Ports on the Danube
From Minja Milanko, Faculty of Philosophy,University of Novi Sad
One topic that was mentioned throughout several panels that caught my attention was the discussion surrounding the settlements around the ports; the cities and towns that developed along the riverside. While there are many urban development theories and models, there doesn’t seem to be much attention on the particular case of port-cities. During the Spring School I noticed a lot of peculiarities that port-cities have that made them very different from other urban spaces. So, in this essay I will go over what I believe are some key points that make port-cities unique in the realm of urban sociology and why there should be more focus placed on them. The main perspective that will be used is human ecology approach and the theories will be demonstrated through the example of Novi Sad.
Firstly, we will establish the basis upon which human ecology is constructed; fundamentally, human ecology pertains to the following four variables: population, organization, environment and technology [1] (Lampard, 1977). The degree of urbanization and the speed at which it takes place is dependent on the interactions of these four elements. A fast-growing population without proper organization isn’t sustainable long-term, and technological advancements are often at odds with the environment due to pollution and unsafe practices. Ergo, the city is built on the premise that all the mentioned variables are in balance.
In the case of population and its distribution in the city, there is a multitude of urban planning models that can be seen globally. From the Hoyt sector model, to the Burgess zonal hypothesis (Čaldarović, 1978), the layout and residential segregation in the city can be considered thoroughly researched concepts. However, in the case of port-cities, those models appear to be insufficient. Gentrification, for instance, can usually be spotted in the city center (given the number of hotels) or on the outer rim of the commuter zone (which Burgess refers to as the Bungalow Section). This however is not the case for port-cities, as the gentrified area is more so along the riverside in the form of weekend homes (Tamáska, 2016). That phenomenon can be observed in Novi Sad, while there is a number of upper-class residential buildings in the inner city, the most popular locations are in fact weekend homes by the Danube.
In terms of organization in the instance of port cities, one must take into consideration the unique spatial layout. Unlike Sorkin’s ageographic cities that are made of highways lined with skyscrapers in a completely artificial space (Sorkin, 1992); port cities have alternative ways of rearranging and organizing their surroundings. While on hand there is the river which can not be displaced as easily as a forest or field, there is also technology. The spatial transformation that takes place is more of a rearrangement; the river is lined with quays and docks; ships are made to travel by it and bridges are made to cross it. The river, therefore, is not seen as an obstacle but rather a useful tool in urban development (particularly in terms of communication and transport). In the case of Novi Sad, the importance of transport can’t be stressed enough. In 2019, the operation of the port was sold for nearly 8 million euros and the company that bought it, P&O Ports stated the importance of the port in the global supply chain[2].
Thirdly, in regards to the environment, the topic of pollution is of utmost importance. Cities are notorious for being the focal points of air pollution, the constant influx of cars, the gases from factories and the never-ending construction work create a toxic air supply for the residents[3]. To make matters worse, the growth of cities is also dependent on the aforementioned displacement and destruction of green spaces such as fields and forests. In the realm of port-cities, one could argue there isn’t much difference. Port-cities also come with their own set of problems regarding the environment, such as wastewater being dumped into the river, the ship paint with its toxic additives affecting the health of the people and animals that come in contact with it, and of course the potential for oil contamination[4]. While these are all concerning issues, recently there have been several initiatives launched in hopes of making ports more sustainable. Namely, the AIVP 2030 Agenda which aims to improve the air and water quality by implementing stricter measures of port and ship management, increase biodiversity and protect local flora and fauna[5]. The future of the Novi Sad port remains uncertain in the area, given that its under private ownership, though stricter laws regarding pollution could be an asset in that regard.
Finally, on the topic of technology there isn’t much to say that hasn’t already been mentioned in the segment regarding organization. Seeing as these two variables tend to go hand in hand, in this section the focus will be more so focused on the future of technology. Given that cities are the birthplaces of innovation, it is no surprise that port-cities are also advancing in that regard. Through the growing use of drones, various new machines and artificial intelligence, the burden of managing large scale operations is eased significantly[6]. While most cities seem to be struggling to reconcile urban life and the rapid development of tech (Sorkin, 1992), port-cities seem to have a wealth of new technology that could ease the way of life for their inhabitants.
As mentioned previously, the current state and future of Novi Sad remain ambiguous. While there is potential for its development as a true port-city, the intentions of the new owners of the port are not yet clear. The POET variables mentioned before can’t be considered if there isn’t an explicit idea on what the port/city is trying to be. The port can develop on its own and become part of a global transportation chain, but that would leave the city as just a loosely adjacent fixture; making Novi Sad just a city next to a port, rather than a port-city.
Bibliography:
Čaldarović, O. (1978). Mesto urbane sociologije u okviru opće sociologije. Kulturni radnik br l, XXXV, 104-123.
Sorkin, M. (1992). Variations on a Theme Park: The New American City and the End of Public Space. New York City: Hill and Wang
Tamáska, M. (2016). Komárom Duna-partjának várostörténete a kezdetektől 1945-ig. Építés Építészettudomány 44, no. 1-2: 107-128.
Lampard, E. (1977). Istorijski aspekti urbanizacije. Kultura 39177, 18-55.
[1] Commonly reffered to as POET
[2] Information taken from: https://www.arabianbusiness.com/industries/transport/419693-dubais-po-ports-inks-deal-to-operate-serbias-novi-sad Last visited: 29.04.2024.
[3] Information taken from: https://www.ncbi.nlm.nih.gov/pmc/articles/PMC9902165/ 
Last visited: 30.04.2024.
[4] Information taken from: https://www.epa.gov/community-port-collaboration/ports-primer-71-environmental-impacts Last visited: 30.04.2024.
[5] Information taken from: https://porteconomicsmanagement.org/pemp/contents/part7/port-city-relationships/ Last visited: 29.04.2024.
[6] Information taken from: https://prosertek.com/blog/ports-4-0-how-technology-is-transforming-port-operations/ Last visited: 29.04.2024.