DRAFT PROCEEDINGS

Transcription

DRAFT PROCEEDINGS

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DRAFT PROCEEDINGS
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METREX Szczecin- Swinoujscie Autumn Conference
9-11 September 2015
Szczecin - Świnoujście
Proceedings
Thursday 10 September 2015
"Metropolis for People –
People for Metropolis"
Welcome and introduction
develop guidelines to the final document. Such
guidelines were developed and this document
has more of an intellectual dimension and value.
After the Parliamentary elections we hope to
discuss the document with the new government.
There are a number of issues faced by
metropolises and I am convinced that this
conference, attracting politicians, researchers
and urban planners will find solutions to a
number of different problems and then we will
try to implement those solutions to create a
metropolis for people.
Thank you.
Tomasz SOBIERAJ
Deputy Marshal of West Pomeranian
Voivodeship
Welcome ladies and gentlemen. I’d like to
welcome all invited guests. I’d like to welcome
representatives of the regions and members of
METREX, with the President, Nicola Schelling,
welcome.
We also expected the Deputy Governor, but
probably he’ll join us as we go and I’d like to
welcome co-organisers of the conference, the
Mayor of Szczecin, Piotr Krzystek and the
Deputy Mayor of Świnoujście, Barbara
Michalska. I’d like to welcome representatives
of counties and municipalities and other guests
to the conference.
Ladies and gentlemen, the discussion on the
metropolitan areas of urban functional areas
has continued for quite long, but recently at the
European level – at the joint committee of local
governments. This subject is again on the topic.
Recently we discussed the regulation of the
Minister of Transport and the development
regarding urban functional areas of subregional significance and this document didn’t
gain our approval, but we agreed with the
government that local government, led the
Head of the Union of Polish Metropolises will
Piotr KRZYSTEK
Mayor of Szczecin
Ladies and gentlemen, President Schelling,
attendees of the conference and dear guests.
I’m very glad that Szczecin again hosts the
METREX conference - an institution of
international dimension, whose role is to
promote discussion and to look for solutions to
European issues, various issues faced by
European metropolises. We are all aware that
economic development of Europe should be
based on important hubs, and these hubs are
metropolises. This is where main thoughts are
developed, innovative solutions and everything
that can drive economic development so
important for entire Europe and for Poland,
which is still in the phase of developing its
economic space and building up its position in
Europe.
A city which would like to become a
metropolitan centre, the largest centre in this
region, a centre which has one particular
feature; it is one of those instances in Europe
that – to the border, which is only a line on the
map. We are away from the border, just 15-20
kilometres, which means that we have
influence, not only on the Polish region, but
definitely we also exert influence on the
German side, which constitutes a serious
challenge for us, and we try to benefit from it.
Szczecin as one of very few Polish cities created
the association of Szczecin metropolitan area in
order to discuss those issues in a larger group,
to promote the cooperation and to open to
others, to our partners in Poland, and in
Germany, because there we can see a serious
and interesting cooperation. We perceive
Szczecin as a city, which should take the
leading role in the metropolitan discussion, and
applying solutions benefitting people in terms
of development. It is expected it will attract
many more people to Szczecin and its
metropolitan area, whose who would like to
settle here.
There are a number of large development
projects in the pipeline, and we are situated in a
very interesting place. The last METREX
conference in Szczecin was held in 2006, and
here were we are just now, in this space, there
used to be an area of business activity, with
cranes, with storages of coal, and warehouses.
It was the heart of the port. Now our port still
exists, it is more modern, it developed new
quays and wharfs and this area returned to the
city. And thanks to the involvement of a
number of organisations we can have this
conference in a building which was, in the past,
a slaughterhouse. Now after renovation is has
become a showpiece development in the city
and we hope to develop and change the entire
island. We built a marina; there is a modern
office building. These are the steps in the
process that we have already taken and we
hope will be of benefit to citizens of Szczecin.
We plan to develop a new bridge, a project
which will be co-funded from EU resources.
Szczecin has been changing in many different
areas. Those of you who visited Szczecin nine
years ago can compare this city as it was then
and is now. There were a number of projects
changing the public space and the economy.
We have high-tech investment projects; we
have techno-parks, special economic zones and
new businesses, which replaced non-efficient
solutions dating back to the Communist period.
So Szczecin is trying to benefit from all the
opportunities available and we are trying to
become a good place to live, because today
people live in good places, meeting their
aspirations relating to good jobs, education of
their children and thirdly, the environment. The
space that people live in, roads, public
transportation, access to culture, sport and
recreation and leisure and this is what the
metropolis should be like. It should be modern,
it should have something unique and Szczecin
would like to become a city like that and I hope
that today’s conference will be a step towards
this goal. You will have an opportunity to see
Szczecin, to learn about our ideas.
I’d like to thank all the speakers and guests.
We also have representatives of the city of
Świnoujście here with us. We are very glad as
this is the city that we cooperate with, although
the distance between us is significant, well
more than 65 kilometres, and this shows how
Poland changes, how Szczecin changes and
how metropolises change as well. So I’d like to
wish all of you fruitful proceedings of the
conference. Hopefully the conference will
provide you with much information and
experience and will help you see Szczecin from
its better side.
Thank you very much indeed.
practitioners and scientists work closely
together on issues of smart development
planning, such as sustainable mobility, green
infrastructure, big infrastructure projects, or a
secure and stable energy supply.
In METREX member regions, both the
cooperation between core towns and the
surrounding rural areas, and the cooperation
between business, science, politics,
administration and civil society are they today,
business. We use our network to exchange
experience and stick our heads together to
come up with new solutions for similar
challenges that we are faced with.
Nicola SCHELLING
President of METREX
Dear Tomasz Sobieraj, Mr. Krzystek and Mr.
Dendewicz, dear Mayors of other West
Pomerania
cities, dear Directors of governmental and local
institutions, today’s speakers, METREX
colleagues, distinguished guests; I’m delighted
to welcome you today to the West Pomerania
Day of the METREX Conference. It is wonderful
that you are here and we are looking very much
forward to a fruitful exchange. The exchange of
knowledge and ideas is at the core of the
METREX network. Yesterday I took part in
another important conference that currently
takes place in Poland, which is the 25th
Economic Forum in Krynica and I had been
invited to speak on a panel called ‘Do we have
to fear the rise of metropolises’. It was a very
interesting discussion and I found it very
remarkable that this topic is really on the top of
this political and economic discussion.
The challenges we are dealing with in METREX,
since 20 years now, are getting more and more
on the top agenda of discussions. Metropolis,
together with a hinterland as metropolitan
areas and metropolitan regions, they are the
hubs of innovation that is the asset of the
European Union in the global competition that
we are all facing. And what we can contribute
as a METREX network in this discussion is, we
are dealing with these challenges since 20
years and we have a lot of best practice
approach that we can share with all those who
start realising how important this cooperation
on the metropolitan area and regional level is.
For those who do not know METREX or have
done so only since you were invited to this
conference, we are a network of about 50
metropolitan regions from Europe, with further
regions from the USA and Asia. In METREX
As a network we want to sensitise the European
Union for the strength and the needs of its
metropolitan regions. I don’t have to tell you
that nowadays almost 70% of European citizens
live in cities and city regions. We had last year
at the conference on the metropolitan
dimension to European affairs in Brussels
during the open days. It was very encouraging
to see that on a European level this topic is in
the focus now and that an urban agenda is
being developed by the European Union.
METREX contributed its views to the public
consultation and we will stay tuned with the
future development on that urban agenda. The
goal is to make sure our expertise is offered to
the right people at the right time. Bundling the
know-how and the best practice examples of so
many metropolitan regions from Europe, and
even beyond one network, is an asset that
METREX does use in the interests of all regions.
Talking about know-how and good practice
examples, I’m delighted that this conference is
hosted by the region of Western Pomerania.
I’m sure we can learn a lot from you and I’m
very much looking forward to today’s
conference.
Let me say thank you to everyone who rendered
this conference possible. Thanks to the team of
Western Pomerania who organised everything.
Thanks to Roger and Tim from METREX, thanks
to all for being here. I wish us a good and
fruitful networking day. Thank you very much.
European territory toward 2050 –
Making Europe open & polycentric
Prof. Jacek SZLACHTA
Warsaw School of Economics
View Presentation
1-6
I should say also why I’m here.
Thanks to President Krzystek I was involved
until last year in preparation of strategy for
metropolitan area of Szczecin, including
Świnoujście, and that was also very important
for me. I would like to say that as the Director
pointed out, the European Commission became
very interested what will be the future of
European territory. 2008 was an important
change, after the crisis the necessity to think
about future, which is 2050 became very
important.
Within European Spatial Planning Observation
Network activities, was created a special
project European Territory 2050, because 31
countries came to the conclusion that territory
matters. That we could use much better
territorial assets for the future of Europe, for
social well-being, for economic growth, and for
political stability. And that we have in Europe
unique territorial assets. In ET 2050 there were
more than 10 institutions involved, also my
Warsaw School of Economics, but also very
prestigious institutions from around Europe, 11
countries were represented in a project
implemented in 2011-2014. I left by the
entrance a summary of the project, there are
many supplementary reports, but this is the
summary only, so please help yourself later and
take a look, because it could be interesting for
you.
There were two time horizons - 2030 and 2050,
and we have built a basic scenario, which is
assuming there is no policy and three scenarios
concerning possible policies: market based
growth favouring large metropolis, public policy
promoting secondary city networks, and policy
promoting small cities and less developed
regions. We speak here about places like
Szczecin metropolitan area, and also local and
European initiatives promoting small cities and
less developed regions. And for Central and
Eastern Europe also for Poland, the most
promising is second scenario.
I have to point out that the economic future is
pessimistic for Europe. The global megatrends
are not that friendly because of: economic
deterioration of position of Europe; all social
problems, demographic tendencies we are
facing in Europe etc. As you see the GDP
growth, which was estimated using two
different models is not that optimistic for
Poland until 2030, but also for Europe – it is
projected on level 1.9% average and 45 regions
are below 1% average. It means that it will be
very hard to make necessary structural
adjustments.
Jacek SZLACHTA / 1-6
ET2050 Goal
Jacek Szlachta
ET 2050. TERRITORIAL SCENARIOS
AND VISION FOR EUROPE
METREX Conference, 9-11 September
2015, Szczecin-Swinoujście
From Project Specifications:
The 31 countries in the ESPON Monitoring
Committee, have decided a vision-building
process for the Europen territory with 2050 as
time horizon that involves relevant stakeholders at
European, national and regional level.
ET2050 Consortium

GDP Growth 2010-2030 (Baseline) by MASST3
Information about ET 2050 project
• Two horizons 2030 and 2050
• Baseline scenario and three territorial
scenarios: (A) market based growth favouring
large metropoles; (B) Public policies
promoting secondary city networks and (C)
Local and European initiatives promoting
small cities and less development regions
• For CEE countries the most promising scenario
B
GDP a.a.: 1,89 %
45 regions bellow 1,00 %
7-12
If you think about employment you see
that the growth is diversified. Situation of many
EU regions is critical, especially of southern
Europe. Finally, population change. First
projection, which was made using capacity of
Eurostat has shown a decline of the number of
people living in Europe. There is a strategy,
America 2050, and it is expected growth in
range 80-100 millions of new citizens and we
have to create jobs, space for those people,
housing etc. So in Europe we are still in a very
different position and finally, also thanks to
possible migration we would increase the
population, what is very important for the future
of Europe, I don’t need to go deeply into details,
what means for society having more old people
and less children.
Also if you think about global accessibility it is a
core area of EU where the accessibility is
improving, increasing, but for peripheral areas
like Polish regions it is declining. We are
happily in a region which is relatively well
accessible in Europe, but we face very low
accessibility in Poland.
We have to answer question what are the key
external processes which are important for the
future of European territory? Of course the
future of European integration is unclear. There
are different options possible from deeper
integration to two-three speeds Europe.
We should keep in mind that thanks to cohesion
policy we are receiving huge resources.
President Krzystek just spoke about many
investments going to the Szczecin metropolitan
area. It is to compensate weaker countries less
advantages of economic integration. So that’s
why cohesion policy was used to share those
advantages between European regions.
Also future enlargements are important. Most
of the Europeans see western Balkans as
becoming earlier or later part of the European
Union. In Eastern Europe Georgia is probably
the most promising case. Ukraine, very
important country for Poland, is less promising
case in short term.
We are aware that there will be soon voting in
the United Kingdom, if the United Kingdom is
willing to stay in Europe or not. And it’s very
sensitive because if United Kingdom would
decide to exclude themselves from European
integration it will be a very different Europe,
much more complicated.
Also the speed of losing economic strength by
Europe matters, and the conclusion is such that
Europe works much better when under
pressure. If it is an easy situation we don’t care,
we think, that we don’t need to solve the
problem. When there is crisis management,
Europe proves that we are able to find solutions.
Maybe sometimes it’s better instead of crisis
management, solving problems before.
It is also greening of policy; energy and climate
policy, protection of different assets. What is
important for us it is implementation of
territorial dimension to sectorial policies. It has
already been pointed out today that urban policy
became much more important in the European
Union than it used to be before and it’s
widening and enlarging our perspective. Local
development policies, is also of interest for
cohesion policy. Macro regions are important,
and here it is very good example of the Baltic
Sea Cooperation in which Western Pomerania
is involved.
Deep cross border cooperation between EU
member countries is an important phenomena.
We also have here an excellent example of
Polish-German cooperation. We are using
Territorial Impact Assessment as a fullyfledged tool. What is also important that there
is a declining number of beneficiary regions
under 75% of gross domestic product of EU 28
average, which were and are key target of
cohesion policy. Also in Poland we’ll observe
such a process. Mazovia is already about the EU
average. More regions such as Lower Silesia,
Upper Silesia will become soon transition
regions, and in the next programming period it
will be much less resources allocated for such
regions.
What is important for all of us, who are looking
for territorial patterns of development, it is
possible sectorisation of EU policies. You know
probably a lot about European Union 2020
targets, and it’s much easier to achieve those
targets using not territorial but sectorial
policies. A very interesting summary has been
done by the European Commission about
resources, which are now within sectorial and
regional operational programme. Germany and
Poland are the only two countries where this
share increased, but in most of the member
countries the share of regional operational
programme decreased dramatically in the
years 2014- 2020. Czech’s, Hungarians, closed
down practically the type of activities using EU
resources. It’s a question mark what will be of
future of regional operational programmes?
Employment 2010-2030 by MASST3
Population Change 2010-2030 by MULTIPOLES
Population: from 514 to 530 mln inh.
Key external processes important for
the future of European territory (1)
• I. Future of European integration: (A) federal
Europe; (B) two-three speeds Europe
(integration menu and countries will choose
what they like); (C) dezintagration of Europe
• II. Future of euro and eurozone cohesion
policy was design by Delors to compensate
weaker countries less advantages of
economic integration
10
Key objective processes (1)
Key external processes important for
the future of European integration (2)
• III. Future enlargements (A) very limited –
Western Balkans; (B) much more than that Turkey accepted; eventually also Georgia,
Ukraine
• IV. Future opts out (UK)
• V. Speed of loosing economic strength by
Europe (Europe works better when under
pressure)
11
• Greening of policies (energy, climate, protection of
assets)
• Implementation of territorial dimension to sectoral
policies (urban policy, local development policy,
macro-regional and cross-border, using territorial
impact assessment as a fully fledged tool)
• Declining number of beneficiary regions under 75%
of EU GDP average eligible for assistance
• Possible sectorialisation of EU policies (it is easier to
achieve EU 2020 target using sectoral policies than
regional and cohesion policy)
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13-18
I don’t want to speak about
changes in theory: new economic geography,
economy of places, economy of flows, but I
would like to point out that not only in European
Union were interested to better address urban
issues, but also around the world, two
important organisations, World Bank and OECD
have been also involved. And they did a simple
comparison using gross domestic product, not
per capita, but per square kilometres and here
you see what matters for Japan. If you think
about development growth, big metropolitan
centres are of key importance, but most of
Japan is flat. You’ll see the same for Belgium,
only Brussels and some Flemish cities are
important from the point of view of bringing
wealth.
