S19 crisis. Meanwhile, the Tusk government wants to extend A4 to Lviv

Government of Tusk signed agreement with Ukraine for a joint investment in the construction of the M10 motorway, to be an extension of the Polish A4 from the border to Lviv. specified announcements, especially from the mouth of the leading microphile in the Warsaw government – Paweł Kowal, sound awesome and fit into the communicative of Poland's strategical function in the reconstruction of Ukraine. However, in combination with real problems In the construction of the S19 expressway in Podkarpacie, the fundamental question arises: should a state not cope with its own infrastructure investments engage in costly abroad projects?

The S19 is under crisis. It's a key investment, part of the Via Carpatia corridor. As we have just learned, on the Domaradz–Isbox section, the contractor Mostostal Warszawa broke the contract. Reasons? expanding costs, plan problems, deficiency of agreement with the investor – subordinate to the General Government of the Directorate for National Roads and Motorways. The scale of underestimation was immense – even hundreds of millions of zlotys were said to disagree between assumptions and reality.

Mostostal justifies its decision not to cooperate with GDDKiA, indicating that on 30 March 2026 the deadline for the removal of contractual breaches had expired. The Company besides stresses that it intends to prosecute its claims – both in the scope of contractual penalties and the settlement of works which were not completed until the end of the contract for the 12-kilometre S19 section. The GDDKiA rejects this argument, claiming that the contractor did not have adequate grounds to unilaterally break the contract. It indicates that the Mostostal decision will translate into serious disruptions to the investment schedule.

The consequence is simple: the construction stands, the contractor is gone, and the dispute will most likely go to court. Advanced work remains symbolic, and the deadline for giving way is becoming more and more distant. This is not an isolated case, but a symptom of a wider problem – systemic difficulties in implementing road investments in Poland.

The collision of both projects (S19 and M10) shows a clear gap between ambition and their ability to implement them. On the 1 hand, we have large plans to build infrastructure outside the country – requiring stability, competence and efficient management. On the another hand, concrete investments in Poland, which are late, break down at the implementation phase and make legal conflicts.

It is hard not to get the impression that priorities have been reversed. alternatively of arranging the national infrastructure investment strategy first, the State engages in projects with a much higher level of risk. Road construction is not only a substance of money, but above all of organizational capacity: documentation preparation, appropriate valuation, contract management and consequence to unforeseen difficulties.

Example S19 shows that there are inactive serious shortcomings in these areas. Broken contracts, litigation and delays undermine the credibility of the investment institutions. In specified a situation, declarations about the construction of a motorway in another country may be perceived as being detached from the reality – or even as an action of an image character, purely political, unsupported by solid executive bases, but nevertheless falling into the extreme, pro-Ukrainian liquefiedness of the regulation of COPIS.

OUR COMMENTS; The issue is not whether Poland should participate in the reconstruction of Ukraine. The problem is order and proportion. As long as the state is incapable to implement its own investments, specified as S19, engaging in complex abroad projects raises reasonable doubts as to whether the Warsaw Government is simply a precedence for the improvement of Poland or neighbouring countries.

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