Hafenstädte als Orte gemeinsamer Begegnungen - EST

Hafenstädte
als Orte
gemeinsamer
Begegnungen
Käthe-Kollwitz-Gymnasium, Wilhelmshaven, Deutschland
Gdanskie Autonomiczne Gimnazjum, Danzig, Polen
Adana Ticaret Odasi Anadolu Lisesi, Adana, Türkei
I.E.S. Mediterraneo, Cartagena, Spanien
Juli 2011. Auf der Liste der genehmigten Comeniusprojekte des PAD erscheint zum ersten
Mal der Name des Käthe-Kollwitz-Gymnasiums (heute: Neues Gymnasium Wilhelmshaven ).
Wir dürfen mit der Arbeit an unserem Projekt „Hafenstädte als Orte gemeinsamer
Begegnungen“ beginnen. Unsere Partnerschulen sind „Gdanskie Autonomiczne Gimnazjum“
aus Danzig ( Polen ), „Adana Ticaret Odasi Anadolu Lisesi“ aus Adana ( Türkei ) und „I.E.S.
Mediterraneo“ aus Cartagena ( Spanien ). Da die finanziellen Mittel der nationalen Agentur in
Bulgarien nicht ausreichen, sind unsere Kollegen aus Varna, mit denen wir intensiv an der
Formulierung des Antrags gearbeitet haben, nicht dabei.
Bei unserem ersten Treffen in Adana lernen wir die Kolleginnen und Kollegen, mit denen wir
sonst nur e-mail-Kontakte hatten, persönlich kennen. Es ist eine sehr interessante Begegnung,
da nicht alle dieselbe Sprache beherrschen. So findet die Kommunikation in fünf
verschiedenen Sprachen ( Spanisch, Polnisch, Türkisch, Deutsch, Englisch ) statt.
In den folgenden Monaten beschäftigen wir uns mit den Themen:
Logowettbewerb an allen Schulen für ein gemeinsames Logo
Durchführung einer Fragebogenaktion bei Schülern und Erwachsenen
über die Verbindung zu ihrer Stadt als Hafenstadt
Interviews mit im Hafenbereich beschäftigten Personen
Historische Entwicklung der Häfen
Perspektiven für die zukünftige Entwicklung der Hafenstädte
Die Ergebnisse der einzelnen Arbeitsphasen werden allen Beteiligten bei den Treffen in den
beteiligten Schulen vorgestellt und diskutiert. Die Berichte sind in dieser Broschüre durch die
Beiträge von allen Schulen zusammengefasst.
Durch die Teilnahme an diesem Projekt konnten alle Schüler und Lehrer die Hafenstädte der
beteiligten Partner kennenlernen und neue Erkenntnisse über die eigene Stadt als „Hafenstadt“
gewinnen. Diese Erkenntnisse konnten nur mit der Hilfe kompetenter Partner erworben
werden. Wir bedanken uns dafür bei der „Maritimen Interessen Gemeinschaft“ ( MIG ), bei
Herrn Janssen von der WFG, bei der Wilhelmshavener Hafenwirtschafts-Vereinigung e.V.,
bei der JWP Realisierungsgesellschaft und bei der Marine.
Unser Dank geht auch an die EU, die durch ihr „Programm für lebenslanges Lernen“ und die
Finanzierung dieses Projekts, Schülern und Lehrern die Möglichkeit gegeben hat, andere
Kulturen, andere Lebensweisen, andere Schulsysteme und viele nette und aufgeschlossene
Menschen kennenzulernen.
Manfred Sadowski
( Koordinator )
Im Namen des Neuen Gymnasiums in Wilhelmshaven möchte ich meine Freude
darüber zum Ausdruck bringen, dass die grundlegende Zielsetzung des
COMENIUS-Programms „die europäische Integration gestalten und den
Herausforderungen der Globalisierung begegnen“ in der Zusammenarbeit der
polnischen, spanischen, türkischen und deutschen Schulen erfolgreich in die Tat
umgesetzt wurde. Alle beteiligten Schulen haben mit Begeisterung, Freude und
hohem Arbeitseinsatz diese Grundidee zum Leben erweckt und Europa „im
Unterricht und in der Schule erfahrbar“ gemacht.
Das COMENIUS-Programm und die hierfür von der Europäischen Union zur
Verfügung gestellten Gelder ermöglichen jungen Menschen, sich konkret und
persönlich zu begegnen, sich zu erleben in den unterschiedlichen kulturellen
Kontexten, Gastfreundschaft zu genießen und zu schenken sowie
Freundschaften über die Grenzen des eigenen Landes hinaus zu knüpfen. Die
Schüler/innen konnten die Erfahrung machen, dass es auch bei unterschiedlicher
Muttersprache möglich ist sich zu „verstehen“, ja sogar mehr noch, über das
Verstehen hinaus an einer gemeinsamen Sache zu arbeiten und diese erfolgreich
zu einem Abschluss zu bringen.
Weitere erklärte Ziele des COMENIUS-Programms „die Förderung der Qualität
und der europäischen Dimension der Lehrerbildung“ und die „Verbesserung
pädagogischer Ansätze“ werden bereits durch die Begegnung und den
Austausch der Lehrkräfte untereinander sowie durch den Besuch in den
einzelnen Schulen erreicht. Unterschiedliche Schulsysteme und pädagogische
Konzepte bieten wertvolle Ansätze zum voneinander und miteinander Lernen.
Ich danke allen, die zum Erfolg des Programms beigetragen und geholfen haben,
die wertvolle Grundidee „erfahrbares Europa“ zu realisieren und somit die
jungen Menschen beim Erwerb von Fähigkeiten und Kompetenzen unterstützt
haben, „die für ihre persönliche Entfaltung, ihre Beschäftigungschancen und
eine aktive Bürgerschaft erforderlich sind.“
Anke Steckhan, Schulleiterin des Neuen Gymnasiums
Gdańskie Autonomiczne Gimnasium
Wir freuen uns, dass unsere Schule „Gdańskie Autonomiczne Gimnazjum“ an
dem Projekt „Hafenstädte als Orte gemeinsamer Begegnung“ teilgenommen
hat..
Im Rahmen des Programmes „Comenius“ haben wir enorme Erfahrung
gewonnen, sowohl auf dem organisatorischen Niveau als auch in der
Realisierungsphase der sachlichen Voraussetzungen des Projekts.
Unsere Schüler hatten die Möglichkeit, die gleichaltrigen Jugendlichen aus den
Partnerländern kennen zu lernen. Sie konnten wahrnehmen , wie der Alltag der
andern Hafenstädte aussieht.
Wir wollen unseren Dank aller Schulvertreter der Partnerländer aussprechen.
Wir bedanken uns bei Lehrern, Eltern und Schülern, die an dem Projekt
teilgenommen haben.
Wir danken besonders dem Projektkoordinator Herrn Manfred Sadowski, ohne
dessen Engagement die Realisierung des Projekts unmöglich gewesen wäre.
Agata Kożuszek
Schulleiterin von „Gdańskie Autonomiczne Gimnasium“
IES MEDITERRANEO CARTAGENA SPAIN
“Desde la Dirección del IES Mediterráneo queremos expresar nuestra satisfacción por la
atención recibida por parte del Centro Coordinador para sumarnos a este proyecto que ha
supuesto profundizar en el conocimiento de la actividad portuaria de Cartagena y conocer,
gracias al trabajo y la excelente acogida de los otros Centros, la historia, el arte, las
costumbres y la lengua de los paises participantes.”
“From the School Board of the IES Mediterráneo, I would like to express our satisfaction for
the invitation received from the Coordinator school to join this Project. It has meant deep
research in the knowledge of our harbour . It has also been , thanks to the warm welcome of
all schools, a great opportunity to know the history, art, customs and language from the other
participating countries.”
The IES Mediterranean has demonstrated from the very beginning high motivation,
dedication and concern for active exchange of educational experiences and good teaching
practices between different schools. So, when we received the invitation to join a project to
deepen the knowledge of our city we didn´t hesitate to participate in it.
The School Board unanimously supported our participation in developing this project.
Our port activity and the influence it has exerted on the city: its historical, economic, cultural,
commercial and tourist importance have always been relevant topics in our curriculum.
The purpose of the project was twofold, on the one hand to know the culture, art, language,
cuisine and customs of other European cities, which they had in common with Cartagena just
for the fact of being washed by the sea and on the other hand to achieve deeper historical
knowledge as well as geographical and economic aspects and job opportunities of our city.
From the beginning the interest and motivation to participate in this project have been high in
the student sector and we have had the support of
families for the reception of foreign
students to collaborate on activities that have been designed in the project. It is noteworthy
that the initial objectives have been fully achieved through activities. They have contributed
to the development of students of the following core competences: communication skills,
social and civic competence, information processing, digital competence, learning to learn
and development of autonomy and personal initiative.
Besides, we want to emphasize that the experience has been highly rewarding for our teaching
practice, as we have known over the course of the different methodological approaches of the
centers of the other participating countries and the structure of their education systems and
their way to approach the problem of education in secondary schools.
Finally, on behalf of the entire management team, we want to convey our sincere thanks to all
the people whose commitment and dedication have made the project a reality: to the
Coordinating center who designed it, the centers that
have shared this adventure, our
Teaching Staff and the School Council, local institutions that have collaborated, to families
who have at all times so warmly welcomed students who visited us; German, Polish and
Turkish families who opened their homes and heart to our students, all teachers who have
become involved and especially to the coordinator teachers, Mr. José Francisco Martínez
Manzanera and Ms. Joaquina Pérez Pagán, whose enthusiasm and good work have motivated
and encouraged us in this extraordinary and ambitious learning experience.
Mrs. Inés María Iglesias.
Headmistress of the IES Mediterráneo in Cartagena
ATO – Adana Ticaret Odasi Anadolu Lisesi
Türkisch:
Comenius projesi sonunda gördüklerimizi ve hissettiklerimizi değerlendirdiğimizde, millet
farklılığı gözetmeden insanların birbirini sevdiğini ,gençlerin kaynaştığı ,Avrupa ülkelerinin
Türkiye’yi yeterince tanımadıkları görülmüştür.Ülkelerin devlet politikaları ne olursa olsun
insanların birbiri ile kaynaştığını,birbirini sevdiğini gördüm.Dünya insanlarının gelecekte
mutlu ve huzurlu olması için birbirini sevmesi gerekir.Bu proje de bunu sağlamaktadır.Bu
projeye emeği geçen bütün insanlara sevgi ve saygılarımı sunarım.
Deutsch:
Beim Comenious Projekt haben wir verschiedene Erfahrungen gemacht. Wir haben
gesehen, dass die Leute sich trotz verschidener Nationalitäten lieben können. Die
Jugendlichen haben sich gut verstanden, es wurde aber auch gesehen, dass andere Länder die
Türkei nicht gut kenen. Ich habe gesehen, dass politische Ansichten unwichtig werden, wenn
Menschen sich lieben und verstehen. Damit die Menschen auf der Welt in der Zukunft
glücklich werden, müssen sie sich respektieren. Mit diesem Projekt wird dies verwirklicht.
Deswegen möchte ich allen für ihre Bemühungen herzlich danken.
Englisch:
In assessing what we have seen and felt at the end of the Comenius Project,it was seen that
people love one another,the young get a lot of enjoyement from each other without
considering their cultural differences and the European countries do not know Turkey
enough. I have seen that regardless of what kind of a political system countries may
have,people enjoyed being together and loved one another. Peoples of the world need to love
each other in order that they may have a happy and peaceful life in future.The Comenius
Project serves this need of future generations .I would like to thank to all the people for their
great efforts in the Comenius Project.
Seyh Kasim Garip
Schulleiter ATO – Adana Ticaret Odasi Anadolu Lisesi
Comeniusprojekt "Hafenstädte"
Käthe-Kollwitz-Gymnasium WHV
Fragebogen
Dieser Fragebogen ist für ein Comeniusprojekt von SchülerInnen aus Deutschland, Polen,
Spanien und der Türkei entwickelt worden. Bitte helfen Sie / helft uns bei der Arbeit am
Projekt durch das Ausfüllen des Fragebogens. Es müssen nur die zutreffenden Felder
angekreuzt werden. Wir bedanken uns für die Mitarbeit.
* Erforderlich
Frage 1 * In welchem Land leben Sie / lebst Du?