Here you can see GDP per capita for Central
Europe and because there are disparities eastwest, because there are real Euros or real
Zlotys. You’ll see there an area which is called
Pentagon in central western Europe and you
see much less of that in Central Europe, but of
course you can see the success of Warsaw, you
can see other metropolitan areas in Poland. If
you go deeper into comparison you can say that
probably the success of Poland, was possible
thanks to territorial dimension of growth,
because of network of metropolitan areas. You
can see of course weaker western Poland and
weak eastern Poland. And you see the unique
position of Szczecin. We are always fighting for
position of Szczecin metropolitan areas,
because if nothing would be there it will be a
black hole around.
Here you have summary of special development
plans for long term, for different European
countries. What is interesting, we found that in
practically all European countries there is such
work being conducted. That everyone is
thinking about its space in the future. But
methodology is different in each country and
the final map is showing that. Then you see the
results of these three scenarios, promotion of
global cities means that Paris, London and
maybe a few others are important and
practically Central Europe is left aside, the
strongest centre nearby is Berlin of course, the
German capital, but very little happening in this
part of Europe. What we are fighting for is
promotion of networks of cities, so secondary
cities development and you can see there other
metropolitan areas which are able to bring
more spread out development for Europe.
Also in a report, you can see how European
territory would develop until 2020, 2030 and
2050. Also we included North Africa and Russia
in our analysis. They are not part of the
European Union, but they are important
neighbours and what we are promoting is open
and polycentric Europe.
Finally we described, how Europe will develop if
the current policies are not changed. Overall
stability in the long term, growing internal
imbalances, aging, which became a common
trend, increasing and more diversified
migration, regional convergence turning into
divergence, increasing regional disparities,
slow reduction of unemployment and pressure
on salaries.
GDP per km 2 Japan
GDP per km 2 Belgium
13
14
GDP per km 2
GDP per km2
The World Bank Reshaping Economic Geography
The World Bank,Reshaping Economic Geography
15
National EuropeanTerritorial Strategies and Visions
16
European Territorial Strategy A : Promotion of Global Cities
A
19-28
New global trade patterns – we
founded that after the 2008 crisis, solution was
searched outside Europe. So Spain was looking
for South America, Germany for China. Very little
relief thanks to growing internal relations within
EU. Expanding tourists, different tendencies of
transport development at local, regional,
European and Trans-Continental scale,
decreasing energy and carbon intensity,
increasing carbonisation and climate change,
which is hitting particular territories are
asymmetrical.
Recommendation for the future – we
recommended in the long term development of
Europe, which is open and which is polycentric.
We need to connect Europe globally. We have
to promote co-development with neighbouring
countries. We urgently need common migration
policy for Europe, because problem will be
important for Europe for coming decades.
Unleashing regional diversity and indigenous
development. We came to the point that often
the European Commission thinks that one
solution fits all. No, European regions, even in
Poland sixteen regions are very different. Our
metropolises are very different from each other,
so we have to adjust policy to the capacity. We
cannot, we shouldn’t stay with one type of policy
for all and then it’s much cheaper, it’s much
easier, it is much better, more manageable.
Supporting a balanced urban structure – in
Poland we have a nice network of metropolis,
but those in Eastern Poland, we see that hole
around, between Szczecin and neighbouring
metropolis. We have to do something with
those sub-regional centres, which have general
their cities lost their regional functions. The
managing nature of resource is sustainability.
Finally, what is important for Central European
countries? We think that the trap of middle
income countries is already there. So if we will
not use capacities, which are related to
territorial assets, the future would and could be
not very friendly. We observe a growing
cohesion after the economy crisis of 2008. How
to explain that? All Polish regions are improving
their position compared with EU average, but
the riches are growing the fastest, so we
observe growing disparities within the country
and growing disparities has side effects:
political, cultural, social, so we are – we still
are thinking that it could be dangerous for
smooth development in the future.
We see the eastern and southern EU border, as
external EU border for coming years with
limited relations. And we observe now
hundreds of thousands of people coming to
Europe. Probably you are not aware about the
figure concerning Ukrainians, living and
working in Poland. It’s around half a million
and they adjusted smoothly to Polish
environment and we can absorb every year
100,000 Ukrainians coming to this country
feeling very well, finding a job, forgetting about
bad past of relations between Ukrainians and
Poles. But what if something like we observe
now in Syria would happen to Ukraine? If we
will have in Europe one or two millions
Ukrainians escaping their country, next crisis
and Poland will be the first EU member country.
We are facing relatively decreasing accessibility
compared with western and northern Europe.
And many people said that we already should
forget about infrastructure because thanks to
EU we already built beautiful roads etc. Of
course we have to switch more and more
resources to human capacity, to building, to
support for enterprises, also SMEs, but we
cannot forget because there is still a gap in
many areas, where investors are leaving or are
not coming because of limited accessibility. We
observe also heavy out migration and its
consequences. It’s not sustainable development
of Europe, because if we have open Europe the
migration should be back and forth, so that’s
what we are looking at.
And finally I would like to point out the internet
where all the reports are present. It is on
official ESPON page, plus on European Territory
2050.
Thank you very much for your attention
European Territorial Strategy B: Promotion of Networks of Cities
European Territorial Strategy C: Promotion of Rural and Peripheral Regions
B
C
How Europe will develop if the current
policies are not changed (1)
•
•
•
•
•
•
•
Overall stability
Growing internal imbalances
Ageing becoming a common trend
Increasing and more diversified migration
Regional convergence turning into divergence
Increasing regional disparities
Slow reduction of unemployment and
pressure on salaries
How Europe will develop if the current
policies are not changed (2)
• New global trade patterns
• Expanding tourism
• Different tendencies of transport
development at local, regional, European and
transcontinental scale
• Decreasing energy and carbon intensity
• Increasing urbanization
• Climate change hitting territories
asymmetrically
Recommendations for the future
• Policy aims for a long term development of
Europe are: openness and policentricity.
• How to make it:
• Connecting Europe Globally
• Promoting co-development with neighbouring
countries
• Unleashing regional diversity and endogenous
development
• Supporting a balanced urban structure
• Managing natural resources sustainability
Future related territorial challenges for
CEE countries and regions
• Trap of middle income countries is already there
• End of growing cohesion after economic crises of
2008
• Growing internal disparities within CEE countries
• Eastern border as external EU border for coming
decades with limited relations
• Relatively decreasing accessibility compared with
Western and Northern Europe
• Heavy outmigration and its consequences
Reports are available at:
www.espon.eu
www.et2050.eu (working documents)
Szczecin - a vision of city
development from
metropolitan perspective – the
waterside transformation.
Daniel WACINKIEWICZ
Counsellor to the Mayor of Szczecin for
Metropolitan Issues
View Presentation
1-6
Ms President, it is an honour for me to
open another part of our conference today and
to share with you selected information
regarding the development of Szczecin. The
topic is very broad so we need to focus our
attention on the most important issues from the
planning point of view. Piotr Krzystek, the
Mayor of Szczecin, has already mentioned some
of those issues. We are going to look at some
of the crucial priorities from the city
development strategy. Referring to what the
Mayor has said about the uniqueness of
Szczecin, it has resulted from the specific
nature of the agglomeration. We are considered
to be a regional metropolis of cross-border
influence and there are no other
agglomerations in Poland of such nature. We
are considered to be a mega city or mega
region. This reflects the potential of the location
and moving to a more specific theme the unique
nature of the city can be referred to three key
issues or aspects and you can see that in the
map.
First of all Szczecin, just as the Mayor has
mentioned, is a metropolitan area which
already in 2005 established an association for
the Szczecin metropolitan area. It is a unique
initiative. The Polish President recognized the
association for its activities and granted a
special award to it last year. The association
attracts 13 municipalities, the city of Szczecin,
its county (poviat) and neighbouring
municipalities and it is an initiative, which is not
regulated by the Polish law. We don’t have a law
in Poland which would determine the
functioning of metropolitan areas even though
for the past 12 years various efforts have been
made to adopt such a law. Let’s leave this
political issue aside, another element is very
important, namely the trans-border effect of
the metropolis.
Szczecin exerts significant influence on
neighbouring areas of the Federal Republic of
Germany and this is what we can encounter on
an everyday basis. We can encounter that on
unprecedented levels. There is no real border
anymore and in this part of Europe, the border
marked processes that we have not expected in
the past, for instance the Polish settlement in
Germany. In the past, people expected different
movements, that Germans will buy property in
Poland. The actual physical and functional links
are developed based on projects funded
through INTERREG, inter-regional cooperation
programmes, involving both Polish and German
regions.
INTERREG V is about to start and it should
enable us to implement a number of important
priorities. A priority for the city of Szczecin is
education, especially bilingual education, the
knowledge of languages and transcultural
communications should promote integration
including functional integration in this area. If
you look at the map you can see that there are
major functional links marked and they spread
towards several directions. Of course, it is
determined by the location of the city. Szczecin
is situated on the Polish-German border and
borders Scandinavia across the Baltic Sea. This
has influence on its economic development the port is situated in the city, the port of
Szczecin and the port of Świnoujście.
Świnoujście is situated roughly 65 kilometres
away from Szczecin.
Through various historical developments and
changes, the port function has always been very
important for the city and thanks to very
ambitious plans of the Szczecin Świnoujście sea
bi-port, this activity gains its new importance so
we can see a significant influence of Szczecin
within the metropolitan area, very typical for
Polish metropolitan areas, influence on
neighbouring municipalities, also those
municipalities which are situated further from
Szczecin in terms of providing services which is
the main task of the local government, that is
providing services for citizens. We also witness
processes that are typical for entire Europe like
migration of people from cities to suburbs and
settling in the neighbouring municipalities with
all the consequences, not only in terms of taxes
but also with social consequences. And then
there are some obligations for the metropolitan
area extending beyond administrative
boundaries of the city. These are the processes
that we have been witnessing. The development
of metropolitan functions in the city it is not only
an issue of the metropolis as a goal in itself, we
need to consider practical consequences of
building a super original cultural centre, a
centre of innovation, capital and building a
stronger position and socioeconomic potential
and scientific potential as well because in this
region Szczecin is the strongest academic
centre.
If you allow me, ladies and gentlemen, here is
some topographic information. Szczecin is
situated 65 kilometres away from the sea. The
city is very widespread and the height
differences are quite significant, from the
depression close to the Dąbie Airfield and 40 %
of the area of the city is occupied by Natura
2000 areas which is very important and has
great influence on the urban development.
Some people consider that Natura 2000
hampers the development, others consider it to
be a significant potential. There is not enough
time to discuss it, these are the facts, and 40%
of the area of the city is Natura 2000. One
fourth of the area is occupied also by water. We
have the second largest lake in Poland, Dabie
Lake situated within the administrative
boundaries and 19 % of forestation.
Szczecin is the third largest city in Poland in
terms of its area, fourth in terms of its area and
seventh in terms of population. This
topographic information is important because it
determines the development of the city; we
need to adjust spatial development policy
through zoning masterplans and plans for
spatial development. Those plans need to take
into account certain physical features and on
the one hand, these features include
topographical diversity and specific density of
green areas and Natura 2000 areas. Some
people call it the Szczecin Amazon area
because of so many Natura 2000 areas situated
within the boundaries of the city. The spatial
development of waterfronts that are actually
situated in a very important location in this
respect is crucial. Let me draw your attention to
the most important issues then.
One of the major goals is the protection and
preservation of diversity and different use of
waterfronts, namely the port, city centre
development, waterfronts in the form of the
Chrobry Embankment. It is a natural area for
organizing mass events by the city and at the
same time, it is the area of significant
transformation - transformation in terms of
withdrawing port activity from the area. And it is
worth emphasizing a very important element,
namely an agreement between the city and the
port regarding the whole process. There is no
competition but cooperation between the city
and the port. The city takes over areas which
are not important from the point of view of the
port development.
This enables us to develop city urban functions
to such areas as this one, the venue of this
conference, and still before the war, it was a
traditional and natural centre of the city. It was
significantly destroyed during the war so now it
is a serious planning and development
challenge to restore urban functions in this
area. A common denominator for the entire
area is the close link with water. It was, it is and
it is going to be like that and this creates
natural economic links like those between
Szczecin and Świnoujście. And this is the
waterway between the two cities, it is very
important from the point of view of super
original functions, and another slide shows
various directions and major tasks faced by the
city in terms of developing super original
functions.
We already mentioned provision of services of
different natures, especially services for
citizens, not only those living in Szczecin but
also those citizens living in the neighbouring
areas, including education, culture, higher
education, services for senior citizens, physical
culture. It is an attractive place to live and we
can see the migration to the city and out of the
city, it is a bi-directional process. Szczecin
attracts a number of hotels. It is a hotel centre
servicing the entire area and another task is to
improve transport accessibility and it is crucial
for development of the metropolis. There are
such projects like dredging of the fairway in
order to promote of the development of port
activities. The dredging of the fairway will
create better conditions for navigation and it is
one of the directions for the development of
local economy. Maritime economy is considered
to be a regional specialization. The dredging is
part of a larger issue namely the condition of
the Odra River and promoting inland shipping
and there are a number of different solutions
considered at the national level, we discuss
them with our German partners and hopefully
we will manage to find an efficient solution.
Sub-regional links are determined from the
point of view of transportation and one of the
key projects for the future is to create the
Szczecin metropolitan railway which will
improve accessibility of the entire area for
different dispersed settlements situated around
the core city Szczecin. Just as Mayor Krzystek
mentioned the building of the Kłodny Bridge is
an important investment for the city.
Another slide shows this historical prospective.
The slide at the top shows Szczecin in 1873.
Why is it important? It is an important date
because at that time the Szczecin stronghold
was demolished. Until that time Szczecin was
encapsulated within the defence walls and in
1873 the decision was taken to demolish the
fortress and the city started spreading. So in
fact our current challenge such as the Kłodny
Bridge is to restore economic and social
functions at the Łasztownia Isle and you can see
that this area has always been an integral part
of the city but because of the war this area
significantly dilapidated but the spatial policy of
the city defines the core city centre based on
traditional factors and linking the area of the
old town and the Łasztownia Island as an
element of strengthening the city identity.
Daniel WACINKIEWICZ / 1-6
7-12
Łasztownia Isle is a venue that can
solve the development problem of the old town.
The old town is determined with the network of
streets and we should not change that which
means that developing new investment projects
in the area of the old town to support the
development of services is significantly limited.
For the past 8 – 10 years we have been
discussing how we can use the Łasztownia Isle
and there are already some signs of the
development. We can see the office building
renovated, historical facilities but in order to
develop this area we should promote something
that I am going to show you in the next slide.
These are some visions for the development,
developed in more prosperous periods several
years ago. Then the economic crisis slowed
down the development of those plans but the
upper right corner picture shows that the
development of modern facilities fits naturally
into the Łasztownia Isle and together with the
rest of the city this will create an opportunity for
sustainable development of the core city centre
while preserving natural and landscape and
historical and social values which will be a
compromise of all those key elements. The
Kłodny Bridge is a pre-condition of this
development because we don’t have very good
transportation links between the old town and
Łasztownia. While coming here you could see
that it takes quite an effort to reach this area.
This is going to change once we complete the
building of the Kłodny Bridge that will be a
direct link between the old town area and the
Isle.
So let me show you this project. You can see
this in the lower right corner, the bridge
passing close from the main outbound road
linking the old town area and the Łasztownia
Isle with some preferences for public
transportation for pedestrians, bikers and a
tram. So the idea of restoring these functions
involves reducing the car traffic. What might
also be important for you, which is an element
of the city policy, while listening to expectations
of citizens, expectations that are clearly
articulated, we can see that citizens expect that
this barrier between the city and the river will
be eliminated because it is not natural and they
expect that the car traffic will be reduced and
the development of the city will come closer to
the waterfront, so the Kłodny Bridge and the
link between the two banks of Szczecin could be
developed, facilitating the process.
