201

1 INTRODUCTION

In recent years, the leading cruise shipowners have

been placing orders for increasingly larger cruise

ships. Cruise Line International Association (CLIA)

reported that in 2019 there were 272 cruise ships on

the market (CLIA, 2019, p. 19). Moreover, until 2030,

tens of new vessels with gross tonnage exceeding

180 000 GT are planned to be launched.

The cruise shipping market constitutes the subject

of numerous studies, related in particular to issues

concerning environmental protection and sustainable

development [Klein 2010, pp .113–130; Yunis, 2001,

pp. 2-5; Baker & Stockton, 2013, p. 83, Amposta, 2013,

pp 1-10)., globalization problems [Wood, 2000, pp.

345-365], or issues related to cruising market

development in various parts of the world, and

challenges for cruise corporations

[Veronneau & Roy,

2009, pp. 128–139], as well as seaport authorities

striving for high quality of services for cruise

shipowners. In the source literature we can observe a

gap in studies on seaport activities aiming to prepare

for the changing trends on the cruise shipping market.

The aim of this article is to identify cruise shipowners’

requirements regarding seaport infrastructure and

analyse challenges facing port authorities in terms of

adapting ports to new trends in the cruise shipping

market.

2 THEORETICAL APPROACH

Gross registered tonnage of the first cruise ships did

not exceed 20 000 GT, as e.g. in 1970, the tonnage of

ship, Song of Norway totalled 18 400 GT, the length

amounted to 168.32 meters, breadth to 23.96 meters

and draught to 6.7 meters. In the 1990s, registered

tonnage of cruise ships was increased several times

nearly up to 80 000 GT. At that time, the construction

of ships with the following parameters was

commenced, e.g. Grandeur of the Seas with tonnage

of 74 000 GT, length of 279.8 meters, breadth of 32.2

Challenges Facing the Cruise Seaports Resulting from

ntroduction of Giant Cruise Vessels to the Market

. Kizielewicz

Gdynia Maritime University, Gdynia, Poland

ABSTRACT: For a decade, giant cruise ships have been introduced to the market. Nowadays, the largest cruise

ships have the length of over 360 meters, draught up to 10 meters and capacity of 225 000 GT. This type of

vessels can only be handled in seaports with appropriate depth of waterways and proper length of berths, large

manoeuvring basin and facilities on seacoasts ready to serve thousands of passengers at the same time. The aim

of this article is to identify cruise shipowners’ requirements regarding seaport infrastructure and analysis of

challenges facing port authorities in terms of adapting ports to new trends in the cruise shipping market. In the

article, a few research methods were applied: ex

ploration method of data, desk research method and

comparative analysis.

http://www.transnav.eu

the

International Journal

on Marine Navigation

and Safety of Sea Transportation

Volume 14

Number 1

March 2020

DOI:

10.12716/1001.14.01.25

202

meters and draught of 7.6 meters. Meanwhile, the

carrying capacity of recently built vessels exceed

220 000 GT, such as Oasis of the Seas, with 380 meters

in length, 47 meters in breadth and draught of over 9

meters (table 1).

Table 1. The list of chosen top giant cruise ships in the

world (2019)

_______________________________________________

Name of Cruise Year GT Length Width PAX

a ship Line

_______________________________________________

Harmony RCCL 2016 226,963 362 65.7 6,687

of the Seas Inc.

Symphony RCCL 2018 228,081 361 65.7 6,680

of the Seas Inc.

Allure RCCL 2010 225,282 360 66 6,780

of the Seas Inc.

Oasis RCCL 2009 225,282 360 66 6,780

of the Seas Inc.

Spectrum RCCL 2019 169,379 348 41 4,905

of the Seas Inc.

Freedom RCCL 2006 155,889 339 56 4,375

of the Seas Inc.

Disney Disney 2012 129,750 339 37 4,000

Fantasy Cruise

Line

Disney Disney 2011 129,690 339 37 4,000

Dream Cruise

Line

Independence RCCL 2008 155,889 338 56 4,560

of the Seas Inc.

_______________________________________________

Source: Own elaboration base on the: List of largest cruise

ships Jump up to: Symphony of the Seas Fact Sheet. Royal

Caribbean Press Center. Royal Caribbean Cruises Ltd.;

Harmony of the Seas Fact Sheet. Royal Caribbean Press

Center. RCCL; Allure of the Seas 2011, DNV GL Vessel

RCCL. Oasis of the Seas 2011: Dimensions DNV GL Vessel

Royal Caribbean Press Center. CCL; Independence of the

Seas 2011. DNV GL Vessel Register. Det Norske Veritas.

