Implementing Poland’s road development strategy through 2030 is unlikely to bring a radical shift in the direction of highway and expressway expansion. Instead, it will largely continue the process that has been underway for more than a decade, according to representatives of the construction sector. From the perspective of contractors, the key factors for the coming years will be the continuity of public tenders, the availability of skilled workers and improvements in administrative procedures—particularly those related to environmental decisions and building permits.
“Investments in Poland’s road network have been ongoing for more than a dozen years, so the 2030 road strategy is essentially a continuation of efforts aimed at completing a relatively closed network of motorways and expressways across the country,” said Wojciech Trojanowski, a member of the management board of the construction company Strabag in Poland, in an interview with the Newseria news agency.
According to the General Directorate for National Roads and Motorways (GDDKiA), nearly 400 kilometres of new roads were opened in 2025. During the same period, tenders were announced for 29 sections with a total length of nearly 390 kilometres. Authorities signed 23 contracts for road construction projects covering 175.7 kilometres with a total value of 5.1 billion złoty.
By the end of 2025, Poland’s network of high-speed roads reached 5,466 kilometres, including more than 1,894 kilometres of motorways and 3,571 kilometres of expressways. At the same time, 116 projects with a combined length of nearly 1,373 kilometres and a total value of 55.8 billion złoty were under construction.
These figures include investments carried out under several national infrastructure programmes, including the Government Programme for the Construction of National Roads until 2030 (with a horizon to 2033), the Programme for the Construction of 100 Bypasses, and the development of a new national road providing access to Poland’s first nuclear power plant. The central objective of the road construction programme is to create a coherent national road system that ensures efficient passenger and freight transport across the country.
“In the coming years I do not expect major changes. What I anticipate is simply continuity in tender announcements and the implementation of subsequent projects,” Trojanowski said. “As far as expressways are concerned, we are currently building several sections of the S19 route, we have opened another section of the A2 motorway, and we are constructing bypasses for cities such as Chełm, Pułtusk and Głogów.”
For companies involved in infrastructure development, market stability is a critical factor. Trojanowski pointed out that in recent years the sector had faced a temporary slowdown in the number of new tenders being announced. However, this situation improved significantly in the second half of 2025.
In the longer term, one of the biggest challenges facing the construction industry is labour shortages.
“Workforce availability is becoming an increasingly serious issue not only in our sector but across the entire economy,” Trojanowski said. “Demographic trends are difficult to reverse—we are a rapidly ageing society and many workers are leaving the labour market. That means the industry must rely more on labour migration and the automation of production processes.”
Industry representatives are also calling for systemic support that would reduce risks and shorten the preparation time for infrastructure projects.
“This involves the efficiency of public administration and the simplification of administrative procedures,” Trojanowski explained. “There is also a need to ensure adequate staffing in environmental authorities and institutions responsible for issuing building permits. In addition, discussions continue with our main contracting authorities regarding contract indexation and the fair distribution of project risks.”
Representatives of the General Directorate for National Roads and Motorways note that only a few years ago the indexation limit in road construction contracts was capped at 1% of contract value—or sometimes did not exist at all. Today, a 10% indexation cap applies to all stages of road investment projects.
Between 2022 and the end of 2025, GDDKiA allocated more than 5 billion złoty to the indexation of road construction contracts, reflecting the impact of rising construction costs and the need to maintain financial stability in large infrastructure projects.
As Poland moves toward completing its core motorway and expressway network, the success of the country’s road strategy will depend not only on funding but also on stable tender pipelines, administrative efficiency and the availability of skilled workers capable of delivering complex infrastructure investments.
