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Platforma logistyczna w Solcu Kujawskim jako szansa na zwiększenie przepustowości zaplecza Portu Gdańsk

Myszka Agata, Cieczko Maja

Journal of TransLogistics

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2019

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Vol. 5, nr 1

41--51

PL

Artykuł porusza kwestie związane z budową platformy logistycznej w Solcu Kujawskim pod względem zwiększenia przepustowości zaplecza Portu Gdańsk. Na samym początku przedstawiono aktualny stan zaplecza Portu Gdańsk. Następnie przyjrzano się dotychczasowym i przyszłym przeładunkom kontenerów i drobnicy oraz wskazaniu problemów pojawiających się przy funkcjonowaniu aktualnie obsługiwanych gałęzi transportu. W kolejnym rozdziale poruszony został temat budowy platformy logistycznej w Solcu Kujawskim i ocenienie jego istotności w rozwoju Portu Gdańsk.

EN

This article is about building logistics platform in Solec Kujawski in order to increase capacity at the port of Gdańsk. At the beginning there is presented the current state of the facilities of the Port of Gdańsk. Next, the focus is on current and future reloading of containers and general cargo. The article indicates problems that occur during functioning the current modes of transport. Next chapter deals with building the logistic platform in Solec Kujawski and assessing its significance in development of Port Gdansk.

2

Planned Concept of Central and External Port as an Opportunity for the Development of Tricity's Seaports in Poland

Cieczko M., Myszka A., Kaizer A.

Zeszyty Naukowe Akademii Morskiej w Gdyni

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2018

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nr 107

9--24

EN

One of the main determinants of the international status of a seaport is its capacity to handle the largest possible quantities of cargo carried by the largest vessels. A successful seaport is one where trans-shipments are handled by qualified personnel and where excellent facilities are available to ensure that the cargo delivered to the port can be delivered to its destination using the largest possible selection of various modes of transport. A successful seaport should be extended in size to be able to cater for an increasing number of ships at the same time. All these factors can help make seaports more competitive. The largest of Poland’s seaports, namely the Port of Gdańsk and the Port of Gdynia, are trying to reach the status of being ranked among Europe’s best ports. This goal can only be achieved through new ideas and new investment projects. Two projects are planned as a way to stimulate the development of Poland’s seaports: the Central Port at the Port of Gdańsk and the External Port at the Port of Gdynia. These projects will help strengthen the position of Tricity’s seaports in the international arena.

PL

Jedną z głównych cech determinujących pozycję portu na arenie międzynarodowej są jego parametry umożliwiające przeładunek jak największej ilości ładunków przewożonych przez jak największe jednostki pływające. Największe z polskich portów – Gdańsk i Gdynia – walczą o status jednych z najlepszych w Europie. Aby osiągnąć ten cel, każdy z portów wymaga nowych koncepcji, co prowadzi do szeregu inwestycji. Powstały dwa projekty umożliwiające portom rozwój. W porcie gdańskim powstanie Port Centralny, natomiast w Gdyni – Port Zewnętrzny. Zrealizowanie tych projektów wzmocni pozycję portów trójmiejskich na arenie międzynarodowej.

3

Wybrane aspekty w zakresie transportu morskiego w Polsce

Zielińska E.

Autobusy : technika, eksploatacja, systemy transportowe

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2017

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R. 18, nr 6

1309--1313, CD

PL

W niniejszym artykule przedstawiono sytuację transportu morskiego w Polsce na przestrzeni lat 2013-2015. Charakterystyce poddano cztery najważniejsze porty morskie w Gdańsku, Gdyni, Szczecinie i w Świnoujściu w zakresie, m.in. ilości przetransportowanych ładunków oraz ilości statków wpływających do nich. Wymieniono typy statków, które wykorzystywane są w Polsce do przewozów ładunków i pasażerów, podano ich wiek oraz przeznaczenie. Przedstawiono również dane dotyczące ilości przewiezionych ładunków i osób w krajach UE, które są najbardziej rozwinięte w zakresie żeglugi morskiej i porównano z sytuacją w Polsce.

