Untitled - Ministerstwo Rozwoju Regionalnego

of big vessels. Land sites purchased in this way are usually located in city centres
and have access to shallow port waters. Frequently, they are old city
wharves with high-density but depreciated housing. The reason why old port
grounds are penetrated intensively is their attractive location, manifested both
in measurable functional values and unmeasurable yet highly-prized cultural
values 10 .
There are two fundamental directions of transformation in developing, reforming
and modernising old port areas: one is the utilisation of these areas and
their restructuring for port functions (distribution/logistics and tourism), while
the other is the use of these structures for urban functions (shopping centres,
hotels, even residential districts, tourist and sports facilities). Both trends shape
port-city interrelations, and occur side by side in many ports. The main problem
exposed in these processes is the necessity to maintain a balance between the interests
of the port and the city, and between social and commercial goals.
18.7. Bibliography
1. Geopolitics and Baltic Ports. Sweden Development Advisers AB in collaboration with
Swedish Foreign Ministry. Gothenburg, March 2003.
2. White Paper – European Transport Policy for 2010: Time to Decide. European Communities,
2001.
3. Green Paper Towards a Future Maritime Policy for the Union: A European Vision for the
Oceans and Seas. Brussels, 7.6.2006, COM(2006) 275 final.
4. Notteboom T. E., Land Access to Seaports. University of Antwerp, Antwerp 1998.
5. Szwankowska B., Szwankowski S., Wspó³czesne procesy transformacji zdegradowanych
obszarów portowych Gdañska i Gdyni.[in:] Transformacja zdegradowanych struktur
przestrzennych metropolii polskich. [ed.:] T. Parteka, Biuletyn KPZK PAN, No 223,
Warsaw 2005.
10 Wspó³czesne metamorfozy miast portowych. [ed.:] M. Kochanowski, Politechnika Gdañska, Gdañsk
1998.
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