Poland, having regained its independence after 123 years of partitions, had to face one of its most significant tasks: to enforce and exploit its rights granted in the Treaty of Versailles of 28 June 1919, which ended World War I. These rights were exercised with the help of various authorities and posts fulfilling specific functions in the political and legal system of the Republic of Poland, and in the Free City of Danzig, in which Poland gained special powers resulting from free access to the sea secured by the peace treaty. As Poland began to organise its access to the Baltic Sea, institutions and offices were established for that purpose in the territory of the Republic of Poland and in the Free City of Danzig. They all contributed to creating records, as their operations generated specific types of documentation. Their activities were interrupted by the outbreak of World War II. Military operations and their postwar effects resulted in devastation of archives. The paper presents a summary of remaining records in the form of an archival guide, based on the directory of maritime authorities and institutions drawn up by the author. The guide ought to facilitate access to the preserved records and at the same time, indicate institutions, of which all records have been lost. The guide, therefore, covers the following authorities, offices and institutions undertaking activities related to the gained access to the Baltic Sea, existing on the eve of the outbreak of World War II, covered in 7 sections: a) Special (maritime) administration b) Merchant Navy. Polish Shipping Companies (state-owned companies) c) Maritime associations of high public utility d) Associations of shipping enterprises (transportation and freight forwarding) e) Special courts (maritime chambers) f) Maritime education g) The Polish Navy The analysis of the state of preservation of the records of maritime institutions and organisations operating before World War II shows that in the archives we can find 473 archival units created by the special (maritime) administration, as well as 1605 archival units created by state-owned merchant navy companies, 152 archival units by associations of high public utility, namely the Maritime and Colonial League, 601 archival units by maritime associations of shipping enterprises, 12 archival units created by special courts, 59 archival units by organizations dealing with maritime education and 1851 archival units by the Polish Navy. Not even one archival unit has been left of the records of 11 institutions and organisations enumerated in this paper. Even more I would like to invite readers to make contact in the case there being a possibility to enrich the current database, both in terms of information on saved records, and the lost ones.
Over the last decade, a dynamic development of ferry traffic in Poland has been observed, which influences the need to improve the services offered by ferry carriers. When managing ferry traffic, disruptions may occur due to the influence of various factors. The occurrence of these disruptions poses challenges for ferry operators and ferry terminals’ managers, cooperating and taking decisions on the organisation of ferry services in ports. The aim of the article is to identify disruptions occurring in ferry traffic and to analyse the causes of disruptions reported by a selected carrier operating in the ferry terminal in the seaport of Świnoujście (Poland). The ferry transport market in Poland was analysed in the article, and disruptions that may occur in ferry traffic were identified. The analysis of disruption causes reported by the selected ferry carrier showed that unfavourable weather conditions were the most frequent cause of ferry cancellations and delays. The results of the study may be of interest to ship owners, managers of ferry terminals and seaports.
As of 1 January 2007, the tonnage tax was introduced in the Republic of Poland. This tax, as an instrument of state policy, was intended to restore the comparability of the tax burden on shipowners in Poland with the tax burden in countries with so-called “flags of convenience.” As a result, the purpose of introducing this regulation was to bring EU shipowners’ vessels back under national flags, and consequently, to increase state budget revenues from this source. Over 18 years have passed since then, making it necessary to verify the achievement of these goals. During the research, the hypothesis was formulated that the tonnage tax has a limited fiscal significance for the state budget, although as a public levy, it primarily serves a fiscal function. Four research questions were formulated to verify the hypothesis. The study initially focused on discussing the structure of the tonnage tax. In this context, attention was given to the subject and object of taxation, as well as the tax base and rates. A significant portion of the analysis was dedicated to presenting the principles governing the calculation and collection of the tax. Next, the fiscal significance of this public levy for the state budget was examined from the perspective of eighteen years of its operation. This assessment focused on the revenue generated from the collection of the tonnage tax, which served as a basis for conclusions regarding the justification of its continued application. The main research method used in this study was the dogmaticlegal and formalanalytical methods. Additionally, the historical-legal method was also used. In the dogmatic-legal method, normative legal sources, including Polish legislation, were analyzed. The study also relied on the contributions of doctrine. Within the research using the analytical-formal method, financial data regarding the tonnage tax provided by the Ministry of Finance were verified. This data was taken from both annual reports on the execution of the state budget and those obtained through a public access to information request. The analysis concludes with a summary and the formulation of de lege ferenda conclusions.