Deutschland

Spanien

Polen

Türkei
Frage 2 * Ich bin Schüler / Schülerin.

männlich

weiblich

trifft nicht zu
Frage 3 * Ich bin Erwachsene / Erwachsener.

männlich

weiblich

trifft nicht zu
Frage 4 * Ich bin oder jemand aus meiner Familie ist durch Arbeit, Freizeit oder ähnliches mit
dem Hafen verbunden.
1
2
3
4
5
trifft voll zu
trifft nicht zu
Frage 5 * Ich fühle mich wohl in meiner Stadt.
1
2
3
4
5
trifft voll zu
trifft nicht zu
Frage 6 * Ich weiß viel über meine Stadt (Geschichte, Attraktionen, Wirtschaft ...).
1
2
3
4
5
trifft voll zu
trifft nicht zu
Frage 7 * Mit den Kultur- und Freizeitmöglichkeiten in meiner Stadt bin ich zufrieden.
1
2
3
4
5
trifft voll zu
trifft nicht zu
Frage 8 * Meine Hafenstadt ist ein guter Urlaubsort.
1
2
3
4
5
trifft voll zu
trifft nicht zu
Frage 9 * Die im Hafen angebotenen sportlichen und kulturellen Attraktionen nehme ich oft
wahr.
1
2
3
4
5
trifft voll zu
trifft nicht zu
Frage 10 * Der Hafen trägt zur Erhöhung der Anziehungskraft der Stadt bei.
1
2
3
4
5
trifft voll zu
trifft nicht zu
Frage 11 * Die schulische bzw. universitäre Bildung nimmt Rücksicht auf die Erfordernisse
des Hafens.
1
2
3
4
5
trifft voll zu
trifft nicht zu
Frage 12 * Ich kenne mich gut mit den Ausbildungsmöglichkeiten / Arbeitsplätzen im Bereich
des Hafens aus.
1
2
3
4
5
trifft voll zu
trifft nicht zu
Frage 13 * Der Hafen / die Schifffahrt hat großen Einfluss auf mein zukünftiges Leben.
1
2
3
4
5
trifft voll zu
trifft nicht zu
Frage 14 * Der Hafen ist verkehrsmäßig gut mit den anderen Teilen unseres Landes
verbunden.
1
2
3
4
5
trifft voll zu
trifft nicht zu
Frage 15 * Ich reise oft mit einem Schiff / einer Fähre / einem Segelboot.
1
2
3
4
5
trifft voll zu
trifft nicht zu
Frage 16 * Mit der Natur, der Tier- und Pflanzenwelt der Küste kenne ich mich gut aus.
1
2
3
4
5
trifft voll zu
trifft nicht zu
Frage 17 * Der Hafen trägt zum wirtschaftlichen Aufschwung der Region bei.
1
2
3
4
5
trifft voll zu
trifft nicht zu
Frage 18 * Ich kenne die mit dem Hafen verbundenen Wirtschaftsunternehmen.
1
2
3
4
5
trifft voll zu
trifft nicht zu
Frage 19 * Der Hafen nimmt im internationalen Vergleich eine herausragende Position ein.
1
2
3
4
5
trifft voll zu
trifft nicht zu
Frage 20 * Unser Hafen ist das Tor zur Welt.
1
2
3
4
5
trifft voll zu
trifft nicht zu
QUESTIONNAIRE
KNOWLEDGE ABOUT OUR HARBOURS
Elements to be analysed:
100 people chosen at hazard
80 students, 20 adults
50 women, 50 men
1: I Strongly Agree 5: I Disagree
INTERVIEW MIT DEM HAFENKAPITÄN
Wie sind sie zu ihrem Beruf gekommen?
Zuerst war ich lange Zeit Kapitän. Nachdem ich eine Familie gegründet habe, habe mir dann
einen Job an Land gesucht, wodurch ich zu N-Ports gelangte.
Können sie an exemplarischen Beispielen deutlich machen, welche Berufe man bei der
Marine ausüben kann und welche Aufstiegschancen man hat?
Es gibt viele verschiedene Berufe bei der Marine. Es gibt beispielsweise einen Hafenkapitän
und Stellvertreter, einen Hafenmeister, 6 Hafenkontrolleure, 2 Gefahrgutkontrolleure, 2 Mann
Besatzung beim Aufsichtsboot und einen Hafenwärter.
Gibt es vergleichbare Berufe bei der Marine/ in der freien Wirtschaft?
Es gibt eine Landesbehörde für den Landeshafen, das sind wir. Es gibt auch eine
Hafenbehörde für den städtischen Hafen und einen Hafenkapitän bei der Marine, welcher
jedoch andere Aufgaben hat.
Gibt es spezielle Berufe für Frauen?
Nein, es gibt keine speziellen Berufe für Frauen, aber da Seemann ein eher männlicher Beruf
war, gibt es dort mehr Männer. Allerdings nicht ausschließlich, es gibt auch zwei Frauen die
dort arbeiten.
Welche schulischen Vorrausetzungen Muss man erfüllen um im Hafen zu arbeiten?
Das kommt auf den Beruf an, den man ausüben möchte. Für den Hafenkapitän braucht man
das Seemannspatent, man aber mindestens Schiffsmechaniker fürs Wachboot sein, um im
Hafen zu arbeiten.
Wie lange dauert eine Ausbildung im Hafen?
Es ist keine direkte Ausbildung, aber zum Nautiker baucht man 8 Semester.
Bieten sich auch Aufenthalte im Ausland während der Ausbildung an?
Wie bereits erwähnt gibt es keine direkte Ausbildung aber während der aktiven Fahrzeit ist
man natürlich im Ausland.
Interview with the captain of the port
How do you find this job?
At first i was Captain of the port.After i raise a family i deside to make a job ashore, whereby
i reach to N-Ports.
Do you can make clear what kind of different professions you can do in the navy and
how the promotion prospects are?
There are a lot of different jobs like port captain, port master, six port controller, two
dangerous goods controller, two man crew of the attendance boot and one port attendant.
Are there comparably jobs by the Marine / in the free economy?
We are the authorities for harbour there is a harbourauthoritie for the urban harbour and port
captain at the marine who has other tasks
Are there special jobs for women?
No, because in the past sailor was mainly a job for men and today there still less women but
anyway we have 2 of them.
Which schooling do I need for traveling at the harbor?
For traveling as a port captain you need the sailor patent or not as then ship mechaniker for
patrol boot
How long does it take to receive a training in the harbour?
No direct education, the education to the nautiker has 8 semesters.
Are there some possibilities to stay in the foreign country while the education?
Not really but during the active in-motion time the people of course are in the foreign country.
Interview mit einem Vertreter der Marine
Wie sind sie zu ihrem Beruf gekommen?
Durch Zufall. Vorher hatte ich eine Lehrstelle für ein BWL-Studium als Makler. Ein Freund
von mir ging zu einer Prüfungsstelle der Bundeswehr, bei der ich spontan mitmachte, um es
mal auszuprobieren. Schlussendlich bestand ich und entschied mich für die Marine.
Können sie an exemplarischen Beispielen deutlich machen, welche Berufe man
bei der Marine ausüben kann und welche Aufstiegschancen man hat?
Es gibt sehr viele verschiedene Mannschaftsdienstgrade, somit hat man auch große
Aufstiegschancen. Um Offizier zu werden benötigt man Abitur und kann dann bei uns in
München oder Hamburg studieren. Ich selbst habe bei der Bundeswehr Pädagogik, Musik und
Wissenschaft studiert.
Gibt es vergleichbare Berufe bei der Marine/ in der freien Wirtschaft?
Ja
Welche Berufe haben Sie bisher in der Marine ausgeübt?
Nach meinem Abschluss 1984 war ich erst auf der „Gorch Fock“ und danach in Flensburg,
bei den U-Booten. Dann ging es nach Wilhelmshaven zu den Fregatten und danach war ich
als Ausbilder tätig.
Als nächstes war ich Pressejugendoffizier, bevor ich dann nach Koblenz ging und dort Dozent
für politisch Bildung war (sehr wichtig bei der Marine).
Nach einigen Jahren zog es mich wieder nach Wilhelmshaven wo ich Leiter des
Assessmentcenters wurde im Bereich Controlling.
Wie lange dauert eine Ausbildung bei ihnen?
Dies ist sehr unterschiedlich, es kann 4, 8 und 12 Jahre lang gehen.
Gibt es Angebote für ein duales Studium?
JA, man muss sich dabei aber für zwölf Jahre verpflichten.
Wie sicher ist der Arbeitsplatz gerade bei der Marine?
Ziemlich sicher, da immer gut ausgebildete Fachkräfte benötigt werden..
Bieten sich auch Aufenthalte im Ausland während der Ausbildung an?
Direkt während der Ausbildung und/ oder des dualen Studiums eher nicht, aber es geht öfters
mal nach Südamerika, Nordamerika und Europa.
Könnte diese Stadt auch ohne Hafen überleben?
Eher nicht, da sowohl der Marinehafen als auch der Containerhafen viele Arbeitsplätze sichert
und somit auch die Kaufkraft fördert.
Wie sind die Verdienstmöglichkeiten in der Marine?
Die Verdienstmöglichkeiten in der Marine sind recht gut, wären aber in der freien Wirtschaft
oder als Beamter oftmals besser.
Questionnaire in port of Gdansk / Result of the interview study of polish students
How did you get your job?
Through announced competition in newspaper „Daily Baltic” in 1944. I submitted an
application and interviewed 3 times”
Have you always wanted to work in / for the port?
I have never thought I would be working there, because I finished electrician education.”
Could you make clear from examples, which professions one can pursue in your business /
company / agency, and what career opportunities one has?
There are jobs in the management the port and work in the port. There is no possibility of
promotion from port to port management.”
Are there comparable occupations in the Navy / in the free economy?
Probably they don’t exist.
What jobs has your organization specifically for women / men?
Women – they usually work in the port managment. Men also in the port managment and in
the port.”
What are the academic requirements you must meet in order to work in the harbour?
The requirements are low. To work in the harbour you need liberal education and to work in
the port managment you need higher or academic education.”
How long does it take to have an apprenticeship / to receive professional education at the
port?
It depends on enviroment. Operating companies from 1 week to few months and port
management 3 months.
Do you offer stays abroad during the training courses?
Yes, of course, the best staying places are in Rotterdam, Hamburg and Antwerp.
How safe is a job after training especially in the Navy?
It depends on the company and their requirements.
What are the income opportunities in the Navy / in the free economy?
I don’t know how is in the port. Bosses two times bigger salary.
What percentage of the economy of the city has the commercial port / the
navy / tourism?
I do not know. Percent of participation in the economy of the region is about 20%.
Could this city survive without a harbour?
It would manage to do so. The other cities can survive without a harbour.
Which countries does our port have the largest trade with?
Germany (25%), Finns and Swedes (20%), Norwegians, French, Russians, Belgians,
Dutch, Italian, Spanish
Interview with staff of Port of Gdańsk - condensed results
Work in Port-a dream job?
One of Port emploees, before starting the work in Port didn’t know whether he would like to
work in any specific company or trade. The only thing he knew, was that he wanted to have a
work connected with his education ,which was marketing and administration.
Examples of pofessions in Port:
White collars
chairman
economist
engineer
Blue collars
carpenter
driver
builder
Gender specific professions:
Port workers say that there’s no division, everybody can do every profession. It doesn’t
matter what sex you are. But typical men professions in our port can be a carpenter for
example.
Academic requirements, accepted fields of studies:
- academic education,
- technical issues,
- education related to the marine construction,
- master of economy,
- administration,
- master or engineer of logistics,
- trade,
- transport.
Gdańsk without harbor
Asked if Gdańsk could exist without harbour , port empoyee said that it would , but it
wouldn’t be so good developed economic hub.
IES MEDITERRANEO INTERVIEWS RESULTS
During the meeting in Gdansk our students made a presentation of the results of the six
interviews carried out to workers in our port of Cartagena.
These interviews can be seen completely in our school´s web page. You only have to click on
the Comenius Logo and it will lead you to our blog.
http://portcitiescomenius.blogspot.com.es/
They presented a wide range of activities related to the harbour; the first one was made by a
shipyard worker. He works for one of the most important ship building firms in Spain,
NAVANTIA. The second interview was answered by a Navy Corporal, the third one by a
Tug Boat worker, the fourth one was made by a worker at SAES (Submarine Electronics
Corporation), the fifth one was a sailor at the Yatch Club and the last one to a Ship Agent
in Ership SAU.
As a general overview of the interviews we can conclude that some of them got their jobs
through a pre-selection course and others through vocational training or just presenting their
curriculum directly at the firm.
Half of them had always wanted to work in jobs related to the harbour and the sea and the
other half simply found a good job opportunity.
In the private sector there are more possibilities for promotion an you get a higher salary, above all if you have a degree and speak foreign languages- but jobs are less safe than in the
Navy.
Another aspect that appeared in the interviews was that everybody agrees that all jobs can be
carried out by men and women.
Regarding apprenticeship it can take from some months to a year to receive professional
education at the port, of course depending on the job.
There is a strong feeling that the harbour is essential for the city as a great part of the
economy and tourism depend on the Navy and Business Enterprises related to it.
As an example of these interviews we enclose the one made to a SHIP AGENT at ERSHIP.:
1. How did you get your job?
I got my job thanks to my father. In February year 2.001, he introduced me to a man
who was Manager for an important company in the Port of Cartagena. This
gentleman, nowadays my boss, offered me a job and in just one month I started
working for Ership SAU.
2. Have you always wanted to work in / for the port?
I had never thought about working in the port before. My intention was to perform a
job where I could use English as a language. Fortunately, by working in the port I
have achieved this goal.
3. Could you make clear from examples, which professions one can pursue in your
business / company / agency, and what career opportunities one has?
Within the port community, you can find private companies which focus
on several areas: Ships agents, Stevedores, Ship chandlers, etc. Moreover, there are
Authorities such as the Harbour Master, the Port Authority, Customs... My company
offers every service that a ship may need at port: Ships agents, stevedoring, storing of
goods, customs formalities, Ships Owners, Ships brokers and so on.
4. Are there comparable occupations in the Navy / in the free economy?
The only occupation comparable in the navy which I can think of is the one of Ship
Chandler. Every ship, no matter if merchant or navy ship, needs a ship chandler to
supply provisions.
5. What jobs has your organization specifically for women / men?
My company hasn´t specific jobs for men or women, although we can assure that
within the port community, men work both at harbour and office, while women
usually work only at offices. In case of my company, all people at the harbour are
men, while in the office we have men and women.
6. What are the academic requirements you must meet in order to work in the
harbour?
Depending on your job within the harbour, you will need different requirements. For
instance, in order to handle a crane or a bulldozer you will need a particular driving
license. To be in contact with ships, you will need to speak perfect English, since all
the crew are foreigner. So there isn't just one type of academic requirement needed,
but different ones depending on what job you have.
7. How long does it take to have an apprenticeship / to receive professional
education at the port?
It depends on each job. To become a professional crane operator it will take one year
more or less to be ready to perform the job. In other simpler jobs, maybe a couple of
months will be enough.
8. Are there offers for an integrated degree programme?
As far as I know..... there isn't any offered by my company.
9. Do you offer stays abroad during the training courses?
Not applicable.
10. How safe is a job after training especially in the Navy?
I can answer according to my experience in my company. Within these eleven years I
have been working for Ership, every person who has trained for a job and who has
been finally hired, has kept his/her employment permanently so far.
11. What are the income opportunities in the Navy / in the free economy?
Nowadays, I think that the port community in Cartagena offers more job
opportunities than any other economic sector. The port is becoming bigger and more
important, and so do the companies working for or in the port. Having a solid,
permanent income every month is something very valuable, especially now. Working
in the port offers you that.
12. What percentage of the economy of the city has the commercial port / the navy /
tourism?
The impact of the port on the economy of the city is crucial. We have to highlight that
