The construction of the Outer Port, the creation of so called Red Road and structural reorganization – according to CEO Piotr Gorzeński, these are the foundations of a stable future for the Port of Gdynia. In his conversation, he explains the importance of these initiatives for strengthening the competitiveness of the port in the region.

Mateusz Kowalewski: You have been the CEO of the Port of Gdynia for several months, which has given you time to observe and assess its condition. What are the most important challenges in terms of managing the Port and in the context of future investments today?

Piotr Gorzeński: Managing the port can be compared to navigating a ship in changing weather conditions, I mean the dynamically changing geopolitical situation and the need to predict certain forecasts. However, in order to narrow the margin of error, or even get rid of it, you first need to thoroughly analyze the company's current functioning. My work at the Port of Gdynia Authority began with such an analysis. Conclusions emerged both in the context of the internal structure of the port and its surroundings or the ability to face the challenges you mentioned. When it comes to internal organization, we wanted to introduce a modern management model and here we have already chosen the right course. Many corrections concerning, among others, the method of cooperation with external partners have been implemented. And I would like to emphasize that these were not radical changes, although they were certainly necessary. Effective management is the implementation of a long-term strategy, not just a base plan, which is why from the very beginning we thought about preparing the port to operate both in the perspective of a dozen or even several dozen years. This requires a clear vision of development and investment in infrastructure - and in this area, as you know, the plans are far-reaching. We also cannot forget how important close cooperation with current terminal operators and openness to new partners are - these are aspects that will allow for further development.

What investments are currently being implemented in the Port of Gdynia? Which of them are crucial for the future of the port?

All of the investments we are implementing are important for the future of the port and all of them are aimed at strengthening its position in the conditions that we estimate may appear in the distant future - even a dozen or so years. One of the most important projects is the deepening of the port, which allows access for larger ships, both container ships and bulk vessels, such as grain ships. We are already able to accept the largest bulk carriers with grain that enter the Baltic Sea. The deepening of the port has reached 17 meters on the approach and 16 meters inside the port, although this does not apply to the entire area, but to selected quays serving larger ships. We are also investing in the infrastructure of the quays, because it is impossible to deepen the port without strengthening them. We are carrying out modernization works, among others, on the Helskie Quay - our largest container quay - and on the Szwedzkie and Indyjskie Quays. These investments are carried out according to the schedule, and if there are any changes in it, most often caused by technical factors, they are agreed with each of the parties involved. In addition, we are planning investments to improve the capacity to handle ships in the ro-ro segment, such as additional landing and the enlargement of the ramp and enabling the acceptance of larger vessels of this type. All these projects focus on adapting the existing infrastructure of the Port of Gdynia to the growing requirements of the transport industry.

However, the most important infrastructure project is undoubtedly the construction of the Outer Port, i.e. the expansion of the port into the sea. This is the only possibility for further development today, considering the terrain limitations in other directions. We are preparing this project for implementation in the Public-Private Partnership (PPP) formula and we are in the process of negotiations with potential private partners to develop an optimal business model. In addition, the Outer Port should be viewed from a double perspective: it is a project that fits into the strategy of the European policy of modern transport networks, in accordance with the assumptions of the TEN-T program, i.e. the trans-European transport network, and a fundamental project in the field of safety. Of course, among the investments directly implemented by the Gdynia Seaport Authority there are also strategic projects concerning access from the land side, both for road and rail transport. And there is something to be proud of: PKP Polskie Linie Kolejowe recently completed an investment worth PLN 1.9 million, which will improve the safe transport of goods to the port. This is co-financed from EU funds CEF "Connecting Europe". Thanks to this, Gdynia Port station can accept much larger trains, 750 meters long and 22.5 tons of axle load.

