Poland is becoming a key hub in Central Europe—and with it, demand for railcars is growing

July 2026

Coal, steel, construction materials, and petroleum products still require specialized rail cars. It is precisely in the bulk commodity transport segment that the Slovak railcar leasing company Cargo Wagon sees significant potential.

Our COO, Pavel Holomek, attended the Intermodal Poland 2026 congress, where he discussed Poland’s current position in European intermodal transport, explained the importance of railcar leasing for the transport of bulk commodities, and outlined his vision for the further development of transport infrastructure in Slovakia.

Poland has recently been highlighted as one of the driving forces behind European intermodal transport. How did it earn this status?

Poland currently represents perhaps the most important strategic region in Central Europe. It must be viewed not only as a major European market with great internal potential, but above all as a logistics hub through which goods flow to all of Europe north of the Alps. During the congress, we were briefed on further plans to develop several ports, particularly the Szczecin–Świnoujście project, which has the potential—in addition to the existing capacities in Gdańsk and Gdynia—to open a more direct route to the sea for Czech exporters and importers as well.

At the same time, new terminals are being built across the country, with the aim of effectively integrating rail, road, and maritime transport. Today, the country can compete with Germany in terms of infrastructure quality, and I believe its importance will continue to grow.

How does this development impact the railcar leasing business?

For us, the development of Poland’s infrastructure and market represents an interesting opportunity. As freight volumes grow and new logistics centers and industrial parks emerge, demand for railcar capacity will also increase. At the same time, industry in Eastern Europe is modernizing, and the aging fleet currently on the market does not always meet the requirements for high-capacity, safe, and environmentally friendly transportation. This is precisely where we see an opportunity for us, as a railcar leasing company, to succeed. We are able to quickly provide suitable railcars tailored to the current needs of carriers and their customers.

From this perspective, how do you view Slovakia compared to the pace of its neighbor?

In my opinion, Slovakia has fallen far behind Poland in recent years. The Poles are champions at drawing on EU funds for the construction of transportation infrastructure. Their highway network is practically complete; they’ve learned how to manage and co-finance major infrastructure projects using European funds. And now, with the same dedication, they’re preparing major investments in the railways. In Slovakia, investments in the transportation network over the past ten years have not been on a scale that would allow the country to keep pace with the dynamic development of its northern neighbor’s logistics infrastructure. The difference between the two countries is already quite significant, particularly in the intermodal transport segment, and it will continue to widen.

What specific areas should Slovakia invest in to make up for that loss?

First and foremost, Slovak politicians should realize as quickly as possible that the future of freight transport in Europe lies with rail. Like Poland, Slovakia should invest much more in the development of transshipment hubs on the Ukrainian-Slovak border and other terminals and rail spurs within Slovakia. It is precisely in the accessibility of the rail network that a significant opportunity may lie in the future for industrial companies, carriers, and freight forwarders—whether heading east in connection with Ukraine’s post-war reconstruction or the continued growth of trade flows between the Far East and the European Union.

If Slovakia is not to remain a remote island on the railway map, cut off from the main freight routes, it must upgrade its railway network to European standards, increase its capacity, and connect it to the main European corridors. Whether it’s the east–west direction or the north–south connection along the Ukrainian border, high-quality infrastructure will be the deciding factor in whether Slovakia can capitalize on the new transport flows emerging in Central Europe.

Let’s return to Polish ports and hubs. For what types of shipments can a railcar lessor be a key partner?

The development of Hub Poland is not limited to container transport; we also see potential in the transport of bulk commodities. Today, raw materials for the construction of logistics terminals are being transported; once these facilities are operational, they will be used to transport raw materials, semi-finished goods, and finished industrial products to customers. It is precisely this changing structure of transport that often requires flexible access to specialized railcars with sufficient capacity. Companies engaged in railcar leasing will therefore certainly have their place in the growing market for transport between ports, terminals, and industrial centers in Poland and neighboring countries.

The market is shifting from owning a railcar fleet to leasing one. Is this shift expected to continue?

I believe so. In Europe, there is a clear trend toward an increase in fleets owned by leasing companies, while the railways’ own fleets are generally shrinking. Customers today are increasingly seeking flexibility and do not want to tie up capital in their own fleets. With ongoing structural changes in rail transport, the development of intermodal transport, new terminals, and port projects, we expect the importance of this model to continue to grow.