Since the 1980s, seaport cities have been characterized by the spatiotemporal concurrence of highly modern terminals away from the city and derelict and/or sub-optimally used inner city harbours and waterfront sites. The post-Fordist city disintegrated into a polycentric fragmented structure with aggravated social confl icts between older residential areas of dockers and requirements for modern expensive waterfront condominiums. The cranes of the shipbuilders’ yards, which used to be a characteristic feature of the city silhouette and a symbol for dynamic port economies, have been dismantled, the land left derelict and contaminated. The formerly close functional and spatial relationship of port and city was relaxed from the end of the 1960s onwards and off ered opportunities for transformations. In this article different approaches for redevelopment und revitalization are discussed.
However we are still facing unforeseeable disasters, there is no possibility to leave seashores and riversides as the places of peoples activity of any time. Also there is no chance to implement everywhere more or less sophisticated systems of anti disaster preventions, mostly because of fi nancial shortages. But the other problem is lack of understanding that more important than prevention is so called “cooperation with water”. Such an approach is a part of sustainable development, and is creating safe conditions for any waterside localisation.
Port cities are having diff erent spatial structure than those located inlands. As a result of their seaside location, they face specifi c administrative and functional problems on a daily basis. In the economic and settlement structure of the country, they usually play the role of a “gate” through which streams of cargo are distributed further over the whole hinterland. It is the transport and logistics function of port cities, as well as the water bodies located in their area, that determine their spatial character to the greatest extent. The confi guration of the two above- mentioned factors, together with other development conditions, determines the model of spatial changes taking place in port cities. Additionally, evolving shipping technologies aff ect the contemporary development of the ports’ and port cities’ spatial structure.
Like other harbour cities in Europe, Lisbon has an axial development anchored in pre-existing confi gurations which dot from east, more industrial areas, to the west, a more monumental and urban type. The diversity of fabrics and the overlapping of various time layers become decoded through a functional specialization infrastructural line, which, from rural, becomes increasingly infrastructured as part of the on-going reinvention of the city of Lisbon.
Waterfront regeneration of port districts emerge as a tool for prestigious development of cities in urban re-imaging and growth. Creation of prestigious housing in these areas are part of a broader strategy of mixed-use and property-led development, but in absence of a holistic approach in planning and design, the urban landscapes may be developed merely on basis of the real estate frameworks. This article looks at how development trends of port cities can take an unintended stance in property-led regeneration of port districts, creating gated communities and failing to succeed in achieving the pre-determined objectives in urban planning. The discussion, which will address to issues of place-making, commodification of public space and planning policies, will take the port city of Izmir as the case. It is suggested that the adoption of a holistic approach to urban planning should guide the regeneration processes and design should take place-making into consideration.
The paper refers to the specific functional area, which identity was primarily based on the relationship with water – in major port cities, as well as related smaller settlemets. It discribes the phenomenon of using and reinterpreting the potential of a rich hydrographic network for constructing the contemporary spatial identity after the violent events of the 20th century. The case studies cited are differentiated due to the specifi city of the activities and the purpose of its implementation.
The subject discussed in this paper is the evolution of the ideas of organic development in urban planning, focused on the waterfront areas. The paper also aims to analyze and interpret current trends in urban water waterfront planning, which are infl uenced by the contemporary ideas related to environmental issues, landscape planning, new technologies in the fi eld of building design and civil- and hydroengineering or application of the renewable energy sources.
During the 1920s and 1930s Gdynia transformed from a small fishing village into a dynamically developing city through the construction in its vicinity of the largest seaport of interwar Poland. The city’s first expansion plan (1926, Adam Kuncewicz, Roman Feliński), designed for approximately 100 000 inhabitants, had to be revised already within a few years because development of the port has proved to be faster and the terrain requirements of the port substantially greater than originally predicted. In effect grounds originally planned for general city functions were yielded to the rapidly developing port. It was not until 2003 when the port boundaries shifted significantly as a result of restrictions and changes in the nature of port activity. These changes freed around 53 ha of post-harbour sites for new development, attractively located in the immediate vicinity of the existing city centre and waterfront. In 2015 the port boundaries shifted again adding 3 ha more of post-harbour sites. The changes also spurred investment in the north of downtown Gdynia – in accordance with the intentions of first city planners. Ideas how to make good use of post-harbour areas have been invented and evolved since 1990s. The concept which is currently under development was prepared in 2008 by the City Planning Offi ce of Gdynia. Since 2010 analyses and studies of future development have been conducted using 3D model. The concept is continuously updated and new details are added based on projects obtained through architectural competitions. Since 2015 development areas of the northern part of the city center were rebranded as Gdynia Sea City. In accordance with this concept Gdynia Sea City will be the modern city centre with areas designed for leisure, relaxation and business and will be inhabited by more than 10 thousand people. The area’s new grid is a continuation of the urban grid of historical downtown Gdynia and draws upon unrealized city plans of the interwar period. The scale of new buildings in the area is reminiscent of the historical buildings in the area. Groups of higher buildings are allowed outside of a protected area of the historic center, in areas selected through view and cityscape analysis. The residential and commercial complex Sea Towers together with two other newly constructed tall buildings is currently the dominant in this area. Several new development complexes are under construction. Planning concepts assume public availability of quays around the port basins and maintaining spacious openings towards the sea. Construction of marinas is expected using part of the docks and the ability to expand and reduce existing wharves, movement of pedestrians and cyclists between Fishermen Pier and South Pier will be facilitated through the construction of a bridge or a ferry connection. The planned enlargement into the post-harbour areas will double the current potential of Gdynia downtown, and enlarge the scope of representative areas and change the panorama from the historic city center and from the sea. Attractive downtown sites can provide an answer to the issue of uncontrolled urban spill into peripheral areas of adjacent municipalities.
