste streams, cruise lines have put increasing efforts into reducing waste. For example, water recycling units are installed to recycle grey water, and solid waste is compressed to improve waste handling onshore. The proposed model of required infrastructure and services for cruise ships presents Figure 3.

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5. Port infrastructure and service in selected Baltic ports In this section selected Baltic ports hosting cruise ships are analysed. The chosen group comprises both turnover and transit ports hosting cruisers of large, medium and small segments. Table 3 shows the traffic and number of calls is chosen ports of the region. Copenhagen is the leader in cruise industry in Baltic Sea Region, 850 thousand tourists visited the Danish capital in 2017 (see table 3). The level of traffic depend on position of port as turnover and transit port. Cruise ships are served in three wharves. Langelinie Quay is located close to the city centre and is dedicated for small vessels. Ocean Quay is the newest and the biggest passenger terminal for large segment, in the distance from the terminal to the city centre is 8 km. The closest to the city centre is Nordre Taldbod, only 3 km. For passengers no shuttle services are available. The ships agents organize bus excursions, passengers who do not take part in trips have to use public transport or taxes. Similar, passengers arriving to Copenhagen to embark have to use urban transport in case the cruise line does not offer the transfer from airport or railways to terminals. The philosophy of such organization according to ships agents is to reduce the number of buses in the city and promote the public transport. Table 3. Passenger traffic and calls in selected Baltic ports in 2017 Port

Number of passengers

Number of calls

Copenhagen

850.000

325

Helsinki

478.000

266

Gdansk

31.790

64

Rostock

641.000

190

St. Petersburg

581.422

319

Stockholm

600.000

264

Tallinn

562.000

311

Turku

3.300

7

Source: own elaboration based on Cruise Baltic, 2018.

Port of Stockholm is located in the Northern part of Baltic Sea at the east coast of Sweden. Stockholm is one of the largest cruise destination in the Baltic Sea Region and include a number of port areas of which Värtahamnen, Frihamnen and Loudden, as well as Stadsgården and Skeppsbron are the most important. Cruise ships are docked at 8 piers. Large vessels are moored primary in Frihamnen (3 piers), Värtahamnen ( 1pier) and Stadsgården (2 piers). Small cruisers are docked in Skeppsbron and Nybrokajen located close to city centre. Frihamnen and Vartahamnen is located 3,5 kilometres from the city centre, and passengers use public transport (bus or underground) in case they do not take part in organized trips. Stockholm is a turnover port as well. The majority of passengers arrive by air, the Stockholm airport is located 40 kilometres off the city with rail connection. Port of Helsinki is recognized as one of prime Baltic destinations. It is composed of the following main harbour areas: West Harbour, South Harbour, Katajanokka Harbour and Vuosaari Harbour. The latter serves container and RoRo /ferry traffic. Cruise ships are handled at 8 wharfs in in West and South Harbours as well as at Katajanokka. To large cruisers are accessible piers in West Harbour - 1. and 2. Hernesaari, Valtameri Quay, Melkki Quay and one at Katajanokka Quay for cruisers. The distance to the city centre is 1,3 – 2 km. Smaller ships are berthed in two piers in South Harbour – Olimpia Quay and Pakkahuone Quay, as well as Katajanokka Quay. All those wharfs are close to the city centre – less than 1 km. For passengers shuttle buses are available. St. Petersburg was fourth Baltic destination with 581 thousand cruise passengers and 275 calls. In St.Petersburg cruise vessels moored in dedicated cruise port Marine Façade, outside the city with distance up to 10 km to the centre. The port complex includes seven berths with a total length of 2,171.06 meters, three cruise terminals and one combined

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cruise-ferry terminal. Due to the distance, organized excursions are available. The terminal is also connected with the centre by underground. Tallinn is the next important cruise destination with dedicated passenger port Old City Harbour. It is located close to the city centre and old town. In inner port ferry traffic is concentrated and smaller cruise ships are moored. For large cruisers two outside piers are intended. The distance to the city is less than 1 kilometre, transfer for passenger is not necessary. Turku is a city located at the south-west coast of Finland at the mouth of the Aura River. It is the second biggest passenger harbour in Finland due to ferry turnover. Over 4 million passengers travel via port by ferries annually. As the cruise lines destination, Turku is placed in small segment cruise ports. Small cruises are moored at 3 piers ( River Aura Pier 9-11, River Aura Pier 12 and pier 23). All are located in a distance of 3 kilometres to the city centre. Large cruisers wharf in West Harbour at container area. In table 4 the scope of services rendered for cruise ships are presented. The majority of ports hosting cruisers are well prepared to handle this specific ships. Pilotage and towage are usually obligatory and directly impact on safety of ships and ports. These services protect the ships from accidents (e.g. ground, collision) resulting in spillage and pollution. Table 4. Available services in selected Baltic ports