Let's stop at the topic of the Outer Port. What is the current situation regarding the construction of breakwaters in the context of this investment? The concept has evolved over the years – initially, there was talk of a large Outer Port, then various variants appeared, including an outer pier as the first stage of the project to be implemented gradually, and not immediately in full. The project has been suspended many times, also due to political changes, but logistics circles clearly emphasize that the Port of Gdynia has no other path of development than to go to sea. In the long term, this investment is to be profitable, which confirms the interest of investors in the PPP formula. At what stage are we now? What else is needed for this project to be efficiently implemented?

The Outer Port project has indeed been prepared on a grand scale. It assumes the development of as much as 150 hectares of new land built on sea. We are currently agreeing with our potential private partners on the scope and structure of the project implementation at the first stage of implementation. We know that we do not need such a large infrastructure right away – initially, such an area would not be used effectively. That is why we plan to scale the project, starting with a smaller part of the infrastructure that can be easily expanded in the future. Phasing the investment improves its bankability and economic rationality, which was also confirmed by our business partners. At the beginning of October, together with the director of the Maritime Office in Gdynia, Anna Stelmaszyk-Świerczyńska, we signed an agreement to build a total of 2.5 km of new protective breakwaters in the Port of Gdynia, which are a condition for conducting further work on the Outer Port. The contractor is a consortium of Budimex S.A., Roverpol Sp. z o.o. and Rover Maritime S.L. The value of this project amounts to over PLN 539 million gross and is planned to be completed in the second half of 2028. The breakwaters will be constructed using submerged reinforced concrete boxes approximately 50 m long, 13.6 m wide and 14.5-16.5 m high. In turn, the shape and size of the breakwaters are correlated with the chamfering of the Outer Port pier. However, it is worth emphasizing that such a solution was already taken into account at the stage of administrative decisions issued for the investment. We are building the breakwaters in close cooperation with the Maritime Office in Gdynia, the Port of Gdynia acts as a substitute investor, and the funds for the implementation of this investment are secured.

So the construction of breakwaters is a guarantee that the Outer Port will be built?

We are convinced that the construction of the Outer Port is absolutely necessary for Gdynia and will be completed. That is why we decided to build breakwaters, because they are an element necessary to ensure the protection of the other components of the Outer Port. This is an element of the entire process that should precede the construction of the pier itself. Risk is an inherent element of every project, but you have to be able to calculate it and make decisions that lead to the achievement of great goals.
The construction of the Outer Port must be synchronized with the construction of so called Red Road, because without this investment the port will be inefficient in terms of communication. That is true. At the same time, it should be clearly emphasized that the Red Road is needed now, regardless of the construction of the Outer Port. Currently, the Port of Gdynia has serious problems with road communication, which can be seen in situations when just one large ship with grain causes traffic jams on Polska Street. In addition, the Kwiatkowski Overpass is still used for very heavy traffic related to military transshipments and there is no reason to hide it: its technical condition is getting worse. Let me remind you that we are talking about a communication route of primary importance for the city. How will we cope in a situation when it will be necessary to close it? In this situation, the construction of the Red Road is the only solution. Without this basic artery, it is difficult to imagine the city or the future Outer Port.

One of the investment projects is the reconstruction of the turning basin. When can we expect this work to be completed and, therefore, when will the largest container ships with a length of 400 meters appear in the Port of Gdynia?

The reconstruction of the turning basin with a diameter of 480 meters - necessary to accommodate the largest container ships entering the Baltic Sea - involves moving the floating dock to a new dock bay, which we are preparing for PGZ Stocznia Wojenna. However, the reconstruction of the Helskie Quay must first be completed. We plan to complete the entire project by mid-2026, with the turning basin being ready next year. In turn, the Helskie Quay will be completed by mid-2026, which will allow for the full completion of the investment. We expect that larger ships will be able to call at the port periodically even before that date, when the turning basin is ready and the appropriate length of quay is available.

Let's talk about the public ferry terminal. According to the assumptions, the PGA should acquire at least one additional ferry operator for Gdynia. What are the prospects for this?