While coming here you could see some projects
which are parts of a larger process. We all
know that it takes 20 or 30 years to promote
comprehensive development of such an area,
boulevards, the marina already today attract
certain city functions to the area which is very
well received by the inhabitants of the city.
Thank you very much indeed.
Daniel WACINKIEWICZ / 7-12
Development perspective of
Świnoujście
Barbara MICHALSKA
Deputy Mayor of Świnoujście
Welcome ladies and gentlemen. The previous
speaker has told you about Szczecin just a
moment ago and just as Marek Dutkowski has
said, Świnoujście is the most remote part of the
metropolitan area. Świnoujście has joined the
metropolitan area a long time ago. There are
different interpretations of the metropolitan
area, Świnoujście has joined the association two
years ago, but in different papers it is presented
differently. Anyway, we feel linked to Szczecin;
Szczecin is very important to us, it is the biggest
– the closest big town, a university centre, and
our citizens are very much interested in links to
that centre, especially the university centres, so
that our young people don’t have to use
universities in other areas, other cities in
Poland like Warsaw, Wrocław or Krakow. So
those scientific ambitions would be very
important, and they are important because they
are included in Szczecin’s strategy.
Of course we are linked to maritime economy
and this is the fundamental thing here, but this
will be discussed by the representation of the
Sea Port Authority. He will tell you about the
importance of Sea Port for the region. The port
in Świnoujście is – the seaport of Szczecin in
Świnoujście is the third largest port in the
country, so this is very important for such a
small city. It’s a very important economic
determining factor. So it is a small city with
significant economic importance.
We are located on three islands and this slide,
you can see it. So similarly to Szczecin, very
spread in terms of area, so it is not so easy to
manage such a city, because it is a county city,
county town, so the infrastructure is managed
by the Mayor of the City, who’s also the Head of
the County, so all schools, primary and
secondary schools, all the roads, are in the
responsibility of the municipality. Our
municipality is covered with Natura 2,000 areas,
to an even larger extent than the municipality of
Szczecin, which gives a certain asset, certain
values, but also causes some barriers to
economic development.
The Uznam Island, in the western part, marked
as ‘one’ is generally – is located directly on the
German border and this is where the central
part of Świnoujście is located. This is the tourist
part of the city; and tourism is the second most
important industry in Świnoujście. When we
developed the strategy, the development
strategy for the city, be it 20 years ago, or
currently, it is always – the result is always the
same. Świnoujście has to coexist with those two
industries, tourism and maritime economy,
which causes certain conflicts. However, we
managed to mitigate those conflicts, mainly
because the seaport is located on Wolin Island,
this is the eastern part marked with number
‘two’ here and the River Świna which separates
the two islands mitigates the impact and
interaction between those two economic
environments.
Number ‘three’ indicates Karsibór Island, so it
emphasises the diversity of Świnoujście. So
number one, we have tourism and the centre of
the city; and number two, is more of an
industrial area, and number three is a beautiful
area already today, but it gives enormous
prospects for development of rural tourism,
spending time on the water, we have a bird
reserve, which is highly appreciated by nature
lovers.
So those natural conditions of the city give us
huge prospects for development and as a
counterweight for a rather pessimistic
conclusion from Professor Szlachta, there’s a
lot of optimism in Świnoujście among our
citizens for the coming years, because recently
the city has been developing very fast and this is
visible both in the region – this has been
noticed both in the region and in the rest of
Poland.
We have very many foreign guests due to our
border locations. One of the main customers of
Świnoujście’s attractions are Germans, but also
people from Scandinavia. And the city is quite
accessible, quite well linked, we have links with
national roads in Poland, national road 3, or the
international road E65 connects to our ferry
terminal. We have a direct connection with the
German side with two roads. After the opening
up of the borders, these links have been
improved significantly.
We also have, on the German side, we have an
airport connection. Of course we have railways.
We are also connected to German Railways, so
an indirect connection with Berlin. The
Germans are promoting the reconstruction of a
direct link between Świnoujście and Berlin,
which existed before the War and it took two
hours to reach Berlin. Today it takes five hours.
Of course connection with the Polish side is
made more difficult by the lack of a fixed
crossing. Because this common area with
Szczecin means that the Świna River has to be
navigable with full capacity. So contrary to
Szczecin where you can connect, or stop on the
island with a 8 metre high bridge, we cannot
make such a connection in Świnoujście,
because the – we had the first discussions
about the height, possible height of a potential
bridge of – and that height was 60 metres. And
today, even such a height would be problematic
to the development of the port in Szczecin. So
we are linked to Szczecin, but we have a
negative impact on the connection between the
two islands. The recent decisions, which is best
from the economic point of view, without any
conflicts, is the construction of a tunnel. It is
marked in the centre part here.
Today the islands are linked by ferries. We have
a ferry crossing in the centre of the city and we
have a certain – a second ferry crossing on the
bypass of the city. We want to build a tunnel
here. The city has prepared a study. We are
completing technical documents for that, so we
would be ready for the investment. However, it
is unfortunately a very costly investment and it
is impossible for this city part of Świnoujście.
But the citizens are still optimistic, and the
citizens are joking that new elections are
coming and maybe final decisions will be made
with regard to funding for the tunnel. And
that’s what we are hoping for.
So, once I’ve discussed the accessibility I would
like to tell you about the areas with the biggest
economic and development potential. As I’ve
mentioned we have different potentials in our
city; speaking of the Left Bank, the central part
of the city on the western side of the river, we
have the prospects for development of tourism
and the seaside part with beautiful historical
buildings from the cessation area, and the
cessational period; it’s booming now, but it has
some potential for the future, because
according to the local masterplans we still have
areas available for tourism activities. We have
a marina, a yacht port called the Northern
Basin, and I will show you on the next slides
what it’s like and what the concepts are. So
this is our potential for the coming years.
As for the most recent seasons, tourism
seasons, the occupancy rate of tourist beds in
Świnoujście was more than 90%. One of our
strategic points is to extend the season to reach
beyond the months of July and August, and we
already can notice that. So at least from April
to October this is the season, the high season
period. But even Christmas periods are heavily
occupied in our tourist facilities. So this is the
way tourism is developing without any
intervention. So maybe this slide makes it
more visible, port areas.
The shipyard, and we have the LNG terminal
which is reaching, nearing its completion. It
will ensure natural gas supplies to Poland, the
strategic investment, strategic project and part
of that project is the external port, but I will not
tell you more about that, because that would
take away the possibility of discussing it from
Mr. Ratajczak.
So the next slide, you can see it on this spatial
map. I have discussed the seaport complex.
We also have some areas for services and retail
close to the border. One of the most numerous
customers are Germans, they use various types
of services, but they also take advantage of
retail. Some pictures of the LNG terminal -this
is a bird’s eye view of the seaport in Świnoujście.
Landscape wise, Świnoujście is beautiful,
similarly to Szczecin. We also compete with
Szczecin, with Świnoujście sorry, about who has
the best aerial pictures. So those are very
beautiful places for nature lovers.
And the ferry terminal; I haven’t mentioned it
before. We have a ferry terminal for ferry links
between Poland and Scandinavia. We have the
biggest number of passengers in Poland, about
one-million people per year. The customs, the
duty-free zone, the Euro terminal, this is part of
the seaport. This is located on the eastern
island of Wolin and the maritime repair
shipyard, which has recently been merged with
a shipyard in Szczecin. We have very significant
prospects for development. Large areas for
development and we know how valuable such
areas are. Areas located next to a navigable
fairway where the largest ships can enter. This
area is not fully developed today. The shipyard
is looking for strategic investors who would
invest in that very valuable area.
I already mentioned the tourist district, an
aerial view of that tourist part of the city, with
rich history. This year we have celebrated the
250th anniversary of the city rights, so it is a
young city but it was created, it was established
in a very spectacular way; it used to be a
favourite place for Berlin’s citizens and I think
today this beautiful feature of the city have been
restored.
We are fully covered by local masterplans, 95%
of local masterplans for the city of Świnoujście,
which is a very good feature because – well
local masterplans create good conditions for
businesses for companies who can easily obtain
permits for their projects. The seaside district
has 8,000 tourist beds and we are aiming at
16,000 beds for tourists. I wouldn’t like to
repeat myself here, some fixtures showing
today’s shape of our seaside district – you are
all invited to visit us in your free time, but we
know that it’s very difficult to have any free time
today.
This is a neighbouring area to the seaside
district. We are developing it towards the west.
This part, this eastern part is still to be
developed and we have the recently revitalised
yacht marina for 300 yachts. This is one of the
largest marinas in our part of the coast. Local
masterplans, it may be not very clearly visible,
but this is what it’s like.
So this is the development concept for the yacht
port for the marina. Today this internal part of
the port is already in operation, but these are
the areas that have to be developed still,
including some recreational areas. We believe
it will be a pearl – a jewel in the crown. We are
preparing some of the areas for sale, so we will
have some apartment buildings – it was
somehow controversial, some people wanted to
have a meadow neighbouring one of the largest
parks in Poland, 60 hectares, but we decided to
have some infrastructure here, which would
enrich the place and make it possible for more
comfortable recreation and tourism from the
infrastructure point of view. These are the
pictures from the current shape of the seaport.
We have some areas in the western part of
Świnoujście designed for services. So we are
now promoting this area for further
development. It used to be previously military
areas, so we have to cope with some problems
such as possible landmines there, but it is not a
significant problem. So this is about 6.5
hectares, another area very valuable from an
investment point of view, so we try to restore
some areas and make them available for
services.
We don’t have many such areas for
development due to our island location, so
every area that can be used for services is very
valuable. So you can see the fairway to
Szczecin, we have the Pomerania Bay in the
north, so this area seems to be a forest and it’s
partially covered with Natura 2000, but it hasn’t
been like in the past. It was a military area.
Before the War and after the War the Soviet
Army occupied this area. So this was – this
area was covered with full infrastructure, but
today it is a degraded area and it looks like, as if
it’s a natural area. But we want to recover it,
especially when I show you Karsibór Island, we
have a lot of green areas still, so it will not be a
problem for our eco development. So it is a
valuable area next to the navigation channel.
We are trying to sort out the property issues,
ownership issues and we – and this project is
contained in integrated territorial investments
that we are implementing, together with
Szczecin metropolitan area.
So these are the more detailed plans for Mulnik
area, service areas and next to this service area
we have already planned the exit from the
tunnel linking the two islands.
And Karsibór Island, something that is very
attractive from a nature point of view, this is an
aerial view of that area. We can say that this
island is still a small island; it used to have
such a status until recently. But it has
enormous potential for agro tourism, for rural
tourism, you can watch nature with your own
eyes. Of course the tourist flows have to be
channelled but we have no doubts that when
these investments are completed we will have a
beautiful place similar to other landscape parts.
The landscape of Karsibór Island – today, some
of the projects have been completed. We have
a guesthouse called Ptaszarnia or the ‘Bird’s
Home’. They have been awarded as the best
such tourist centre in Świnoujście; a fish
restaurant completed with the use of European
funding, so this is what Karsibór can look like in
the coming years. So these are just the
examples of those projects that have been
completed.
Thank you very much for your attention.
Świnoujście and Szczecin Seaports
Development
I'm going to show you a short video material
and then I will provide you some information in
the form of a presentation, and I will continue in
English. So, a four-minute video film detailing
the current situation in the port.
Okay, thank you very much.
Witold RATAJCZAK
Szczecin and Świnoujście Seaports
Authority
View Presentation
1-6
Mr Mayor, Mr Marshal, Ms President,
dear guests. At the outset of my presentation,
my favourite retrospective overview of Szczecin,
referring to Świnoujście as well, no-one actually
remembers when first people settled in
Szczecin, whether they came sailing along the
Oder River or horse-mounted, and they found
the sacred river of Oder, but finally they decided
to settle in Szczecin, and that was the beginning,
in the early second millennium, and in the
thirteenth century, Szczecin received the city
charter, city rights, and then developed the port
and the maritime economy.
This area is called the region of Herring and it
has developed until today, always between two
bridges, so the Long Bridge and the Kłodny
Bridge, developing on both sides, first the
western side of the river and then the eastern
side of the river, always linked with trade, the
maritime sector, and a very typical maritime
development. For 20 years, in our shipyard, we
built the fastest ships, blue-ribbon, four
stackers vessels, crossing the Atlantic, were
unbeaten for 20 years, and those ships were
built in our shipyard. The heritage of the city,
administered by Slavs, Danes, Swedes,
Prussians, Germans, Poles, and half the area of
Pomerania, a separate region in terms of its
identity, is now in Polish hands, and it really
calls for the trans-boundary nature of this area
to be highlighted and to determine the further
development of the area.
There’re a few further explanations about our
port. It appears that we are in very unique times
at the moment, where the city of Szczecin and
the city of Świnoujście are going through
exciting period of dynamic changes, with rising
pressure and requirements for development.
This follows the idle time after transformation
of the country political system In 1989. I believe
there is a time now we are all thinking, that the
time will move forward. That's why we very
much concentrate and focus on development of
our city. And the ports, which for centuries have
been actually a foundations for the development
of the region; we will start - from our location
Szczecin, towards Świnoujście, which is 67
kilometres apart – the ports somehow work in a
harmonious style.
Sometimes the bigger ships are offloaded in
Świnoujście and then transferred to Szczecin.
That's how we operate. But the route in general
is just going north to Scandinavia and the rest
of the world, predominantly Europe, and then
back south feeding freight for southern and
western regions of Poland and neighbouring
countries of the South, Czech Republic,
Slovakia, Germany and so on. Further, we have
also got the full awareness that we are the local
port to Berlin, Brandenburg and Saxon regions,
and our mission is also to serve these regions,
and gradually we engage more and more into
co-operation with this area.
We rely on our two land and river transport
routes, the River Oder, the express road S3 ,
railway network, which is split into two - one is
the passenger and freight, and the other the
one is dominated by the freight route, it's CE59.
Now it's a time of engagement with the BalticAdriatic Corridor; there's just a few words
about the TEN-T, Trans-European Network –
Transport, one of the three networks in Europe,
another one is energy and communication. The
transport appears to be very much at the heart
of Brussels' idea of unifying Europe, and it's
very important for the development of the
regions, very important for interconnection
between the regions, very important to see the
spirit of competition between the regions, very
important to deliver new ideas for development
of the regions. Particularly with this
configuration, north-south, where Poland has
quite a significant role to play.
There're a few words about the specifics of
communication with Berlin. That's indeed the
River Oder, then further, going to a connection
with the Havel and Spree channels, Eberswalde
communication. We very much want to
reinstate this, once very glorious services for
Berlin. We have already started quite a
considerable development projects to
improving the port and access infrastructure.
There is a battle to improve the sailing
conditions of River Oder and associated
infrastructure - bridges, banks, retentions,
locks and so on.
Witold RATAJCZAK / 1-6
Location
 The shortest route from Scandinavia to
central and southern Europe.
 The shortest sea route from Finland and
Russia to Germany.
Development of
the Seaports
Szczecin & Świnoujście
 Convenient location for service
Berlin and Brandenburg and Saxon
regions.
140 km
Berlin
 Closer to our clients thanks to the
location of Szczecin 68 km up-land.
Witold Ratajczak
Ports Development Director
Szczecin and Świnoujście Seaports Authority
Szczecin
09-11.09.2015
© Zarząd Morskich Portów
Szczecin i Świnoujście SA
© Zarząd Morskich Portów Szczecin i Świnoujście SA
Location
Location
CETC Central European
Transport Corridor
Baltic-Adriatic Corridor
 One of the main axis in the
North-South configuration
connecting Sweden, Poland, the
Czech Rep., Slovakia, Hungary,
Croatia to the Adriatic.
 Shortest route from Scandinavia
to the South of Europe.
Express road S3
Railway net
CE-59, E-59
Odra River
 Trimodal transport corridor.
 Transportation axis connecting
Finland and East Baltic countries,
via Poland and Central Europe,
with Adriatic Sea.
 Included in the TEN-T core and
comprehensive networks.
Baltic-Adriatic
Connections
between corridors
 Szczecin-Świnoujście Port is
included via the rail line leading
through Poznań.