EN

This article described the situation of maritime transport in Poland over the years from 2013 to 2015. The description covered four most significant seaports, i.e. in Gdansk, Gdynia, Szczecin, and in Swinoujscie in respect of, among others, the share of freight transported and the number of ships entering the ports. Types of ships which are used in Poland for carrying freight and passengers were listed, and ships’ age and purpose were provided. The data on the share of freight and passengers carried in the EU countries which are the most developed in terms of sea transport were presented and compared to the situation in Poland.

4

Port of Gdańsk and Port of Gdynia’s exposure to threats resulting from storm extremes

Cieślikiewicz W., Dudkowska A., Gic-Grusza G.

Journal of Polish Safety and Reliability Association

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2016

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Vol. 7, No. 1

29--36

EN

This study is intended to make a first estimate of the exposure of the two Polish largest ports – Gdańsk and Gdynia, localized in the Gulf of Gdańsk – to threats from storm extremes. These ports are elements of the Polish critical infrastructure and presented analysis is one of the tasks related to critical infrastructure protection. Hypothetical extreme meteorological conditions have been defined based on 138-year NOAA data and assumed wave fields for those conditions have been generated. Using HIPOCAS project database the 21 extreme historical storms over the period 1958–2001 were selected to simulate realistic conditions in the vicinity of the ports. The highest significant wave height was found to be nearly 4 m in the vicinity of Port of Gdańsk and nearly 2 m in the vicinity of Port of Gdynia. A future intensification of these wave conditions should be considered due to the climate change and sea level rise.

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Przebudowa Nabrzeża Oliwskiego w Porcie Gdańsk

Januszewski M., Zieliński Ł.

Geoinżynieria : drogi, mosty, tunele

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2016

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nr 1

36--40

PL

Budowa coraz większych jednostek pływających, wymagających większych głębokości zanurzenia, wymusza na operatorach nabrzeży i terminali portowych prowadzenie inwestycji budowlanych pozwalających na ich przyjmowanie i obsługę. Przebudowa Nabrzeża Oliwskiego w Porcie Gdańsk wpisuje się w dalekosiężny plan inwestycji prowadzonych przez jeden z największych polskich portów morskich. Zgodnie z tym planuje się, że przyszłościowy tor wodny na odcinku od wejścia do Głównej Obrotnicy Portowej będzie miał następujące parametry: B = 90 m i H = 12 m. Obecnie przepisy portowe dopuszczają wprowadzanie do starego portu gdańskiego statków o maksymalnej długości L = 225 m i zanurzeniu T = 10,2 m, a do Gdańskiej Stoczni Remontowej wprowadzane są jednostki o długości znacznie powyżej 280 m - największa miała 303 m długości i 46 m szerokości.

EN

Building increasingly bigger vessels which require deeper draught force quay and terminal operators to conduct building investments which will enable the vessels’ reception and handling. The reconstruction of the Oliwskie Quay in the Port of Gdansk forms a part of a far-reaching investment plan carried out by one of the largest Polish sea ports. According to this plans, the prospective fairway between the entrance and the Port’s Main Turning Basin will have the following parameters: B = 90 m and H = 12m. At present, the port regulations permit entering the old Gdansk port by vessels of maximum length L = 225 m and draught T = 10.2 m, and the Gdansk Ship Repair Yard receive vessels with length considerably over 280 m – the largest one was 303 m long and 46 m wide.

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Port Gdańsk – wykorzystywanie szansy

Mazur R.

Inżynieria Morska i Geotechnika

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2015

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nr 2

124--128

PL

Aktualny stan i pozycja Portu Gdańsk. Wyróżniająca cecha portu wśród portów bałtyckich – możliwość obsługo połączeń oceanicznych. Uniwersalność Portu Gdańsk. Atrakcyjność inwestycyjna Portu Gdańsk. Atrakcyjność inwestycyjna Portu Gdańsk. Uwarunkowania i perspektywy rozwoju. Główne cele Strategii rozwoju Portu Gdańsk do 2027 roku.

EN

Current condition and position of the Port of Gdansk. Distinctive feature of the Port among the Baltic ports – the ability to support oceanic connections. The versatility of the Port of Gdansk. Investment attractiveness of the Port of Gdansk. Determinants and development prospects. Principal objectives of the Development Strategy of the Port of Gdansk until year 2027.

