Poland’s state-owned rail operator, PKP Intercity, announced a tender Dec. 30 for next-generation trains capable of speeds exceeding 320 km/h (199 mph), initiating a sharp critique of prior rail policy by the current administration. The move signals a potential overhaul of Poland’s long-planned high-speed rail network,a project crucial to modernizing transport links within the country and connecting it to the broader European network[[1]].Officials assert the previous government’s focus on slower trains hampered growth and left Poland lagging behind its European neighbors.
Poland’s state-owned rail operator, PKP Intercity, has launched a tender for new high-speed trains capable of speeds exceeding 320 km/h (199 mph), a move accompanied by sharp criticism of the previous government’s rail policy. The announcement, made on December 30th, signals a shift towards faster rail travel in the country and a potential overhaul of existing infrastructure plans.
Minister of Infrastructure Dariusz Klimczak led the criticism, stating, “This is a low point for the railway, what the politicians of PiS presented over these eight years.” He was supported by Deputy Minister Piotr Malepszak and PKP Intercity CEO Janusz Malinowski, who questioned previous decisions to prioritize trains with a maximum speed of 250 km/h. The debate over optimal speeds for Poland’s planned rail network has been ongoing, with discussions taking place at recent industry events like the Railway Congress, as reported by Rynek Kolejowy.
Klimczak further elaborated on the perceived shortcomings of the previous administration, pointing to “poor rolling stock purchases” and a twice-canceled tender for high-speed trains. He also cited failures in digitalization and delays in the construction of a crucial tunnel in Łódź as evidence of systemic issues. “They didn’t buy a single square meter of land for high-speed rail. Moreover, they sold a key plot that our government has now recovered,” Klimczak added. He accused opponents of spreading disinformation and attempting to undermine the current government’s initiatives.
The Minister emphasized the necessity of exceeding 300 km/h for Poland’s high-speed rail ambitions. He noted that the Pendolino train already reaches 200 km/h on certain routes and is expected to achieve 250 km/h on the Central Magistral Kolejowa line by 2027, according to Rynek Kolejowy. “High-speed rail is a civilizational development,” Klimczak stated. “This is an acquisition that should serve us until the 2070s. If we were to remain at 250 km/h, why even build a high-speed rail line at all, costing 70 billion złoty?”
The current approach, Klimczak explained, aims for synergy between PKP PLK (Polish railway infrastructure manager) and projects related to the Port Poland initiative. A tender has also been announced for the construction of the first section of the high-speed rail line, as detailed by Rynek Kolejowy. “We have to compete with all of Europe in terms of development and technology. We want Europe to say that Poland has a fast train, just as we once said that France had the TGV,” he said.
The tender is also designed to prioritize the involvement of Polish manufacturers in both the construction and maintenance of the new trains. Deputy Minister Malepszak highlighted the seven previous announcements, dating back to May 2021, regarding the purchase of 250 km/h trains, none of which resulted in concrete action. “Why didn’t real action follow? Because they wanted to buy a Polish product that doesn’t exist,” he explained. He added that the PKP Intercity proceedings will give Polish producers time to prepare for participation in consortia, expressing their interest in such a collaborative approach.
PKP Intercity CEO Janusz Malinowski emphasized the need to avoid placing the company at a disadvantage compared to its foreign competitors, who already operate trains capable of speeds between 300-320 km/h. “Why should we be condemned to start at a disadvantage? Why should we have to travel 70 km/h slower?” he questioned. The move to procure faster trains reflects a broader ambition to significantly increase passenger numbers on long-distance routes, aiming to exceed 100 million passengers annually.
Malepszak concluded by stating, “We are not reinventing the wheel. We are creating systems that largely replicate solutions that have already proven successful. We are not inventing something that our opponents would like to invent from scratch, but which ultimately amounts to nothing but talk.”