TEN-T core network corridors
Baltic – Adriatic
Orient / East - Med
North Sea - Baltic
Connections between corridors
Świnoujście/
Odra-Havela Canal
BALTIC
Gate to the Baltic
Pomeranian Bay
~240
The most convenient seaport for industrial and
consumption market of Berlin/ Brandenburg area.
The accessibility – as to the only Polish sea ports –
to the inland shipping, which is regarded by the
European Union as the most environment friendly
one, is the undeniable asset. Such access to the
inland water system of the Western Europe has a
special meaning for the service of the German
market. The barge transit directly reaches many
important economic centers in
Berlin,
Brandenburg and the entire European inland
waters network.
BEHALA als Tor z ur OstseeI
SZCZECIN
Friedrichsthal
79
LEGENDA:
25
km from Spree /
Berlin-Spandau
mouth
Oranienburg
0
93
135
N
The mouth of tha
waterway
HohensaatenFriedrichsthaler- into
West Odra
Hohensaaten
Eberswalde
Vessel lift
Niederfinow
25
HoFriWa : HohensaatenFriedrichsthaler inland waterway
ŚWINOUJŚCIE
Zalew Szczeciński
BERLIN
Potsdam
1
7-24
That's, again, the map of the city, it
just shows something that was already
mentioned, just, the port is in this region, and
the port, which it's worth to mention, is really
stretching along the industrial zones of the city,
and in a way we are in control of what is
happening on the side of industry, usually
called a port-related industry. That's why the
marine development of the city is usually
associated with the port where we either plan
or communicate together the development of
industrial areas of Szczecin.
Just a few words about the composition of the
port. It consists of the port, and the port, as you
can see, is confined within the city. We always
say, that the port without the city has got no
sense, and the city without the port, in this
particular instance, it also loses its importance.
But then we go to the foreground. That's where
we coming to the port from the seaside, and
then we've got masses and stretches of
hinterland immediate one and there is obviously
the remote, comprehensive one. Overall,
assigned by the nations of the Baltic seaports,
we provide gateway to support remote
countries Czech Republic, Slovakia, further,
Austria, Hungary and even down all the way to
the Adriatic Sea, with the possibility to get
engaged also with the cargo freight in the Asian
corridor, from Greece, Turkey and so on. So
hinterland is at the heart of development of the
transport corridors.
I'll sum up situation for the Lastadia area. In
future, that's the area that has been reassigned to the development of the city.
However, in the planning, that is designated to
be taken over by the city function in gradual way.
At the moment, we are in, what we call
transitional period, where we're still, should we
say, maintaining and slightly developing and
supporting, accommodating the port and
industrial function. We'll continue until the time
when it will be taken over by the city. And
further, it's a development area, Ostrów
Grabowski mentioned already, with spare land
for development of the Western Pomerania
Logistics Centre. And eventually there is also
Ostrów Mieleński, where we currently started
already planning procedures to reclaim and
take over; that designates further 150 hectares
more or less, of the land. In total, we can say
that we've got a good 250 hectares of a new
land for development at the heart of the port.
That's where we want to focus when releasing
“this” section of the port to the city, we want to
be ready and move to “this” area. The transfer
actually has been committed in 2007, of the
land where we are now, “here”. That's the view
of something that we call the duty-free zone,
that eventually will be subjected to development
of the city function, creating waterfronts.
That is another very interesting map, I really
like it. This one shows the port more or less on
“this” boundary, so development somewhere
here. That one shows also an area which is
available to allow the industrial expansion of
the port, in either port function or in the portrelated industry, and whilst we're still
concentrating on this main development area,
we very much hope that this eventually will be
released in the organised form to provide the
industrial facility to be managed by this new city
of Szczecin administration zone. It's worth
mentioning that development, the housing
function has been excluded from area at the
moment, but we accept the conference and
hotel functions.
Again, that's what is currently happening in the
city port area, and that's where we are with our
port, and a brief description of what is going to
happen, what are the functions. So it's
administrative, office, service, business,
administration of the port, commercial
exhibition. I would say that in later stages we
will definitely assign the leisure function.
A few things about the development of the port
in Szczecin. We've done several projects, the
previous development area, that was marked by
the financial support from European funds. We
committed to projects such as rebuilding the
quay Zbożowe, rebuilding road and rail
infrastructure; that was very important, but
unfortunately degraded infrastructure, which
was falling down; it was necessary to deliver
this project, along with the roads, we delivered
car parking, very important, very essential for
the port activities.
Further projects which we are planning now,
there's a large project called the Dębicki Canal,
that's a project that… it's hiding somewhere. I
think it's here. Indeed. It's a new twelve and a
half metres water depth area, with
improvement to the existing quays, but also
building the new infrastructure on the west
bank of this canal. That is a part of something
we call twelve and a half projects. Szczecin will
have the new deepened waterways at twelve
and a half metres. That will allow us to accept
the new ships, the Panamax sizes, which is 230
metres of the length for bulk cargo, up to 250
metres for container ships, and up to 270, even
in special conditions, 300 metres for the
cruisers. That will be a new identity of the port
in the freight and also, we believe, in the
passenger movement. It's worth to mention
that of the cruising route, Szczecin may become
a very important centre on the map of the Baltic
cruising, due to the proximity of Berlin. That's
how we perceive it, and Szczecin will also
provide the very attractive impression that
could possibly go into the world and attract the
tourists to our area.
Development of the port
in the heart of the city
Land connections
Foreground
 The ports of Szczecin and Świnoujście are
connected to the European system of
motorways via Polish A 6 leading to German A
11 and A 20.
City
 The ports have efficient links to national roads
leading to the south of Poland, Czech
Republic, Slovakia and Hungary, in particular
national road no. 3 (E 65), which is now under
upgrading into a dual carriageway express
road S-3.
Port
 Both ports have also favourable mostly
electrified railway connections with the entire
Poland as well as with Western and Southern
Europe.
Hinterland
Spatial development plan
Spatial development of the Port Szczecin
2.
1.
Up to
1914
3.
Development
area
2007 –
transfer of
the Starówka
Quay for city
functions
2.
Current status
Directions of the port development
Międzyodrze - Grodzka Island - Łasztownia
P o r t in S z c z e c i n
Międzyodrze Port
2
Spatial development planning
Międzyodrze Grodzka Island Łasztownia
Międzyodrze Port
Międzyodrze –
Grodzka Island Łasztownia
1
2
3
4
5
Rebuilding of road infrastructure
6 km in Szczecin; 2011-2014; PLN57.6 mio.
Międzyodrze Port
1
5
8
Building of car parks
4.9 ha in Szczecin; 2014-2015; PLN49 mio.
Rebuilding of rail infrastructure
36 km in both ports; 2011-2014; PLN80.9 mio.
Improving of access to the port in the general
cargo handling area (Dębicki Canal)
2018-2021; PLN236.6 mio.
6
Międzyodrze Port
Rebuilding of Zbożowe Quay and building of
Niemieckie Quay
Zbożowe Q.: 255m, Niemieckie Q.: 163m; depth: 10.5m
2011-2015; PLN35.2 mio.
City multi-purpose
buildings, including support
for port and the city,
gradual introduction of
administrative and office
services, business,
representative shipowners,
commercial entities
managing port and urban
areas, commercial
exhibitions.
Improving of access to the port in the bulk cargo
handling area (Kaszubski Basin)
2
4 3
7
6
3
4 2
2019-2022; PLN216.6 mio.
7
8
Modernization of technical infrastructure
2017-2020; PLN101 mio.
Development of Ostrów Grabowski
2020-2027
New quays
Modernized raod and rail infrastructure
3
Adapting of berths to service larger vessels
Development of ports functions
Handling-storage
functions
Adapting of berths to service larger vessels
Logisticdistribution
function
LNG Terminal
Port-related
industry
Off-shore industry - BILFINGER
Shipyard
The past and future
4
25-35
Development of Ostrów Grabowski
which I have said, I'll just show it again. That's
the one, very important - on the east bank we can
see the bulk cargo area, and on the west bank
there will be break cargo. In the meantime, we
can see there are also in the centre, the
development of the logistics centres, and right in
the centre of it, perhaps a small industrial area.
Further, we move to Ostrów Mieleński via the
bridge here, via the facilities going across, and
then there's a further, as I said, around 150, the
total is 150, we believe, what will be left, about
130 hectares of land. Very promising
development. And again that's, what we were
saying, that's a logistics centre here, and this is
again Ostrów Grabowski. We recently, two
weeks ago, signed the contract for operation of
this famous construction in Szczecin which is
an elevator EWA; the new life will be injected
into it, with very ambitious plans to get up to
one million tons a yearly of the cargo turnover,
while here, the competitors and other operators
are thinking, well, in such a case I will go with
my development further, and I will match my
this plans. That's why the end of the peninsula
will be predominantly grain and agricultural
products section of the port.
Roads were already mentioned, with the car
park areas. We've developed four car parks
within our ports. That's an adaptation that’s
another full cargo area where we're going to
develop the facility for twelve and a half, and the
12,5 m fairway here, also is a major project
conducted by the Maritime Office. In total there
will be two billion, Polish Zloty of investments.
That's all the port activities, port-related
activities, that's something that we are proud of.
LNG terminal - sorry, that's not the LNG
terminal yet, that's actually our bulk liquid. That
is our LNG terminal. A very major country effort,
a special project, the first and the biggest
terminal that started in Świnoujście.
Unfortunately it has not been finished on time,
and a terminal in Lithuania has been
established first, but of a different type and
much smaller. That's why we're still hoping
that the terminal will provide a special
opportunity for industry development, that's
actually something that we will call the chill
clusters, which will be developed around this
terminal. Energy clusters, which we believe will
acquire quite a lot of land, and will create an
enormous business opportunity for the city of
Świnoujście.
And this is the special development, which it's
worth it to mention a little bit of the history of
Szczecin, this was a shipyard area, and now
we've got the construction of the wind farming
foundation factory. Then, within the regions,
we've got the blades manufacturing for the
offshore wind farming, wind turbine controls by
a Danish company. Thus, almost complete set
of the wind farming industry.
Further, we could say that our region is actually
the offshore steel welding construction industry
centre in many dimensions, with the platforms,
the cabins, with the engineering facilities, and
we believe that Szczecin will develop further in
this direction. That's something that we must
mention, it's a shipyard… Within the port area,
the shipyard, it used to be, not a long time ago,
the biggest mid-size container shipyard in the
world, but unfortunately it has been closed. But
there is a future, we still believe the shipyard
will be reconstituted under new management,
under new vision. That's another snapshot. The
infrastructure is still there, and the
infrastructure can still be reinstated for
production of the ships. The small ships have
been already started, and the ship related
industry is thriving in the area. What we need, is
just to go for the major challenge.
Right just a quick one Świnoujście of course, I'm
just sorry that I haven't mentioned it. It's the
outer port, very important. We're planning
expansion of the port, possibly, there will be
such a requirement, but we're definitely going
to accommodate the existing structure within
the External Port, which has created enormous
opportunity for - this is the existing LNG
terminal, while here, the shore, we can develop
our port, and that's what we intend to do.
A few figures, quite important. Currently we've
got 29 million tons facility. After development of
the ports all plans we're going to increase it to
42 million. The access facility on the water, the
roads and the rail sides dimension here, and of
course the River Oder, that's a completely
separate subject, I understand it is going to be
undertaken in this conference, our goal, quickly,
is twelve and a half of Szczecin expansion of the
quay facility, the capacity of the port, that's the
financial aspect, and more, and investment
area, 200 plus.
Just one thing - we have started the actual
initiative of creating the waterfront in our area,
which is the already mentioned duty-free zone
and we have organised the architecture
competitions for the concept and development
of Port Szczecin Duty Free Zone. I've got here,
actually, some proceedings of this conference,
and also the results of the competition. It looks
impressive, the idea of a young generation, we
believe it's going to be somehow developed
further, and when the time comes, this
magnificent building, which is currently the
warehouse, of the enormous architectural
valour and another area here as well, will
ultimately form the base for the new city zone
development. And this is snapshots from this
competition, and this is it.
Thank you very much.
Shipyard
About 200 ha of investment areas
The past and future of the shipyard retained infrastructure
- our great advantage
Świnoujście
Szczecin
Ostrów
Grabowski
Outer
port
Westpomeranian
Logistic Centre
Ostrów
Mieleński
- further
development
The Ports Authority is ready to offer to an investor a development area with full infrastructure and
prepared from a legal and formal point of view to invest in logistic activity, handling and storage facilities
or port related industry.
Development areas
Development areas
- Szczecin: Ostrów Grabowski
- Szczecin: Ostrów Grabowski
Location of new
terminals
Further
development of
the Container
Terminal
Development areas
- Szczecin: Infrastructure for the Westpomeranian
Logistic Centre
Development areas
- Świnoujście: Outer port
Quay dedicated
to LNG import
Development possibility
of western part of the
outer port
5
Key projects contributing to further development
Development is our goal
Sea-based
investments
according to the Development Strategy of the Szczecin and Świnoujście Ports until 2027
fairway from Baltic Sea to Świnoujście:
14.5m in 2020, finally to 16.7m
fairway Świnoujście–Szczecin:
12.5m in 2021
Investments
within
the ports
Investment value
2007-2013: 142 mio. EUR
2014-2020: 310 mio. EUR
Land-based
investments
improvement of road and rail
access to the ports
Length of quays
2015: 13.8 km
2020: 15.4 km
express road S3 – element of E65
- completion of construction
railway lines E-59 i CE-59
- max. 140 km/h
Oder Water System
- min. class III of navigation
Technical depth at quays
2015: 14.0 m – Świnoujście, 10.5 m - Szczecin
2020: 14.5 m – Świnoujście (outer port), 12.5 m – Szczecin
universal offer:
42 mio. tonnes in 2027
Investment areas
200 ha
Handling capacity
2015: 29.7 mln t
2020: 42.9 mln t
Cooperation with Technical University
The new development
About competition:
•
•
•
•
goal – search for new original ideas in spatial planning for the
port,
19 teams last year students of the MSc Course in the Faculty of
Architecture and Urban Study entered the competition
Projected functions: leuisure, exchibition and museums, hotels,
conference, sport, buisness and administration, education, light
industry
3 awards
Architect Students competition „The
concept of urban development of
the Port Szczecin Duty Free Zone”.
Award ceremony organised with
International Water Front Conference
www.port.szczecin.pl
Szczecin and Świnoujście Seaports Authority
Bytomska 7 St., 70-603 Szczecin, PL
tel. +48 91 43 08 220
info@port.szczecin.pl
Thank you
for your attention
Witold Ratajczak
6
Large-scale international initiatives
on the borderland of Poland and
Germany
multimodal transport corridor, but also, which
is even more important, creating a cultural
corridor.
It is equally important that latitudinal transport
corridors pass through that area stimulating
economic growth. The main corridors are those
from Berlin to Warsaw and from Berlin and
Dresden to Wrocław-Katowice-Kraków. For our
region, however, the corridor along the Baltic
coast, from the Jutland Peninsula and
Hamburg all the way to Riga plays a crucial role.
Stanisław DENDEWICZ
Director of Regional Office for Spatial
Planning of Westpomeranian Voivodeship
View Presentation
1-6
I would like to share some information
on activities that took place some time ago,
activities which attempted to survey conditions
for common spatial policy covering areas much
larger than a single region. The area concerned
covered Polish and German border areas
comprising three Polish provinces of Pomorze
Zachodnie, Ziemia Lubuska and Dolny Śląsk.
Let me start, however, with brief information
about the region I represent, since today it has
not been presented yet; Zachodniopomorskie,
or Western Pomerania, occupies 7% of total
area of the country, 23 thousand square
kilometres with population of 1,700,000, which
accounts for 4% of the total population of the
country, GDP of 10,000 euros per capita, and its
location, as shown in this simple map,
highlights strategic role of the south-west
Baltic Sea, where all ships entering the Baltic
navigate after they pass through Danish straits,
and this location determines main priorities for
development of much more than just Western
Pomerania.
