Poland’s Infrastructure Boom Could Strengthen Domestic Contractors — but Local Content Rules Must Not Restrict Competition.
Ongoing and planned infrastructure investments represent a major opportunity for construction companies and contractors operating in Poland. The government wants to promote local content by increasing the participation of domestic businesses in major projects. Industry representatives stress, however, that this requires a level playing field and better investment planning. They also warn of the risks associated with excessively restricting the involvement of foreign companies and suppliers.
“Polish companies have been competing with foreign businesses for many years. After so many years of Poland benefiting from European Union funding, it is difficult to define exactly what makes a company Polish. I therefore believe that we are capable of competing with foreign companies, provided that contracting authorities define procurement requirements in a way that does not distort competition,” Marita Szustak, president of Track Tec Construction and the Land Transport Chamber of Commerce, told the Newseria news agency.
In April 2026, the government launched the “Local Content. For the Benefit of Poland” initiative as part of its broader economic policy and a priority programme of the Ministry of State Assets. Its main objective is to increase domestic participation in supply chains, particularly in investments carried out by state-controlled companies.
In June, Prime Minister Donald Tusk signed a code of good practice aimed at increasing the share of domestic components in key investment processes conducted by companies in which the State Treasury holds a stake. The guidelines are intended to improve the competitiveness and capabilities of domestic businesses, reduce dependence on external supply chains, strengthen economic resilience and enhance the security of investment projects.
“We must remember that the Ministry of State Assets’ good-practice guidelines apply only to areas that are not covered by public procurement law. We should therefore focus more on how procurement requirements are formulated so that they do not make it more difficult for small and medium-sized companies to compete on equal terms,” Szustak said.
This could include limiting the number and value of required references and carefully assessing the market to determine the actual capabilities and experience of Polish companies.
She added that the proposals should also include the professionalisation of contracting authorities. One necessary change is to move away from the assumption that foreign solutions are always better.
“In the case of Port Polska, the contracting authority must clearly specify what it expects from industry, but it must do so early and efficiently enough to allow companies to prepare. I am confident that we are capable of delivering this project with the greatest possible participation of Polish industry and contractors,” the president of the Land Transport Chamber of Commerce said.
During discussions at the Polish Infrastructure Congress, industry experts agreed that increasing the participation of domestic companies, employees and technologies in infrastructure investments is necessary. They stressed, however, that the way this objective is implemented matters more than the terminology itself.
According to Szustak, the debate has focused too heavily on defining local content.
“The key issue is to make use of Polish industry and the capabilities available in Poland, regardless of the origin of a company’s capital. We must remember that Poland is a member of the European Union. We cannot suddenly close our borders while simultaneously expecting our products to be exported to foreign markets,” she said.
Rafał Kański, managing director of Aldesa Polska, similarly believes that the approach to local content is too heavily based on whether a company is considered Polish. He pointed to several potential risks arising from such a policy.
“Excessively restricting access to non-local capabilities could result in the market becoming congested, particularly given the enormous scale of the investments we are planning. Materials may become unavailable, while logistics and extraction capacity may prove insufficient,” Kański explained.
“If, for example, we restrict the ability to source raw materials such as steel from foreign markets, their availability will decline. Prices will then rise, while limited logistics capacity could further increase project costs.”
He also argued that policymakers should consider the importance of acquiring expertise from more experienced international partners.
“High-speed rail is one example. Poland does not have a tradition of building such infrastructure, so there are no domestic companies with extensive experience in this segment. There are, however, companies elsewhere in the world that can bring added value, expertise, experience and resources to partnerships or consortia. These capabilities are essential for projects of this kind,” the Aldesa Polska managing director said.
During the debate at the ZDG TOR Congress, experts argued that instead of concentrating on the definition of local content, Poland should develop and consistently apply instruments that are already in place, such as the State Procurement Policy, while making tangible improvements to the public procurement system.
In March 2026, the government adopted the State Procurement Policy for 2026–2029, which establishes the state’s priorities in public procurement. These include improving the competitiveness and capacity of the Polish economy, strengthening national resilience and professionalising the public procurement market.
The document also emphasises the importance of dialogue between market participants, particularly local manufacturers, small and medium-sized enterprises and contracting authorities. Such cooperation can improve the security of procurement processes and indirectly strengthen local communities.
Experts believe that discussions about public procurement must take account of the specific circumstances and capabilities of small and medium-sized businesses, which represent the overwhelming majority of the market.
“In major infrastructure projects, although not only in the largest ones, the main barrier for small and medium-sized companies, regardless of their origin, is access to financial instruments. That is why it is so important for contracting authorities to reduce tender deposits and contract performance guarantees, as the railway infrastructure company PLK has done,” Szustak said.
“For all companies involved in infrastructure investment, the biggest barrier today is the delay in administrative decisions. This is the main cause of delays in project delivery.”
According to Kański, another major obstacle for construction contractors, regardless of their size, is the lack of predictability in tender announcements. Procurement procedures are frequently delayed and then concentrated within the same period.
“This causes companies to fight over procurement procedures, including through appeal proceedings before the National Appeals Chamber. The Chamber has a large number of cases to process, which means that proceedings take longer,” the Aldesa Polska managing director said.
In mid-June, Poland’s General Directorate for National Roads and Motorways reported that the average duration of tender procedures had increased from 11 to 15 months in 2026. The extension was attributed to numerous appeals submitted to the National Appeals Chamber and complaints filed with the Regional Court in Warsaw.
In 2025, contractors submitted 46 appeals relating to 30 procurement procedures, as well as 11 court complaints. During the first months of 2026, there were already 25 appeals concerning 14 procedures and two court complaints.