One of the longest-serving senior civil servants in the Prussian province of Pomerania and a committed local patriot of Stettin (Szczecin) has remained an almost unknown figure to this day. This article therefore aims to provide a critical appraisal of his achievements. Above all, Julius Lippmann, a native of Danzig (Gdańsk) from a Jewish family of modest means, was a beacon of democracy and a key initiator and promoter of economic and social programmes for the port of Stettin, as well as Pomeranian welfare and agriculture. Lippmann began his career as a lawyer in a partner firm and made his way into politics from 1900, both as a liberal-minded city councillor of Stettin and as member of the Prussian Parliament. From the outset, he stood up for the interests of Stettin vis-à-vis the Prussian Government, a position he consistently maintained in his economic policy during his term of office as Chief President of Pomerania. Early on, Lippmann chose a left-wing liberal political direction, combining market economy ideas with a strong sense of the rule of law and social responsibility. His political career of almost twenty years enabled him to cooperate closely with a small network of liberal and social-democratic politicians and officials in Berlin and Pomerania, although he always maintained a certain distance. Lippmann’s work for the port of Stettin demonstrates how he acted as an important coordinator between the City of Stettin, local merchants, and the Prussian Government from 1922. This helped him to put the port of Stettin on a secure and sustainable footing. As a Prussian civil servant in a single province, however, Chief President Julius Lippmann and the Port of Stettin in the Weimar Republic 133 he was powerless against the economic crises of the second half of the 1920s, which reached global dimensions in 1929. In the wake of the collapse of the shipbuilding industry and crises in many other sectors including agriculture, he continued to advocate for the interests of Stettin and Pomerania and took on social projects for the affected workers and arranged loans for the farmers. Although Lippmann and his family had converted from Judaism to Lutheranism as early as 1901, he did not escape persecution by the Nazis. After his death, his son’s family took important documents belonging to Lippmann with them to the United States. It was not until 2024 that these historical documents could be returned to Germany and handed over to the Pomeranian State Museum in Greifswald by one of Lippmann’s great-granddaughters. Since Lippmann left no other personal documents or even memoirs, it is primarily his correspondence from administrative files kept by archives in Szczecin, Greifswald and Berlin that form the most important basis for this article.
Prince Wartislaw IV, born around 1290 as the son of Bogusław IV and Margaret, daughter of the Rügen prince Wizlawa II, ruled the Duchy of Wolgast from 1309. Around 1316, he also became the ruler of the Sławieńskie and Słupskie lands, and in 1325, after the extinction of the Rügen dynasty, the Duke of Rügen. Prince Wartislaw IV pursued a different policy from that of his father, which resulted in the expansion of his dominion. The article aims to gather and verify previous findings and to show the role of Prince Wartislaw IV in the incorporation of Słupsk and Sławno lands to the Principality of Wolgast. The article’s content focuses largely on the origins of the inclusion of Słupsk and Sławno lands into the domain of Duke Wartislaw IV, and consequently, the policy of the Western Pomeranian dukes towards these territories. The primary source material consists mainly of documents from Wartislaw IV and other princes and rulers who participated in the circumstances of the assumption of power in the Słupsk and Sławno lands by the Duke of Wolgast.
Three volumes of register files of the “Polsko-Brytyjskie Towarzystwo Okrętowe S.A.” from 1929–1938, which are part of the archival team of the Municipal Court in Gdynia, contain the most important documents (mainly in the form of reports and correspondence) related to the company’s operational and financial results, fleet and work organisation. They are not only comprehensive and diverse in terms of content, but, above all, they are an official source of information on the history of the popular “Polbryt,” created in its office. The information contained in them provides a basis for further research into the history of this shipping company, which had its most important period in the years 1929–1938. The company was established on 21 December 1928 after lengthy negotiations with Ellerman’s Wilson Line Limited. The result was the purchase of four cargo and passenger ships, which ensured regular transport between Gdańsk and Gdynia and ports in England (London, Hull, Dover) and France (Le Havre, Cherbourg and Dunkirk). The main goal of PBTO was to transport butter, bacon and eggs, i.e. perishable goods, as well as passengers (mainly emigrants travelling via Britain and France to North America) and horses. The company was established at a particularly difficult time for the development of global shipping. From its very first year, it had to combat not only a disastrous freight market and poor emigration conditions, but also difficulties arising from its lack of experience. Nevertheless, PBTO played an important role in the development of Polish-English and Polish-French trade relations. This article, like the company’s registration files, ends on 31 December 1938 due to the outbreak of World War II and the suspension of work by Polish courts keeping commercial records.