The location was a factor stimulating the idea of
integrating regions situated along the historical
amber road leading from Gdańsk Bay, a branch
from Pomorska Bay, and to the Gulf of Venice.
The route is now called the Central European
Transport Corridor (CETC) connecting the
intermare of Baltic-Adriatic. It necessitates not
only the integration of activities aimed at
improving the transport capacity of the
The figure with the expected future
transformation of the region according to the
National Spatial Development Concept also
shows our area concerned, which up until
recently was a boundary with the Western
World to become later an internal EU border
(Marked red in figure). It has been defined as an
area of special development impulses. The
border between states separates two areas of
significant disparities as regards income per
capita.
A doctrine described in the National Spatial
Development Concept 2030, which draws from
ET2050, as mentioned today by Prof. Szlachta
while referring to the pessimistic scenario for
the development of urban network, with the
European metropolis of Berlin, inspired the
discussion on creating a concept of priorities
for the development of Western Poland, namely
Polish regions bordering the Federal Republic
of Germany. It was an attempt to develop a
domestic network of links which, through
specific bridges, are supposed to build the
European metropolitan network, also referred
to as the network metropolis. The figure shows
main forecast for those links of latitudinal
nature, links which provide an additional
argument for considering main metropolitan
cities in the border area and the largest on the
Oder River, precisely Szczecin and Wrocław, as
bridges connecting them with the rest of the
European metropolitan network.
The Oder Partnership, comprising eight
regions: Zachodniopomorskie, Lubuskie,
Wielkopolskie and Dolnośląskie in Poland, and
Saxony, Brandenburg, Mecklenburg
Vorpommern and Berlin in Germany turned out
to be a strong local initiative. The activity of the
Oder Partnership necessitated the formulation
of priorities for spatial development for the
Polish part of that area and preparing a
dialogue with our German partners designed to
create a common development vision.
Let’s take one more glance a tour province
against a simplified network of links between
major cities. In a moment we will also refer
back to Koszalin, but we would like to show
Mecklenburg Vorpommern with its main cities
of Greifswald, Stralsund and smaller ones such
as Pasewalk and Neubrandenburg. Those
cities are close to each other thanks to good
transportation routes. Nonetheless, the 3.5
million metropolis of Berlin plays its crucial
role in policies promoting the development of
the metropolitan region of Szczecin.
The location of our region along the axis and at
the estuary of the Oder River provides an
additional impulse while creating a
development strategy in the context of the
Central European Transport Corridor Route E65.
It has been reflected in several attempts to
develop a new spatial planning system in
Poland and the discussion on the structure of
functional areas at supra- and sub-regional
levels comprising parts of provinces. This,
however, poses a challenge of multilevel
cooperation. After the system transformation in
Poland, autonomous local governments have
become the foundation of the local spatial law.
Now, the sustainability of local governments is
an additional challenge while building new
skills and winning the approval of those
governments for the implementation of regional
and supra-regional priorities.
Already five years ago, the still valid spatial
development plan for our region defined two
function areas: the Szczecin Functional Area
including Świnoujście and the KoszalinKołobrzeg Area with the city of Białogard. Yet
another functional area, which can be
considered an innovative solution, is the Central
Zone, already referred to by Prof. Dutkowski.
In Western Poland, the network of main
transport routes shows the significant role
played by Poznań, a particularly important
metropolitan centre and a growth pole in the
area.
The area that we have examined under the
IPPON Project comprises three Polish regions
of Zachodniopomorskie, Lubuskie and
Dolnośląskie. All together they account for 18%
of the total area of the country, population of 5.6
million people, and GDP per capita of about
10,000 euros. Apart from those region a project
agreement was signed by the Minister of
Development. A was a pioneering document
which provided grounds for winning the
approval of provincial governments and the
Minister of Regional Development, a
representative of the central government.
The project identified 11 areas enjoying special
conditions determining the spatial policy of
specific priorities; those priorities included the
Central European Transport Corridor. In this
particular context, ports such as Szczecin and
Świnoujście located on the estuary of the Oder
River are particularly important as well as the
growth of their role in the Baltic Region and
Central and Eastern Europe.
Now, let me add something to the previous
speech delivered by the Director for Port
Development. In my opinion, the discussion on
dredging the access channel to the port of
Świnoujście across the Pomeranian Bay is
crucial for the future port development strategy.
The above is true since the recently built outer
port basin not only supports the operation of
the LNG terminal but also creates an
opportunity for creating one of the largest ports
on the Baltic. Only then ships passing the
Pomeranian Bay, a Gateway to the Baltic, will
not disregard our region. Nowadays, for the
largest ships that enter the Baltic Sea to call at
Świnoujście it would be necessary to bury the
Nord – Stream Pipeline placed on the sea
bottom across the access channel to
Świnoujście on the Pomeranian Bay.
The cross border metropolitan region of
Szczecin, a subject of a separate contribution to
be delivered, next to the Wrocław functional
area, is one of the main development priorities.
The main settlement network includes
provincial cities of national significance such as
Zielona Góra and Gorzów Wielkopolski, as well
as cities of supra-regional significance like
Koszalin, Legnica, Wałbrzych and Jelenia Góra.
The document presented is clear in terms of
methodology and practical as regards validity of
proposed measures aimed at continuing
previous activities and investment. The
document is been formally approved by regional
governments and the Minister of Regional
Development. Therefore, it can be a source of
realistic territorial development programmes.
Attention should also be drawn to the model
role played by the document for spatial
development of cities on the Polish-German
border or separated by it. Those include
Świnoujście, Kostrzyn nad Odrą, Słubice, Gubin
and Zgorzelec. Those cities reflect an artificial
deformation of their functional structure, since
they are separated into symmetrical parts, e.g.
Gubin-Guben, or those developed with urban
deficiencies on the Polish side of the border,
which previously were suburbs of cities now
located on the German side. Examples include
Słubice and Frankfurt and Zgorzelec and
Goerlitz.
Stanisław DENDEWICZ / 1-6
AUTUMN CONFERENSE METREX WEST POMERANIA 9-11 WRZEŚNIA 2015 SZCZECIN – ŚWINOUJŚCIE
AUTUMN CONFERENSE METREX WEST POMERANIA
9-11 WRZEŚNIA 2015
SZCZECIN – ŚWINOUJŚCIE
West Pomerania in European space:
Area: 22 892 km2 (7% country)
Population: 1 721 000 (4% country)
Population density: 100 p/km2 (for Poland – 123p/km2)
Urbanisation: 68,2%(for Poland – 60,6%)
Wielkoskalowa współpraca
na pograniczu Polski i Niemiec
arch. Stanisław Dendewicz
REGIONALNE BIURO GOSPODARKI PRZESTRZENNEJ WOJEWÓDZTWA
ZACHODNIOPOMORSKIEGO
1
3
2
1
2
4
3
4
SCHWERIN
MEKLEMBURGIA
-POMORZE PRZEDNIE
SZCZECIN
ZACHODNIOPMORSKIE
BERLIN
BERLIN
ZIELONA GÓRA
POZNAŃ
LUBUSKIE
WIELKOPOLSKIE
POCZDAM
BRANDENBURGIA
WROCŁAW
DREZNO
DOLNOŚLĄSKIE
SAKSONIA
5
5
6
6
7-14
Yet another priority for the spatial
policy is the Oder River which is frequently
neglected in various strategic documents, in
particular those created in cooperation with
German partners. The bilateral agreement
signed this year between the Republic of Poland
and the Federal Republic of Germany provides
for investment modernizing and regulating the
Oder River in its border stretch. The
implementation of the agreement not only does
not meet expectations and needs of our regions
but also German communities. We could see
that while presenting the objectives of the
project during a spatial planning forum in
Berlin. A separate issue is the need to integrate
latitudinal transport corridors in Germany and
Poland. The IPPON study proposes that the
corridors should have horizontal and vertical
links between them to facilitate better
accessibility to investment sites and business
centres on both sides of the border.
Other particular measures focus in the area of
tourism and flood prevention. Apart from our
experience of the horrible flood in the Oder
catchment area of 1997, nature specialists and
geologists warn that storm flood risk will be
growing in consecutive decades. The risk
applies to the entire area of Pomerania and
necessitate quick decisions regarding methods
for protecting against impact of such disasters.
The above was mentioned in various parts of
the IPPON project. The most important
conclusion for improving the efficiency of
relevant policies is that the strategy should be
supplemented with a sociological analysis. It
necessary to build awareness as regards the
necessity to determine directions for developing
the Polish part of the border together with
Germans to promote the creative dialogue with
the society. This should lead to synergy
between politicians, administration and citizens
in the area concerned. I believe that the
development of the network of cooperation not
only between such growth poles as Szczecin
and Wrocław but also other cities should be the
challenge for the years to come; a challenge of
making the cooperation real, not only limited to
drawing lines on maps, and avoiding sheer
competition. This should lead to achieving
complementarity of the entire network and
building the identity of the region with a
momentum and understanding equal to the
development of infrastructure while being
aware that for Lower Silesia and Western
Pomerania there is one Pomeranian Bay, and
the same applying to the Sudeten Mountains
and the single Oder River.
Greifswald
Świnoujście
Kołobrzeg
Gdańsk - Ryga
KOSZALIN
Szczecinek
Pasewalk
SZCZECIN
Stargard
Warszawa
Wałcz
POZNAŃ
BERLIN
Poznań -Katowice
ZIELONA GÓRA
WROCŁAW
7
7
9
8
8
9
10
10
Wybrane dane dla obszaru projektu IPPON:
Powierzchnia:
56 826 km2 (18,2 % w skali kraju)
Ludność:
5 659,1 tys. (14,7 % w skali kraju)
Gęstość zaludnienia:
100 os./km2 (dla Polski - 123 os./km2)
Urbanizacja:
68,2 % (dla Polski 60,6 %)
PKB na 1 mieszkańca: 36 985 zł (dla Polski 37 096 zł)
11
11
12
12
The directions of spatial development
Areas of concentration of specific actions
1.
Central European Transport Corridor – zone of
socio-economic development and transport
corridor
2.
Ports of Odra estuary – the increase of their rank
in Baltic Region and Central and Eastern Europe
3.
. Cross border Metropolitan Region of Szczecin
– transregional developmnet centre
4.
Wrocław functional area – transregional centre of
socio-economic development and transfer of
innovation
5.
National development centres: Zielona Góra,
Gorzów Wielkopolski
6.
Regional growth and sustainable development
centres: Koszalin, Legnica, Wałbrzych, Jelenia
Góra
7.
. Border cities (Świnoujście, Kostrzyn nad Odrą,
Słubice, Gubin, Zgorzelec) – multidirectional
cross-border cooperation and spatial planning
8.
River Odra – the main axis of communication of
border area against a background of ecological
system
Cross-border infrastructure and communication
connection – cohesion and spatial accessibility
STUDIUM IPPON
9.
10.
Main areas of tourist development – socioeconomic activation
11.
Flood prone areas – the scope and methods of
13
protection
AUTUMN CONFERENSE METREX WEST POMERANIA
9-11 WRZEŚNIA 2015
SZCZECIN – ŚWINOUJŚCIE
dziękuję za uwagę,
sde@rbgp.pl
arch. Stanisław Dendewicz
REGIONALNE BIURO GOSPODARKI PRZESTRZENNEJ WOJEWÓDZTWA
ZACHODNIOPOMORSKIEGO
14
14
Scale diversification of functional
areas according to project URMA
results
Prof. Marek DUTKOWSKI
University of Szczecin
View Presentation
1-6
Good afternoon, ladies and gentleman.
The title is about the scale, the spatial scale
and a discussion of spatial planning in the light
of the URMA project that I had the pleasure to
participate in. A few words about the project
itself. Of course, it was a project funded by the
EU and the indirect 4C Programme. It lasted
from 2012 till December 2014. The total cost of
the project was almost €2 million and the lead
partner was the HafenCity University from
Hamburg, and in particular the team of
Professor Jörg Knieling.
This map shows the partners of the project.
From Germany I have mentioned the HafenCity
University, in Poland the Regional Office for
Spatial Planning in West Pomerania and the
Institute of Urban Development in Krakow, two
regions from Italy, Tuscany and Lombardy,
Borne municipality in the Netherlands and the
Pleven region, a peripheral area in the Republic
of Bulgaria. The supreme goal of the project
was to exchange the experiences with regard to
establishing and implementing rural-urban
partnerships in selected European areas.
The first scientific or research goal of the
project was to determine what is necessary to
establish urban-rural partnership or
cooperation, how to better support it and what
to do when it already exists, but also specifying
the areas where such cooperation can be
carried out. We tried to find out as well - which
benefits can be drawn, what are the benefits for
the general public, for the local communities
and for the political issues, we shouldn’t forget
about that. And the third issue was a broader
one, to what extent such urban-rural
partnerships can fit or contribute to broader
tasks of the European policy or development
policy, spatial policy in the whole of the world.
This is the issue of co-responsibility, shared
responsibility for the space, the issue of social
solidarity which comes back with various issues,
social divisions, racial, ethnic divisions. Our
neighbours from Northern Africa and the
Middle East ask us: are you really a solidary
nation? Also other European nations are asking
us that question, so this is not very easy to
achieve a new territorial cohesion that we are
talking about which is necessary for the good
life of ourselves and the coming generations.
In this image the cities and rural areas are
shaking their hands but those hands are left
hands please note. The measure of distances is
important., are we measuring it in kilometres,
in single kilometres, in dozens of kilometres or
hundreds of kilometres? So I would like to show
you that this is not just about close cooperation
on short distances this is also about more
remote cooperation. This has a consequence to
the way of thinking about urban-rural
cooperation. This findings are also one of the
results of the project.
Marek DUTKOWSKI / 1-6
Marek Dutkowski
Katedra Badań Miast i Regionów
Uniwersytet Szczeciński
marek.dutkowski@univ.szczecin.pl
Wspieranie wymiany doświadczeń w odniesieniu do
powstawania i wdrażania partnerstw miejskowiejskich w wybranych europejskich obszarach
metropolitalnych i ich otoczeniu.



Co jest konieczne, aby doprowadzić do współpracy
miejsko-wiejskiej i jak ją lepiej wspierać?
W jakich dziedzinach obszary miejskie i wiejskie
mogą odnieść korzyści dzięki bliższej współpracy?
Jaki wkład może mieć partnerstwo miejsko-wiejskie
w nowe formy współodpowiedzialności za
przestrzeń, solidarności społecznej i spójności
terytorialnej?
7-12
There were not very many participants,
not very many examples but it turned out that
we had distinguished various situations, well
cities surrounded by rural areas, that is obvious
urban sprawl, urbanization, but there are also
situations where we have an urban-rural
mosaic. We had the situation in the
Netherlands but also in some Italian regions
but in particular in Holland this region was an
example of such an issue where the city can be
distinguished from rural areas but this is
difficult and cooperation is necessary. We can
also have a rural area, or even village,
surrounded by the urban areas, however it
might seem strange, but not if we take various
land use into consideration, Well, I am buying
my vegetables from Pucka Island, this isit is
situated in the middle of Szczecin, this is true
environmentally friendly farming and there are
many such areas in various cities. Some people
keep bees in the downtown of Warsaw, so this
trend of city gardening is appearing.
And a city which is remote from a rural area,
this is an interesting phenomenon that we have
managed to detect. A city remote from villages,
especially a large city, bears the responsibility,
the word responsibility is very important here.
Also in the context of solidarity so it is a
responsibility for peripheral areas that are poor,
degraded, because the city is growing, young
people have left the rural areas, they took their
energy, they took their children away from rural
areas and that’s why the situation there is as it
is. So we have to remember that we bear this
part of that responsibility.
So under the project we have managed to get to
this final outcome, you can read it at our
website and in the recommendations, we have
distinguished four types of partnerships. One of
them is large scale partnerships, this is the last
example that I have shown. So this is supraregional cooperation of a metropolitan area, so
not just the city itself but its metropolitan area
with spread out, and rural areas which are
rather remote and very large. Large cities have
a very strong potential and they exert their
influence over large distances.
