Former industrial sites in the Ostrava and Karviná areas are seeking new purposes, with the railway infrastructure remaining a key strategic asset in this transition. In an interview with Łukasz Grzesło, the Chairman of the Board, we discuss PKP CARGO INTERNATIONAL’s operations across its comprehensive industrial siding network, the expansion of the Paskov terminal, and efforts to enhance north-south logistics connections.
Former industrial sites in the Ostrava and Karviná areas are seeking new purposes, with the railway infrastructure remaining a key strategic asset in this transition. In an interview with Łukasz Grzesło, the Chairman of the Board, we discuss PKP CARGO INTERNATIONAL’s operations across its comprehensive industrial siding network, the expansion of the Paskov terminal, and efforts to enhance north-south logistics connections.
PKP CARGO INTERNATIONAL manages a wide-ranging system of railway sidings located in former industrial zones, especially throughout the Ostrava area. What is your plan for their further use within modern logistics chains?
As a member of the PKP CARGO group, PKP CARGO INTERNATIONAL has been actively planning for the changes associated with the redevelopment of former industrial areas, notably in the Ostrava and Karviná districts. The network of railway sidings managed by the company is being analysed in terms of its further rational use in modern logistics chains.
Part of the siding infrastructure will be retained to serve future logistics or storage centres. New investors are emerging in former mining areas and are showing interest in rail transport as a stable, sustainable part of their logistics activities. Although the scope of these activities is unlikely to fully compensate for the decline in transport volumes following the end of coal mining and processing, PKP CARGO INTERNATIONAL is not interested in hastily dismantling the railway sidings. Importantly, the Czech Republic, which manages these areas through state-owned enterprises, considers the preservation of railway infrastructure to be a strategic advantage of these locations and an important element of their future use.
At the same time, part of the siding network is or will be offered for alternative use. Examples include projects related to regional tram transport, implemented where such solutions are justified by population mobility and public transport development. Another interesting idea is the development of tourism in post-industrial areas, where visitors arrive by special trains.
In what ways can railway transportation support the economic revival of former coal mining regions, and what collaborative efforts are you undertaking with municipal governments and industrial zone developers in this regard?
For rail transport, and especially for freight rail transport, the transformation of post-mining areas means an acceleration of changes in the structure of transport. In other words, the types of goods we transport are changing. Above all, there is growth in container transport, which is now used to move almost everything: from electronics, furniture, and toys to scrap metal, wood, and chemicals. There is also growth in the transport of alternative fuels, including RDF, as well as in the transport of new cargo categories previously transported exclusively by road, such as food in refrigerated containers.
Simultaneously, it is important to highlight that PKP CARGO INTERNATIONAL has been intertwined with the Czech coal sector’s heritage for over seven decades. The organisation initially operated as the state enterprise OKD Doprava, later transitioned to the private operator AWT, and, from 2015 onwards, has belonged to the PKP CARGO group. Throughout these decades, we have facilitated the mining and transportation of commodities that constituted the foundation of rail cargo operations in this European region and played a vital role in the area’s economic growth.
Today, rail freight transport in the Czech Republic remains a key link in the transport system, but its future – also from the perspective of PKP CARGO INTERNATIONAL – is already being shaped by other types of goods, new customer needs, and the changing priorities and ambitions of the economy. Rail transport plays an important role in this process, especially in the Czech Republic, which has a highly developed rail network and has long supported railway development.
It is also worth noting that railway infrastructure provides a natural basis for new industrial, logistics, and warehouse investments, which are the most effective way to attract business to post-mining areas. That is why we actively cooperate with local governments, development agencies and industrial zone developers, and together we plan projects that utilise existing sidings, rail networks, and the potential of these areas. Our goal is not only to make effective use of the infrastructure, but also to attract companies for which access to efficient rail transport is a real value. In many locations, we act as a partner that connects investors’ expectations with the possibility of quickly and practically connecting their operations to the rail network.
The Paskov terminal is a key hub in your network. What investments in its modernisation and capacity expansion are you planning in the coming years?