We want at least one additional ferry operator to join Gdynia, and perhaps even more. However, before announcing the tender, we need to deal with several challenges. The main one is the land infrastructure. Although everything is ready on the water side to accommodate a new operator, there are doubts as to whether our current land base will cope with the increased traffic. Stena Line, our current operator, is recording a significant increase in goods exchange, which is an additional burden on our resources. It is particularly important to increase the storage area to efficiently serve a larger number of operators. Without this, it may turn out that our infrastructure will not be able to meet the new requirements, which we simply cannot allow. We are currently working to be prepared in every aspect to receive another operator when the tender is announced. However, this process takes time, because we want to create conditions that will allow for efficient, safe and conflict-free service of both the current and new operators at our ferry terminal in Gdynia.

What steps is the Port of Gdynia taking towards energy transformation to meet the challenges related to environmental protection? Do you have any plans for investments in the energy sector, such as energy storage or power supply from clean sources?

Energy transformation is the foundation of our development strategy. Today, it is the duty of every company and entrepreneur to include activities supporting environmental protection in their plans. As a port located within the city limits of Gdynia, we strive for harmonious coexistence with the surrounding environment. At the same time, we see a growing interest in ecological solutions, especially among shipowners from Scandinavia, for whom the availability of green solutions is often crucial when choosing a port. In response to these needs, we are developing infrastructure supporting ecological operations.
Our current priority is to provide electricity from shore for ferries. Thanks to the OPS (onshore power supply – red.)system, Stena ferries can already use shore power, which significantly reduces emissions in the port. We plan to expand this infrastructure to other areas to meet the growing demand from shipowners. We are ready to invest in the development of this infrastructure as green technologies gain in importance.
At the same time, we are involved in the development of solutions supporting the production of renewable energy. Our photovoltaic installation will soon be in operation, significantly improving the port's energy mix. After finalizing agreements with the energy operator, the installation will start working, providing the port with clean energy.
We are also developing infrastructure for alternative fuels. We currently offer LNG bunkering of ships, and in the future we plan to consider options such as methanol, which is already of interest to shipowners, such as Maersk.
We also do not forget about issues such as dust and noise. We regularly monitor these parameters and implement solutions aimed at reducing them, taking care of the comfort of life of Gdynia's residents.

The Port of Gdynia also carries out tasks related to defense. It is home to the Navy base and the PGZ Naval Shipyard, and recently we have been observing an increase in transshipment resulting from NATO exercises, military operations, equipment deliveries and personnel exchanges. What role do you see for the Port of Gdynia in this regard in the coming years? What investments or changes in procedures are planned to ensure the security of these operations?

The Port of Gdynia is a dual-purpose port and we are perfectly aware of the importance of security issues. Especially now. Our task is to provide full support for the needs of both the Polish armed forces and NATO allied forces. As these needs grow, we will increase our transshipment capacity to meet the requirements of military operations.
One of the most important elements in this context is the Red Road, which is to play a fundamental role in military transport. Many of these military operations require efficient land communication, which is why we constantly emphasize the need to build this route to ensure the smooth evacuation of cargo and equipment into the country. Road accessibility is an absolute priority for effective support of military operations.
In addition, we plan to build an intermodal terminal that will enable efficient transshipment of goods to the railway. The project includes the construction of two tracks, each 770 meters long, with a transshipment ramp, which will allow for the fast transport of cargo, including military cargo. The terminal will be located near Logistyczna Street, directly next to the port. The army is interested in such infrastructure, which emphasizes the importance of this investment. We have announced a tender for the construction of the terminal and are waiting for offers.

As for the facilities of the Port of Gdynia, especially the areas behind the Kwiatkowskiego Overpass - we know that many investments have been implemented in this area, which are intensively used. You have recently signed another agreement for the lease of these areas. What is the current situation? To what extent have these areas already been developed and commercialized? Are there still plots available for investors, or has most of them already been leased?