the port of Cartagena was the most successful one last year according to its benefits
among the rest of the Spanish ports . Nowadays, it is the fifth port in Spain according
to its movement of goods. Last year, the port moved about twelve million metric tones
of goods. This year it is expected to reach more than twenty million metric tones of
movement. This shows the increasing tendency of ships traffic and harbour operations
in the port of Cartagena.
13. Could this city survive without a harbour?
Since the times before the Romans, Cartagena has been always successful thanks to its
harbour. Nowadays, one of the main engines of the city economy is the harbour. Sothe
answer is "certainly no".
14. Which (especially economic) significance does the Navy / your business enterprise
have for the city?
The reason why I consider my company very important for Cartagena follows the
same explanation than the one I gave regarding the impact of the port on the city
economy. Among the overall quantity of cargo expected for this year in the port
(about 20 million metric tones), my company expects to load/discharge about 5
million. Ership is clearly the strongest ships agents, the one with more ships brought
to the port and the one with more port operations.
15. Which countries does our port have the largest trade with?
We can say that on the one hand, ships' owners are usually from Northern Europe
countries, Greece, Turkey and Spain. On the other hand, Cartagena is mainly a bulk
cargo receiver port. This cargo comes from Eastern Europe and Southern America
mostly.
This interview was made to Mr. Jorge Martín Barceló. Ship Agent
CARTAGENA.
in ERSHIP SAU.
MERSIN PORT
How did you get your job?
The answer of the ship engineer: I graduated from
iTU. I worked as a chief engineer in various
companies. When my husband was appointed to
Mersin, I worked as a ship engineer
G
The answer of the director of administrative affairs:
I graduated from the war academy. l worked in the
army
forWollten
28 years.
a lieutenant
Now I am
Frage:
Siel was
schon
immer im colonel.
für den Hafen
the
manager
thewar
Mersin
Antwort:
Ja,ofdas
meinPort
Kindheitstraum
Have you always wanted to work in / for the port?
The answer of the PORT-employe :
-Yes , I've always wanted to be a captain since my childhood.
The answer of the director of administrative affairs:
-Yes, It was my biggest dream to work at the port.
Could you make clear from examples, which
professions one can pursue in your
business / company / agency, and what
career opportunities one has?
- I choose this profession because I was
interested in working in an environment
like this since my childhood.
- Professionals are ; electric and electronic engineers, geogysical engineer, computer
engineers industrial engineers, ship engineers, ship captains administractime staff, security
staff etc. That is it contains various occupational groups. We can consider here a small city
within the city.
- Generally/all employees can get promotion on this area.
Are there comparable occupations in the Navy in the free economy?
- Yes, there are branches professions like electrical engineers, computer engineers etc. Such
engineers can both work in port or outside the port.
What jobs has your organization specifically for women and men?
- Our female staff usually works in the administrative offices, our male staff work on
site which is usually dangerous. Our female staff's number is equal to the male staff's
number.
What are the academic requirements you must meet in order to work in the harbor?
-You must have a university diploma
How long does it take to apprenticeship / to receive education at the port?
-It takes about six months.
-We provide in-service training, seminars.
Are there offers for an integrated degree programme?
-No, there aren't.
Do you offer stays abroad during the training courses?
-Mersin port is a private organization offering all the facilities for the employees.
How safe is a job after training especially in the Navy?
- It depends on one's own performance. One needs to know at least one foreign language. The
more qualities an employee has, the more job possibilities there for him or her.
What are the income opportunities in the Navy / in the free economy?
-It differs according to the post you hold, but it is better than outside. So we can't give clear
information.
What percentage of the economy of the city has the commercial port / the navy /
tourism?
-All of the goods produced in industrial plants across Mersin are shipped from here. If there
were no port, industry would decline in manufacturing. In this connection it has a %100
contribution to industry .For tourism there isn't much investment. The port's income is spent
on developing the port. It means investing in the city.
Could this city survive without a harbour?
-The contribution of the port is so important that if the port wasn't located there, the city
wouldn't survive.
Which (especially economic) significance does the Navy / your business enterprise
have for the city?
The port is already a great value for the city.lt comes first in Mersin in terms of taxpaying.
MERSIN PORT
Frage: Wie sind Sie zu Ihrem Beruf gekommen?
Antwort: Ich habe an einer technischen
Universität mein Studium beendet.Danach habe
ich bei einigen Firmen gearbeitet.Wir sind nach
Mersin umgezogen und dort habe ich angefangen
als Schiffingeniur zu arbeiten.
Frage: Wollten Sie schon immer im für den Hafen arbeiten?
Antwort: Ja, das war mein Kindheitstraum
Frage: Können Sie an exemplarischen Beispielen deutlich machen, welche Berufe
man in Ihrem Betrieb/Unternehmen/Ihrer Behörde ausüben kann und welche
Aufstiegschancen man hat?
Antwort: Jeder hat eine Aufstiegschance, aber dafür soll man sich persönlich weiter
entwickeln.
Frage: Gibt es vergleichbare Berufe bei der
Marine/in der freien Wirtschaft?
Antwort: Ja, z.B können die Berufe, so wie
elektronischer-elektrischer
Ingeniuer,
Computer Ingeniuer, sowohl bei anderen
Firmen ausser Hafen, als auch auf dem Hafen
als Arbeitsstelle finden.
Frage: Welche schulischen Voraussetzungen muss man erfüllen, um im Hafen zu arbeiten?
Antwort: Für einige spezifische Berufe muss man die Ausbildung machen.
Frage: Wie lange dauert eine Ausbildung im Hafen?
Antwort: Es dauert ca. 6 Monat.
Frage: Gibt es Angebote für ein duales Studium?
Antwort: Nein, es gibt so eine Möglichkeit nicht.
Frage: Bieten Sie auch Aufenthalte im Ausland während der Ausbildung an?
Antwort: MIP ist ein privates Unternehmen, deswegen gibt seinen Arbeitern viele
verschiedene Möglichkeiten.
Frage: Wie sicher ist ein Arbeitsplatz nach der Ausbildung gerade bei der Marine?
Antwort: Je besser die persönlichen Eigenschaften sind, desto besser sind die
Arbeitsmöglichkeiten.
Frage: Wie sind die Verdienstmöglichkeiten in der Marine/in der freien Wirtschaft?
Antwort: Dazu möchte ich keine Äusserung geben, ich verdiene gut.
Frage: Welchen prozentualen Anteil an der Wirtschaft der Stadt hat der
Wirtschaftshafen/die Marine/der Tourismus?
Antwort: Die prozentualen Anteil der Hafen ist fast 40 Porzent. Dabei ist Tourismus nicht so
weit entwickelt.
The history of Wilhelmshaven harbour
The area of today’s Wilhelmshaven city was inhabited by people who were called “Friesen”.
It belonged to the Grand Douchy of Oldenburg. There were only a few scattered farms with
hardly any infrastructure for traffic or economic development. There were the parishes of
Heppens and Neuende.
In the year 1848 the construction of Prussia’s war fleet under the command of Adalbert of
Prussia started. The idea of a Prussian port at the North Sea
was welcomed by the government of Oldenburg because of
the desired optimization of the economic and social conditions
in the north of the large duchy. They expected the port
construction to contribute to the economic revitalisation of
their northwestern coastal region. Especially this part of the
territory needed a connection to the traffic network. At the
conclusion of the contract just 123 people lived there.
For the Kingdom of Prussia a harbour meant an important step
on the way of the country to become a naval European power.
The statements of the Jade contract between the Kingdom of
Prussia and the Great Duchy of Oldenburg agreed to on 20 th
July 1853 stated the duty to transfer about 300 hectares of Oldenburg’s territory to Prussia. It
was intended to
build a Prussian naval base in this area. There was no ice in winter, deep water and good
anchoring ground.
It was settled in
the Jade-contract
that it was just a
war harbour and
no trade harbour, Wilhelmshaven
so it was not
allowed
that
craftsmen
or
merchants
lived
there. But people
did not follow this
direction. Many of
them settled down
there and stores
were opened. In
July 1867 the
railroad
from
Bremen
past
Oldenburg
to
Wilhelmshaven was finished. The Prussian King Wilhelm I came to the Jade in 1869 to give
the settlement the name Wilhelmshaven and inaugurate the harbour. In the year 1873
Wilhelmshaven was enlarged by 110 more hectares and in the same year Wilhelmshaven got
the town rights.
Die Geschichte des Hafens in Wilhelmshaven
Das heutige Stadtgebiet von Wilhelmshaven gehörte einst den Friesen. Diese wiederum
gehörten zum Großherzogtum Oldenburg. Auf diesem Stück Land befanden sich bloß ein paar
Bauernhöfe und es war kaum eine Infrastruktur vorhanden, diese wurde bloß zum Transport
von Waren genutzt. Es gab dort an der Jade die Gemeinden Neuende und Heppens.
Im Jahre 1848 begann Preußen mit dem Bau einer Kriegsflotte unter dem Kommando von
Adalbert von Preußen. Die Idee der Preußen war es, einen
Hafen direkt an der Nordsee zu bauen. Dies kam den
Oldenburgern sehr gelegen, da sie dadurch ihre ökonomische
und soziale Beziehung zum Königreich Preußen verbessern
konnten. Oldenburg erwartete durch den Hafenbau eine
Belebung seiner Wirtschaft in der nordwestlichen
Küstenregion und stimmte dem Bau des Hafens zu.
Für das Königreich von Preußen war der Bau des Hafens ein
wichtiger Schritt, um eine europäische Seemacht zu werden.
Die Erklärung des Jade-Vertrages, am 20 Juli 1853, zwischen
dem Königreich von Preußen und dem Großherzogtum von
Oldenburg erlaubte, dass ein Gebiet von 3 Quadratkilometern
vom Großherzogtum Oldenburg an das Königreich von
Preußen abgetreten werden darf. Es war dazu bestimmt, dass
ein preußischer Marinehafen in diesem Gebiet errichtet werden soll. Der Standort dafür hätte
nicht besser sein können, da das Wasser im Winter nicht zufriert und eine sehr große
Wassertiefe
existiert.
Es war im JadeVertrag festgelegt,
dass
der
preußische Hafen
nur als
Wilhelmshaven
Marinehafen
genutzt
werden
darf und nicht z.B.
als Handelshafen.
Daher war es auch
nicht erlaubt dass
sich Handwerker
oder Kaufmänner
in der Region
niederlassen.
Jedoch
wurde
diese Anweisung
nicht befolgt, durch den Hafen ließen sich viele Menschen dort nieder somit war es
unausweichlich das Geschäfte eröffnet werden. Im Juli 1867 wurde die Eisenbahnstrecke von
Bremen nach Oldenburg und Wilhelmshaven fertiggestellt. Im Jahre 1869 kam der preußische
König an die Jade um den Hafen zu eröffnen. Zusätzlich gab er der, in der zwischen Zeit
entstandenen, Siedlung ihren Namen, Wilhelmshaven. Dann 1873 erhielt die Stadt weitere 1,1
Quadratkilometer Land und bekam die Stadtrechte.
History
Foundation in early Polish state
Most likely Mieszko I of Poland founded the town in the 980s, thereby connecting the Polish
state ruled by the Piast dynasty with the trade routes of the Baltic Sea. The earliest traces of
medieval settlement were discovered in an area now occupied by the town hall of the Main
Town, on top of archaeological remains from the Roman Iron Age
The first written record thought to refer to Gdansk (Danzig) is the vita of Saint Adalbert:
Written in 999, it describes how in 997 Saint Adalbert of Prague baptized the inhabitants of
urbs Gyddannyzc.
Starting in the mid-12th and throughout the 13th centuries, the settlement west of the
stronghold greatly expanded northwards to comprise the wider area around present-day
Rajska and Podbielanska streets in the Old Town.
Capital of a Pomerelian Duchy (1215–1271)
At the end of the 11th century Poland lost control over Pomerelia and did not regain it until
the 12th century. Soon after Poland itself was divided into several autonomous provinces
formally under the overlordship of the High-Duke of Kraków. The Pomerelian duchies
remained under the control of stewards, of the Samborides dynasty, appointed by Polish
Dukes (usually those of Wielkopolska), although like other Polish provinces during the period
of feudal partitions of Poland it increased its regional autonomy. Gdańsk was the main
stronghold of Samborides, serving as residence of Mestwin I (1207–1220) Swantopolk II
(1215–1266) and Mestwin II (1271–1294).
Around 1235 the settlement had some 2,000 inhabitants and was granted Lübeck city rights
by Swantopolk II. Merchants from the Hanseatic cities of Lübeck and Bremen began to settle
in the town after 1257, although a significant German population was not present until the
14th century. Officially chartered as a city in 1224, it rose to become one of the more
important trading and fishing ports along the Baltic Sea coast. However, in 1282/1294
Mestwin II, the last duke of Pomerelia, ceded all his lands including Gdańsk to Duke of
Wielkopolska (Greater Poland) Przemysł II. Przemysł's official title as a result became "dux
Polonie et Pomoranie". After Przemysł's assassination in 1296, the city was temporary ruled
by the kings of Bohemia and Poland, Wenceslaus II and his son Wenceslaus III.
Monastic State of the Teutonic Knights (1308–1454)
At the beginning of the 14th century, the region was plunged into war involving Poland and
the Margraviate of Brandenburg. Because King Władysław I of Poland's troops were unable
to relieve Gdańsk from a siege by Brandenburg. The Knights expelled the Brandenburgers in
1308, but did not relinquish the city to Poland. The townspeople rebelled in an uprising
bloodily repressed by the Knights. The royal garrison was attacked and expelled and the
suburban populace was slaughtered, with the suburbs subsequently destroyed. Gdańsk's
colony of German merchants and artisans was specifically attacked because they competed
with the Knights' town of Elbing (Elbląg), a nearby city. Polish reports claimed that 10,000
inhabitants were slain in the city. Although that number has been subject of debate among
historians, a consensus has been established that many people were murdered and a
considerable part of the town was destroyed in the context of the take-over.
Between 1361 and 1416 the city's burghers rose in several armed revolts against the rule of
the Teutonic Knights. In 1410, during the Polish–Lithuanian–Teutonic War the city's council
recognized the Polish king, Władysław Jagiełło as its sovereign. After the end of the war,
concluded with the Peace of Thorn (1411)Peace of Toruń in 1411, Jagiełło relieved the city of
its oath of fealty and it reverted to Teutonic rule. Subsequently the town's populace was
repressed by the German knights as punishment for its support of the Polish king.
The takeover of Danzig by the Teutonic Order was questioned consistently by the Polish
kings Władysław and Casimir the Great, which led to a series of bloody wars and legal suits
in the papal court in 1320 and 1333. Peace was established in the Treaty of Kalisz in 1343;
although the Polish kings were able to retain the title "Duke of Pomerania" and were
recognized as titular overlords of the crusaders, the Knights retained control of Danzig for the
time being.[14]
As part of the Kingdom of Poland (1454/66–1793)
In 1440, Danzig joined the nearby Hanseatic cities of Elbing (Elbląg) and Thorn (Toruń) to
form the Prussian Confederation, which in February 1454 seceded from the Teutonic Order's
rule and recognized the suzerainty of King Casimir IV of Poland.
On the 10th of February 1454, a delegation of Prussian Confederation submitted a petition to
the Polish king asking him to regain power over Prussia as the rightful ruler. An "Act of
Incorporation of Royal Prussia" was signed in Cracow (6 March 1454), recognizing
Pomerelia as part[18] of the Polish Kingdom. The resulting Thirteen Years' War ended in 1466
with the Order's defeat. With the Second Peace of Thorn (1466), Pomerelia and the rest of the