Copenhagen

Helsinki

Gdansk

Gdynia

Mariehamn

Rostock

St.Petersburg

Stockholm

Tallinn

Turku

Port

Pilotage, tugs

x

x

x

x

x

x

x

x

x

x

Fresh water

x

x

x

x

x

x

x

x

x

x

Bilge and sludge disposal facilities

x

x

x

x

x

x

x

x

x

x

Black and grey water disposal facilities

x

x

x

x

x

x

x

x

x

x

Direct shore connections

x

x

x

x

x

x

Solid waste

x

x

x

x

x

x

x

x

x

Shore electric supply

x

x

LNG service

x

x

Space for shipchandler services

x

x

x

x

x

x

x

x

x x

x

x

Source: own elaboration

In all examined harbours port reception services are provided. A couple of ports with high level of traffic and hosting primary large cruisers, has constructed direct shore connections to the cities` water systems. The fixed reception facilities for black and grey water are available at Copenhagen, Stockholm, Helsinki, St.Petersburg, Tallinn and Rostock, which receive 80% of all sewage from cruise ships in the Baltic Sea Region. In Copenhagen sewage from the cruise liners is handled at the terminals in fixed facilities that are linked to a sewage treatment plant. In Stockholm permanent reception points for black and grey water are available at all piers used by cruise ships. Further in Helsinki grey and black water may be discharged from the vessels directly to the city’s wastewater system in West and South harbours were cruise piers are located. Fixed reception points connected to the public sewage system are also available in Tallinn and Rostock. These harbours have already implemented a new regulation of the MARPOL special area for sewage from passenger ships. The other harbours, e.g. Klaipeda, Riga, Gdansk, Gdynia, Turku,

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Karlskrona, Kalmar, still use tank trucks for reception. All of them have to adjust to the regulation constructing permanent facilities for discharge of sewage. Solid waste reception services are available in all studied ports. The ships are fitted with equipment for safer storage and disposal to facilitate the reception. Ports, according to individual plans for management of ship waste, receipt define parts of waste covered by tonnage fees. The quantities exceeded the limits are charged in accordance with port tariffs. In Nordic ports the selection of garbage is obligatory. If the garbage is not selected, the cruise line is charged very high extra fees (Helsinki, Copenhagen, Stockholm). East and south Baltic ports are not so restricted in selection, the lines are charged reduced fees for selected waste. Shore electric supply are another feature. In Baltic Sea Region several ports offer shore-side electricity connections. The use of on-shore power supply (OPS) allows a substantial reduction in emissions generated by ships moored at ports. The OPS are used in Stockholm and Helsinki, as well as Gothenburg,, Helsingborg, Ystad and Lubeck. These connections are not used by cruise ships. Firstly, except two Nordic capitals, the other Baltic ports with OPS either belong to small segment with few cruise calls per year, or do not hoist the cruisers at all. Secondly, the system requires adaptation and suitable equipment on-board. Such facilities are not common on cruise vessels due to costs and availability the system at destinations. In Europe shore-side electricity facilities are available for ferries and container ships. Similarly, cruise ships do no use LNG, the supply of this type of fuel concerns only ferries. In those aspects, air emissions from cruise ships have negative impact on cruise ports and cities. Supply services are also available in all ports. Supply is provide primary in turnaround ports, where cruise ships lie longer and efficient supply chains for cruisers are developed by lines or local suppliers. The prime home port is Copenhagen, next are Rostock and Kiel, another Stockholm and Helsinki. In these ports space for supply at terminals and cruise berth are accessible. Shipchandler services in ports of calls are less important. However during Baltic cruisers in lots of trips regional menu is serve as an attraction, so the demand for delivery local provisions is observed. 6. Conclusions Cruise shipping effects the port cities hoisting passenger shipping. As cruise terminals and berths are often situated in the vicinity of cities, their operations may cause congestion, pollution and other environmental issues. Maritime tourism create demand for infrastructure of the city, e.g. road network, urban facilities, shopping centres, entertainment complexes. This infrastructure is dedicated primary to inhabitants of the city. In the other hand, good infrastructure and standard of services are factors influencing perceiving the itineraries by the visitors. Land services for passengers, particularly transfer between terminals and centres as well as airports and railway stations in turnaround ports influence the urban mobility and may create congestions. The latter is observed in large ports (e.g. Copenhagen, Stockholm, Helsinki), hoisting large cruisers, often several vessels at the same time. The lines and their agents organize shuttle transfer or dedicated trips to facilitate the mobility, however gridlocks are arduous in those itineraries. The port infrastructure for cruise industry in Baltic ports is well developed. All studied ports provide basic services for ships - reception of waste as well fuel, fresh water and provisions supply. The Baltic Sea has been designated a Special Area under MARPOL Annex IV, requiring passenger vessels to dispose of Annex IV waste at onshore facilities. The rule will be implemented in 2019 and 2021 for new and existing passenger ships, respectively. The large cruise ports are well prepared to meet new MARPOL and HELCOM regulations. According to HELCOM, now almost 31% of cruise ships voluntarily use port wastewater reception facilities when available under a “no special fee agreement” . This voluntary practice precedes development of new requirements. This is visible in ports with shore connections. The transit harbours have to implement the latter what is the important challenge for them. Port authorities create the pro-environmental policies that aim to reduce the negative impact of shipping on the environment. They include activities to reduce the emission, pollutions, noise from cruise ships, as well as waste collection. One of the prime challenge for ports is the relation with the local community. In this aspect all actors involved in cruise industry should act to remain cruise operations as sustainable as possible.

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