The first post-war, comprehensive Gdynia Downtown Plan was at the same time one of the first spatial development plans in Poland defining the directions of transformation of multifunctional downtown structures in the new system and legal realities. It was the Plan of the Polish Breakthrough related to the realities of the downtown area of Gdynia. The study area included the Gdynia Valley limited by the hills of Kamienna Góra, Redłowo and Chylońskie Forests with the development of a complete pre-war city developing in accordance with the fi rst plan of Adam Kuncewicz from 1925 in the zone of 3 km, counted from the center of the inner port. The aim of the plan was to look for centralizing potential in the fi eld of research. This concept was treated as a power degree related to the then existing state, as well as the possibility of further development or transformation.
This paper examines the conservation master plan prepared for in Beyoglu, Istanbul’s Galata Persembe Bazaar waterfront and its Genoese and Ottoman port heritage. This paper initially contains an analytical perspective. This perspective informs the analyses of the evolution of planning process on the conservation of the port heritage. The results of relations between port heritage and conservation planning works have come up for discussion. Spatial interventions on the Persembe Bazaar waterfront began in the 1980s by removing industrial and commercial buildings in the area. These interventions, made in the framework of wiping away the Halic (Golden Horn) waterfront created pressure for urban regeneration in areas with historical and cultural heritage assets like Persembe Bazaar. Major projects such as Galataport and Halicport on the waterfronts of the Halic and the Bosphorus have increased this pressure. Huge functional transformations on the waterfront are desired along with the Persembe Bazaar Conservation Master Plan, which conforms neither to the content nor the context of general conservation principles or Turkey’s conservation legislation. Its content includes no interventions compatible with the theme of “living in harbour cities” and should thus be criticized. The conservation of the tangible and intangible heritage of historical port features, the preservation and development of the service sector and trade in the area requires adopting a holistic understanding of conservation and taking historical features into account. Such an important port heritage site should not be seen as having only touristic functions. It should emphasize more local features for their daily use of local residents and businesses.
Kadıköy is a central district of Istanbul and a public transportation hub located on the shores of the Marmara Sea. It has been highly affected by recent developments in Istanbul. The triggers of change in Kadıköy are both planned (developments in transportation facilities and redevelopment of old buildings) and unplanned (i.e. proliferating cafes, bars, and cultural facilities). It is also affected by metropolitan scale dynamics (changes in Beyoğlu, the culture and entertainment center of Istanbul). These changes in Kadıköy have inevitable eff ects on the inhabitants and users. This article discusses the positive and negative aspects of both planned and unplanned development on public life and spaces in Kadıköy. Vitality of public spaces seems increased. The main changes are increasing population and building densities, changes in public space usage, and a proliferation of cultural facilities led by recently opened theatre halls.
Within this article a large scope of issues associated with development conditions and specifics of shaping the new image of Gdańsk waterfront was presented. The special attention was paid to its part situated within its central zone, located within the city centre. This area was playing a key role in development of the city, as within its boundaries many activities associated with shipbuilding and port industry were located. One has to mention that the Granary Island – a place located in the heart of the waterfront area – was an area of special interest for the port and shipbuilding activities, which relates also to the embankments of both Old and New Motława rivers. But the technological changes in the maritime transportation as well as wart-time destruction of the city decided about the major changes in structure of this area and shifting the port and shipbuilding operations to other sites located to the north from the city centre. Therefore, starting from the year 1945, one could observe the on-going discussion regarding the future of this area, although only in 1990-ties it was possible to actually start implementation of these ideas. At the same time – along with appearance of the demand for the types of apartments, offi ce and commercial spaces that
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