The second type is a classic example of
metropolitan and rural partnerships. The city in
the middle has to cooperate with surrounding
areas, and the association of the metropolitan
area of Szczecin is a good example, but we have
some other examples in Poznan, and there may
be some worse cases in other cities.
The third type are partnerships between small
and medium sized cities and towns and the
rural environment. So this is this type of a
problem, there is no large city, there is no
metropolis in the sense of a large city although
the entire area when we add up all those small
towns and cities it has many functions and
significant population, it can be even half a
million inhabitants. We can say that this
number is the borderline, this threshold value,
but particular centres do not exceed 400,000 or
600,000 inhabitants. So this is the situation
here and then the fourth type is remote urbanrural cooperation and this is a reference to this
first type of areas.
So now the examples. For large scale
partnerships it is a great example the
cooperation of Hamburg, a great metropolis
with enormous potential which borders
Denmark on the North. You can see that a
small migration challenge has led the Kingdom
of Denmark to stop the traffic across the border,
maybe something has changed since yesterday,
so this cooperation is very sensitive to those
black swans, to dramatic and sudden events
but we need to have this cooperation to be able
to solve these issues. So this is cooperation of
the Free Hanseatic City of Hamburg with
Danish regions, small rural areas reaching as
far as Jutland using a common vision of spatial
development but the driving force here is the
metropolis of Hamburg, which has established
the HafenCity University to foster this, it is a
tool for shaping the instruments, a think tank
serving the development of the city.
Then marked in red we have the cooperation,
our cooperation here in Pomerania, as the
second example.This is not just the Regional
Office for Spatial Planning, this is not just local
government and regional government, but also
many other institutions. We have the
Euroregion Pomerania involved here and we’ve
already had various contributions with regard to
improvement of infrastructure, we have a lot to
do here. We are all aware that there is a lot of
problems to be solved. The third example is a
cooperation of universities in Sofia and the
remote region of Pleven. It is a rural area which
came up to an idea that they would cooperate
with the only important metropolitan area city
area in Bulgaria, the capital city of Sofia.,. Well,
this region has its heavy structural problems,
but they wanted to establish a satellite campus
there.
Of course we tried that approach in Poland as
well. In some medium sized or even small
towns in the predominantly rural areas
branches of universities has been established.
Most of them were privately runned, so it is not
the best example of the influence of state
university centres on peripheral areas. Here we
have an example of the town of Pleven, and the
cooperation with Sofia.

Partnerstwa wielkoskalowe - ponadregionalna
współpraca regionu metropolitalnego z rozległymi
terenami wiejskimi

Metropolitalne partnerstwa regionalne

Partnerstwa między małymi i średnimi miastami
oraz ich wiejskim otoczeniem




Odległa współpraca miejsko-wiejska

Współpraca Hamburga z landem Szlezwik-Holsztyn i
duńskimi regionami Syddanmark i Jutlandią przy
opracowywaniu wspólnej wizji rozwoju przestrzennego.
Współpraca pomiędzy Pomorzem Zachodnim w Polsce i
landami Meklemburgia-Pomorze Przednie oraz BerlinBrandenburgia, szczególnie w zakresie poprawy
infrastruktury.
Współpraca między uniwersytetami w Sofii a regionem
Pleven w celu realizacji satelitarnego kampusu
uniwersyteckiego w mieście Pleven.
Sztokholm wraz z sąsiadującymi powiatami realizujący
długoterminową wizję rozwoju dla Szwecji wschodnio centralnej.
13-17
Those regional metropolitan
partnerships here we have, I will not repeat that,
we have the cooperation of the region of
Szczecin and its metropolitan area but we have
a good example of Milan. They have a project
called the Rice Park, it is about protection of
rural and farmland areas and about sustaining
the traditional production of rice. Rice is a
traditional corn in Italy, so Milan tried to sustain
that, not only metropolitan functions but purely
farming production and Milan has to help there.
There is a similar way of thinking in Florence in
order to establish the flatland park, regional
park, to help those areas. There is a huge
tourist pressure on those areas so this is very
easy to devastate the biggest asset of Tuscany
which is the landscape.
Szczecin, I don’t have to repeat that it is a very
good example, but also Krakow has established
their project with the development institute,
they have a cooperation with a remote Gorlice
county with regard to regional food. Krakow is a
consumer city, the city of many alternatives.
There is a hugely growing market, it might be
difficult to meet the demand with the food
products from the suburban areas, because
Krakow is expanding very strongly. The town of
Gorlice has found a partner there.
The polycentrical region of Twente has a
common strategy aimed at balancing the
growth, at achieving the sustainable growth.
There is a lot of small initiatives in this region
where towns and rural areas intertwine, well it
is several hundred thousand people living in
that area so it is a completely different situation.
The final type of partnerships has raised the
most discussions within the project team,
because it is hard to find the metropolis, it is
hard to find this big city in this approach. The
title of the project was about metropolitan
areas mainly because Hamburg who was the
lead partner is a large European metropolis.
However towns and cities in Denmark and in
the Schleswig-Holstein are rural areas
sparsely populated with dominating farming
function, they create such regions and they join
their strengths and through a corridor they try
to link larger cities so under certain patronage,
so under shared responsibility of a large city
but they organize themselves in order to offer
something to those stronger players.
Pleven apart from this idea of cooperation with
Sofia maybe there will offer academic courses
on tourism, maybe environmentally friendly
farming logistics. it is clear, that those areas
want to have sustainable tourism and the town
of Pleven wants to be a centre of that activity.
Then the final case, the final example to be
discussed further a bit later on, is the central
part of the West Pomerania region. The area
that was described in this spatial development
plan of West Pomerania. The idea is that that
area would start to cooperate within itself to
reach a certain critical mass but on the other
hand it should, or rather it has to be supported
by Szczecin. So we have two elements
combined, the component of internal
cooperation: we join our forces to be strong
enough to cooperate outside, but we need
cooperation from the region which is governed
from the city of Szczecin, and Szczecin has to
take part of the responsibility for that area,
because it is responsible for the entire region
and this is a most problematic part of that
region.
Then remote urban-rural partnership you can
imagine that. Amsterdam is implementing a
strategy of responsible capital so they do not
pay for, but they take care of those remote
municipalities. I think that for example Warsaw
could take care of some Masurian
municipalities.This is happening to a certain
extent but this is not officially organized in any
way. A large part of the Warsaw elite spends
part if not the whole of their time on the lakes in
Masuria, so maybe the added value,
intellectual value is not created in Warsaw at all.
It is created in Masurian villages, however tis
fact is not mentioned very often.
So we should draw conclusions with regard to
development policy. So what are the
conclusions here? All the, actually almost all
functional areas as we define them supra
regionally, regional and local functional areas,
contain both urban and rural areas., In order to
support them in many ways depending on the
leading local issues. This urban-rural
partnership is necessary, although the
suburban municipalities do not have a very
friendly attitude to central metropolis, but now
when there is a possibility of common
investment projects they became friends again.
So this EU instrument in the form of integrated
territorial investments has worked very well in
Poland, all the animosities were put aside and
even political difficulties were put aside in order
to work for the common good and for the
common development of the entire region, and
what’s interesting depending on the type of the
functional area the cooperation has to take
place on various spatial scales. URMA has
clearly demonstrated that. Professor Jacek
Szlachta in his presentation has mentioned very
different regions, different metropolises in
Poland. This urban-rural partnership is also
very diverse, very different in different countries.
It will be different around Lublin or around
Wrocław or Gorzów Wielkopolski, because there
are different people, different cities and
different villages and we have to accept the fact
that it will be with different intensity of
cooperation. Sometimes it will be a very mild
and soft form of cooperation and sometimes it
can be unification where rural municipalities or
suburban municipalities will become part of the
city or town. Whether they can be incorporated
is a different issue but we have to bear this in
mind.
It is worth remembering that the regulation on
functional areas and the work that has been
carried out here it does not fully distinguish
those issues. There are functional areas, the
areas that are determined due to the fact that
they are connected or those that have common
features so those are two different types, two
different situations. This hasn’t been separated
or described in the Regulation, the regions have
to find ways to cope with that but we have to
remember that common poverty or deficit joins
us in a different way and its different if we have
a very rich central area like Szczecin or
Wrocław and some suburban municipalities
which has its interests but much lower
potential but it is worth remembering that this
is a factor distinguishing those different
situations.






Mediolan z jego obszarami podmiejskimi ograniczanie zabudowy i ochrona terenów rolniczych
poprzez inicjatywy takie jak Park Ryżowy.
Florencja i sąsiadujące z nią miasta w Toskanii tworzenie regionalnego Parku Równiny.
Szczecin wraz z otaczającymi go terenami wiejskimi rozwój koncepcji ograniczania rozlewania się
zabudowy, współpraca w ramach SSOM i ZIT.
Kraków wraz z oddalonym od niego Powiatem
Gorlickim - rozwój wspólnej inicjatywy dotyczącej
żywności regionalnej.
Policentryczny Region Twente - rozwój wspólnej
strategii mającej na celu zrównoważony rozwój
obszarów peryferyjnych.
Odpowiedzialna Stolica Amsterdam (Amsterdam
Responsible Capital), współpraca pomiędzy
Amsterdamem a odległymi obszarami wiejskimi.






marek.dutkowski@univ.szczecin.pl
Miasta w Danii oraz Szlezwiku-Holsztynie tworzące
regiony wraz ze swoimi obszarami wiejskimi; miasta te
pełnią funkcję łączącą ze sobą większe miasta takie jak
Hamburg i Aarhus.
Miasto Pleven współpracujące z regionem w celu
rozwijania zrównoważonej turystyki.
Strefa Centralna Województwa Zachodniopomorskiego,
jako odległy obszar wspierany przez stolicę regionu Szczecin.
Praktycznie wszystkie obszary funkcjonalne o znaczeniu
ponadregionalnym, regionalnym i lokalnym zawierają w
sobie tereny miejskie i wiejskie.
Wspieranie ich rozwoju wymaga współpracy miejskowiejskiej.
W zależności od charakteru obszaru funkcjonalnego
współpraca ta odbywa się w różnych skalach
przestrzennych, ma różny charakter i różną
intensywność.
Central Functional Zone of
Westpomeranian Voivodeship
cooperation in order to develop a common
strategy.
In 2012, the Central Functional Zone has found
its place in RURBAN research project carried
out by the international organization OECD as
one of several examples from around the world
studied for possible use of the potential of
urban-rural partnerships. It was the only
example from Poland. An important step to
create program proposals for the Central
Functional Zone were workshops RURBAN in
Połczyn in October 2012.
Arch. Ewa BALANICKA
Regional Office for Spatial Planning of
View Presentation
Another step to strengthen this cooperation
was made within the INTERREG IVc project
URMA – urban-rural partnerships in
metropolitan areas.
The general purpose of the URMA project was
promotion of urban-rural partnership as a tool
to strengthen the capacity of serving innovation
in European metropolitan areas.
The main purposes of the project were:
1-12
Central Functional Zone was
designated in the Regional Spatial Development
Plan of Westpomeranian Voivodeship as an area
of integration of the potential of 6 cities:
Czaplinek, Drawsko Pomorskie, Łobez, Połczyn
Zdrój, Świdwin and Złocieniec. In the current
work on the Spatial Development Plan of the
Westpomeranian Voivodeship the following
functional areas are delimitated:
1) Szczecin Metropolitan Area supraregional
2) Koszalin-Kołobrzeg-Białogard Functional
Zone
3) Functional zones of subregional areas of
Szczecinek and Wałcz
4) Urban functional areas of local centers,
where a special case is the Central Functional
Zone
Central Functional Zone in URMA project
The cooperation between municipalities of the
Central Functional Zone and the
Westpomeranian Voivodship, represented by
Westpomeranian Voivodeship, was initiated in
years 2013- 2014 with the occasion of preparing
two proposals to the Ministry of Regional
Development to finance the activities intending
to strengthen its capacity in this area, among
others, by preparing an integrated development
strategy. Local governments of this zone signed
letters of intent to join the partnership, then
confirmed their intention to continue
• supra-regional exchange of experience about
urban-rural cooperation / urban-rural
partnership
• define the different types of urban-rural
partnerships and regional innovation systems
and
• improving the efficiency of regional and local
policies in the field of generating innovation
within the urban-rural partnership.
Within URMA project framework we managed
to develop two regional pilot projects. One of
them was the Model Study of Wołczkowo Village
in Szczecin Metropolitan Area and the other one
was the document - "Strategic Perspectives for
Elder Flower Country" – program proposals for
the Development Strategy for Central
Functional Zone Westpomeranian Voivodship.
This program made it possible to initiate a
common discussion about use of the existing
potential of the close proximity of small and
medium-sized cities. One of such meetings was
consultative workshops with representatives of
local governments the Central Functional Zone
in September 2014 in Tarnow, a little village in
this zone.
One of the main results of URMA project was
the document called Recommendations. It
aimed to indicate how urban-rural cooperation
can be effectively promoted and implemented in
Europe, as a tool to support territorial cohesion.
The Recommendations are addressed to policy
makers at EU, national, regional and local
stakeholders involved at all stages of planning
and implementation. In other words, all those
who "can make a difference" and are able to
make the urban-rural partnerships arise.
It is worth emphasizing Central Functional
Zone has been identified as an example of
partnership between small and medium-sized
towns in connection with their rural hinterland.
One of the goals according to URMA project
implementation plan was development,
publication and implementation of the
Integrated Strategy for Central Functional Zone
of Westpomeranian Voivodeship based on
developed assumptions for strategy and
experiences acquired during the URMA project.
During the URMA project, assumptions for
strategy where prepared in the form of
document entitled: "Strategic Perspectives for
the Strategic Perspectives for Elder Flower
Contry" - Program proposals for the
Development Strategy of Central Functional
Zone of Westpomeranian Voivodeship.
Document was prepared by Professor Roman
Galar, co-author of the planning strategies,
among others the one for Wroclaw and Lower
Silesia.
Ewa BALANICKA / 1-6
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13-24
The main characteristics of Central
Functional Zone – Elderflower Country are:
•"Central peripheries" of Westpomeranian
Voivodeship
•18 municipalities, 140 000 inhabitants,
population density 1/3 of the Polish average
•6 small towns, about 10-15 000 inhabitants.,
potentially charming places
•The diameter of the area 40 km (approx. 30
minutes by car)
•Bigger cities distant about 60-90 km, distance
to the main road over 40 km
•Unfavourable demographic indicators
•Poor public transport
•There are no major industries and conditions
for intensive cultivation
•High unemployment, the deficit of jobs and
apathy
•Large forest resources, vast protected areas
•One of the most beautiful Polish regions
•Tourism development significantly below
potential
•The significant role of the military activities
•Negative external stereotypes.
The Mission
• Elderflower Country Strategy will be naturally
part of the common strategies of individual
local governments
• Cooperation within the Elderflower Country
brings added value resulting from
synchronization and mutual complementarity of
local businesses, economies and greater scale
• The development through cooperation in
Poland is a challenge today, both organizational
and mental
• Developing of good practice can be important
on transregional level
The Mission:
Elderflower Country - a model example of the
potential cooperation of neighbouring local
urban-rural governments
• Significant activation of self-sufficiency based
on own resources
• Efficient and cheap public transport system
• Good links with located nearby centres of
growth and transport routes
• Spatial order in the macro and micro level, in
harmony with nature
• Competent use and protection of
environmental resources
• Organic farming with developed agro-tourism
potential
• Safety and attractiveness of services
• Good education for young people (schools!)
and adults
• Effective social care helps the weak and
helpless activate
• Full access to medical services- primary and
secondary levels
• Extensive cooperation of local governments
and residents based on mutual trust
• Merited image of a beautiful land, neat,
friendly and attractive to visitors
We can see following directions of cooperation:
• Demographics: obviousness (you need
someone to try for)
• Education: solid foundation, open minds,
skills for work
• Social capital: confidence, competence,
collaboration, civilizational change
• Public transport: access to work, school and
culture
• Spatial order: the introduction of harmony
and elimination of "glitches"
• Work places: to live for their own earned
money
• Environment: non-invasive use of natural
resources
• Tourism: comprehensive offer for families
and admirers of nature and adventure
• Health: overall perspective of the life cycle
• Image: attractive externally and internally
motivating
• The model for cooperation of local
governments: to develop forms of cooperation
activating the Polish province
Demographics, attract new inhabitants:
Vision
• Living space for 150,000 inhabitants, balanced
demographic
• High level of human and social capital,
coherent and open identity
• Systematically implemented qualitative model
of sustainable development
... young people with a margin trends of
modernity, which can work at a distance, while
seeking peace, closer contact with nature, a
better environment to raise children...
