Polish authorities face scrutiny over Warsaw’s clean transport zone design
The clean transport zone in Warsaw has drawn fierce critique for its expansive boundaries. Critics argue that Wisłostrada, a major thoroughfare used for central city access and everyday transactions, is included despite its integral role for residents and merchants alike. Paweł Skwierawski spoke on behalf of Stopkorkom, highlighting concerns about the zone’s size and justification.
Skwierawski contends that the clean transportation concept has been shaped by political messaging rather than solid data, a claim he says is echoed by both media narratives and local government statements.
There is a narrative that car emissions are dangerously toxic.
– he noted. He recalled that during Poland’s 2020 lockdown, Warsaw’s traffic volume dropped by about 80%, yet there were no robust studies confirming how different theoretical air quality models would behave under such unusual conditions. The association “Lubię Miasto” reportedly relied on GIOŚ pollution data and mobility data from Google and Apple for its analysis.
The analysis showed that dust levels during the lockdown were comparable to the previous two years, with carbon monoxide staying steady and nitrogen dioxide dropping by only about 8%.
– he explained. He added that Stopkorkom’s research used satellite data from NASA to cross-check trends during the lockdown and the following two years.
“We analyzed March 2020 through the next two years,”
he said. The data suggested higher nitrogen dioxide in March 2020, a dip in April, and a rebound in May that exceeded levels in 2021 and 2022. Temperature data from the Institute of Meteorology and Water Management helped explain these fluctuations, showing record low temperatures during several months in the early lockdown period.
– a representative from Stopkorkom explained. He argued that the main driver of nitrogen dioxide pollution is climate change, rather than traffic alone.
When comparing July and October, it appeared that colder, rainier conditions corresponded with higher NO2 concentrations in the Warsaw metro area.
– he added.
In a broader European context, NO2 levels were generally low in July, though notable hotspots appeared in specific regions such as cycling-heavy Amsterdam, the Ruhr area, London, and the Milan area.
– Skwierawski noted. He also pointed out that winter typically worsens air quality. While Poland has introduced SCT, he observed that comparable measures in Germany have faced debates and reversals, suggesting no universal improvement simply from the policy itself.
– he emphasized. He argued that NO2 levels show little direct correlation with passenger car traffic, especially when considering all road transport including trucks, lorries, and tractors, many of which operate with older, non-compliant machinery in Poland.
– he assessed.
“It’s like letting a fox set the rules in the hen house.”
Skwierawski stressed that the research backing Warsaw’s SCT policy was sponsored by an organization with vested interests, raising questions about objectivity. The association has advocated removing LPG from law measures tied to SCT, despite LPG being regarded as a clean fuel in many Western countries.
– added. He warned that the sponsor’s agenda also aims to promote electric vehicles powered by hydrogen and natural gas, which appear prominently in current regulations supporting SCT.
He urged independent monitoring of air quality in Warsaw, citing a dense network of sensors that allows precise mapping of pollution distribution across the city.
– he said. The data indicate that during heating season, the city center — the core SCT area — tends to be cleaner than surrounding districts, suggesting that domestic heating stoves may be a major pollution source, not vehicle exhaust.
– he noted. He also criticized the economic focus of SCT studies, arguing that the policy fails to consider costs borne by residents and businesses alike.
The critique extended to the zone’s design, which appears overly expansive. Critics argue that the boundaries would compel many residents to drive through the center regardless of residence, particularly along the ring road, creating unnecessary transport burdens.
– he assessed. The size also imposes significant costs on local businesses, from construction firms to suppliers and shopkeepers, who would need to upgrade fleets to meet the minimum Euro 6 standard. The economic impact would ripple through the supply chain, eventually affecting consumers.
Skwierawski presented a scenario where an older woman needing a bathroom renovation within the SPPN area would struggle to find a tiler due to zone-related fees and parking restrictions. Under SCT, similar challenges would extend to small tradespeople who rely on older vehicles to transport tools and materials.
– he explained. He warned that costs would be passed on to end users in various services and goods.
The consultations supporting the City Hall, he argued, lacked transparency. While a handful of residents attended in person, thousands of responses were sent by email, leaving questions about whether respondents were actual Warsaw residents. He contended that the process favored the project’s scope, which was smaller in earlier drafts.
– he emphasized. He noted that no motion to implement SCT passed at the Warsaw Council meeting, though the issue had already been circulated. The timing and manner of discussions raised concerns about procedural propriety.
The European Commission permits SCT at the municipal level, but it does not mandate it. He asserted that European cities typically maintain much smaller center zones with occasional access options, a model not reflected in the current Warsaw plan.
– he emphasized. He recalled that the new SCT proposal would cover much more ground, encompassing nearly entire districts and leaving some pockets outside, a configuration that alarmed many residents and business owners alike.
In closing, Skwierawski urged residents to scrutinize the plan, arguing that the SCT framework could force disproportionate costs onto everyday life and small businesses, while shifting the burden away from addressing the actual pollution sources such as home heating and older, non-compliant vehicles.
Source: wPolityce (Citation: Stopkorkom’s position and interviews conducted to explain the SCT concerns) (Source attribution: Stopkorkom/Paweł Skwierawski reports)