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The Impact of Sea-River Ports on Spatial Development of Cities

100%
Krośnicka K.
Logistics and Transport
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2010
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vol. 11
39-44
EN
Sea-river ports are in most cases the final element of the network of inland waterways - usually, in a situation, where they are located at the river's mouth, the possibility of further shipping of inland vessels ends. Ships, sometimes also ocean-going vessels, may however call for many sea-river ports lying in a large distance from the mouth of rivers (eg Szczecin, Hamburg, Bremen). Due to more central position in the transport network in the region or country, seaports, situated further in the hinterland, are generally preferential. However, they face a number of technical problems connected with maintaining the availability of navigation from the sea. In the case of sea-river ports problems related to: construction, operation, maintenance and management of both seaports, inland ports and waterways are cumulated. While seagoing ships and river barges use very often the same waters and quays, using the same equipment, the land on which they are operated is in the competence of many different institutions and bodies. The functioning of the sea-river ports is also strongly correlated with the existence and development of the other cities in the hinterland, being a part of a system of river routes. Finally, the complex spatial and functional dependencies occurring between modern ports and port cities or metropolitan areas, heavily conditioned the development of both of these structures. The scope of this article is analysis of the functional and spatial relationships between them.
2
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Miasto portowe – struktura, wyzwania funkcjonalne i modele rozwoju

100%
Krośnicka K. A.
Studia komitetu przestrzennego zagospodarowania kraju PAN
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2018
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vol. 188
33-46
3
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(Nad)morskie pogranicza nowoczesności. Rostock, Kłajpeda i Tallin od lat 70. XIX do lat 20. XX w.

71%
Kochanowski J.
Roczniki Dziejów Społecznych i Gospodarczych
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2013
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vol. 73
EN
Coastal frontiers of modernity. Rostock, Memel and Tallinn from the 1870s to the 1920s. (Summary)Three various port cities of the Baltic Sea are discussed in the article: Rostock, Memel and Tallinn. These three cities were selected because of their location in the dynamic south-eastern part of the Baltic Sea region and comparing the related historical, demographic, social, economic and legal and state-related conditions, promises interesting and original results. The article discusses the fifty years between the 1870s and the first half of the 20th century. It was then that the cities had to deal with both the new political situation after the unification of Germany and the technological and globalization processes which occurred at an alarming speed, and – after World War I – the challenges posed by the emergence of new national states. The article attempts to answer the question of whether, how and why Rostock, Memel and Tallinn differed from other maritime cities, and what the sum of their social, economic and political experiences were when entering into the 20th century, in particular the interwar period. It was the interwar period that determined the nature of the cities after 1939 when the fate of all three was united – first under German, and from 1944/1945 – under Russian influence. In consequence, all three faced the transformation challenge more or less at the same time (Rostock in 1990, Memel and Tallinn in 1991). The article discusses mainly the factors that were decisive for the (non)modern nature of the said cities, their (non) compliance with the global technological and economic standards and their reactions to external models.
4
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Przeobrażenia przestrzenno-funkcjonalne terenów poportowych w Szczecinie w świetle klasycznych modeli miasto-port

63%
Rudewicz J.
Prace Komisji Geografii Przemysłu Polskiego Towarzystwa Geograficznego
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2021
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vol. 35
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issue 4
109-127
EN
The purpose of this paper is to confront the theoretical issues present in the academic literature in the form of spatial-functional models for urban and port areas with the observed relationships for these areas based on the example of a selected city in Poland. The article addresses the issues of universality of models created by geographers and urban planners studying the evolution of city/port systems in the context of changing global trends in technology, economics and scale of maritime transport. The article describes the interface zone, the area where the city and the port meet, which in the current economic conditions and aspirations of contemporary cities to revitalise their space is turning into a zone with great potential. Examples of such opportunities include Rotterdam, Hamburg, Copenhagen, Baltimore, Gdańsk and, similar in size to Szczecin, the city of Bilbao. The success of these cities shows that the effort of revitalisation brings them great branding benefits. The article contains a description of the development of relations between the city of Szczecin and its “genetic code” of port and industrial areas, together with an outline of the city’s future intentions and plans for the inherited port areas.
PL
Głównym celem artykułu jest porównanie zagadnień teoretycznych obecnych w literaturze naukowej w postaci modeli przestrzenno-funkcjonalnych obszarów miejskich i portowych z obserwowanymi zależnościami tych obszarów w portowym mieście Szczecin. W artykule zaprezentowano i zestawiono ze sobą modele stworzone przez geografów i urbanistów badających ewolucję układów miasto-port morskiw kontekście zmieniających się trendów światowych w technice i ekonomice transportu morskiego. Artykuł zawiera odniesienia do tzw. strefy interface, obszaru stykowego miasta i portu, który wobec dążeń miast do rewitalizacji przestrzeni staje się strefą o dużym potencjale inwestycyjnym. Przykładem wykorzystania takich możliwości są np. Rotterdam, Hamburg, Kopenhaga, Baltimore, Gdańsk i podobne wielkością do Szczecina - Bilbao. Sukcesy tych miast przekonują, że wysiłek rewitalizacji i pracy koncepcyjnej przynosi im duże korzyści wizerunkowe, gospodarcze i społeczne. Stało się to dzięki stworzeniu atrakcyjnych terenów nadwodnych (waterfront). W artykule dokonano analizy rozwoju relacji miasta Szczecin i będącym jego „genetycznym kodem” terenami portowymi oraz przemysłowymi wraz ze szkicem przyszłych zamierzeń i planów włodarzy miasta wobec odzyskanych terenów portowych.
5
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The Economic Policy of the Prussian State in the Interwar Period and the Operations of the Port Community and the Port Company in Szczecin

63%
Włodarczyk E.
Zapiski Historyczne
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2020
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vol. 85
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issue 4
111-129
EN
The article is an attempt at addressing the question of the Prussian State’s involvement in the economy during the interwar period, as it was first one of the constituent states of the Weimar Republic and then a part of the Third Reich. After the First World War, the economic and social problems of Prussia resulted from the general difficult situation of Germany. However, Prussia in particular suffered serious territorial losses in the east of the country. Many petitions and requests demanding the state’s active involvement in solving economic and socio-demographic problems were addressed to the Prussian government. A very important premise for this involvement was the political motivation and willingness to solve the ongoing problems indicated by the economic sector and local administration. The investment of the state’s financial resources into the Port of Szczecin and the establishment of the Port Community of Szczecin was conditioned, on the one hand, by the failure of negotiations with the City-State of Hamburg to establish a similar port community. On the other hand, it stressed the importance that the Port of Szczecin acquired during the First World War. As a result of the Prussian State’s involvement, investments of at least several million marks worth were made in the port. The change in the form of cooperation between the state and the City of Szczecin in terms of managing the port, which took place in 1929, led to the creation of the Port Company in Szczecin. Nevertheless, it should be noted that the amount of funds that the Prussian State allocated to the Port of Szczecin was limited. During the Nazi period, some more costly investment projects in the Port of Szczecin were drafted but they were never implemented.
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