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Polychlorinated dibenzo-p-dioxins (PCDDs), polychlorinated dibenzofurans (PCDFs) and pentachlorophenol (PCP) in bottom sediments of the Port of Gdansk

Lewandowski K., Witt M., Kobusińska M., Niemirycz E.

Oceanological and Hydrobiological Studies

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2014

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Vol. 43, No. 3

312--323

EN

Combustion processes are considered to be the main source of the dioxin emission in the Baltic region. Pentachlorophenol (PCP) and its derivatives, pentachlorophenyl laurate (PCPL) and sodium pentachlorophenate (NaPCP) are known as precursors of dioxins. The research was conducted to obtain the first data on the concentration of PCDD/Fs and PCP in the bottom sediments of the Port of Gdansk. Toxicity (the Microtox® test) as well as several sediment parameters have been examined. In the surface layer of bottom sediments from the Port of Gdansk, all congeners of PCDD/Fs have been detected using GC-MS/MS. The highest concentration was obtained for OCDD (224.0–271.0 pg g−1 d.w.) and HpCDD (51.0–36.0 pg g−1 d.w.). The content of ΣPCDDs prevailed over ΣPCDFs. This may indicate that anthropogenic pollution from the land-based thermal sources has the strongest impact on the concentration of dioxins in the port sediments. The concentration of 17 dioxin congeners (WHO-TEQ) did not exceed the probable effect level (PEL) of 21.5 pg TEQ g−1 d.w. The concentration of PCP ranged from bellow the LOD (< 0.85 ng g−1 d.w.) to 12.4 ng g−1 d.w. The positive correlation between toxicity and physico-chemical properties of the analyzed bottom sediments confirms that these parameters are important in terms of environment contamination.

8

Przebudowa Falochronu Wschodniego w ramach modernizacji wejścia do Portu Wewnętrznego w Gdańsku

Kałędkiewicz W., Wawrzyńska A., Małkiewicz A.

Inżynieria Morska i Geotechnika

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2014

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nr 5

478--487

PL

Modernizacja wejścia do Portu Wewnętrznego jako istotny element poprawy konkurencyjności Portu Gdańsk. Główne założenie przebudowy to umożliwienie bezpiecznego wprowadzania i obsługi statków o zanurzeniu T = 10,6 m. Krótka historia wejścia do Portu Wewnętrznego oraz dokładny opis przeprowadzonej w latach 2011-2012 przebudowy Falochronu Wschodniego przy wejściu do Portu Wewnętrznego.

EN

Modernization of the entrance to the Inner Port as an essential element for improving the competitiveness of the Port of Gdańsk. The main objective of reconstruction is to enable the safe introduction and operation of vessels with a draft of T = 10,6 m. A brief history of the entrance to the Inner Port and a detailed description carried out in 2011-2012 the reconstruction of the Eastern Breakwater at the entrance to the Inner Port.

9

Aspects of Pollution in Gdansk and Gdynia Harbours at the Coastal Zone of the South Baltic Sea

Radke B., Piketh S., Wasik A., Namieśnik J., Dembska G., Bolałek J.

TransNav : International Journal on Marine Navigation and Safety of Sea Transportation

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2013

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Vol. 7, no. 1

11--18

EN

Organotin compounds (OTC), as well as metals, are toxic to many organisms. Even at very low concentrations OTC and metals can have several negative effects. The paper discusses key issues relating to the location of harbours in the coastal zone (including near the river mouths and semi‐closed access to the sea) and the pollution of harbour sediments with heavy metals (e.g. zinc, copper, nickel and lead) and organotin derivatives (e.g. butyltin, phenyltin, octyltin, and tricyclohexyltin), using the examples of the Gdańsk and Gdynia ports. The authors have described key spatial factors of the two ports which largely determine sedimentation processes. It has been shown that the heavy metals content in the sediments of the Port of Gdańsk does not exceed the concentration values permitted by Polish law, however, the problem with the establishment of standard concentration levels for organotin derivatives remains.

10

The occurrence of total and labile forms of lead and nickel in the sediments of the Port of Gdańsk

Radke B., Dembska G., Aftanas B., Bolałek J.