area became a province of Poland called Royal Prussia. The 15th and 16th centuries brought
changes to the city's cultural heritage. They could be seen in the arts and language, as well as
Danzig's contributions to the world of science. In 1471, a refurbished sailing ship under the
native Danzig captain Paul Beneke brought the famous altar painting titled Jüngstes Gericht
(Last Judgement) by artist Hans Memling to Danzig. Around 1480–1490, tablets were
installed at St. Mary's Church, depicting the Ten Commandments in Middle Low German.
In 1520 Lutheran Scriptures were printed, in 1522 the first Lutheran liturgy was held by the
local cleric Jakob Hegge and the Protestant Reformation was soon supported by the local
populace. In 1523 some iconoclastic riots occurred and the towncouncil was deposed. This
revolt was quelled in 1524 by Polish troops and the leaders were executed or imprisoned,
some of them released and exiled to the Protestant Duchy of Prussia on request of Albert of
Prussia. While the city ordinance of 1526 penalized the Lutheran liturgy under death penalty,
the burghers were still influenced by reformatory ideas. In 1557 the Lutheran Eucharist was
permitted and both religious orientations were tolerated.
In 1566, the official language of the city's governing institutions was changed from Middle
Low German, which had been used throughout the Hanseatic cities, to standard German, used
in most German courts. Polish language was taught in local Academic Gymnasium (Grammar
School or High School) from 1589.
In the Danzig rebellion and the ensuing Siege of Danzig (1577), the city resisted against King
Stephen Batory for six months before the conflict was settled.
In 1606 a distillery named Der Lachs (German for "the Salmon") was founded, which
produced one of Danzig's most famous products, a liqueur named Danziger Goldwasser.
The Danzig printer Andreas Hünefeld(t) (Hunsfeldus) (1606–1652) printed a Danzig edition
of the Rosicrucian Manifestos. Later on, he published the poems of Martin Opitz. Opitz had
died in 1639 and his friend, Pastor Bartholomaeus Nigrinus of Danzig, together with two
associates edited the Opitz poems for the Hünefeld printing house. Polish private schools
were opened in addition to public schools who taught Polish during this period with 1370
Polish students in later half of 17th century.
From the 14th century until the mid-17th century Danzig experienced rapid growth, becoming
by the 16th century the largest city on the Baltic seaboard, owing to its large trade with the
Netherlands and its handling of most of Poland's seaborne trade, transported northward via the
Vistula River. The city's prosperity was severely restricted, however, by the Thirty Years' War
(1618–1648) and the Northern Wars (1655–1660), and it suffered an epidemic of bubonic
plague in 1709. In 1654, Charles X Gustav of Sweden invaded Poland; in 1655 he appeared
outside the Danzig city walls, but refrained from laying siege. A Dutch fleet arrived on July
1656, reopening the vital trade with the Netherlands.
In 1650 87 percent of the populace were Lutheran, 6 percent Calvinists and about 7 percent
Catholics, a number that would grow to more than 20 percent in 1800 due to the migration of
Catholics from the vicinity. A large share [vague] of the Lutheran population used Polish as their
language and Poles played an influential role in the Lutheran Church in Royal Prussia.
Danzig took part in all Hanseatic League conferences until the final one in 1669. By that time
the United Provinces and other long-distance overseas commercial powers had surpassed the
Baltic trade centres such as Danzig. In 1734, the city was briefly occupied by the Russians
under Field Marshal Munnich after the prolonged Siege of Danzig during the War of the
Polish Succession. The city, which supported Stanisław Leszczyński, the losing candidate for
the throne, was forced to pay reparations following the siege.
In 1743 the Danzig Research Society was formed by Daniel Gralath and Gottfried Lengnich.
In the Kingdom of Prussia (1793–1806)
During the First First Partition of Poland in 1772, the inhabitants of Danzig fought fiercely for
it to remain a part of Poland, although the majority of Royal Prussia fell to the Kingdom of
Prussia. For several years Danzig was surrounded by Prussian territories. In 1793 it was
captured by Prussian forces and incorporated into the Prussian Kingdom as part of the
province of West Prussia. According to Peter Oliver Loew (2011) the common language in
Danzig until the partition was German and the knowledge of German was the premise to
become an integrated burgher, however, according to Maria Babnis (1989) the majority of the
population in the city spoke both Polish and German and spoken language didn't determine
national identity. After the partition the city's inhabitants demonstrated their resentment
towards Prussia, with some, like Arthur Schopenhauer's family, choosing emigration. An
attempt of student uprising against Prussia led by Gottfried Benjamin Bartholdi was crushed
quickly by the authorities in 1797. The migration processes that happened after Prussia took
over the city diminished the usage of Polish language and structure of population.
Free City of Danzig (Napoleonic)
After the defeat of the Fourth Coalition, Napoleon Bonaparte created the semi-independent
Free City of Danzig (1807–1814). Danzig reverted to Prussia after Napoleon's defeat in 1814.
The city became the capital of Regierungsbezirk Danzig within West Prussia in 1815.
In the Kingdom of Prussia (1815–1919)
In 1816 about 70 percent of the populace were Lutheran, 23.6 percent Catholics, the share of
Catholics would grow to 33 percent in 1910.
With the Industrial Revolution and the steam engine trains, industrial machinery and
Ferdinand Schichau's Schichau-Werke company gained the upper hand for Elbing over
Danzig. Schichau later constructed a large shipyard in Danzig as well, however.
From 1824 until 1878, East and West Prussia were combined as a single province within the
Prussian Kingdom. As a part of Prussia Danzig was a member of the Zollverein and elected
its representatives to the German National Assembly of 1848, but lay outside of the borders of
the 1815–1866 German Confederation. In the second half of the 19th century the growth of
German population in the city was being slowly reversed, with more Poles settling in, mainly
from Pomerania, and parts of local population discovering their Polish roots
In 1871 the city was included in the newly created German Empire. The Polish minority in the
city started its activities in the late 1870s and 1880s with the creation of a Polish organisation
Ogniwo and formation of a Polish bank Bank Bałtycki. In 1891 a Polish newspaper Gazeta
Gdańska was printed out, and later two publishing houses and a printing press. Local Poles
focused their cultural life in the vicinity of Church of Saint Anna.
In 1907 local Poles from the "Straż" movement, organised protests against Prussian policies
of Germanization, including a ban on Polish language and expropriation of Polish home
owners
Free City (1920–1939)
Main article: Free City of Danzig
Following Germany's defeat in World War I, the Allied powers in the Treaty of Versailles
(1919) decided to create the Free City of Danzig (under a commissioner appointed by the
League of Nations) covering the city itself, the seaport, and a substantial surrounding
territory. The League of Nations rejected the citizens' petition to have their city officially
named as the Free Hanseatic city of Danzig (Freie Hansestadt Danzig). The citizens of
Danzig received a separate citizenship of the Free City and thus lost their former German
citizenship.
According to the official census of 1923 3.7 percent of city population was Polish (13,656 out
of 366,730 citizens of the Free City). However Polish estimates range up to around 22.000, or
around 6% of the population, and increased to around 13% in the 1930s. In the elections to the
Free City of Danzig's Parliament the results of Polish Parties declined from 6.08 percent of
votes in 1919 to 3.15 in 1927 and 3.53 in 1935. According to Henryk Stępniak many Poles
voted for the catholic Zentrumspartei instead and, based on these assumed voting patterns, he
estimates the number of Poles in the city to be 25-30% of Catholics living within it or about
30-36 thousand people. In addition around 4,000 Polish nationals were registered in the city,
bringing the total number of Polish population to 9,4-11% of people in this estimate.
According to other estimates about 10 percent of the 130,000 Catholics were Polish. The
Polish population faced discrimination and persecution in the Free City, which it tried to
resist.
The strategic aim of Poland was to (re)gain free access to the open sea, and the territories
assigned to Poland in the Treaty of Versailles provided a good opportunity to do so. However,
during the Polish-Soviet War, Danzig workers went on strike to block delivery of ammunition
to the Polish army when the Soviet Red Army tried to capture Warsaw. This move set both
sides in the conflict that marks the history of the Free City of Danzig.
A customs union with Poland was created by the victorious allies of WWI, which gave the
Danzig Westerplatte port to the Second Polish Republic; it became the Polish military transit
depot. The separation of the Danzig port, post office and customs office under the treaty was
said to be justified by Poland's need for direct access to the Baltic Sea. Poland then stationed a
small squad of troops at Westerplatte. Due to the massive resentment by the Danzigers and
with large foreign investments, Poland began building a large military port in Gdynia, just
25 km away from Danzig. Unlike Danzig, Gdynia was in the direct possession of Poland and
soon became the so-called "Polish outside window".
Due to a Polish–German trade war between 1925–1934, Poland became focused on
international trade; for example, a new railway line was built to connect Silesia with the coast
and the new tariffs made it cheaper to send goods through Polish ports rather than German
ones. Gdynia became the biggest port on the Baltic sea. Nevertheless, Poland resorted to
economic sanctions during the Danzig-Polish conflicts and Danzig suffered greatly.
The Free City of Danzig issued its own stamps and currency (the Gulden). Many examples of
stamps and coins, bearing the legend Freie Stadt Danzig, survive in collections. There was a
strong desire to rescind the Allied Powers' decision on the status of the city's 400,000 citizens
which were predominantly German. This culminated in the election of a National Socialist
government in Danzig's elections in May 1933.
The German incorporation of Danzig was a territorial claim that every government of the
Weimar Republic put on its agenda.
A German–Polish Non-Aggression Pact was signed and the Free City's government was
ordered by the Nazis to stop making problems between Poland and Danzig. Poland and
Danzig entered a brief period of good economic cooperation and prosperity. Nevertheless, a
totalitarian society was being constructed in Germany, and especially members of the Polish
or Jewish minority required stamina in the face of everyday acts of violence and persecution
from the Nazis.
About 50 percent of members of the Jewish Community of Danzig had left the city within a
year after a pogrom in October 1937, after the Kristallnacht riots in November 1938 the
community decided to organize its emigration and in March 1939 a first transport to Mandate
Palestine started. By September 1939 barely 1,700 mostly elderly Jews remained. In early
1941 just 600 Jews were still living in Danzig who were later deported to the ghetto in
Warsaw or to Theresienstadt. The majority of them were later sent to various extermination
camps. Out of the 2938 Jewish community in the city 1227 were able to escape from the
Nazis before the outbreak of war.
World War II (1939–1945)
Following the annexation of Austria and the Sudetenland, Germany in October 1938 urged
the Danzig territory's cession to Germany. On September 1, 1939, Nazi Germany invaded
Poland, initiating World War II. On September 2, 1939 Germany officially annexed the Free
City. The Nazi regime murdered the Polish postmen defending the Polish Post Office: this
was one of the first war crimes during the war. Other Polish soldiers defending the
Westerplatte stronghold surrendered after seven days of fighting. The German commander
returned the sword to the Polish commander for putting up a brave fight. On Sep 7th NSDAP
organised night parade on Adolf-Hitlerstrasse to celebrate success. It was bombed by a single
Polish hydroplane operating from Hela peninsula piloted by Jozef Rudzki and Zdzisław
Juszczakiewicz. 6 bombs weight 12.5 kg were dropped from very low height. In October
1939, Danzig, together with the rest of Polish Pomerania to the south and west, became the
German Reichsgau (administrative district) of Danzig-West Prussia (Danzig–Westpreussen).
Poles, Kashubians, leading members of the Jewish community and the political opposition
were sent to concentration camps, especially neighbouring Stutthof where 85,000 victims
perished. Kashubian and Polish intelligentsia were killed in the Piaśnica mass murder site,
which is estimated to have had 60,000 victims.
At the beginning of 1945, Germany started evacuating civilians from Danzig. Most Germans
fled the city, many by seaborne evacuation to Schleswig-Holstein. This happened in winter
under the threat of bombs and in constant danger of submarines.
On March 30, 1945 the Soviet Red Army occupied a largely destroyed Danzig. The exact
circumstances of the occupation remain a matter of dispute. While the traditional Polish
historiography stressed the role of the German resistance, after 1990 reports about deliberate
destructions and arsons by the Soviets were published. However, as Soviet sources about the
events are inaccessible, the topic has not been conclusively clarified. In December 1945 the
Soviet Consulate explained the existing "anti-Soviet feelings" with some "excesses" of the
Red Army.
In June 1945 124,000 Germans and 8,000 Poles lived in the city, from 1945-1950 most
Germans were expelled.
Post-World War II
With the German defeat the planned genocide of the Polish population, who were deemed by
the German authorities to be "subhuman," was averted [citation needed] and Poles returned to
Gdańsk. Already before the end of World War II, the Yalta Conference had agreed to place
the city, under its original Polish name Gdańsk, under de facto administration of Poland, and
this decision was confirmed at the Potsdam Conference.
A Polish administration was set up in the devastated Gdańsk on 30 March 1945. New Polish
residents were settled in Gdańsk, 3,200 in April and more than 4,000 in May and June 1945.
As of 1948 more than two thirds of the 150,000 inhabitants came from Central Poland, about
15 to 18 percent from Polish-speaking areas east of the Curzon Line that were annexed by the
Soviet Union after WWII. Many local Kashubians also moved into the city. The deportation
of the German populace started in July 1945, thus the pre-war populace soon became a small
minority within post-war Gdańsk.
Between 1952 and the late 1960s Polish artisans restored much of the old city's architecture,
up to 90% destroyed in the war. Initially the reconstruction of parts of the inner city (Główne
Miasto, German: Rechtstadt) was controversial. As a result of anti-German sentiments and the
new settler's at least indifferent attitude towards the unknown, German city a modern
architecture was preferred. The decision to reconstruct a traditional old town was politically
motivated in order to symbolize the city’s "reunification" with Poland and limited to the area
of the Główne Miasto. The Old town and other historical districts were, with the exception of
some monumental buildings, built-up with modern architecture. The reconstruction is not tied
to the city’s pre-war appearance, instead its purpose was to rebuild an idealized pre-1793
state. 19th and early 20th-century architecture, any traces of German tradition were ignored or
regarded as "Prussian barbarism" worth of demolition while Flamish-Dutch, Italian and
