Port gdański na przełomie XX i XXI w.

The port of Gdansk located at the mouth of the Vistula has a tradition of over
\na thousand years and is firmly connected with both the Polish and world sea trade.
\nIn 1970s construction of a new deep-water Northern Port was started. The next
\ndecade was less favourable when an economical and political crisis adversely affected the size and structure of the port turnovers. A new period for the port of
\nGdansk started after 1989.
\nAt present the port of Gdansk is the biggest port on the Baltic Sea, capable of
\nservicing ships of "Balti-max" class. The port consists of two parts - the inner port
\nlocated at the mouth of the Martwa Wisła (the Dead Vistula) and the outer port -
\nprotruding into the sea, modern, deep-water Northern Port capable of servicing
\nships up to 150 thousand tons of dead-weight capacity and draught up to 15 m. Two
\nspecialist transhipment terminals were located here - of coal and liquid fuels (rebuilt
\nin 1998). The second terminal is linked by a system of pipelines with the Refinery
\nof Gdansk, with the Petrochemistry of Płock, with Russia and with refineries
\nin Germany.
\nThe size of transhipments in the port of Gdansk remained at the level of
\n16.5-20.5m tons in 1995-1999. It is not much in comparison with transhipment capacity of the port that is 55m tons. Through the ferry terminal of PZB (Polska
\nŻegluga Bałtycka - Polish Baltic Navigation) pass yearly from 97 thousand to 125
\nthousand passengers.
\nRegular sailing lines link the port with ports of Sweden, Germany, Great
\nBritain, Turkey, Egypt, the Red Sea, India Sea and the Caribbean.
\nA forecast for transhipment turnovers of the port of Gdansk until 2010 assumes
\ntwo variants. A pessimistic variant takes, among others, an assumption of
\nmaintaining the land character of trade exchange of Poland and lack of development
\nfor transport links between the port and the hinterland
\nAn optimistic variant forecasts a favourable pace of the country's economic
\ngrowth, a high increase in turnovers of the Polish foreign trade, especially in exports.
\nAn increase in competitiveness, a development of all fields of activity in the
\nport, a full use of the port space, and improvement of transport links with the hinterland
\n- all this will substantially affect an increase in transhipment turnovers.
\nImportant advantages to achieve such assumptions are proper bathymetric
\nconditions and free terrain in the outer port, enabling location of large investments.
\nIn 1998 a terminal for import of liquid petrochemical gas (LPG) was opened.
\nRudoport (Oreport) and Europort will operate a modernised ore pier. Rudoport is
\ngoing to import iron ores. In autumn of 2000 Europort will start its operation; it is a
\nmodern terminal of transhipment of grain and feed. It will serve for transhipment of
\ngrain and feed coming from Canada and the USA, and going to states of the former
\nUSSR, Poland, the Czech Republic, Slovakia and Hungary.
\nThe next investment will be a terminal of liquid chemical and oil-derived
\nproducts. Further plans forecast construction of a terminal for natural gas (LNG).
\nA novelty in the port is to be a huge container terminal with a yearly transhipment
\ncapacity of 500 thousand TEU. Container ships carrying up to 6 thousand
\nTEU will be able to harbour here. It will cover a few dozen hectares in the Northern
\nPort. In the hinterland of the terminal the Baltic Logistic Centre will come into being.
\nA condition for development of the forecast investments is the fastest possible
\nconstruction of the highway A-l and linking it with the port. In mid-1999 construction
\nof a bridge over the Dead Vistula was started. The bridge will be a fragment
\nof a new ring road that will link the port with exit roads in the direction of
\nWarsaw, Bydgoszcz and Łódź, and the ring road around the Gdansk agglomeration
\n(then with the highway A-l). For 2002 construction of a tunnel (under the port canal)
\nis planned. This enterprise will eliminate heavy car traffic that has to pass from
\nthe western part of the port through the crowded centre of Gdansk; it will improve
\ntransport within the port itself and will link the western part of the port with the
\nnational road network.
\nImplementation of the presented above plans may substantially contribute to
\nmaking at the same time the oldest and largest port on the Baltic one of the best and competitive ones on the Baltic and European market of sea trade in the coming 21st century.

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