At the beginning of the Great Northern War, the Elector of Saxony and King of Poland, August II Wettin, established a privateer flotilla under his own flag, whose task was to combat Swedish shipping. The aim of this article is to show the reasons for its establishment, organization, military operations in the Baltic, and the influence it had on the early stage of the war. The study is based on the analysis of documents available mainly in the Riksarkivet in Stockholm, the Rigsarkivet in Copenhagen, and the Hauptsaatsarchiv in Dresden, as well as using reports from European press titles at the time. The presented research shows that the reasons for establishing privateers were problems in Danish-Saxon cooperation at sea. The organisation of the flotilla began in May 1700, yet the privateers did not appear in the Baltic until late October of that year. Their small number (most likely no more than 6 ships) resulted in low effectiveness; Only a few Swedish vessels were captured. However, this was enough to cause a short-term stagnation in Baltic shipping and provoke an armed response from the Swedes by engaging part of their fleet in fighting the kapers, who were finally pacified in July 1701. The circumstances of their establishment also prompt the question of to what extent the flotilla’s activities had only a military basis, and to what extent they were political, calculated to draw the neutral Polish-Lithuanian Commonwealth into the conflict. The actions of the privateers, conducted under a flag identified as Polish, also found wide resonance in the European press, which was the first and last such case in the early modern era.
The Free City of Danzig became an arena of conflicts between the local authorities and the Polish state defending its rights assured by the Treaty of Versailles and subsequent bilateral agreements. Polish diplomacy tried to address its demands concerning their own rights in Danzig directly to Geneva, and the Council of the League of Nations actually had to constantly take a position on Polish-Gdansk relations, involving the staff of the Secretariat in Geneva and experts. One of the most difficult to resolve proved to be the dispute over where to transship war materials. Danzig authorities sought to remove the possibility of transit and storage of such materials through Poland in general. The Polish side, on the other hand, demanded a suitably large space for such purposes on Holm Island. The Swedish delegation became a participant in the negotiations in the disputes, taking part in the meetings of the Council of the League of Nations as a non-permanent member from 1 January 1923. The Swedish authorities, headed by Prime Minister Hjalmar Branting, tried to support the Danzig side in the disputes with Poland, as a result of their conviction of the injustice of the Treaty of Versailles and their cooperation with British diplomacy. On the issue of the transshipment site, the Swedish delegation contributed in trying to find a compromise and break the deadlock. Such a solution was the appointment of a group of several experts, which brought a politically charged dispute down to the level of a technical issue. Among the experts, a key role was played by the Swedish engineer Per Gustaf Hörnell, who pointed to the Westerplatte peninsula as the best place for a Polish transit depot.
The aim of this article was to present the attitude of the Griffins towards the rule of the burgrave of Nuremberg, Frederick VI of Hohenzollern, in the Brandenburg March between 1411 and 1416. In 1250, Duke Barnim I gave up the Uckermark to the Margraves of Brandenburg. In the 14th century, the Griffins sought to regain control of the area, which they partly succeeded in the 50s–70s of that century. In the first decade of the 15th century, the Duke of Stettin Swantibor I took the castles and towns of Strasburg, Boitzenburg, Zehdenick and Prenzlau as a pledge from the Brandenburg Margrave Jost with the help of cousins of Wolgast. The Griffins of Stettin and Wolgast ruled there until 1414–1416, during which time Frederick VI of Hohenzollen ruled as governor of the Margraviate of Brandenburg on behalf of King Sigismund of Luxembourg and regained the above-mentioned centres. This marked the beginning of a new phase in the history of relations between the dukes of Western Pomerania and the rulers of the March of Brandenburg.