Education, needs:
... subregional network technicians and
vocational schools, including taking into
account local characteristics (tourism,
gastronomy, wood industry, forestry, organic
farming, nursing and social work)
„The Strategic Perspectives of the Elderflower
Country” are the basis for further works to
prepare an integrated Development Strategy for
Central Functional Zone of Westpomeranian
Voivodeship in order to achieve an improvement
of the territorial cohesion of West Pomerania.
Central Functional Zone of WZ as a case study
in research project RURATING in HORIZON
2020
Project Ru-Rating aims to research, prototype
and demonstrate in real relevant conditions a
comparison method (scoreboard) at European
level, allowing to measure in an objective way
the local development rate in terms of social
innovation factors and territorial capital. The
result will be creating an IT platform containing
a tool of scientific algorithm methodology of
measure. It will be an open source available for
all. In addition this platform will be an open
space for the exchange of experience between
the stakeholders of the project (training, elearning, urban-rural partnership). The area
where this platform will be tested within
Westpomeranian Voivodeship is Central
Functional Zone, comprising of the following
municipalities: Czaplinek, Drawsko Pomorskie,
Ostrowice, Kalisz Pomorski, Wierzchowo,
Złocieniec, Łobez, Dobra, Resko, Węgorzyno,
Radowo Małe, Rąbino, Sławoborze, Brzeżno,
Połczyn Zdrój and Świdwin. This municipalities
have signed the respective intention letters.
Central Functional Zone of Westpomeranian
Voivodeship is also important case study in new
projects submitted within the Central Europe
programme and also a case study in student’s
programme at Szczecin University.
A meeting with the representatives of local
communities from Central Functional Zone of
Westpomeranian Voivodeship was held in June
2015 in Połczyn Zdrój in order to present new
possibilities of further cooperation and also the
works of students from Szczecin University
concerning the core cities of the Central Zone
of Westpomeranian Voivodeship.
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Cross Border Metropolitan Region
of Szczecin
area of Western Poland is developing very
intensively and the area on German side of the
border should be developing like that as well.
The elaboration of aims and precise guidelines
will simplify setting-up a catalogue with
consideration of using structural funds until
year 2020.
The work on this project was supervised by
polish-german Steering Group, which has met 8
times during this project (since 2012). Thanks to
that, it was possible to learn about planning
systems on both sides of the border and to
know potential partners, who could help with
the implementation of the project.
Justyna STRZYŻEWSKA
Lothar SÄWERT
Ministerium für Energie, Infrastruktur und
Landesentwicklung Mecklenburg –
Vorpommern
View Presentation
1-12 Lothar Säwert:
The social and
economical potential of Szczecin and its
situation on the border gave the opportunity of
co-operation and development of the region, for
which Szczecin is core and which covers the
areas on both sides of the border. Common
features and differences were the topic of the
discussion, held within the work on
Development Concept of Cross-border
Metropolitan Region of Szczecin.
The partners of the project on polish side were:
Zachodniopomorskie Voivodship, the City of
Szczecin, the City of Świnoujście, the
Association of the Szczecin Metropolitan Region,
the Association of Polish Municipalities
Euroregion Pomerania, and on German side the
representatives of the ministries responsible
for spatial planning in MecklenburgVorpommern, Brandenburg and Berlin and
regional planning associations of Vorpommern,
Mecklenburgische Seenplatte and as well as
the Association of Municipalities Europaregion
Pomerania e.V. Regional Office for Spatial
Planning was responsible for co-ordination on
polish side.
Main aim of this intensive, common work was to
initiate some action, which would influence the
development of polish-german borderland. The
In order to get to know the spatial problems
and aspirations of the cities in the Metropolitan
Region, field trips in 10 chosen cities took place,
where it was possible to have a discussion with
the local authorities and planners. The steering
Group has chosen 5 thematic fields, that were
elaborated during the first stage of this project.
Those thematic fields are: (1)„Regional
transport and mobility”, (2)„People – Culture –
Language – Work”, (3)„Showcase region of
renewable energy”, (4)„Situation by water”, and
(5)„Functions of the cities”.
(1) „Regional transport and mobility” – The base
for the development of transportation
infrastructure in TRMS improvement of the
connection between Szczecin and Berlin as well
as efficient public transport, which should have
a cross-border dimension in the future. In the
map Directions of strengthening the
endogenous and exogenous co-operation
Szczecin is presented in context of
transportation and communication networks in
Europe. Another element of this map is Via
Hanseatica, which is a connection between
hanseatic cities from East to the West and to
the North. Szczecin is situated in the middle of
this route and that makes it a perfect junction.
(2) „People – Culture – Language – Work”. In
this topic, among the other things, the question
of bilinguality and demographic issues were
discussed. The following map presents, how
difficult the demographic situation in both parts
of the region is. Within the project it was
discussed, how the further drain of people
should be prevented and how to face the effects
of the demographic changes.
(3) „Showcase region of renewable energy”.
TRMS has particularly big potential in field of
renewable energy sources. Due to the climatic
changes, EU strives toward the reduce the
energy consumption and to increase the use of
renewable energy sources. TRMS plans to
support the undertakings in the field of using
different energy sources and to become the
showcase region in field of realizing the
undertakings, which are adapted to its
conditions. Experience exchange is very
important, as well as the possibility of (crossborder) dissemination of the showcase
undertakings. The Region is considered as a
potential leader in the area of research and
development of renewable energy sources in
EU.
Justyna STRZYŻEWSKA / Lothar SÄWERT / 1-6
Koncepcja rozwoju Transgranicznego Regionu
Metropolitalnego Szczecina
Entwicklungskonzept Metropolregion Szczecin
Justyna Strzyżewska
Regionalne Biuro Gospodarki Przestrzennej Województwa
Zachodniopomorskiego
Raumplanungsbüro der Wojewodschaft Westpommern
Lothar Säwert
Ministerstwo Energii, Infrastruktury i Rozwoju Regionalnego Meklemburgia Pomorze Przednie
Ministerium für Energie, Infrastruktur und Landesentwicklung MecklenburgVorpommern
Szczecin, 10 września 2015 r.
1
2
Partnerzy Partner
3
4
Pozycjonowanie Positionierung
Cele
Ziele
Rozwój regionu metropolitalnego jako wspólnego
obszaru gospodarczego w Europie
Positionierung der Metropolregion als
gemeinsamen Wirtschaftsraum in Europa
Wspólne priorytety dotyczące głównych założeń,
uściślenie zakresu tematycznego oraz określenie
granic regionalnych
Gemeinsame Schwerpunkte als leitbildhafte
Thesen, thematische Vertiefung und regionale
Konkretisierung
Wielobranżowa współpraca w celu wykorzystania
potencjału transgranicznego
Zusammenarbeit zur Nutzung der
grenzüberschreitenden Potenziale
Katalog środków i projektów z uwzględnieniem
nowego okresu funduszów strukturalnych 2014 2020 Unii Europejskiej
Katalog mit Maßnahmen und Projekten unter
Berücksichtigung der neuen EUStrukturfondsperiode 2014 – 2020
Polsko-niemiecka grupa sterująca
Polnisch-deutsche Steuerungsgruppe
5
6
Proces
Prozess
Zagadnienia
Themen
Czas trwania: początek 2013 roku – lato 2015
Laufzeit Frühjahr 2013 bis Sommer 2015
 Ludzie – kultura – język – praca
 Menschen-Kultur-Sprache-Arbeit
Ciągłość w polsko-niemieckiej grupie sterującej osiem spotkań od 2013 roku
Kontinuität in der deutsch-polnischen
Steuerungsgruppe – acht Treffen seit
2013
 Komunikacja publiczna i transport
regionalny
 ÖPNV und Regionalverkehr
 Położenie nad wodą
 Lage am Wasser
Wizyty partnerskie w miastach i zwiedzanie
miast; wyjazdy studyjne (około 10)
Vor-Ort-Besuche in Städten und
Stadtexkursionen (ca. 10 x)
 Funkcje miast i gmin
 Funktion der Städte und Gemeinden
 Region Modelowy Energie Odnawialne
 Modellregion Erneuerbare Energien
Koncentracja tematyczna – pięć obaszarów
tematycznych / własne zajęcia warsztatowe
(około 10)
Thematische Konzentration auf fünf
Handlungsfelder Themen / eigene
Werkstattgespräche (10 x)
Wspólne opracowanie sprawozdania / redakcja /
layout
Gemeinsame Berichtserarbeitung /
Redaktion / Layout
7
8
Komunikacja publiczna i transport regionalny ÖPNV und Regionalverkehr
Ludzie – kultura – język – praca Menschen-Kultur-Sprache-Arbeit
9
10
OF Strefa Przygraniczna (po stronie
niemieckiej przestrzenny zasięg
kompetencji związków planistycznych
uczestniczących w działaniach na
rzecz TRMS).
Region Modelowy Energie Odnawialne Modellregion Erneuerbare Energien
11
12
13-18
Justyna STRZYŻEWSKA: The
TRMS area was always identified within the
policy of West Pomerania and in the current
works on updating the Spatial Management
Plan of Westpomeranian Region it is taken into
consideration as the functional area of the
borderland zone. During work on the Concept,
for each of the thematic fields a list of outputs
and key-projects was established. The list is not
closed, the outputs point some direction of
further actions and within those outputs new
projects can be defined.
(4) „Situation by water”. Situation by water and
its maximal use is the starting point for further
development actions within the TRMS area. It
provides a competitive advantage, that comes
form the access to the sailing basins: Baltic Sea,
Szczecin Lagoon, lakes, rivers. Considered as a
strengths of the region, it is reflected in the
spatial policies of the cities, like Szczecin,
Świnoujście, Stralsund or Greifswald. The
benefits in this area can be seen in the context
of the settlement, economy and tourism.
In this thematic field three main issues were
identified:: (4.1) urban silhouette of the cities in
context of waterside areas, (4.2) sea and inland
ports and (4.3) water tourism.
(4.1) Urban development of the waterside areas
The example of the urban policy of the city of
Greifswald shows, what are the tendencies of
the urban changes based on waterside areas
and regained industrial areas. Those areas are
taking over the function of the city centre. The
city policy is based on coming back to the
centre, on elimination of part of the multifamily houses in the suburbs, recreating and
rebuilding old city tissue, revitalizing housing
areas and above all on coming back to the river
Ryck and creating new city centre in the old
industrial area.
Exemplary project in this thematic field (4.1) is
the study of waterside areas in TRMS. In this
project there should be phrased: common
needs in the field of revitalizing of waterside
areas, including public spaces with high
meaning for the image of the city and best
practices in the area of realizing and
transformation of the waterside areas.
(4.2) Sea and inland ports in TRMS
Big potential of the region can be found in the
maritime economy, including sea ports. The
presence of the ports increases the investment
attractiveness of the whole area. The biggest
port on polish side is in Świnoujście, then
Szczecin, Police, on German side in Sassnitz
and Stralsund. To the West of TRMS, in the
neighbourhood region, the port in Rostock is
located. It has a big influence on conditioning of
the whole area.
Because of good accessibility and presence of
Odra River, the big potential exists in inland
ports as well. Thanks to the connection with
Oder-Havel Canal, it has beneficial connection
with Berlin and the western part of the
European continent. Odra is a borderland river
and this requires common solutions, that will
integrate transportation systems of Poland and
Germany. As a project, the modernization of the
hydro technical infrastructure of the Odra
Waterway on the stretch between SzczecinHohensaaten, which would make the
development of the inland transportation on
both sides of the border possible.
(4.3) Development of the water tourism. The
actions in this field were focused not only on
economical potential of the situation by water,
but also on possibility of using it for the outputs
connected with tourism and recreation. The
possibility of practicing water tourism is a
distinctive value and is the cause of the
attractively of living and spending free time in
TRMS. On polish side there are about 2.000
mooring places, on German side about 3.400.
1.
Rozwój urbanistyczny obszarów
nadwodnych / Development of the areas
situated by water
2.
Porty morskie i śródlądowe na obszarze
TRMS / Sea and inland ports
3.
Rozwój turystyki wodnej / Development of
water tourism
Położenie nad wodą / Situation by water
≡
Świnoujście
≡
Stralsund
≡
Kamień Pomorski
≡
Gryfino
≡
Schwedt
≡
Greifswald
≡
Goleniów
≡
Stargard Szczeciński
≡
Police
≡
Stepnica
≡
Neubrandenburg
13
Rozwój urbanistyczny obszarów nadwodnych /
Development of the areas situated by water
14
≡
Nowe mieszkania nad rzeką Fluss Ryck – wykorzystanie potencjału
położenia nad wodą / New appartments by Ryck River – using the
potential of the location by water
≡
Waloryzacja byłych terenów przemysłowych na wschód od starego
miasta / Valorisation of former industrial areas located on the east
side of the Old Town
≡
Powstanie nowego centrum miasta pomiędzy rzeką Ryck i starym
miastem do 2017 / Creating new city centre between Ryck River and
Old Town till 2017
Greifswald
15
16
Rozwój turystyki wodnej /
Development of water tourism
Porty morskie i śródlądowe /
Sea and inland ports
≡
Walory turystyczne / touristic advantages:
≡
Akweny: Zalew Szczeciński, Odra, Jezioro Dąbie doskonałe miejsce do uprawiania żeglarstwa / Areas of
water: Szczecin Lagoon, Odra River, Dąbie Lake –
perfect place for sailing
≡
obszar wybrzeża Bałtyckiego / Baltic coast
≡
uzdrowiska w Świnoujściu i Kamieniu Pomorskim po
stronie polskiej / health resorts in Świnoujście and
Kamień Pomorski on polish side
≡
cesarskie uzdrowiska w Ahlbeck, Heringsdorf i Bansin po
stronie niemieckiej / imperial seaside resorts in Ahlbeck,
≡
Heringsdorf and Bansin on german side
Zachodniopomorski Szlak Żeglarski / Westpomeranian
Sailing Route
≡
≡
≡
unikalny i rozpoznawalny w skali europejskiej
produkt turystyczny / unique and recognizable
touristic product in european scale
sieć przystani i marin wraz z całym zapleczem
niezbędnym do obsługi ruchu turystycznego /
network of marinas and havens with whole
infrastructure for touristic services
Transgraniczny Klaster Wodny Szlak Berlin- SzczecinBałtyk) / Cross-border cluster Water Route BerlinSzczecin-Bałtyk
obsługa rejsowych statków pasażerskich tzw.
cruiserów lub wycieczkowców / services for cruisers
Port Jachtowy w Wapnicy Źródło: Zachodniopomorska Regionalna Organizacja
Turystyczna
Port Jachtowy w Kamieniu Pomorski
Źródło: http://www.panoramio.com/user/ -autor M. Pytka
17
18
19-32
Establishing common regional
touristic products connected with water
tourism is supposed to strengthen the network
of different actions did in favour of water
tourism, like development of Sailing Route
Berlin-Szczecin-Bałtyk and other potentials,
which are coming out from the situation of
TRMS by water. Those actions would help in
establishing the common “waterside identity” of
the inhabitants of TRMS.
(5)„ Functions of the cities”.
The cities create the network of functional and
spatial connections. People should be coming
closer to this network. The main output of this
thematic field is to support metropolitan
functions through the analysis of the functional
structure of the cities and their connections.
That will help to include TRMS in European
network of the cities better.
