PKP Intercity’s Biggest Tender Ever: Why Are Polish Producers Left Behind?

The stakes are high for Poland’s rail industry as PKP Intercity launches its biggest tender yet. But with local manufacturers excluded, political debates are heating up, and international giants like Stadler and Alstom are stepping in.

Poland’s largest-ever railway tender has sparked a heated debate. As PKP Intercity plans to acquire 42 double-deck EMUs worth billions, critics claim the terms unfairly exclude domestic manufacturers, fueling political outrage.

Poland’s Largest Rail Tender Sparks Controversy

According to the International Railway Journal, back in October 2024, the Polish national rail operator, PKP Intercity, announced plans to procure 42 double-deck electric multiple units (EMUs) with an option for an additional 30 units, including a 30-year maintenance contract. The tender, valued at an estimated EUR 3.98 billion, marks the largest procurement in the company’s history. The EMUs must be dual-system compatible, capable of speeds up to 200 km/h, and have a passenger capacity of 500 people.

Polish long-distance passenger operator PKP Intercity has launched a tender for 42 double-deck EMUs for domestic services with a budget of $US 2.5bn. //t.co/xFOmUeaIYM

— IRJ (@railjournal) October 18, 2024

The tender has ignited political and public controversy. One contentious requirement mandates that bidders have an existing train model equipped with ETCS2 and TSI compliance in an EU member state. This condition disqualifies all Polish manufacturers, including Pesa, NEWAG, and Fabryka Pojazdów Szynowych Cegielski, despite their manufacturing capabilities. Consequently, international giants such as Stadler, Alstom, and Siemens are the primary contenders.

Newag has launched a legal challenge against the terms. The contract is expected to be signed in the second quarter of 2025, with deliveries to follow within six years.

PKP Intercity Prepares for Market Liberalization

PKP Intercity CEO Marek Malinowski and Deputy Infrastructure Minister Piotr Malepszak pointed out the need for high-capacity trains, particularly for commuter routes where passenger numbers are rising by 15–30% annually. Warsaw-bound corridors are especially strained, limited by platform lengths.

Another driver for this procurement is the anticipated liberalization of Poland’s passenger rail market by 2030. The government aims to position PKP Intercity competitively ahead of this transition to retain its market share in publicly funded transport services.

Domestic Manufacturers Excluded?

As Raport Kolejowy reports, former Infrastructure Minister Andrzej Adamczyk, now an opposition MP, criticized the tender terms, claiming they exclude Polish manufacturers. He pointed to prior PKP IC tenders for double-deck push-pull trains, which included bids from Ewa and Pesa but were canceled due to funding issues and EU legal disputes.

Opposition MPs stressed that their intent is not to favor Polish manufacturers but to ensure their eligibility. Meanwhile, government officials argue that Stadler and Alstom, with assembly plants in Poland, meet the definition of a "Polish manufacturer." These companies reportedly plan to produce 90% of the trains locally, contributing to Poland’s economy through taxes and employment.

Deputy Minister Malepszak noted that increased competition among established European manufacturers would ultimately benefit PKP Intercity through better pricing and quality.

Source: Raport Kolejowy