In recent years, especially after 2019, there has been a clear increase in interest in maritime transport resilience, so the main objective of this article is to examine and add to the state of the art of research on the maritime transport resilience in an increasingly uncertain environment. Through a systematic literature review (SLR), this study comprehensively examines the relevant literature on resilience and maritime transport resilience. For bibliometric analysis, 327 articles from the 2019-2024 period on the topic of resilience in the maritime transport were selected from the Scopus database. Selected texts were subjected to full-text analysis, for which the Authors used the narrative review method and the meta-analysis method. Analysed texts were divided into three subgroups based on the dominant subject of the study i.e.: (1) ports, (2) issues related to shipping lines, shipping network and their impact on other maritime actors, and (3) those dealing with various issues related to the resilience of maritime transport, such as employees or the implementation of modern technologies. The Authors have indicated causes of disruption that may affect maritime transport resilience i.e.: COVID-19, climate change and induced weather phenomena, and energy supply disruptions. The Authors indicated the need for a comprehensive analysis of the resilience of the maritime transport as a system.
The article, based on archival sources preserved in the Secret Prussian State Archives in Berlin-Dahlem, examines the attempts undertaken since 1720 to make the Dziwna Strait navigable and to build a seaport at its mouth. The hydrological analysis of the strait conducted by Prussian officials in 1720–1721 concluded that clearing the Dziwna would be extremely costly, and the expenses incurred would not guarantee success. Consequently, it was ultimately decided that the Świna Strait was better suited to become the primary waterway connecting Szczecin to the sea. The first dredging works at the mouth of the Świna began in 1730, although significant funding from the Prussian state for deepening the strait and constructing a seaport only commenced in 1739. By around 1750, most goods traveling to or from Szczecin were already passing through the Świna. Meanwhile, traffic on the Dziwna consisted solely of small, local vessels. In 1772, Frederick II initiated a new effort to deepen the Dziwna and build a seaport at its mouth. However, the king was persuaded by his officials that the investment would be exceptionally expensive and economically unviable, given the well-functioning waterway on the Świna. As a result, no works were undertaken on the Dziwna Strait. The third phase of attempts to make the Dziwna navigable occurred in 1786 and 1801, led by the Kamień Pomorski magistrate, which submitted relevant memoranda to the Berlin authorities. After reviewing the town’s arguments, the Prussian government rejected the requests for large-scale dredging works on the Dziwna and the construction of a port on the Wrzosowo Bay. However, local merchant communities were not prohibited from undertaking the project on their own. Ultimately, the financially weak merchant community of Kamień Pomorski was unable to fund the planned works. Thus, until the end of the early Prussian period, making the Dziwna fully navigable remained solely in the realm of plans.
The aim of the study was to examine the implications of the transport process of dangerous goods (DG) by sea on Ro-Ro and Ro-Pax vessels, with particular emphasis on the practical application of the International Maritime Dangerous Goods (IMDG) Code. The research focuses on legal frameworks, operational requirements, and safety procedures, addressing the problem of how effectively IMDG regulations are implemented in daily maritime practice.The study employs legal regulation analysis, process modelling on the Gdańsk– Nynäshamn route, statistical evaluation of 2024 voyage data, and qualitative data from shipowner documentation and expert interviews. Methods include the Delphi approach and FMEA risk analysis. The findings indicate recurring errors in Dangerous Goods Notes (DGNs), such as missing UN numbers, hazard classes, or “marine pollutant” designations. Statistical results show that Class 9 materials, especially lithium-ion batteries, dominate DG shipments, while correlation analysis highlights potential risks when certain classes are transported together. FMEA results point to improper storage and documentation deficiencies as the most significant hazards. The study concludes that compliance with IMDG standards ensures a high safety level, but continuous improvement is required. Enhancing documentation accuracy, crew training, and monitoring systems, along with adapting regulations to new technologies, is essential for safer and more efficient DG transport on Ro-Pax vessels.
The aim of this article is to attempt to answer whether the celebrations of secular holidays and ceremonies sponsored by the emerging communist governments in Poland can be reduced solely to the implementation of ideological tasks leading to the political subjugation of the nation. How did this issue appear from the perspective of the local society defined by the immediate post-war reality? The realisation of this goal has been designed in the form of presenting and analysing the (un)obvious contexts of the Sea Festival celebrations in Wrocław in 1945, which have not yet (similarly to other parts of the “Recovered Territories”) received the attention they deserve from historians. In this situation, this text, while also considering the role of Wrocław in the propaganda of the Polish state in the second half of the 1940s, aims to fill this research gap. The author’s intention in this case study is not only to highlight the political and ideological dimensions of the Wrocław Sea Festival in 1945 but also to equally emphasise its social and cultural context. Through the analysis of archival sources created by municipal and provincial authorities, notes and press articles, memoirs, and leaflets, it has been determined that while propaganda was the dominant feature of these celebrations, their significance for the foundational moment of Polish culture in the post-German city was equally fundamental. The Sea Festival in Wrocław in 1945 also exemplifies grassroots awakening of authentic social activity, skilfully reconciling the propaganda needs of the authorities with the requirements of the devastated city.