The analysis showed, that for example, there is
still not enough apartments on polish side,
while on German side there is a problem of
shrinking cities. This problem was often a topic
of discussion during many different
conferences: how to stop the problem of
suburbanization and depopulation of the
downtowns, how to manage downtown area
properly so the city would be a common space
as well as active culturally, economically and
socially?
The research on the functioning of the cities
would help to define the possibility of optimizing
the public services and connections between
the cities. On polish side the biggest cities are
Szczecin, Świnoujście, Stargard Szczeciński,
Police, Goleniów, and on German side
Stralsund, Greifswald, Neubrandenburg. It
should be noticed, that in the regional policy
Stralsund and Greifswald are perceived as one
planning area, a duopol. Priorities in this areas
were researched during the mentioned field
trips. The cities, that were visited are: Pasewalk,
Schwedt, Neubrandenburg, Wolin and
Świnoujście, Greifswald, Stralsund, Kamień
Pomorski, Stargard Szczeciński and Szczecin.
Summary.
We will be concentrating now on diffusing the
Concept on municipal level, so the realization of
the projects would be possible and the
inhabitants could feel, that planning is
something real and that it gives impulses, that
can be realized together.
Among the biggest achievements of the polishgerman co-operation during the work on this
concept are:
- better understanding of the structures of the
cities and settlement structures, aims and
challenges for the cities of the region;
- intensive exchange of the specialist ideas
and extension of knowledge in five chose
thematic fields;
- exchange of the ideas in topic of specification
and implementation of the individual thematic
fields;
- bigger commitment of the local level and
improvement of social communication, among
the other things, through the field trips.
Sumaryczna ilość miejsc
postojowych w marinach
1998 PL
3396 DE
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
Studium miejskich przestrzeni nadwodnych w obszarze TRMS. /
Study for urban areas situated by water in the Region
2.
Analiza możliwości współpracy, konkurujących na co dzień, portów morskich w
obszarze TRMSZ. /
Analysis of co-operation possibilities of usually competenting sea ports in the
Region
3.
Modernizacja zabudowy hydrotechnicznej Odrzańskiej Drogi Wodnej (ODW) /
Modernization of hydrotechnic infrastructure of Odra Waterway
4.
Wykreowanie wspólnych regionalnych produktów turystycznych. /
Creating common regional tourist products
5.
Projekty współpracy międzynarodowej pomiędzy nauką i światem
gospodarczym. / Projects of international co-operation between science and
economy.
20
Propozycje projektów /
Propositions of projects :
1.
Lokalizacja marin - Sumaryczna ilość
miejsc postojowych
w marinach w danej miejscowości
PL Szczecin
545
DE Kröslin
500
DE Putbus
400
DE Uckermünde
350
PL Świnoujście
300
PL Kamień Pomorski
280
PL Stepnica
250
DE Stralsund
250
DE Schaprode
220
DE Lubmin
180
DE Gustow
157
DE Vitte
150
PL Trzebież
120
DE Sagard
120
PL Kołobrzeg
100
DE Wolgast
95
DE Gager
80
…
…
…
Funkcje miast / Functions of the cities
21
22
Priorytety polityki przestrzennej Case Study
Pasewalk i Schwedt
23
Wolin i Świnoujście
24
≡ Schwedt – przykład realizacji polityki miasta
kurczącego, ochrona centrum miasta, likwidacja
zabudowy peryferyjnej
Greifswald i Stralsund
Stargard Szcz. i Szczecin
25
≡ Wolin – miasto turystyczne, odbudowa
historycznych kwartałów w centrum i rewitalizacja
starego rynku
26
≡ Świnoujście - ekspansja nowej zabudowy
w kwartałach nadmorskich, obszar uspokajania
ruchu w centrum
27
28
Propozycje projektów
Propositions of projects :
• Analiza struktury funkcjonalnej systemu osadniczego /
Analysis of the functional structure of the settlement system
• Analiza występowania komplementarnych funkcji metropolitalnych
Szczecina w ramach TRMS i powiązań z innymi obszarami
metropolitalnymi /
Analysis of existence of complementary metropolitan functions in the
Region and their connections with other metropolitan areas
• Zbadanie polityki rozwoju miast na studiach przypadku wybranych miast
regionu /
Research of urban development policies of the chosen cities from the
Region
• Stworzenie wspólnej mapy obszarów inwestycyjnych dla Regionu /
Creating common map of the investment areas for the Region
29
30
Droga jest celem!
 Wypróbowanie współpracy
 Erprobung der Zusammenarbeit
 Lepsze zrozumienie struktur miast i
struktur osadniczych, celów i
wyzwań miast i regionów
 besseres Verständnis über Stadt- und
Siedlungsstrukturen, Ziele und
Herausforderungen der Städte und
Regionen
 Intensywniejsza wymiana
specjalistycznych poglądów na
poszczególne tematy
Dziękuje za uwagę …
Der Weg ist das Ziel !
 vertiefter fachlicher Austausch zu
einzelnen Themen
 Wymiana poglądów dotyczących
konkretyzacji i wdrażania
poszczególnych obszarów działania
koncepcji rozwojowej
 Austausch zur Konkretisierung und
Umsetzung der einzelnen
Handlungsfelder im
Entwicklungskonzept
 Większe zaangażowanie szczebla
lokalnego oraz poprawa komunikacji
poprzez m.in. wyjazdy studyjne
 stärkere Einbindung und
Kommunikation mit der kommunalen
Ebene durch Stadtexkursionen
arch. Justyna Strzyżewska
Lothar Säwert
31
32
Koszalin - Kołobrzeg - Białogard
Functional Zone
Tomasz CZUCZAK
Secretary of Koszalin
View Presentation
1-12
Ladies and gentleman I will try not to
really compete with lunch and I will try to
deliver my presentation as quickly as possible
and I would like to tell you about the functional
area which is called the Koszalin-KołobrzegBiałogard Functional Area which is situated in
the this very part of the region. It is situated in
the north east part of the Western Pomerania
region and just as previously the Professor
referred to the capital of the region is situated
at one edge and the second largest city in the
region is on the other edge situated roughly 150
kilometres away and there is more 200
kilometres towards the most eastward corner
so the influence of the capital of the region on
these areas is virtually none. These areas are
not well linked with the capital of the region and
that’s why the idea was developed partially
based on funding available during this EU
budget period in order to formalize cooperation
between local governments of Koszalin,
Białogard and Kołobrzeg and 16 other
municipalities situated in the area.
This is precisely the area of KoszalinKołobrzeg-Białogard Functional Area. What we
will manage to achieve in a couple of years we
need to wait and see, it is a very new body
created, an agreement was signed involving 19
local governments in 2014, an agreement
underlying cooperation and integration within
this area. And there are two types of areas that
can be distinguished within the zone. The
northern part is the coastal strip, quite rich
coastal municipalities with the city of Kołobrzeg
which is the largest spa resort in Poland,
54,000/56,000 inhabitants, quite a rich
municipality, very prosperous, and rural
municipalities of Mielno quite rich, their
economy is based on tourism.
Yet another large city is Koszalin, more than
100,000 inhabitants, a centre with all major
institutions necessary in order to develop the
region including universities, hospitals, the
philharmonic house theatres and similar
institutions and organizations which enable not
only to work but also to enjoy free time after
work. And the southern area which is a poor
area mainly consisting of towns and villages
which still 25 years ago were occupied or
included in the large state owned agricultural
enterprises, the so called PGRs. There was
never specific support provided for the area so
the number of issues accumulating in this area
is quite similar to those roughly 25 years ago
when mainly people there remain still
unemployed whereas in this municipality there
is virtually no unemployment which is at the
level of 87% or to make it more real 3%
whereas unemployment reaches roughly 20%.
So we would like to focus on how to stimulate
that area in order promote economic
development within the entire area occupied or
inhabited by more than 300,000 inhabitants
occupying an area of 3,175 km2.
So the cooperation should be based on the
following activities - activities promoting
enterprise, generating new tourist products for
instance, as I have mentioned previously the
tourist traffic concentrates on the coastal strip,
during summer season it attracts several
hundred thousands of tourists and we would
like those tourists to be attracted at least for a
day or two into the heart of this area in order to
promote tourism beyond the coastal strip but in
order to do that we need to develop tourist
products attracting people from the coastal
strip so people can use trains, cars or bikes and
move elsewhere beyond the coastal strip. This
is one of our goals.
Another goal is to develop the road
infrastructure, infrastructure which will
connect this region with the rest of the province
because at the moment it is excluded in terms
of transportation, there are no major roads
passing through that area. Road numbers 6 and
number 11 exist in this area, these are the
national roads but only recent decisions made
by the government will promote the
development of S6 from Szczecin to Gdansk.
Definitely this will help to provide a link
between our area and the rest of the province,
and S11 the one going from the north of the
area to the south of the country is going to be
developed up to the expressway standard and
we expect that this will further promote the
development and growth in the area.
In order to create good conditions for the
development of enterprise we have €10 million,
it is an error it is actually €5 million for our
area from the regional operational programme
and we would like to designate the funding to
our entrepreneurs to create tourist products
attracting people to the area and extending the
tourist season within the area. And
municipalities would like to promote and
develop conditions for the development of
companies, strengthening economic zones.
Since decisions were made on the development
of expressways the economic zone of Koszalin
attracted a lot of attention and the funding from
the regional operational programme will be
used to develop already planned projects and
new projects that we consider valuable in order
to promote economic development, to attract
investors and enterprises to the area. So the
development of infrastructure in special
economic zones and educating staff for future
companies is yet another important goal for the
functional area.
We would like all 19 municipalities to develop a
uniform comprehensive career advisory system.
We are very glad that young people tend to
select engineering schools, technical schools at
the secondary level and we know from our
discussions with investors and companies that
it is necessary to develop staff for the future
operation within the area. That’s why we plan to
create two education centres, vocational
educational centres educating staff catering for
the need of investors in the area. One centre is
going to be based in Koszalin, another in
Kołobrzeg specializing in specific areas. In
Kołobrzeg the centre will focus on the hotel and
spa businesses educating staff for hotels and
various other services, whereas in Koszalin the
centre will focus on industrial skills such as
metal machining, fish processing because in
the area there are two large fish processing
companies, Royal Greenland and Espersen and
they really need a large number of employees
because they are expanding their operations,
that’s why we plan to specialize in those
professions in order to provide sufficient
number of employees for those companies.
As regards education and education facilities
we also plan to improve the organization of the
education system and improve the quality of
education so our young people enjoy good level
of knowledge and skills that will be later used
on the labour market. As regards road
infrastructure there are a number of needs
around shortage of funding so we will try to
implement those goals as much as we can,
developing access roads to those expressways
and definitely the funding available for that
purpose is too small. We would like to improve
access to our port to improve the significance of
the port of Kołobrzeg for the entire region of
Western Pomerania.
Of course I could continue for quite some time
but we are pressed for time so let me finish at
this point and thank you very much for your
attention.
Tomasz CZUCZAK / 1-6
Zintegrowane Inwestycje Terytorialne
w województwie zachodniopomorskim
Zintegrowane Inwestycje Terytorialne dla Koszalińsko-KołobrzeskoBiałogardzkiego Obszaru Funkcjonalnego
Westpomeranian Integrated Territorial Investments
Integrated Territorial Investments for Koszalińsko-Kołobrzesko-Białogardzki
Functional Area
•
19 gmin
19 communities
-
3 gminy miejskie
6 gmin miejsko-wiejskich
10 gmin wiejskich
•
300 tys. mieszkańców 300
thous. local inhabitants
•
Powierzchnia 3175 km2
Area 3175 km2
Źródło: Biuletyn Informacyjny RPO WZ
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2
Porozumienie międzygminne z dnia 28 marca 2014 r.
Działania realizowane przez ZIT KKBOF
A gmina agreement of 28 March 2014
Actions implemented by ITI KKBOF
Tworzenie warunków
dla rozwoju
Przedsiębiorczości
CELE STRATEGICZNE
•
Enhancing the
competitiveness
of businesses
współpraca i integracja na obszarach funkcjonalnych miast:
cooperation and integration in the cities of functional areas:
RPO WZ
Infrastruktura
drogowa
Koszalin, Kołobrzeg i Białogard
40 mln €
Road infrastructure
•
Wzmacnianie
konkurencyjności
przedsiębiorstw
Creating conditions
for entrepreneuship
development
Strategic objectives
realizacja zintegrowanych projektów na terenie KKBOF
Transport
Niskoemisyjny
Low-emission transport
implementation of integrated projects in KKBOF area
•
zwiększenie wpływu miast i ich obszarów na realizację działań
w ramach polityki spójności
Edukacja zawodowa
vocational education
increasing the impact of cities ad their areas on the implementation of cohesion policy
Edukacja
przedszkolna
i rozwój
placówek szkolnych
Preschool education
and the development
of school facilities
3
4
Wzmacnianie konkurencyjności przedsiębiorstw
Tworzenie warunków dla rozwoju przedsiębiorczości
Enhancing the competitiveness of businesses
Creating conditions for entrepreneurship development
RPO WZ
5 mln €
RPO WZ
10 mln €
wrażanie innowacyjnych produktów i usług przez MŚP
implementation of innovative products and services by SME’s
podniesienie atrakcyjności inwestycyjnej obszaru KKBOF
nowe miejsca pracy
Increase the investment attractiveness area of KKBOF area
Zakładany efekt promowanie przedsiębiorczości
the expected effect
Zakładany efekt
Promoting entrepreneurship
the expected effect
tworzenie nowych firm
new work places
wzrost efektywności i konkurencyjności lokalnych firm na rynku
regionalnym, krajowym i międzynarodowym
increase in efficiency and competitiveness of local companies in regional,
national and international markets
Creation of new firms
5
6
1
Tomasz CZUCZAK / 7-12
Transport niskoemisyjny
Infrastruktura drogowa
Low-emission transport
Road infrastructure
RPO WZ
RPO WZ
15 mln €
4 mln €
nowe parkingi typu P&R
new parking lots P&R
usprawnienie transportu przez przebudowę dróg lokalnych
Zakładany efekt regionalne ścieżki rowerowe
the expected effect
Zakładany efekt
improve transport by reconstruction of local roads
the expected effect zintegrowanie sieci dróg lokalnych z drogą ekspresową S6
integration network of local roads with expressway S6
regional bike paths
nowoczesny i ekologiczny tabor autobusowy
modern and eco-friendly bus fleets
7
8
Edukacja przedszkolna i rozwój placówek szkolnych
Edukacja zawodowa
Preschool education and the development of school facilities
vocational education
RPO WZ
RPO WZ
4 mln €
2 mln €
dodatkowe kursy i staże dla uczniów szkół zawodowych
podniesienie jakości nauczania
Zakładany
efekt
the expected effect
additional courses and internships for students of vocational schools
improving the quality of teaching
Zakładany efekt poprawa współpracy z pracodawcami
rozwijanie kompetencji cyfrowych uczniów i nauczycieli
development of digital literacy of pupils and teachers
the expected effect
lepsza oferta zajęć dodatkowych
improvement of cooperation with employers
nowe, branżowe Centra Nauczania Praktycznego
new professional Practical Learning Centres
better extra-curricular activities offer
9
10
Wdrażanie ZIT KKBOF
Implementation ITI KKBOF
Dziękuję za uwagę
Thank you for attention
Tryb naborów wniosków realizowanych przez ZIT KKBOF
Calls of proposals types implemented by KKBOF
Tryb konkursowy
Tryb pozakonkursowy
Competitive type
Non-competitive type
zgodnie z Harmonogramem
naborów wniosków
określony przez
Instytucję Zarządzającą
as planned by calls for proposals schedule
defined by Managing Autority
realizacja inwestycji
zgodnie z listą
projektów strategicznych
realization of investments in
accordance with the
list of strategic projects
Urząd Miejski
75-007 Koszalin
Rynek Staromiejski 6-7
Tel.: (+48) 94 348 98 00
Fax.: (+48) 94 342 24 78
www.koszalin.pl
Sekretarz Miasta Koszalin
Tomasz Czuczak
um.koszalin@um.koszalin.pl
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DRAFT PROCEEDINGS

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