Oceanological and Hydrobiological Studies

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2004

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Vol. 33, No. 2

41--56

EN

Sediment samples collected in 1997 and 1998 from the Wiślane, Obrońców Poczty Polskiej or Siarkowe (Sulfur), Oliwskie and Paliw Płynnych (Liquid Fuels) quays were sorted into four grain size fractions, i.e., <2.00 mm; 2.00 - 0.063 mm; 0.063 - 0.032 mm; <0.032 mm. It was determined that the sediments in the port area are small-grained sands with a small admixture of silt. The analyzed benthic sediments contained different amounts of organic matter and displayed varying water content. The mean contents of the labile form of lead and its total concentration in the grain size fraction <2.00 mm were 6.4 mg.kg –1 d.w. and 11.4 mg.kg –1 d.w., respectively. These values for nickel were 2.9 mg.kg –1 d.w. for the labile form and 7.1 mg.kg –1 d.w. for total concentration. The widest range of values was noted in the sediment surface layer (0-20 cm) for total concentration and labile forms. Sediments collected from locations close to the Gulf of Gdansk (e.g., Liquid Fuels Quay) and from areas with low industrial activity (e.g., Sulfur Quay) exhibited Pb and Ni concentrations which were many times lower than those in other areas of the port which were investigated.

11

Transport aspects of sustainable development of the port of Gdansk

Szwankowski S.

Biuletyn Instytutu Morskiego w Gdańsku

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2000

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Vol. 27, No. 1

15--23

EN

Due to the pro-ecological character of sea transport, shipping lines connecting the Port of Gdansk with its fore-field always appear as elements facilitating sustainable development of the seaport, seen as an integration of the spatial and transport order with the economical, ecological and social order [ 1]. Sustainable development of the Port of Gdansk is also facilitated by its specific location in the Baltic Sea basin. It results from the fact that Gdansk, as all the other large Baltic ports, is serviced from the fore-field side mainly by ferry and rolro lines and by shipping connections within the multimodal transport system (container services and feeder services), and in the future also by short sea shipping lines. Considering transport accessibility of a port from the hinterland, the essence of sustainable development is related to two factors: (I) location of the port in relation to the national and Central-European transport network, and (2) accessibility of the port to infrastructural connections of various modes of hinterland transport. The influence of both factors must be also related to the present state of the transport network, connecting the Port of Gdansk with the hinterland, and to the future state, which will be achieved in result of expected changes in the transport system connecting the port and hinterland.

12

Spatial aspects of sustainable development of the port of Gdansk

Szwankowska B.

Biuletyn Instytutu Morskiego w Gdańsku

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2000

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Vol. 27, No. 1

5--13

EN

Further spatial development of the Port of Gdansk should be shaped basing on a holistic vision, subjected to the resources for sustainable development, and shaped in close co-operation by both the local and port authorities. The spatial structure of the Port of Gdansk forms a friendly basis for such development, and constitutes a solid value of the Gdansk' urban space and of the whole Three-Town urban area, connecting history and modernity, technical and economical values with a rich historical heritage. Port of Gdańsk, development

13

Methodology of creating master plans for the port industrial areas on the example of the port of Gdańsk

Tubielewicz A.

Biuletyn Instytutu Morskiego w Gdańsku

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1999

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Vol. 26, No. 2

5--13

EN

The Port of Gdansk is situated at the intersection of the principal European transport routes, being the most convenient connection both between Central and Eastern Europe and Scandinavia and between Western and Eastern Europe. Additionally, for countries such as the Czech Republic, Slovakia, the Ukraine, Belorussia and HungaJy. Fallowing a brief examination of the role of port of Gdansk as factor for industrial and urban development and taking into consideration the port strategy activity this paper presents the methodology of creating Master Plans for port industrial areas.

14

Planning of functional/spatial development of the ports in Gdańsk and Gdynia

Szwankowski S.

Biuletyn Instytutu Morskiego w Gdańsku

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1998

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Vol. 25, No. 1

5--13

EN

Transformation of Polish economy and of its environment, especially of the Central and East European countries, is strongly reflected in port economy. Polish ports found themselves faced by the necessity of finding solutions to many strategic problems, resulting from new conditions of functioning and development. The result is that structural changes in port management are needed, and that directions of spatial development of each of the ports have to be formulated. In the last years, research and conceptual studies concerning the functional/spatial development of each of the ports have been started. One concerns a new plan of port area development for the Port of Gdynia, the other is the Master Plan for the port/industrial areas of the Port of Gdańsk.