Independence of the Seas Fast Facts. Royal Caribbean Press

Center; Freedom of the Seas Fast Facts". RCCL.

The cruise shipping market has been controlled by

three largest companies, i.e.: 1). Carnival Corporation

& PLC (CCL) with 48.1% of world market share, 2).

Royal Caribbean Cruises Ltd. (RCCL) with 23.10% of

world market share and 3). Norwegian Cruise Lines

(NCL) – 10.4% (Cruise Market Watch 2018). The

analysis of largest cruise fleet shipowners indicates

that they mainly belong to market leaders. The largest

currently operating vessels constitute the fleet of

RCCL, namely the second largest shipping company

in the world.

3 METHODOLOGY OF RESEARCH

In this article, a few research methods of data

collection were applied, i.e. “desk research” method,

exploration method, comparative analysis and

questionnaire survey. Surveys were conducted among

40 top cruise ports around the world, but only 15 of

them declared to take part in the study. The test

results may provide interesting cognitive material for

seaport authorities, where cruise ships are supported,

but also for cruise shipowners, who should take into

consideration, whether they are ready to give up

famous tourist destinations unable in the future to

handle such giant cruise ships. Moreover, for the

purpose of statistical analysis, the scoring method

was applied. The scoring reads as follows - 1 assigned

point means the first place on the scale of significance,

and 9 or 10 points – the last place on the scale of

significance of the tested factor.

4 RESULTS OF THE STUDY

The first stage of studies involved analysis of

available data on the schedule of orders for new

cruise ships in shipyards around the world. The

available source data was used to select only vessels

included in the segment of the so-called “giant cruise

vessels” with carrying capacity of over 200 thou. GT.

The analysis of the volume of orders for new

cruise ships indicates that by 2025, we may expect

several giant vessels to be launched every year, taking

on board even 6600 passengers plus crew.

Table 2. The list of cruise ships ordered till 2025

__________________________________________________________________________________________________

Ship‘s Name/Year Cruise Line Operator GT Pax/max Month Yard Price Mill. USD

__________________________________________________________________________________________________

unnamed Carnival 183 900 6600 2021 Meyer Turku Shipyard >1000

Iona P&O Cruises UK 183 900 6600 2020 Meyer Werft, Papenburg <1100

Unnamed Dream Cruises 204 000 5000 2020 MV Werften, Wismar and Rostock 1100

Melody of the Seas RCCL 230 000 5500 2021 Chantiers de l‘Atlantique, St. Nazaire 1400

MSC Seashore MSC Cruises 169 380 5646 2021 Fincantieri, Monfalcone 1100

unnamed Costa Cruises 183 900 6600 2021 Meyer Turku Shipyard 1100

unnamed P&O Cruises 183 900 6600 2022 Meyer Werft, Papenburg 1100

unnamed Carnival 183 900 6600 2022 Meyer Turku Shipyard 1000

unnamed Meyer Turku Shipyard 205 700 6850 2022 Chantiers de l‘Atlantique, St. Nazaire 1125

unnamed RCCL 200 000 5000 2022 Meyer Turku Shipyard 1600

unnamed MSC Cruises 169 380 5946 2022 Fincantieri, Monfalcone 1000

unnamed P&O Cruises 183 900 6600 2022 Meyer Werft 1100

unnamed Carnival 183 900 6600 2022 Meyer Turku Shipyard 1000

unnamed MSC Cruises 205 700 6850 2022 Chantiers de l‘Atlantique, St. Nazaire 1125

unnamed RCCL 200 000 5000 2022 Meyer Turku Shipyard 1600

unnamed MSC Cruises 169 380 5946 2023 Fincantieri, Monfalcone 1000

unnamed AIDA Cruises 183 900 6600 2023 Meyer Werft 1000

unnamed MSC Cruises 183 500 6335 2023 Chantiers de l‘Atlantique, St. Nazaire 900

unnamed MSC Cruises 205 000 6850 2024 Chantiers de l‘Atlantique, St. Nazaire 1125

unnamed MSC Cruises 205 700 6850 2025 Chantiers de l‘Atlantique, St. Nazaire 1125

unnamed MSC Cruises 205 700 6850 2026 Chantiers de l‘Atlantique, St. Nazaire 1125

__________________________________________________________________________________________________

Source: Cruise ships on order 2016-2027, 172nd Revision, May 15, Amem Communication, 2019, pp. 7-20.

203

The purchase costs related to such vessels

sometimes exceed a billion USD, and such

expenditure can be incurred only by large shipping

companies.