French influences were emphasized. After 1990 this concept has been criticized e.g. by
Donald Tusk, who called the reconstruction "in the spirit of Communism" the city's second
catastrophe of the 20th century. All German names of streets, buildings, shipyards and
districts, even names on tombstones, were changed to Polish names, such as Długi Targ for
Langer Markt (Long Market), the city's main pedestrian center. The city districts were
renamed, sometimes derived from medieval Polish records (Wrzeszcz, Siedlce), sometimes
translations of the German terms (Nowy Szkoty - Neu Schottland, Nowy Port Neufahrwasser). In some cases the specifications of the Commission for the Determination of
Place Names were initially ignored and placenames originating in the homeregion of the
settlers were used.
Gdańsk was the scene of anti-government demonstrations which led to the downfall of
Poland's communist leader Władysław Gomułka in December 1970, and ten years later was
the birthplace of the Solidarity trade union movement, whose opposition to the government
led to the end of communist party rule (1989) and the election as president of Poland of its
leader Lech Wałęsa. It remains today a major port and industrial city.
A list of the 173 mayors of the City of Danzig from 1347 to March 1945 was compiled by the
current Gdańsk city government and can be found on their recent website with the invitation
for the "First World Gdańsk Reunion", which took place in May 2002. This list demonstrates
the violently shifting ethnicity of the city's inhabitants before and after the World Wars.
Danzig- Geschichte der Stadt
Die Anfänge von Danzig gehen zurück auf das 10. Jahrhundert., als die Gegend an der
Weichselmündung unter den Herrschaftbereich von Miezko I gerät. Im Jahre 997 wird die
Stadt zum ersten Male urkundlich erwähnt. Der Hafen wurde erstmals im 12. Jahrhundert
erwähnt. Im Jahre 1236 erhält Danzig die Lübecker Stadtrechte vom Herzog Świętopełk II. Es
ließen sich verstärkt deutsche Kaufleute, vor allem aus Lübeck, hier nieder. Zwischen 1308
und 1454 steht Gdańsk / Danzig unter der Herrschaft des Deutschen Ordens, der seine
Zentrale nicht weit entfernt auf der Marienburg hatte. Als im Jahre 1454 ein Sturmangriff der
Danziger Bürger auf die Burg des deutschen Ordens vorbereitet wird, verlassen die Ritter des
Deutschen Ordens die Stadt freiwillig. Die Ritterburg wird daraufhin sofort abgerissen, als
Zeichen, dass sich dort nie wieder ein fremder Herrscher festsetzen können soll.
Danzig unterstellt sich als Freie Stadt der Danzig als privilegierte Stadt unter der polnischen
Krone. Grundlage des Aufblühens ist das faktische Handelsmonopol, das Danzig für das
gesamte Königreich Polen hatte. Kein Sack Getreide, der exportiert wurde, kein Ballen Garn,
der importiert wurde, gelangte in das Land, ohne dass Danzig daran verdiente. Der ganze
Reichtum der Stadt befand sich in dreihundert Speichern auf der Speicherinsel an der Mottlau,
in denen Salz und Pelze, Honig, Tran und Tuch sowie vieles mehr lagerte.
1793 ziehen preußische Truppen in Danzig ein. Prominente Danziger (wie die Familie
Schopenhauer) verlassen Danzig, weil sie nicht unter preußischer Herrschaft leben wollen.
Nach einem Intermezzo unter französischer Herrschaft etabliert sich Preußens Macht bis
1920, als die Stadt nach dem 1. Weltkrieg dem Völkerbund unterstellt wird und sich erneut
"Freie Stadt" nennt.
Hier begann am 1. September 1939 der Zweite Weltkrieg. Das deutsche Kriegsschiff
"Schleswig-Holstein" feuerte damals auf das polnische Munitionsdepot auf der Westerplatte.
Auf der ehemaligen Lenin-Werft, nicht weit entfernt von der Danziger Innenstadt, führte ein
Streik am 31. August 1980 zu den sog. Danziger Vereinbarungen. In ihnen wurden die
Gewerkschaften offiziell anerkannt. Viele sehen in diesem Tag den Anfang vom Ende des
Kommunismus in Osteuropa zehn Jahre später.
The port of Gdańsk
History
The Gdansk port is a major international transportation hub situated in the central part
of the southern Baltic coast, which ranks among Europe's fastest growing regions.
According to the strategy of European Union the Port of Gdansk plays a significant
role as a key link in the Trans-European Transport Corridor No. 6 connecting the
Nordic countries with Southern and Eastern Europe.
The entries about trade carried out by sea with lands situated at the mouth of the
Vistula river appeared as early as in chronicles from the most remote times. As from
the year 1000, Gdansk was mentioned in historical records. Chronicles of the early 13 th
century give more details about Gdansk's overseas trade at that time. Due to its
location at the estuary of a large river, Gdansk swiftly developed into a major trade
hub gathering commercial activity of its natural area of gravity in geographical terms
mainly the Polish regions.
Gdansk's significant growth as a port occurred in the second half of the 14 th century
and the consecutive centuries. As of that time, a range of commercial relations
between Gdansk and the overseas countries such as Denmark, Sweden, Flanders,
England, France, Spain and Portugal was rapidly expanding. Towards the end of the
16th century Gdansk's vessels also reached Italy. The population of Gdansk in the 17 th
century amounted to 75,000 inhabitants i.e. more than the combined population of
Nurnberg and Hamburg at that time.
The main area of gravity for the Gdansk port comprised the Polish lands; however,
independent of that, Gdansk also maintained lively relations with Lithuania, Riga,
Rewal and with distant Novogrod in the north; to the south Gdansk's relations reached
Hungary and Moldavia, thus on frequent occasions goods from the east reached the
west of Europe via Gdansk.
A successful development of the economic relations corresponded with the port
expansion. Initially, principal export goods comprised timber and processed wood
products. At the end of the 14th century, during the favourable years, Gdansk sent on
an average of over 2,500 hundreds of timber, with a hundred equal to 120 planks.
These years also saw an average annual export of 1,000 lasts of ash and tar and up to
1,000 stones of wax. Over the 16th and 17th centuries the exports continued growing, so
that e.g. in 1610 a volume of 10,014 lasts of ash and potash was sent, as well as 6,074
lasts of tar. The value of those goods totaled about a million guldens, the amount that
at that time was undoubtedly high.
Among the export products there were in addition copper and lead. During the 16th and
the 17th centuries, Gdansk exported in transit 5 - 10,000 cwt (equals 112 lbs) of copper
annually.
Export of grain started in the 15th century and its remarkable growth was recorded in
the second half of the 16th century and the early 17th century when volumes of up to
128,000 lasts i.e. some 250,000 tonnes annually were sent by the port of Gdansk in a
number of years. As from the mid-17th century, due to continuous wars and the
economic decline of Gdansk's area of gravity, exports of grain only in exceptionally
successful periods exceeded 50,000 lasts yearly. Among the export products at that
time there were also flax, hemp, feathers, linen, saltpeter and hides. The major goods
that came to Gdansk comprised spices, southern fruit, drysalter's products and other
goods of the kind brought from Antwerp, Amsterdam and Lisbon. Their import
volume in the early 18th century amounted to some 200,000 pounds. Besides, there
were substantial volumes of sea salt, herrings and wine. A large share contained
treated skins, the import of which totaled up to one million pieces per year, as well as
woolen cloth that was barely produced in Poland at that time. In addition it is worth to
mention glass and paper.
Likewise the traffic of ships was substantial considering that time. As of the early 16 th
century until the end of the 17th century, there was an average number of 500 - 1,000
vessels calling at Gdansk on an annual basis, with the greatest number of ships under a
Dutch flag, followed by English and Gdansk vessels.
In the 15th - 17th century, the port of Gdansk played a vital role as a go-between for the
East and the West, constituting at the same time one of the major links in the
international commerce of that time. The only significant competitor to Gdansk on the
Baltic Sea was Lubeck.
As from the mid-18th century, Gdansk's trade experienced a gradual decline as a result
of wars and political changes in the area of gravity.
The beginning of the 19th century saw Gdansk fall under the rule of Prussia and
become one of the many German ports on the Baltic. The focus of gravity in terms of
the international trade was then shifted towards the Atlantic Ocean and to ports in its
closer vicinity. Furthermore, the partition of Poland and splitting of Gdansk's natural
hinterland by means of custom and political borders prevented the expansion of
overseas trade in its former dimensions. Notwithstanding, the port of Gdansk managed
to gradually increase its turnover and, over the last years before the war, it played a
significant role in sea trade on the Baltic.
The years between 1919 and 1939 were the period of the Free City of Gdansk and the
port's development was shaped by rather specific socio-political conditions. Due to the
unification of the Polish lands connected in terms of customs with the Free City of
Gdansk, the port has acquired a vast area of gravity and has become a focal point for
the concentration of Poland's overseas commerce. During that time the economic
development of the town depended greatly upon the overall prosperity of the Polish
State and before the outbreak of the Second World War the cargo handling capacity of
the port exceeded 7 million tonnes a year.
In 1945 Gdansk again became a Polish port but the years immediately following the
war were devoted to the reconstruction of the city from the ruins. In the second half of
the 1950's the improvements to the wharfs and port canals began. The next decade saw
the accomplishment of new projects such as sulphur and fertilizers handling terminals.
The overall cargo turnover rose from 6.6 million tonnes in 1949 to 15.8 million tonnes
in 1974. The bulk cargoes such as coal and coke prevailed, however the amount of
general cargo was on the increase, for example 2.15 million tonnes in 1973.
At the beginning of the seventies the Northern Port with fuel and coal terminals was
built. After the completion of this project the total turnover of the port reached in 1978
the record volume of 27.7 million tonnes. The next decade was, however, less
fortunate due to the political and economic decline that had an adverse impact on the
volume and the structure of the port's cargo turnover.
The new era in the port's operation began after the year 1989. The most significant
accomplishments at the Port of Gdansk over the recent decade include constructing a
state-of-the-art liquefied petroleum gas terminal at the Northern Port, establishing the
Duty Free Zone, developing the short sea shipping container terminal, further
specialist cargo handling terminals and the Westerplatte Ferry Terminal. The
successive investment strategy is currently subject to planning and implementation
procedures.
The Port of Gdansk Authority SA holds a position of one of the biggest enterprises in
the Pomeranian Region and a key player in terms of the regional economic and social
life. Stimulating the development of port's capacity and attracting new investors, the
Port of Gdansk greatly contributes to the dynamic growth of the city. From the
residents' point of view, this means, first and foremost, employment opportunities - the
port itself employs about 3,000 people with thousands of others working for the related
businesses and, additionally, better quality traffic conditions due to the upgraded road
infrastructure connecting the port and the city.
Moreover, the Port of Gdansk plays a significant role when it comes to shaping
industrial environment in the urban structure of Gdansk. The environmental impact
generated by the port's business operation has acquired much more friendly character
over the recent years. This results from technological improvements applied in
transport, cargo handling and storage methods, as well as from the investments in the
heating and sewage systems. Since 1994, a substantial reduction has been observed in
the emissions of sulphur, nitric and carbon oxides, as well as dusts.
Geschichte des Danziger Hafens (Zusammenfassung auf Deutsch)
Der Danziger Hafen liegt zentral an der südlichen Ostseeküste. Nach Plänen der Europäischen
Union spielt der Hafen eine wichtige Rolle im "Transport Corridor No. 6", der die
skandinavischen Länder mit Süd- und Mitteleuropa verbindet.
Der Hafen besitzt einen von der Polnischen Marine genutzten Teil.
Innerer Hafen
Im inneren Hafen werden vor allem Container umgeschlagen. Daneben besteht Infrastruktur
für Schwerlastumschlag, Schüttgut und andere Güter. Außerdem legen hier Passagierfähren,
RoRo-Schiffe und Autotransporter an.
Nordhafen
Der Nordhafen ist der größere und moderne Teil des Danziger Hafens. Hier befinden sich die
Kais für den Umschlag von Flüssiggas, Kohle, Treibstoffen und weiteren Gütern. Seit 2008
besteht das Deepwater Container Terminal Gdansk (DCT Gdansk), das eines der größten
Tiefwasserterminals der Ostsee ist.
Wirtschaft
Im Jahr 2008 wurden insgesamt 17,07 Mio. Tonnen umgeschlagen.[2] Die Umschlagkapazität
lag 2010 im inneren Hafen bei 11,5 Millionen Tonnen und im Nordhafen bei 48,5 Millionen
Tonnen.
Passagier- und Fährverkehr
Vom Hafen verkehren Schiffe hauptsächlich auf den touristischen Routen Richtung
Westerplatte, Sopot und Gdynia. Ferner besteht eine regelmäßige Fährverbindung zwischen
dem schwedischen Nynäshamn und Danzig.
Geschichte
Auf der dem Danziger Hafen vorgelagerten Halbinsel Westerplatte befand sich in den 1930er
Jahren ein Munitionslager der Polnischen Marine. Der Beschuss des dortigen polnischen
Munitionslagers durch die deutsche Kriegsmarine am 1. September 1939 gilt als der Beginn
des Zweiten Weltkrieges.
Cartagena. A millennial city and a civilisations port
Mastia is the name of an ancient Iberian ethnicity, belonging to the Tartessian confederation,
located in southeastern Spain. It was founded around 227 B.C.
The Carthaginians named Qart Hadasht to the city and it was for them the most important
place in the Iberian Peninsula in 223 B.C. They built a border wall around the city.
The Punic Wars were a series of three wars fought between Rome and Carthage from 264 BC
to 146 BC. The main cause of the Punic Wars was the conflict of interests between the
existing Carthaginian Empire and the expanding Roman Republic. Cartagena was an
important place in this war.
Hannibal, son of Hamilcar Barca (247 – 183/182 BC) was a Punic Carthaginian military
commander, generally considered one of the greatest military commanders in history. His
father, Hamilcar Barca , was the leading Carthaginian commander during the First Punic War.
Publius Cornelius Scipio (died 211 BC) was a general and statesman of the Roman Republic.
Scipio served as consul in 218 BC, the first year of the Second Punic War. His term of
command was extended and the following year found him in Hispania with his brother
Calvus, winning victories over the Carthaginians and strengthening Rome's position in the
Iberian peninsula.
To remember this part of our history every year we celebrate the Festivity of Carthaginias and
Romans.
Publius Cornelius Scipio said: "Capta Carthaginem, capta Hispaniam“. The battle for Qart
Hadas was the end of the War. During the Roman Empire, it was known as Carthago Nova
(the New Carthage) and Carthago Spartaria, capital of the province of Carthaginensis.
Most of the oldest monuments date from the ages of the Roman Empire when Cartagena
flourished. Among its numerous Roman remains stands out the recently restored Roman
theatre of Carthago Nova and the Augusteum, that was originally a site of the imperial cult of
ancient Rome, named after the imperial title of Augustus
The Middle Ages in Cartagena
After the collapse of the Western Roman Empire (476 A.C.), Cartagena becamed a part of the
Byzantine Empire.
During the Visigothic Kingdom Cartagena became a little town.
In the beginning of the VIII century, the Islamic Empire conquers the Visigothic Kingdom of