The areas behind the Kwiatkowskiego Overpass are developing at a rapid pace. We have recently signed an agreement with Medlog for the lease of nearly 6 hectares, where Medlog – part of the MSC group, the largest container shipowner in the world – plans to create infrastructure for servicing containers, including a modern washing facility. This is an investment that perfectly meets the needs of the facilities of large container terminals.
We have also announced a tender for the construction of a freezer, which has met with great interest. We have received signals from various sources that this type of infrastructure is very much needed in the Port of Gdynia, which makes this project another important undertaking in this location.
In addition, the planned intermodal terminal will also be located in this area, which increases its importance even more. Our goal is to effectively develop these areas, which, thanks to the proximity of the quays and excellent communication, are a key element of the port infrastructure. We strive to ensure that this area is optimally used, responding to the needs of our operators, shipowners and other strategic partners from the maritime market, who perceive the Port of Gdynia as a reliable partner and link their business future with it.

How would you comment on the situation related to grain transshipment in the Port of Gdynia? On the one hand, we have investments such as the construction of another hall by Terminal HES, implemented jointly with the Port of Gdynia Authority, which will significantly increase transshipment capacity, especially in terms of infrastructure for grain and feed. On the other hand, questions arise about the grain terminal. At what stage is the tender procedure now and how does the Port Authority plan to cope with the challenges that concern it?

Let's start with the grain terminal. We are currently at the end of the second tender. We have received final offers from potential partners and the results will be announced soon.
When it comes to investments in the warehouse on the premises leased by HES, it is indeed a joint venture. The Port of Gdynia is responsible for the network and access infrastructure, while HES is responsible for the warehouse itself and transshipment technology. Our actions show our commitment to maintaining the leading position in the Baltic Sea in terms of grain transshipment. However, we must be prepared for changing market conditions – this year we expected larger transshipments, but the situation on the agricultural market meant that they were smaller. Despite this, grain transshipments remain very important to us, and the investments we are making will bring tangible benefits in the future.

How would you sum up the transshipment results in the first half of this year? It is known that in many ports the trend is downward, which is a challenge for management boards. How do you perceive this phenomenon, knowing that the market is cyclical and one must be ready for both declines and increases? How will these results affect the investment strategy of the Port of Gdynia?

First of all, I would like to point out that the basis for assessing transshipment in the current year is the previous year, which in many respects deviated from normal conditions. Transshipment in 2023 was unnaturally high, especially in the case of coal and grains. Compared to this very high level, we are currently recording declines, especially in the case of coal - which is also in line with the decarbonisation policy at the European level. However, if we compare this year's results to previous years, the situation looks much more stable, and I consider this a strong asset in the current geopolitical times. In the areas where the port operates on a daily basis, we are observing normal, organic growth. The Port of Gdynia is very flexible – if transshipment in one segment falls, other types of goods stabilize the situation. Let me remind you that we are the largest grain port in the Baltic Sea, but we also transship a wide range of other goods, which gives us the ability to freely adapt to the market situation.
In the future, we intend to continue development in other segments, which will provide us with stability even in periods of market problems. An example is container transshipment, which has recorded an increase of almost 15 percent. Such organic development in this area is particularly valuable to us and provides a solid foundation for the future. The specificity of port investments means that we must conduct them based on long-term trends and strategies, not momentary turbulences.

What do you think are the port's biggest challenges for the future, both in terms of organization and investment, in the perspective of 20-30 years?

When it comes to the future, two aspects are key for me. Firstly, the efficiency of managing the Port of Gdynia as an organization – I want us to be ready to quickly and substantively respond to market challenges and the needs of the national economy. It is important to me that the port can cooperate efficiently with operators and respond to their needs.
Secondly, we must be prepared for the future and what may happen in the next dozen or even several dozen years. The main element of our strategy is the aforementioned development of the Outer Port. This is a project that will define the direction of development of the Port of Gdynia in the future. All other activities carried out on the current infrastructure will be, in a way, a resultant of the activities of the Outer Port.
I would also like the Port of Gdynia to develop in harmony with the city. It is important that residents do not feel the negative effects of the port's activities, especially in terms of the environment. We strive to make the port increasingly "greener" and friendlier, so that the urban and port tissue cooperate with each other in a harmonious manner in the future.