In the second stage of studies the preparation of

selected worldwide seaports was analysed as for the

technical requirements they are obliged to meet as a

result of increased tonnage of cruise fleet, and

consequently, the increase in ship’s length, breadth

and draught.

The competitive advantage on the market can be

achieved only by ports prepared to provide high

quality of service for cruise ships, appropriate

hydrotechnical as well as organizational, technical

and logistic facilities at berths.

Upon analysing the Baltic ports technical data as

for the length and depth of berths used for handling

cruise ships, it should be noted that seaport in Gdynia

at French Quay offers perfect conditions since

shipowners are provided with the quay of 512 m in

length and draught up to 12.5 m, offering conditions

to receive the world largest cruise ships, such as for

example Oasis of the Seas, with the length of 360

meters, breadth of 47 meters and draught of 9.3

meters, taking on board 6630 passengers and 2160

members of crew; or Allure of the Seas, with 360.05

meters in length, 47 meters in breadth, draught of 9.3

meters, 72 meters in height, taking on board 6296

passengers and over 2384 members of crew [RCCL

2013]. While analysing the technical parameters of the

world largest cruise ships it is clear that few Baltic

ports satisfy the technical conditions to handle such

vessels (table 3.).

Table 3. Technical parameters of berths dedicated to handle

cruise ships in selected ports in the Baltic Sea

_______________________________________________

Parameters of berths Name of a berth Immersion Length

Name of a port of a

berth

_______________________________________________

Gdańsk Westerplatte Berth 9,3 m 1300 m

Gdynia French Berth 12,5 m 512 m

Rostock P 8 7,8 - 9 m 465 m

Tallinn Pier no 25 10,7 m 339 m

Klaipeda Quay nr 80 10 m 297 m

Copenhagen Malmo Ndr. Toldbod 177 7,4 m 240 m

Port

Helsinki LV 7 11 m 240 m

Sztockholm Väartanhamnen 523 7,4 m 220 m

Visby Pier no 7 8 m 200 m

_______________________________________________

Source: own elaboration based on own studies and

[Kowalewska 2011]; [Cruise Baltic 2013 p.1.].

The analysis of port infrastructure technical

parameters in the Baltic ports reveals that

unfortunately most of the ports are unable to receive

the largest cruise ships due to the berth technical

parameters. At present, in such situations the harbour

master’s office directs ships to berths dedicated to

cargo vessels and tankers, which are usually located

under the decision of port authorities outside the port,

i.e. open to the sea. Such situation can be observed

e.g. in Gdańsk, where smaller cruise ships are

directed to inner port to Westerplatte Quay, whereas

giant cruises make use of the berth in the Northern

Port, the so-called universal berth, located at

Naftoport and dedicated to tankers. From the

perspective of tourist attractiveness of the port,

appealing qualities and the feeling of safety such

solutions are not welcome by shipowners, which

leads to their decision not to call at the port.

Shipowners are able to accept such situations only in

places where the world unique tourist attractions are

located, and tourists accept the hardships of travel in

exchange for exceptional tourist attractions. Certainly,

there are few of such places in the world, and it refers

mainly to cruise trips to unspoilt remote places.

The conducted analysis proves that in this respect

seaports in Poland are very competitive, taking into

account infrastructure facilities dedicated to cruise

ship handling. The seaport in Gdynia can receive the

world largest cruise ships, offering the quay of 512

meters in length and draught of 12.5 meters. In recent

years, the port has invested in enlarging the ship

manoeuvring basin, which increases the attractiveness

of the port offer. These qualities are appreciated by

cruise shipowners; therefore, the seaport in Gdynia,

for years, has been the leader on the Polish market in

handling largest cruise ships visiting Poland.

Unfortunately, in general the investment policy in

the Polish seaports is focused on investments in

infrastructure increasing the handling capacity of

larger and larger ships, but mainly cargo vessels,

including: tankers, bulk carriers, general cargo ships,

container and other ships, as well as investments in

developing the logistics centres. According to port

authorities the state of berth infrastructure has little

impact on the number of cruise ships calling at the

Polish ports.

It should also be noted that for cruise shipowners

the location of port relative to attractive tourist places

is an important feature exerting impact on seaport

attractiveness. The conducted analysis confirms that

the majority of Polish seaports in the Baltic are located

in direct vicinity of attractive tourist places and

regions, which is indispensable for shipowners to

even plan calling at a given seaport in their itineraries.

The port authorities who appreciate benefits

resulting from handling cruise ship actively advocate

for improving port infrastructure and obtain funds for

its development from various sources, including the

World Bank, the European Bank for Reconstruction

and Development, the EU funds, as well as state

budget and local authority resources. The investments

in port infrastructure, in particular hydrotechnical

infrastructure are capital-intensive and without

external support many seaports would not be able to

incur such costs.