Toledo. The Muslims named the small village Qartayannat al-Halfa and it began a period of
growth. In the Islamic Kingdom, Cartagena recovers the importance as a port and the
agriculture and mining industry grow again.
Alfonso X, called The Wise, conquers Murcia and adds Cartagena to the Kingdom of Castilla
and León in the XII century With Alfonso “The Wise”, Cartagena recovers its commercial
activity with the Mediterranean Sea. And in the XIV century Cartagena recovers its influence
as a military port.
Cartagena in the Renaissance
The port of Cartagena gains importance with the Mediterranean politics of the Catholic
Monarchs.
With the Habsburg dinasty the strategic and military importance of Cartagena grows to
dominate the Mediterranean Sea.
In the XVII century, Cartagena suffers attacks from the Barbary corsairs. So, it´s necesary to
build towers of vigilance around the coast.
It´s the beginning of an economic crisis that goes on for a century.
The XVIII century. A new growth
Time for economic growing because Cartagena is the Capital of the Maritime Mediterranean
Department. It causes:
- The new Arsenal
- Bigger Shipyard
- More and better Fortifications.
The XIX Century
Mining Resurgence and urban transformations
- Resurgence of mining activity produces a prosperity time, and it causes…
- Bourgeoisie development because of the mining, and it brings…
- Wealth that causes the transformation of the city and a urban modernization
Mining activity in Cartagena´s Mountains: The most important minerals were lead, zinc and
silver.
In 1873, while in Spain there was the First Republic, in Cartagena the Cantonal Rebellion
began. It lasted for six months. During that time, 75% of the buildings were destroyed by the
cannon shots.
Beginning of the XX century: Minning crisis
In the twenties Cartagena retakes again importance as a naval port. During the Spanish Civil
War Cartagena was frequently bombed because of its strategic importance. After the War,
from the fifties to the seventies, Cartagena has an important industrial activity based on
shipyards and the chemical industry of fertilisers.
Nowadays, the economy is based on tourism, petroleum industry, shipyard and intensive
agriculture.
ADANA
Adana is a city in southern Turkey and a major agricultural and commercial center. The
city is situated on the Seyhan River, 30 kilometers inland from the Mediterranean, in
south- central Anatolia. It is the administrative seat of the Adana Province and has a
population of 2.1 million, making it the fifth most populous city in Turkey.
Adana lies in the heart of Çukurova, a geographical, economical and cultural region that
covers the provinces of Mersin, Adana, Osmaniye and Hatay. Home to approximately six
million people, the region is mostly a large stretch of flat, fertile land regarded as one of
the most agriculturally productive areas of the world.
History
The history of Adana is intrinsically linked to the history of Tarsus; they often seem to be the
same city, moving as the neighboring Seyhan River changed its position. During the era of
Pompey, the city was used as a prison for the pirates of Cilicia. For several centuries
thereafter, it was a way station on a Roman military road leading to the East. After the
permanent split of the Roman Empire in 395 AD, the area became a part of the Byzantine
Empire, and was probably developed during the time of Julian the Apostate. The Byzantines
recaptured Adana in 964. After the victory of Alp Arslan at the Battle of Manzikert in 1071,
the Seljuq Turks overran much of the Byzantine Empire. Adana was rebuilt and remained a
part of the Kingdom of Cilician Armenia until 1359, when the city was ceded by Constantine
III to the Mamluk Sultan of Egypt in return for obtaining a peace treaty. The Mamluks'
capture of the city allowed many Turkish families to settle in it. The Ramadanids family, one
of the Oghuz families brought by the Mamluks, ruled Adana until the Ottomans captured the
city.
Districts
The City of Adana consists of the municipal sections of the 5 metropolitan districts; Seyhan,
Yüreğir, Çukurova, Sarıçam and Karaisalı. Seyhan district is fully within the city limits
whereas Yüreğir, Çukurova, Sarıçam and Karaisalı districts have rural areas outside the city.
Seyhan district, located west of Seyhan River, is the cultural and business center of the city.
D-400 state road is like an economical border dividing the district into north and south.
Seyhan's north of D- 400 is economically the most developed part of the city. Along D- 400,
hotels, cultural centers, commercial and public buildings line up. Old town, located south of
D-400, is the market place where traditional and modern shops serve the residents. South of
the old town is a low-income residential area.
THE HISTORY OF MERSİN PORT
The history of Mersin port goes approximately 6000 years back. The old civilizations
established trade docks and port sites in 11th century B.C Although Klikya was an important
and a big dock in Roman age, it lost importance as the trade was directed to Istanbul, the
Agean region and the Blacksea region in Byzantium time.
In the Middle Age, in the end of the crusades, Klikya Armenian Kingdom livened up the port
of trade. The trade relations among other countries were arranged by the laws of Klikya reign.
In that age tax was taken for the shipped goods..
While western traders were bringing grain, spice, silk, medicine, olive oil, soap, gun, a variety
of metals, they were buying cattle, grain, cotton, salt, wood in return.
. In the reign of
Anatolian Seljuks, the trade was among Latins and Cyprus Kingdom; the port of Tarsus,
Silifke Mausoleum and Aydıncık Port.
During the reign of Ottoman as there was no active shipping trade, the ports of other countries
gained popularity. The port of Mersin completely lost its function. The docks in Tarsus,
Anamur and Gülnar were not active; and the most important of all those ports got farther from
Çukurova which had better main roads and agricultural advance
In 1838, the need of cotton wool of English textile was being taken from Çukurova because of
the American Civil War. The need of grain in Europe was also supplied in Cukurova. Those
were the basic factors for the development of Mersin port.
The most convenient place to export cotton wool was Mersin dock. In 1858, the logs that
would be used in the construction of the Suez Canal were set up in Mersin dock and loaded up
.
there
After these advances, a main road connecting Adana and Mersin was considered to be built.
That was a very important decision for Mersin port. Mersin would be an exit to the control
Anatolia and North Syria after that decision. Finally, the main road was opened in 1875.
The establishment of embassies and trade and transportation agencies near the port began in
1890.As the number of ships coming into and leaving the port rose, available docks couldn't
meet the needs. Later on the government built additional docks. However, private
entrepreneurs had to build their own docks since the number of the docks in hand was
insufficient. As the number of the docks increased, the number of the ships coming into
Mersin Port has increased rapidly as well.
In 1890, the countries which were traded from Mersin port were Algeria, Tunisia and Egypt in
North Africa; United Kingdom, Austria, Spain, France, Italy, Greece and Russia in Europe.
Agricultural products such as cotton, linen, animal products, carpets and rugs were exported
to these countries. On the other hand, coffee, rice, sugar, medicine, drinks, clothes, leather,
stationary, soap, glass and chinaware and some metals were imported.
After the Turkish Republic was founded and shipping was brought under state control,
shipping once again entered in the process of development. The port of Mersin has maintained
the supply of economic resources and import needs of the territory.
The foundation of the port was laid and work began on the construction of the port on 3rd
April 1954. It started to operate on 27th April 1960.The construction of the port was carried
out by the Royal Dutch Harbor Construction Company.
Mersin Port was extended in early seventies and it became a favorite haunt of shipping
companies in early eighties. So Mersin Port replaced ancient Tarsus Port. Today many ports
have been left behind by Mersin Port in terms of commercial transactions. Mersin Port,
Turkey’s largest port on the Mediterranean Sea is one of Europe's top-ranking ports. Mersin
Port is Turkey's door opening to the worlds. Today Mersin Port ships goods to all over the
world- America, Europe/Africa/Australia. It establishes transactions between countries.
DIE GESCHICHTE DES MERSINER HAFENS
Die Geschichte des Mersiner Hafens beginnt vor ungefähr 6000 Jahren. Die Völker dieser
Zeit errichteten Handelshäfen und Handelsstädte im elften Jahrhundert vor Christus. Obwohl
Klikla ein wichtiger und großer Anlegehafen im Römischen Reich war, verlor er seine
Wichtigkeit, da der Handel im Byzantinischen Reich nach İstanbul, in die Ägaisregion und in
die Schwarzmeerregion verlegt wurde.
Im Mittelalter, dem Ende der Kreuzzüge, ließ das kleinarmenische Königreich den Handelshafen
aufleben. Die Handelsbeziehungen mit anderen Ländern wurden durch die Gesetze der
Kleinarmenischen Regierung arrangiert. Steuern wurden zu dieser Zeit für zu verschiffende
Waren benutzt. In der Zeit der anatolischen Seldschuken wurde von den Handelshäfen von
Tarsus, Silifke, Mesilium und Aydıncık mit den Römern und dem Königreich von Zypern
gehandelt.
Da während der Regierungszeit des Osmanischen Reiches kein aktiver Handel betrieben
wurde, wurden die Häfen anderer Länder beliebter. Der Mersiner Hafen verlor sogar komplett
seine Funktion. Die Häfen von Tarsus, Anamur und Gülnar wurden nicht aktiv genutzt, doch
der Hafen von Çukurova bekam an Bedeutung, da er bessere Hauptstraßen und einen
landwirtschaftlichen Vorteil hatte.
Baumwolle für die englische Textilindustrie wurde für den amerikanischen
Unabhängigkeitskrieg von Çukurova gekauft. Auch Getreide wurde von Çukurova nach
Europa geliefert. Das waren die Hauptgründe für die Entwicklung des Mersiner Hafens.
Bagdad wurde mit Mersin verbunden, was einen großen Effekt auf die Entwicklung des
Mersiner Hafens hatte.
1890 betrieben Algerien, Tunesien und Ägypten in Nordafrika und Grossbritannien,
Österreich, Spanien, Frankreich, italien, Griechenland und Russland in Europa Handel mit
Mersin Agrarprodukte wie Baumwolle, Leinen, tierische Produkte und Teppiche wurden in
diese Länder exportiert.
Auf der anderen Seite wurden Kaffee, Reis, Zucker, Medizin, Getränke, Kleidung, Leder,
Seife, Glas, Porzellan und einige Metalle importiert
Der Bau eines Hafens begann am 3 April 1954. Ab dem 27 April 1960 wurde er angefahren.
Gebaut wurde unter der Königlichen Niederländischen Hafensbaugesellschaft
Viele Häfen wurden vom Mersiner Hafen im Hinblick auf kommerzielle Geschäfte
überholt. Der Mersiner Hafen, der größte Hafen der Türkei am Mittelmeer, gehört zu den
Spitzenhäfen Europas.
Der Mersiner Hafen ist die offene Tür der Türkei zur Welt. Heutzutage verschifft der
Mersiner Hafen Waren in die ganze Welt, Amerika, Europa, Afrika, Australien. Er ermöglicht
Geschäfte zwischen vielen Ländern.
MERSİN INTERNATIONAL PORT
Mersin International Port is connected by railway and highways to Turkey's industrialized
cities such as Ankara, Gaziantep, Kayseri, Kahramanmaras, Konya and to Turkey's border
neighbours such as Syria, Iran and Iraq. It is one of the major container gateways. It meets a
considerable portion of Turkey's export-import volume with its modern infrastructure and
equipment, effective cargo handling,vast storage areas, proximity to the Free Trade Zone.
With its ever-increasing transactions, container ship handling worth over 1 million TEUs and
8 million tons of cargo handling, MIP is making progress to be a leading port in the East
Mediterranean. MIP, which has a 2,500,000 TEU/Year Container Designed Capacity, is
planning to raise its existing capasity to 4,5 million TEU/Year and to obtain latest hi-tech
equipment in order to cater for mega containers.With the 110 Hectares of Total Port Area,
MIP caters non-stop for all types of cargo including container general cargo, project cargo,
RoRo, dry and liquid bulk cargo, tax-free fuel oil pump station, dry bulk discharge from
vessel into container, passenger ship, pilotage-towing-mooring and unmooring. MIP is
Turkey's only port that can provide all these facilities on the same yard.
There are 21 berths at the port, the maximum depht is 14 m, ship lenght is 305 m. Future
planning regarding depth is 17,5 m and ship lenght is 350 m. Facilities are being planned to
cater for post-panamax ships.
MIP, which has a natural advantage with an efficient transport connection to the hinterland a
short sailing time to ports in the Mediterranean, Black Sea and Red Sea region.
Turkey's one of the two most important ports included in EU Regional Policy 2007-2013
Motorways of the Sea.
After the takeover, so far 160.000 sq meters new container storage area have been added to
the existing port area with new field investment projects at the port where the infrastructure
investments have been completed and the inactive fields have been studied to be put in use.
This amount totals to 170.000 sq meters along with the temporary storage area. New field
studies will be carried out in order to increase the storage capacity in the framework of 5-year
investment plan. 8 new RTGs worth $ 12 billion were purchased in the equipment
investments to meet ever- increasing trade volume of the port. Besides, 2 mobile cranes worth
$ 15 million were purchased last year worth the aim of increasing operational speed and
vessel check-in capacity. With the new cranes preferred by the world's largest ports with a
capacity of 65 tons, twin lifts spreader mounted on and with 18 row beam, port capacity totals
to 1 million 800 thousand TEU.
Aproximately, 4500 ships are served a year. Dock winches, mobile winches, forklifts, tow
trucks, trucks and mini-loaders are used.
In the first quarter of 2012 two Gottwald mobile were bought. In addition to the winches that
are being mounted, 75 Lorries and trucks have been bought. And also 10 electric RIGs of 45
tons of capacity have been bought. These winches have different functions and high capacity.
Approximately the total quantity of discharged cargo from Mersin Port is 20 million tons and
it is at the top in the report of Turklim 2011.
According to the report that is to show the recent development in the sea trading, MIP in the
category of liquid load except raw crude is number 1 in the first l0 parts in Turkey.
MIP, which was in number 101 last year in the list of ''Top 120 Container Ports'' that was
prepared by Container Management Magazine. According to their loading capacity of 1
million and thirty thousand tons in 2011. As being one in two in the list, MIP aims to be the
leading part in the Mediterranean.
There is a direct international rail link from MIP to Ankara, Konya, Kayseri,
Kahramanmaraş, Gaziantep, Elazığ and the other industrial cities. A part from there,
there is also a terminal which is going through from the port site the landing stage.
Rail Transport is not only cost less money than the other transportation but also it has a
stable cost guarantee. Firms which are interested in export-import prefer highway
transportation, especially when they have long distance and ,in that way, the load came by
railway, can get into the part easily. Moreover, it doesn't need to transfer by highway
transportation; this helps the load carry and load to the wagons. This is good in terms of
saving time and money.
In order to make MIP's power higher among the other competing parts in Mediterranean
marlet and to make it a gate way to the countries which don't have border to Anatolia and
to any seas some infrastructure and equipment investments have been done. MIP has very
high strategic importance for Turkey and middle-eastern countries due to its geographic
situation and this strategic situation maintains MIP a natural market advantage. MIP is
trying to develop this market share with the help of new projects and new alternative
solutions to its customers by creating new service fields.
MERSIN’S INTERNATIONALER HAFEN