In the interwar period, „Żegluga Polska SA” was the largest Polish shipowner which was financially subsidised by the Polish government. The unique role played by the merchant fleet during the armed conflict (including transport of military materials and supplies) prompted Polish shipowners to prepare for war in 1939. The first steps in this regard were taken as late as the second half of March 1939. The analysis and criticism of sources allowed us to draw many interesting conclusions in the presented article. It quickly turned out that „Żegluga Polska SA” suffered from shortages of basic equipment necessary in war conditions, especially long-range radios. Moreover, the company entered into a conflict with the Ministry of Industry and Trade regarding the mobilisation of seamen, ship handling and management staff, which created a serious risk of immobilisation of the shipowner’s ships. Generally, the preparations of „Żegluga Polska SA” to the war included communication (radio and optical), coordination of ship traffic with units of other shipowners and the activities of the Navy, as well as protection of ships against possible acts of sabotage. The steps taken were aimed at preventing a situation in which the shipowner’s vessels would be destroyed or fall into the enemy’s hands. Important preparations also included securing the port by state authorities.
Between 13 and 16 May 1911, the last visit that a sovereign of Romania made to the territory of Bulgaria took place. Queen Elisabeta of Romania was invited by Tsaritsa Eleonore of Bulgaria to Evksinograd, the royal residence near Varna, on the shore of the Black Sea. The presence of Queen Elisabeta was not approved by Tsar Ferdinand of Bulgaria, who demonstratively left the country. The visit to Evksinograd, in May 1911, can be considered without political and diplomatic value in the context of Romanian – Bulgarian relations. The presence of Queen Elisabeta in Evksinograd is the last journey of a Romanian sovereign to the territory of Bulgaria and, in general of a Romanian head of state to the South of the Danube for the following half century, when Prime Minister Petru Groza was invited, in 1947, by the communist leader of the new People’s Republic, Georgi Dimitrov. Research on Queen Elisabeta’s high-level state activities, analyses of the diplomatic and political relations in Southeast Europe and, in particular, between Romania and Bulgaria have given fleeting attention to this episode. It is rarely mentioned, and a more generous account of this stay at Evksinograd was not found.
Although remuneration is not the sole determinant of workplace attractiveness, it is considered the most crucial factor. The aim of this article is to assess the pattern of seafarers’ incomes in comparison to salaries in the national economy. To achieve this goal, a statistical analysis of earnings distribution in the seafarers’ cohort and the distribution of all earnings in Poland was conducted, followed by relevant comparisons. The article begins with an introduction presenting the research problem and concludes with key findings. The main part of the work consists of a detailed description of the applied methodology and the presentation of the obtained results along with their interpretation. All calculations were based on data from the Central Statistical Office. The validity of the hypothesis was confirmed, indicating that the income distribution in the seafarers’ cohort has a higher average value but smaller dispersion, skewness, and concentration than the income distribution in the entire population of employees in Poland.
The paper addresses one of the typical operational tactics during Sweden’s period as a great power, in later historiography called “amphibious warfare.” In the thematic context of a history of Baltic port cities, it is connected to the question of which role port cities could play for amphibious operations in times of war and peace respectively. The following account therefore deals with specific aspects of amphibious operations such as embarkments and debarkations in port cities, logistical problems and garrisons within and outside port cities, questions of supply, transfer, relocations and the housing of soldiers, conflicts between burghers and soldiers, and “amphibious personalities” (milites amphibii) in general. As a general thesis, one can state, that an underlying precondition for all amphibious operations was Sweden’s domination of the Baltic Sea routes by a powerful navy. As a consequence, amphibious operations faced severe difficulties or were completely impossible, when this domination was lost to enemy navies.
