The aim of the research is to identify and quantify the direct economic effects resulting from the improved seaport nautical access and capacity expansion. This case study considers a regional port located in the Baltic sea and relates to port users, i.e., shipping operators and shippers. The effects were identified for maritime transport by comparing transport performance in two scenarios: with-the-investment and without-the-investment. Incremental calculus addresses freights (containers, dry bulk, and cereals) traded to and from the given port, changes in size of vessels, and the shipping route alternatives vis-a-vis adjacent ports in the range. Sustainable impact concerns generalized maritime transport cost, i.e., shipping operating costs and port-to-port transit time, as well as energy consumption and external costs of maritime shipping. To capture effects, daily and unit dry bulk, as well as container shipping cost, values of time, and marginal external costs were revealed in freight sea transport. As investigated, shipping operators and shippers will benefit from the reduction in ships’ operating (including ships’ fuel cost savings) and time cost, while the community will enjoy the reduction in externalities. However, the main economic effect is the reduction in shipping operating cost resulting from the increased vessel size (economies of scale).

This study determines the relationship between the increase in size of dry bulk carriers and container ships and the changes in sustainable shipping performance. It measures the elasticities of shipping costs for bulk carriers and container ships. Using regression, it derives the functions of the daily and unit costs of shipping with respect to the size of dry bulk carriers and container ships. The estimated daily and unit cost elasticities and cost models reveal significant but diversified impacts of vessel size on dry bulk and container shipping cost and its components, other operating capital, and fuel costs. Findings: Dry bulk carriers and containership size mean elasticities of daily operating costs estimates respectively: total operating costs 0.291 and 0.552, other operating cost (labor cost included) 0.238 and 0.328, capital costs 0.329 and 0.765, fuel costs 0.289 and 0.462; dry bulker and container ship unit shipping mean elasticity respectively: full operating costs (−0.751) and (−0.553), other operating cost (−0.804) and (−0.782), capital costs (−0.713) and (−0.399), fuel costs (–0.757) and (−0.702). This research provides an insight into the impact of technology and the way the services are provided (irregular versus regular) on shipping cost and energy savings. The cost models can be used for estimating the savings in shipping costs resulting from handling larger vessels in seaports.

Deepening the fairway Świnoujście-Szczecin to a depth of 12.5 m will improve access to the port of Szczecin from the sea. Larger vessels will be able to call at the port of Szczecin and thus the current trends in cargo turnover will probably change. To make it possible, it is also necessary to invest in improving port access from the mainland. In the article the authors present estimates and forecasts of the annual average daily traffic of vehicles (AADT) on national road no. 10 (DK 10) and access roads to the port of Szczecin (so called the "last mile" sections). Estimation was based on the author's own traffic research carried out in September-October 2016 as part of Feasibility Study for the project Modernization of the access roads to the port of Szczecin: reconstruction of the transport system in the area of Międzyodrze implemented by the city of Szczecin.

Abstract:The aim of the paper is to present the socio-economic effects which will appear in relation with the realization of the large-scale investments consisting in (1) the deepening of the fairway Świnoujście-Szczecin down to 12.5 m and (2) the adjustment of the infrastructure in the port of Szczecin (deepening of the port water area and modernization and deepening of the selected berths) to handle larger seagoing vessels. Those are complementary projects and their combined realization will allow the handling of fully laden vessels with deadweight of 40 thou. tonnes (at present that is 15 thou. tonnes). The realization of the investment projects will contribute to the creation of the socio-economic benefits which will arise in: -the land section of the transportation chain running through the port of Szczecin; within the hinterland transport there will arise savings in the land transportation costs and in the external costs resulting from the shortening of transportation distance and changes in the sectoral structure of transports (modal shift); -the sea section of the transportation chain running through the port of Szczecin; within the sea transport there will arise savings in the sea transportation costs and in the external costs resulting from the shortening of transportation distance, and in the costs of exploitation of vessels resulting from the increase of their size (economies of seagoing vessel's size); -the port of Szczecin in the form of the increased gross value added (GVA) in the port activity, additionally created value of port services. The socio-economic analysis covered all planned complementary investments. The socio-economic effects have been identified with the use of the cost benefit analysis (CBA). 56Dariusz Bernacki, Christian Lis

There are two aims of this study. The first is to outline the developments in the maritime economy and employment in the South Baltic Region, and the second to identify the emerging activities in the maritime industry and to reveal the prospects and potential for labour market development, taking into account the demand for labour, required professions, qualifications of the labour force, and feasible cross-border mobility. This comparative study refers to four EU Baltic coast regions, namely the Mecklenburg-Vorpommern (D), Zachodniopomorskie (PL), Pomorskie (PL) and Klaipeda (LT) regions. Prospects for the economic development and employment potential specified for each region and selected segments of the maritime economy are consequently elaborated. The analysis of the maritime economy in the South Baltic Region reveals some crucial differences in terms of strategic maritime activities and employment potential and prospects for each of the regions. The phenomenon of the diverse demand for labour force through the various segments of the maritime economy and by region has been identified and is presented in the form of a comprehensive matrix of the projected demand for labour.