Mersins Internationaler Hafen verbindet mit der Eisenbahn und Autobahn
industralisierte Städte der Türkei wie Ankara, Kayseri, Konya, Gaziantep,
Kahramanmaraş und Länder wie Irak, Syrien, Iran.

Er ist der wichtigste Transporthafen der Türkei, der Verbindungen mit dem Schwarzen
Meer und dem Mittleren Osten hat.

Daneben deckt er den Export und Import der Türkei mit seiner modernen
Infrastruktur, Transportation, großen Lagerfeldern, einfachen Erreichbarkeit und
Kunden-beziehungen. Dieser Hafen entwickelt sich dazu, einer der führenden Häfen
vom östlichen Mittelmeer zu werden.

MIT, dessen Transport-Design-Kapazität 2.500.000 Teu ist, versucht die Kapazität mit
Investitionen zu erhöhen. Außerdem bezweckt MIT technologische Ausrüstung in den
Hafen zu bringen.

Mit 110 Hektar Hafenfläche, MIP für alle Arten von Fracht, einschließlich Container,
Stückgut, Projektladungen, Ro-Ro, trockenen und flüssigen Massengütern,
Passagierschiff, Lotsen-Schlepp-Festmachen und Losmachen catersnon-stoppen. MIP
ist der einzige Hafen der Türkei, der alle diese Einrichtungen auf dem gleichen Hof
bieten kann.

Es gibt 21 Liegeplätze im Hafen, die maximale Tiefe ist 14 m, die Schiffslänge 305m.
Zukünftige Planungen bezüglich der Tiefe sind 17,5 m und Schiffslänge 350 m. Die
Einrichtungen sind geplant, um Post-Panamax-Schiffen gerecht zu werden.

MIP, der einen natürlichen Vorteil mit einer effizienten Anbindung an das Hinterland
und eine kurze Segelzeit zu anderen Häfen hat, ist in der EU-Regionalpolitik der
2007-2013 Meeresautobahnen enthalten.

Nach der Übernahme wurden 160.000 m² neue Containerfläche zu der Hafenfläche
hinzugefügt und neue Projekte wurden beendet. Inaktive Flächen sollten genutzt
werden. Dieser Betrag beläuft sich auf 170,000 m² zusammen mit dem temporären
Speicherbereich. Neue Feldstudien sollten durchgeführt werden, um die
Speicherkapazität im Rahmen des 5 Jahre Investitionsplans zu erhöhen. 8 neue RTGs
im Wert von 12 000 000 000 $ wurden in den Ausrüstungsinvestitionen gekauft, um
das zunehmende Handelsvolumen des Hafens zu treffen. Außerdem wurden im
vergangenen Jahr 2 mobile Kräne im Wert von 15 000 000 000 $ gekauft wurden, mit
dem Ziel der Steigerung der operativen Geschwindigkeit und Gefäß-Check-in
Kapazität. Der Hafen erreichte eine Kapazität von 1 800 000 TEU.

Wie viele Schiffe legen pro Jahr am Hafen an?
Es legen pro Jahr ungefähr 4500 Schiffe an.

Können Sie über den Maschinenpark reden? Welche Maschinen werden
benutzt?
Hafenkräne, mobile Kräne, forklifts, Abschleppwagen, CKWS und mini loader
werden benutzt.

Welche Kranmarken benutzen sie?
ZPMC, Liebherr, Gottwald, MSM, Kmpp und so weiter.

Gibt es eine Verbessrung an Geräten und Maschinen im Jahre 2012?
Im ersten Quartal 2012 wurden zwei mobile Gottwald-Kräne angeschafft.Neben den
Kränen,die noch montiert wurden,wurden 75 Lkws gekauft,außerdem 10 elektrische
iltgs und 45 Tonnen Kapazität. Die Kräne haben verschiedene Funktionen und hohe
Qualitat.

Was ist die Kapazität des Hafens und was planen Sie für 2013?
Ungefähr insgesamt 20 Millionen Tonnen werden vom Mersiner Hafen verschifft.Er
ist an der Spitze des Reports von Turklim zom. Der Report zeigt die ständige
Entwicklung. Im Seehandel in der Kategorie der Flüssigwaren ist der Mersiner Hafen
Nummer 1 der ersten 10 türkischen Häfen. MIP war letztes Jahr Nummer 101 in der
Liste der ”top 120 Containerhäfen”, das vom Container Management Magazin
veröffenlicht wurde, wegen seiner Landungskapazität schaffte er es 2011 auf Platz 97
mir einer Ladungskapazität von 1 030 000 Tonnen.Als einer von zwei türkischen
Häfen in der Liste möchte MIP der führende Hafen im Mittelmeer sein.

Seit der Gründung des Mersiner Hafens wurden viele Studien über die Umwelt
gemacht.Es wurde das Umweltbewusstsein bewiesen.Außerdem veröffentlichte der
Hafen das Gesundheits,-Sicherheits-und Umweltspolitik- Zertifikat.
MIP startete eine Untersuchung über die Auswirkungen auf die Umwelt.Nach der
Untersuchung wurden Risiken und Arbeitspläne gemacht.
Können sie etwas über neueröffnete Leitungen sagen?
 Der Mersiner Hafen ist seit 2012 mit zwei neuen Strecken verbunden. Die AP Moller
Maersk Gruppe gründete mit der Seago Line den Mittelmeerservice,und die Seago
Line gründete mit Hamburg Süd den Levant Service,um den aktiven Handel mit
Europa,dem Mittelmeer,dem Schwarzen Meer und Afrika zu zeigen.Mit dem neuen
Mittelmeerservice werden die Türkei, Israel, Halien, Spanien, Marokko und Ägypten
miteinander verbunden und noch stärker. Mit dem Mittelmeerservice wird man eine
Rotation zwischen Mersin,Haita Ashdod, Salerno, Valenzia, Tangier, Algciraz und
Alexandria beobachten können.
 Mit dem neuen Levant Service werden der Mersiner Hafen, Ägypten, Spanien,
Großbritannien, Belgien, Deutschland, Marokko, der Libanon und Syrien miteinander
verbunden. Mit dem Levant Service wird man eine Rotation zwischen Mersin, Port
Said, Algeciras, Felizstowe, Antwergen, Hamburg, Tangier, Malaga, Alexandria,
Beirut und Lattakia beobachten können.
Außerdem werden die Arbeiten an der Mersin-Ägypten Strecke und der Ro-Ro
Strecke weitergeführt.
The Future of Wilhelmshaven
Wilhelmshaven - Army
The largest base of the German Navy with 9,000 soldiers and civilian employees is located in
Wilhelmshaven, which is also the largest base of the army. It is the home port of destroyers,
frigates and supply vessels.
The advantages of Wilhelmshaven are clear:
- short Distance to the open sea (23 nautical miles)
- 18m water depth at low tide
Wilhelmshaven – Industrial usage
There are two major energy suppliers in the region. Each can generate between 700 and 800
megawatts. Both have an extension option and a direct connection to the railway system.
Germanys largest oil terminal is in Wilhelmshaven. Up to 20 million tons per year can be
handled here. There is a tank storage capacity of approximately 1.6 million cubic meters. Two
pipelines run to the Rhine-Ruhr area and to Hamburg.
Wilhelmshaven – Jade-Weser-Port
The Container Terminal in Wilhelmshaven (JWP) is the only deep-water container terminal in
Germany. There are optimal connections to Scandinavia, the Baltic States and Russia, and
also a direct connection to Highway 29 and to the rail system.
The Freight Village (FV) offers a settlement area of approximately 160ha directly at the
container terminal and there is an option to extend the area by 400ha.
Wilhelmshaven goes Offshore
Jade Werke / Jade plants are responsible for the production of steel foundations for offshore
wind farms.
Further extensions are possible in the North and North Harbour lock on the island.
The Heppenser Groden has about 50 acres which are connected to the existing port
infrastructure by a heavy duty track. The distance to the quay is between 500 and 1500m.
On the lock island, there are ways to open up space for expansion. As with Jade-Weser-Port
you can fill the ground by pumping dredged materials, so that the areas can be used as
wharves.
Living in Wilhelmshaven
In Wilhelmshaven there are wonderful opportunities to live right to the water, like in the
Helgoland house. For guests there are several good accommodations, such as the Columbia
Hotel. The four-star hotel with 120 rooms, 25 suites has the form of a cruise ship.
The development area Wiesbadenbrücke / Wiesbaden bridge can be used for housing, services
and recreation. To the City, the train station and the popular South Beach it is only a 5
minutes walk.
The 8 ha development area at the Banter See / Banter lake can be used for residential und
commercial buildings.
Die Zukunft Wilhelmshavens
Wilhelmshaven – Die Bundeswehr
Der größte Stützpunkt der deutschen Marine mit 9.000 Soldaten und Zivilbeschäftigen
befindet sich in Wilhelmshaven, welches somit der größte Standort der Bundeswehr ist. Hier
sind Zerstörer, Fregatten und Versorger beheimatet.
Die unschlagbaren Vorteile Wilhelmshaven sind eindeutig:
- Geringe Distanz zu offenen See (23 Seemeilen)
- Wassertiefe 18m bei Niedrigwasser
Wilhelmshaven – Industrielle Nutzung
Es gibt zwei große Energielieferanten in der Region, welche jeweils zwischen 700 und 800
Megawatt erzeugen können. Beide haben eine Erweiterungsoption und einen direkten
Anschluss an das Bahnnetz.
Der Ölumschlag in Wilhelmshaven ist der größte in Deutschland. Bis zu 20 Mio. Tonnen
können hier pro Jahr umgeschlagen werden. Es gibt Tanklagerkapazitäten von ungefähr 1,6
Mio. m³. Es führen Pipelines in das Rhein-Ruhr-Gebiet und nach Hamburg.
Wilhelmshaven – Jade-Weser-Port
Der Container Terminal Wilhelmshaven ist der einzige Tiefwasser Container Terminal
Deutschlands. Es gibt sowohl optimale Feederverbindungen nach Skandinavien, zum
Baltikum und nach Russland als auch einen direkten Anschluss an die Autobahn 29 und an
das Schienennetz.
Das Güterverkehrszentrum (GVZ) hat ca. 160ha Ansiedlungsfläche unmittelbar am
Containerterminal mit der Möglichkeit die Fläche um 400ha zu erweitern.
Wilhelmshaven blickt seewärts
Die Jade Werke sind für die Fertigung von Stahlfundamenten für Offshore-Windparks
zuständig.
Weitere Erweiterungen sind im Nordhafen Nord und auf der Schleuseninsel möglich.
Der Heppenser Groden hat ca. 50 ha Fläche und eine Anbindung über die Schwerlasttrasse an
bestehende Hafeninfrastrukturen. Die Entfernung zur Kaje beträgt zwischen 500 und 1500m.
Auf der Schleuseninsel gibt es Möglichkeiten Erweiterungsflächen zu erschließen. Wie beim
Jade-Weser-Port kann man Flächen aufspülen und als Kaianlagen nutzen.
Wohnen in Wilhelmshaven
In Wilhelmshaven gibt es wunderschöne Möglichkeiten direkt am Wasser zu wohnen, wie
zum Beispiel im Helgolandhaus.
Auch für Gäste gibt es verschiedene gute Unterkünfte, wie zum Beispiel das Columbia Hotel.
Das Vier-Sterne-Hotel mit 25 Suiten du 120 Zimmern hat die Form und Anmut eines edlen
Kreuzfahrtschiffes.
Von der Wohnentwicklungsfläche Wiesbaden geht ein großes Potenzial aus.
Die Entwicklungsfläche Wiesbadenbrücke kann für Wohnen, Dienstleistungen und Freizeit
genutzt werden. Sowohl in die City und zum Bahnhof als auch zum beliebten NordseeSüdstrand sind es nur 5 Gehminuten.
Auch am Banter See können 8 ha Entwicklungsfläche für Wohnbebauung und Gewerbe
genutzt werden.
Future connected with port of Gdańsk.
The importance of port
The most important informations about the port
 It was established in the 10th century
 It is one of the most important ports in Poland and one of the biggest ports on Baltic
sea
 In 1981 in the Gdańsk shipyard there were the second big strike. The most important
person in this event was Lech Wałęsa, a man who later became a president of Poland
 In december 1970 in the Gdańsk shipyard there were a strike which killed several
dozen people
Future development of port
Port’s strategy
 Development of function of a Baltic container hub
 Aquire the position of a fuel and dry bulk distribution port
 Guarantee Poland's energy supply safety
Dry Bulk Terminal
Handling cargo such as export and import:
a)
b)
c)
d)
coal
grain
aggregate
iron ore
Port’s development plans