The purpose of this article is to provide insight into the signing circumstances and the contents of the contract of 29 November 1933, between “Polskie Transatlantyckie Towarzystwo Okrętowe” (Polish Transatlantic Shipping Company Limited, or PTTO) and “Cantieri Riuniti dell’Adriatico” (United Shipbuilders of the Adriatic, or CRDA) for the construction of ocean liners MS “Piłsudski” and MS “Batory.” PTTO, a Polish – Danish shipping line, was created on 16 February 1929, on the basis of a contract signed between the Polish Ministry of Industry and Trade and “East Asiatic Company Limited”. Three steam ocean liners underwent a change of flag to flag of Poland (SS “Pułaski,” SS “Kościuszko,” and SS “Polonia”), the goal of which was to maintain regular transfer of passengers and goods between Gdynia and Halifax and New York. Unfavourable operating results and the economic crisis of 1931–1932 meant that PTTO, like other Polish shipping companies with outdated ships unable to compete with foreign competitors, was forced to replace its ships with modern ones - the fastest and cheapest in operation. As the purchase of ready-made new ships proved impossible, it was decided to subcontract their construction to the Italian company CRDA of Trieste, which offered the Polish side good and cheap to operate ships, as well as favourable credit conditions and the concept of coal compensation. The Italians have also indicated their willingness to purchase hard coal from Silesian mines over the next few years, almost matching the value of the ships. The contract for the construction of MS “Piłsudski” and MS “Batory” was signed on 29 November 1933 in Warsaw, and the period of supervision of its execution by the Supervisory Commission began. MS “Piłsudski” was launched on 19 December 1934 at the Monfalcone shipyard and arrived in the port of Gdynia on 12 September 1935. Two days later, a ceremony of consecration and hoisting of the Polish flag took place, and on 15 September 1935 MS “Piłsudski” left the port of Gdynia for her first voyage to New York. The ceremony of the launching of MS “Batory” took place on 3 July 1935 in Monfalcone, while the consecration of the Polish flag took place on 17 September 1936 in Gdynia. Two days later, the transatlantic liner set off on her first voyage to New York, henceforth making regular voyages while alternating with MS “Piłsudski.” During the summer, in between voyages, she made tourist trips to European ports. The new transatlantic ships were an excellent shipping investment, being the most modern vessels of their type sailing the seas of north-eastern and central-eastern Europe. After the outbreak of World War II, they were requisitioned by the British. MS “Piłsudski” sailed as an auxiliary battlecruiser and on 26 November 1939, sank during her first voyage to Australia. MS “Batory,” after being refitted and rearmed, served for six years during World War II, before being returned to GAL in 1946 and once again flying the Polish flag.
Princess Elizabeth, wife of Wartislaw IV, Prince of Wolgast, was one of the most publicly active women in Western Pomerania. After her husband died in 1326, Elizabeth had to face the function of regent because her sons were minors. When she took over, she exercised power and fought to maintain the principality using various methods. The text is intended to show in particular the situation in which the Duchess of Pomerania found herself after the death of her husband and the difficulties she had to face to maintain the inheritance of Wartislaw IV for her sons. An important aspect is also the presentation of how Elizabeth dealt with the problems she encountered during her rule, as well as the assessment of her actions. The source base consists mainly of selected documents that the duchess exhibited or co-exhibited with her sons.
West Pomerania has become known in recent years as a national leader in green economic transformation. The purpose of the article is to present the evolution that West Pomerania has undergone, from a region whose economic importance in the post-war period was based primarily on environmentally burdensome industry, to an area at the forefront of economic modernisation and implementation of the European Green Deal. The reason for the change in the direction of development after 1989 was, on the one hand, the deep economic crisis of the first years of political transition – characterised by a radical decline in industrial production, based on outdated and environmentally harmful solutions and, on the other hand, Poland’s accession and entry into the European Union and access to huge financial resources from subsequent programs and funds. In addition, the increase in environmental awareness, technological progress and the requirements of competitiveness of the market economy have led to increasing investment in economic transformation based on green ventures. The research used literature on the subject, industry publications, reports and studies, basic methods of descriptive statistics and analysis of development trends. As the analysis shows, due to its natural conditions and industry specialisation, the evolution of West Pomerania into an environmentally friendly area is based on investments in renewable energy sources (RES), with a particular focus on the wind power sector, including offshore. The development of RES is gradual but systemic, and this is confirmed by the use of increasing funds for this purpose, including from EU regional programs. Although progress toward decarbonisation and “greening” of the region faces some problems, it is hoped that they will be overcome. Indeed, local authorities stress that the transition to a climate-neutral economy is a priority for West Pomerania.