Certainly, while analysing the scale of investments

implemented in seaports that are the leaders on the

cruising market in the world, i.e. cruise port in Miami

and in Everglades, Florida (USA), or in Barcelona

(Spain), we can see that the scale is impressive.

Whereas, in the Baltic ports investments are dedicated

to handling all types of vessels, both cargo and

passenger ships.

204

Table 4. Investment in seaports in various cruise ports to

prepare the berths dedicated to support cruise ships

_______________________________________________

The name Capital Investors/Owners

of a cruise port expenditure

for the

development

of berths

_______________________________________________

Miami 58 million $ Port Miami, Miami-Dade

(Floryda) County local government

Everglades 153 million $ Broward County Port

(Floryda) Everglades

Kopenhaga 87 million € 4 territorial governments,

(Dania) By & Havn, Copenhagen

Malmo Port A/B, architects

Barcelona 56,5 million € Creuers del Port de

(Spain) Barcelona S.A. with a private

Concessionaire

_______________________________________________

Source: own study Port de Barcelona (2013) Barcelona

Cruise Facilities 2013, Europe’s Leading Cruise Port,

Barcelona, s. 5.; Port Miami (2012) Preparing for 2015, Port

of Miami, Florida, p.1.; Port of Everglades (2014) Powerful

Milestones New Records, Fiscal Year 2014 Commerce

Report, Broward County, Florida, p.9.; Kizielewicz J., (2016),

Regional experiences in management of development of

cruise ship ports in coastal destinations,[w:] Proceedings of

the 12

European Conference on Management Leadership

and Governance– ECMLG 2016, Bucharest, Academic

Conferences and Publishing International Limited, UK. s.

125 – 132.

In the above mentioned most important cruise

ports in the world (table 4.) all investments are

dedicated to improving the quality and efficiency of

service, passengers’ comfort, safety of service and

travel, etc.

For port authorities focusing their activity on

handling cruise ships, information from cruise

shipowners on their expectations in this respect is

crucial in taking decisions on investments within the

port.

The questionnaire survey conducted among the

boards of largest cruise ports in the world and in

Europe, i.e.: Miami and Everglades (Florida USA),

Melbourne (Australia), Stavanger (Norwey),

Kopenhaga (Denmark), A Coruña (Spain),

Dubrownik (Croatia), Kłajpeda (Latvia), Valletta

(Malta)), Rønne (Denmark), Rotterdam (The

Netherlands), Tallin (Latvia), Gdańsk, Gdynia,

Szczecin-Świnoujście (Poland) (Kizieleiwcz 2016, p.

283-284) proves that for cruise shipowners the most

important factor which determines the choice of port

in their itinerary includes, first of all, the geographic

location of coastal tourist destination and unique

natural and cultural values as well as their location

relative to seaports. They also place high value on the

safety of passengers and ship’s crew at the

destination. Whereas, less important are climatic

conditions at tourist destinations and accessibility of

commercial services on land.

Table 5. Ranking of factors affecting the choice of seaports

by cruise shipowners according to the port management

boards

_______________________________________________

Variables Factor Sum Ranking

of points 1 (the highest),

10 (the lowest)

_______________________________________________

X20 Geographical location 46 1

X26 Proximity to tourist 59 2

attractions

24 Cultural heritage 65 3

23 Natural values 70 4

21 Political situation in 73 5

the visited area

22 Climate 75 6

25 Cultural&entertainment 75 7

events

27 Travle agensies and 81 8

toruoperators

28 Shopping centres 116 9

29 Catering services 117 10

_______________________________________________

Source: J. Kizielewicz: Konsumpcja podróżujących

morskimi statkami wycieczkowymi w nadmorskich

obszarach recepcji turystycznej, Wydawnictwo Naukowe

Akademii Morskiej w Gdyni, pp. 283-284.

It is also surprising that the port management

boards failed to indicate that cruise shipowners resign

from calling at their ports due to technical limitations.

Perhaps it results from the fact that the survey was

conducted among the leading cruise ports in the

world, having significant experience in handling

cruise ships. Certainly, in case of technical issues they

direct ships to the port cargo area to meet the

requirements as for the length of berth and depth of

port basin indispensable for the ship. Numerous

tourist destinations in the world seek to be included

in the group of ports selected by cruise shipowners.

[Lekakou et al., 2006. p. 240.

5 DISCUSSION

The significant increase in gross registered tonnage

observed for several decades constitutes a serious

challenge, on the one hand, for port authorities who

have to look into the future and plan the adaptation of

port infrastructure to receive larger and larger vessels.