Construction of a PERN Liquid Fuel and Oil Storage-Handling Base in the
deep-water part of the port
Docking berth T1 suited to handling tankers operated by „Naftoport„ In the
remaining area stretching along the deepwater part of the bank
Plant Products Bulk Terminal
The expansion of Deepwater Container Terminal throughput capacity
Aquapark
Two global business giants who appreciated good conditions offered by
Pomerania

UNITED STATES OF AMERICA
Enterprise
Sector
Intel Technology Poland
ICT
Coca Cola
Food Industry
Sony Pictures
ICT and Finance
First Data
Finance and Accounting

GERMANY
Enterprise
Sector
Lufthansa Systems Poland
ICT
Ergo Hestia
Insurance
Dr. Oetker
Food Processing
Bayer
Finance and Accounting
FUTURE PORT IN EL GORGUEL CARTAGENA
The worldwide increase in container traffic, and particularly in the
Mediterranean, which accounts for more than 10% annually, justifies the
construction of new transhipment ports in the Suez Canal and the Strait of
Gibraltar. The Port of Cartagena is located in the western Mediterranean, in the
influence area of the Strait of Gibraltar, and therefore represents a potential
location of considerable strategic value for the construction of a logistic
platform for the transhipment of containers, which is of great interest to the
shipping companies that operate this type of traffic. Likewise, the current land
connections with the rest of the peninsula by road and railway, as well as the
future railway connections foreseen in the project of the Mediterranean railway
corridor, which will connect Cartagena with the North of Europe, promote the
export and import of products through the port. The attraction of transhipment
and import-export traffic through the Port of Cartagena would involve an
extraordinary opportunity of economic development for the Region of Murcia,
by becoming a main node of the international logistic network.
The creation of container traffic would involve an important change in the port
activity towards the clean traffic of general goods, in which the port operations
and logistics add great value to the transport chain.
These actions have led the Port Authority of Cartagena, and its Board of
Directors, which is made up by various administrations and institutions
including the State Administration, the Regional Government of the Region of
Murcia, the City Hall of Cartagena, the Chambers of Commerce, the business
representatives of the Region of Murcia and the unions which represent most of
the workers, to design a new strategic planning focused on locating an external
basin, designed exclusively for the container and general goods traffic on the
coast of Murcia.
The comprehensive studies carried out for choosing the site have led to the
conclusion that the only and best location on the coast of the Region of Murcia
is El Gorguel Bay. The main arguments for this are the following:
 The bathymetry, since it has the necessary depth. It must never be over
50m., which would greatly increase the cost of the infrastructure and
would make the project unfeasible, neither less than 25m. in order to have
the greatest depth possible.
 The easy access to the road and railway transportation networks.
Nowadays a port cannot be developed without efficient connections to the
national transport networks.
 The possibility of building areas for logistic activities of up to 200Ha, in
the surrounding area of the Escombreras Valley and El Gorguel.
 The low seafloor environmental assessment…
 … and zero interference of the coastal sediment transport, and therefore,
causing no impact on the beaches of the area.
The new infrastructure that would be provided to operators is the following:
 A high capacity Container Terminal: 2 million TEU in the first phase and
3.5 million TEU in the second phase.
 A Multipurpose Terminal for clean traffic and 4 ro-ro berths.
 A Logistic Activity Area covering from 70 to 200Ha.
The port would be located 1km. from the bay of Portman, with the entrance
facing west, decreasing therefore the roughness of the sea inside the basin. Its
construction would have no influence on the regeneration of the bay. In fact, it
would favour the construction of the new planned marina.
The characteristics of the new port would be:





A surface area of 190Ha.
The main quay 1,465m. long.
Quays with surface area 3,295m. long.
Quays without surface area 1,000m. long.
A breakwater 4,670m. long.
The new basin would be connected by land through a road tunnel and a railway
tunnel, preserving the Fausilla Mountains and linking the new external port to
the regional, national and international land routes. This way the new terminal
for ro-ro traffic would connect the land transport networks with the motorways
of the sea fostered by the European Union, reducing the environmental impact
produced by CO2 emissions generated by the means of transport.
The total investment foreseen exceeds 1,100 million Euros, which would be
shared between the public investment, for which the Port Authority is
responsible, and the private investment. The public investment in infrastructure
for the complete development of the basin would be carried out in two phases,
with a total cost of 650 million Euros. The private investment would finance the
rest of the infrastructure, as well as the equipment of the terminal. The
investment considers the construction of breakwaters, quays, land filling,
pavements, facilities and all of the equipment necessary for the exploitation of
the terminals such as the quay cranes, gantry cranes, platforms and trucks among
others.
This project would create important business opportunities in many sectors,
including activities related with the cargo, handling, storage, transhipment,
consignment, quality control, mechanical inspection, machinery maintenance,
financial institutions, hotels, restaurants and others. The study that has been
carried out by the Technical University of Cartagena estimates an employment
impact of 500 direct jobs once the port begins operations, to a total of more than
3,000 jobs once the basin of El Gorguel is working at full capacity. These
permanent and qualified jobs would require the setting up of a specialized
Training Centre, which would provide professionals the required knowledge for
the development of the port activities such as: computer science, electronics,
electricity, handling of machinery, insurances, logistics, cargo inspection or
customs procedure.
For this reason the project is considered a unique opportunity for the Region of
Murcia, the area of Cartagena, and particularly, for the towns situated near the
new port.
Gdańskie Autonomiczne Gimnazjum
Gdańskie Autonomiczne Gimnazjum (Autonomic Middle School of Gdańsk) was established
on the 1st of September, 1999, forming Gdańskie Szkoły Autonomiczne (Autonomic Schools
of Gdańsk) together with Gdańskie Autonimiczne Liceum ( Autonomic High School of
Gdańsk) and Gdańska Autonomiczna Szkoła Podstawowa ( Autonomic Primary School of
Gdańsk). Since the very beginning, GAG has been generating interest of the parents living in
Tri-city and its surroundings. On the 10th of October, 2003, G.A.G was officially awarded the
title of "Szkoła z klasą" ("School with quality"). Currently, the school has four 1st, three 2nd
and three 3rd grades, giving a total of 172 students.
Teaching Methods
The didactics of our middle school was developed by the teachers employed in schools
conducted by Gdańska Fundacja Oświatowa (Gdansk Educational Foundation) – and
published in the book "Klocki Autonomiczne". The teaching programs included in it were
admitted to scholastic usage by the Polish minister of national education in 1999, on the 15th
of February. The concept is based on the obligatory scholastic program of Polish public
middle schools.
Teachers
The teachers of GAG, hand-picked through the competition based recruitment system, are
competent and experienced in teaching middle school youth. Most of them are also the
employees of GLA, bringing the possibility of merging high standards of education with an
adequate methodical approach. The staff includes the accredited authors of numerous
didactics publications. The teachers of GAG are co-authors of the quarterly: „Klocki
Autonomiczne w szkole”.
Basic Educational Principles
Middle school is an extremely important stage in the development of our youth – it is a period
of growing to maturity and the development of interests. Thus, apart from focusing on
knowledge, special attention is paid to the issues related to patriotic and civil duties. The main
educational ideas we have chosen are:
- People and their emotions,
- Human rights,
- The place of man in the modern world.
Students are introduced to the principles of democracy by the Students` Council. They may
therefore contribute to the creation of the image of their school and new traditions by
organizing such events as St. Andrew's, Christmas-related school events, St. Nick's, etc.
In educational development, students, teachers and parents are supported by the psychological
and pedagogical staff of “Osiek”.
Teaching
Our main educational principles are:
-giving a solid base of general knowledge (the average result for the middle school exam
being 43,3 in the humanistic part and 43,5 in the mathematical-science part.)
-pinpointing predispositions and abilities of students that will help in deciding which class
profile to choose in high school.
-bilingual classes (since 2003/2004).
-intensive courses of two foreign languages.
-teaching physics and chemistry since 2nd grade.
-a long list of additional activities.
-the possibility of continuing education in GLA for the most worthy students.
Bilingual teaching
The school has provided a class with bilingual teaching in each grade since '03/'04. Apart
from 5 hours of English lessons weekly, students have the opportunity to extend their
vocabulary and other linguistic skills during other lessons, for example, biology.
Bilingual classes have an additional subject – knowledge of Anglo-Saxon culture.
Students` assessment system
The students` assessment system is based on point-grading. There are also yearly assessment
tests, known as Akcje Sprawdzające (Evaluation Events), which turn out to be the best way to
measure school teaching quality in practice. These events are treated as mock-middle school
exams, an emotional preparation to them. We also use them as a way to diagnose the strengths
of the students, in order to help them choose the right high school.
Electronic School Register
In September, 2008 the school brought the electronic school register into service, a tool that
unambiguously facilitates the monitoring of students' results by their legal guardians.
Extra curricular activities
We pay a lot of attention to the development of students` artistic abilities by offering a wide
range of extra curricular activities. The school provides good conditions for students` physical
development – students can choose from a variety of different sports activities conducted in
the gym, soccer field and pool. Students are also allowed access to an ice-skating rink during
the winter. In 2009 an astronomy observatory at GAG was officially opened.
Foreign Languages
Our students are obligatorily taught two foreign languages: 5 lessons of English weekly and a
second language (either German, Spanish or French ). The classes are held in several different
groups of difficulty. In order to evaluate the effects of learning and to make an apt division
into groups, the school organizes Akcje Sprawdzające mentioned earlier.
School achievements
Every year GAG students achieve excellent results in final middle school exams– the best in
Gdańsk in 2010. According to EWD (Education Value-Added) we are the school of success
education.
Our students participate successfully in a number of inter-school competitions at all levels.
Gdańskie Autonomiczne Gimnazjum
GAG in Gdańsk wurde am 1. September 1999 gegründet und bildet zusammen mit Gdańskie
Autonimiczne Liceum und Gdańska Autonomiczna Szkoła Podstawowa Gdańskie Szkoły
Autonomiczne. Seit Anbeginn hat GAG das Interesse der Eltern geweckt, die in der Dreistadt
und ihrer Umgebung wohnen. Am 10. Oktober 2003 wurde GAG offiziell mit dem Titel
"Szkoła z klasa" ("Schule mit Qualität") ausgezeichnet. Derzeit hat die Schule vier erste, drei
zweite und drei dritte Klassen, was eine Gesamtzahl von 172 Schülern ausmachte.
Die Didaktik unseres Gymnasiums wurde von den Lehrern entwickelt, die in den durch
Gdańska Fundacja Oświatowa (Danziger Stiftung für Ausbildung) geführten Schulen
eingestellt worden sind. Die Lehrmethoden wurden in einem Buch unter dem Titel „Gdańskie
Klocki Autonomiczne“ veröffentlicht. Diese Lehrprogramme wurden im Jahr 1999 zur
schulischen Nutzung durch das polnische Ministerium für Nationale Bildung zugelassen. Das
Konzept basiert auf dem obligatorischen schulischen Programm der polnischen öffentlichen
Mittelschulen.
Die Lehrer unseres Gymnasiums werden in einem Prozess der Auswahl ausgesucht und haben
bereits mehrere Jahre Erfahrung im Unterrichten. Die meisten von ihnen sind auch die
Mitarbeiter des Lyzeums, was ermöglicht das hohe Unterrichtsniveau mit entsprechender
Methodik zu verbinden.
Das Gymnasium ist eine wichtige Etappe in dem Erziehungsprozess der Schüler. Das ist eine
Zeit der Pubertät und und der Interessenentwicklung.
Wir machen die Schüler besonders auf folgende Themen aufmerksam:
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Der Mensch und seine Emotionen
Menschenrechte
Der Mensch in der heutigen Welt
Die Grundprinzipien in dem Lehrprozess, nach denen wir uns richten, sind:
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Das gründliche Allgemeinwissen, das in den hohen Ergebnissen unserer Schüler in
den staatlichen Abschlussprüfungen widerspiegelt werden. Seit Jahren erzielt das
Gdańskie Autonomiczne Gimnasium das erste Platz in Gdańsk.
Das bilinguale Lehren
Das Intensivprogramm des Fremdsprachenlehrens,
Ein reiches Angebot an verschiedenen AGs