The Paskov terminal represents one of the central nodes within our infrastructure and serves as a cornerstone of the complete north-south transportation corridor. For this reason, it is of significant importance not only for PKP CARGO INTERNATIONAL’s operations but also for the wider strategic vision of the PKP CARGO group. A major benefit of this terminal is its strategic positioning midway between the Baltic and Adriatic coastlines, as well as its proximity to the Czech-Polish highway connection (D1/A1).
Over the coming years, we intend to proceed with its comprehensive renovation and development, focusing on enhancing capacity, reducing loading and unloading times, and ensuring the ability to process an increasing volume of intermodal rail services.
The fourth stage of the terminal’s expansion is currently underway. As part of this stage, the purchase of the necessary land and the demolition of the former mine’s adjacent buildings have already been completed, enabling further infrastructure development. A handling area of approximately 30,000 m² has also been constructed and currently serves as a temporary truck parking area. Another element of the investment is the construction of 400 metres of handling tracks, located on part of the adjacent railway siding.
Following the conclusion of the fourth modernisation phase, scheduled for 2027, the Paskov Terminal could achieve a total footprint of up to 115,000 m² and handle around 7,000 TEU in throughput. This will substantially enhance the scale and adaptability of intermodal activities and address the rising market requirements.
Our goal is to create a new-generation logistics hub that will differentiate the PKP CARGO Group from competitors and further enhance customer service in Central Europe.
The PKP CARGO Group has been strengthening its cooperation with the ports of Gdańsk, Gdynia and Szczecin-Świnoujście for a long time. What role does the Czech subsidiary play in this connection, and how effective has it been in boosting freight volumes along the north-south corridor?
PKP CARGO INTERNATIONAL plays an important role in serving the north-south transport corridors connecting Polish seaports with the Czech Republic, Slovakia, and other Central European markets. Our task is to transport goods through the Czech Republic and Slovakia (from the Polish border) and also to ensure the so-called “last mile”, i.e. operations on the siding at the recipient’s premises. This is a major challenge that requires thorough knowledge of local infrastructure, regulatory and operational conditions, as well as professional relationships with local recipients. Regular container connections, which ensure the repeatability and reliability of supply chains, are particularly important to us.
Polish maritime ports are set to substantially expand their handling capacities in the years ahead. Studies indicate that a considerable portion of the additional cargo will be destined for the Czech Republic. We view this as an excellent opportunity.
What do you consider to be the primary benefit of Polish ports for Czech exporters and importers in comparison to conventional routes through Hamburg or Trieste?
Polish ports are rapidly ceasing to be ports serving only the Polish economy. They are increasingly becoming a natural maritime gateway for Central Europe, including Czechia. It can even be said that the Baltic Sea is becoming increasingly important to the Czech economy.
Proximity and transit duration are crucial factors. For instance, Szczecin is the nearest seaport to Prague, situated roughly 450 kilometres away, while Hamburg is more than 600 kilometres away. With efficiently coordinated rail logistics, a container can reach a Czech terminal from the port within just a few hours. The second factor is direct sea connections. The Baltic Hub terminal in Gdańsk is now the largest container terminal in the Baltic Sea and serves direct lines from Asia. This means that part of the cargo no longer needs to be transhipped through Western European ports, thereby shortening the entire logistics chain.
It is also important to highlight the diversification of logistics routes. Businesses are increasingly seeking multiple alternative transportation pathways, avoiding dependence on a single port or corridor. Nowadays, competition extends beyond individual ports to encompass entire logistics corridors and in this competitive landscape, the Baltic Sea region is swiftly growing in significance.
As the PKP CARGO Group, among Europe’s largest freight operators, we are enhancing rail links between Polish ports and Czechia to ensure that railway transport between our nations is fast, reliable, and cost-effective.
This approach also aligns with the PKP Group’s strategic objectives and the initiatives of the Polish Ministry of Infrastructure. This fosters an increasingly robust logistics ecosystem where railway operators, ports, and public authorities collaborate to strengthen the competitiveness of our region.