Whereas, on the other, local authorities at coastal

tourist destinations are also facing challenges, since

taking into account the sustainable development, they

should analyse how to manage the development of

inbound tourism not to allow the degradation of

natural and cultural environment by mass tourists

coming on board the ships. It is worth mentioning an

example of the city of Dubrovnik, where in

uncontrolled way the flow of tourists from cruise

ships totally blocked the city and made it impossible

to move around within the old town. Therefore, the

authorities of Dubrovnik together with port

authorities decided to limit the number of ships

calling at the port at the same time during 24 hours to

maximum 8 vessels to reduce the adverse impact of

mass tourism. In the past it happened that as many as

20 cruise ships would enter the port and even 40

thousand tourists would come ashore at the same

time. The solution facilitated the tourist traffic and

made it possible to eliminate adverse effects of

seasonality since shipowners were forced to look for

205

other open slots in the port calendar to call at the port.

Due to exhaust fumes emitted to the atmosphere from

cruise ships, as well as accidents related to collisions

between larger ships in ports, the city authorities

intend to limit access to the city for giant cruise ships.

This phenomenon is rather peculiar. On the one

hand, cruise shipowners collect enormous resources

and order larger and larger cruise ships, and on the

other, the city authorities in famous tourist

destinations turn their backs on them and intend to

limit access to their cities to protect cultural and

natural environment and provide peace for local

inhabitants. Whereas, the authorities of other seaports

worry they will not be able to meet the technical

requirements to handle such large vessels.

It should be emphasized that investments in

hydrotechnical infrastructure in the ports and berths

are capital-intensive and frequently exceed the port

financial capacity.

In terms of main reasons to launch larger and

larger cruise ships, shipowners indicate first of all:

− construction of enormous luxury apartments on

board the ships (over 200 m²);

− development of catering infrastructure on board

the ships, including: bars, restaurants, pubs, cafés,

fast food, etc.

− improved cultural and entertainment offer,

including: construction of large entertainment and

theatre halls, night clubs, discos, casinos, etc.;

− development of active recreation offer for

passengers on board the ships, including the

introduction of new devices and facilities such as:

golf courses, climbing walls, swimming pools with

waterfalls, gyms, tennis courts, fitness clubs, etc.,

− introduction of modern ecological solutions in

order to reduce air and water pollution in seas and

oceans

Moreover, shipowners indicate that another factor

affecting the decision to order more “giant cruise

vessels” involves the reduction of fixed costs of

voyage, and consequently the reduction of unit costs

of cruise tickets – the so-called effect of scale. All these

factors lead to the increase in gross registered

tonnage.

It is worth emphasizing that launching such

vessels involves significant costs, which makes

shipowners obtain financial means from various

sources

Large cruise ships require appropriate preparation

of the port and supraport infrastructure so that the

ship with passengers and crew could safely moor in

the port. This infrastructure includes:

− length of berths;

− depth of port waterways.

− size of manoeuvring basin;

− depth of water basins at berths.

Proper logistics facilities at berths are also

significant. These include sufficient number of

parking places for buses and taxis, local transport for

passengers, as well as service and commercial

facilities at berths making it possible to handle

thousands of passengers coming ashore at the same

time. Touroperators rendering services for

shipowners complain in high tourist season about the

shortage of staff (tour guides, tourist guides).

It represents a huge challenge for port authorities

in coastal tourist destinations of how to meet these

requirements and attract cruise shipowners for

cooperation. This involves high level of capital

investments, but unfortunately, most port authorities

are not able to cover high cost of infrastructure

investments. In addition, there are also restricted

physico-geographical conditions, which may prevent

the expansion of ports or advancing the track. In the

future this may change the schedules of cruise routes

and increase the competitive advantage of cruise

seaports located at open sea.

6 CONCLUSIONS

For more than a decade, following the increased

demand for cruise trips, cruise shipowners order

larger and larger vessels able to accommodate even

10000 people in total, including passengers and crew.

The conducted analysis indicates that as a reaction

to these activities, the authorities of some seaports in

the world and in Europe focus on infrastructure

investments improving both, the hydrotechnical

facilities and berths in the port. Looking into the

future, the ports endeavour to adapt to new trends

and take efforts to adapt the berths to receive larger

ships, invest in deepening port basins and decide to

provide access to outer port berths to handle larger

vessels. Longer berths are built, dedicated to cruise

ships, waterways are deepened, manoeuvring basins

are enlarged etc. Moreover, passenger terminals are

built in the vicinity of nature or in city centres to

ensure passengers pleasant experience.

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