The decision by the Barcelona City Council to introduce a Clean Transport Zone, effective January 1, 2026, is not merely a local regulation aimed at improving air quality. It signals a much broader transformation that will redefine Polish metropolises over the next decade – and simultaneously test whether Polish cities are ready for radical solutions in the fight against smog, even at the cost of social discontent.
Radical Solution or Necessity?
According to the resolution adopted on October 15, cars older than 15 years and those not meeting Euro 4 emission standards will be banned from entering central Gdańsk – an area bounded by Okopowa, Podwale Przedmiejskie, and Nowy Motława streets. This affects approximately 38,000 vehicles registered in Gdańsk, representing 22 percent of all cars in the city.
For residents, this means simple choices: replace their car, use public transport, or pay a fine of 500 zlotys for each detected violation. For city authorities, it’s a response to the World Health Organization report from March 2024, which placed Gdańsk 12th in the ranking of most polluted cities in Poland regarding PM2.5 particulate matter.
But is this solution fair? And will it truly solve the smog problem?
The Social Dimension of Ecology
Dr. Katarzyna Nowak, a sociologist from the University of Gdańsk specializing in social inequalities, points out a crucial issue: the resolution primarily affects low-income individuals.
“Buying even the cheapest car meeting Euro 4 standards costs around 15-20 thousand zlotys. For a family earning the national minimum wage, about 4300 zlotys gross per month, this is the cost of five months’ work. Such people have no choice – they will either lose mobility or go into debt,” explains Dr. Nowak.
Data presented by the Department of Social Development of the Gdańsk City Hall confirm these concerns. According to a study conducted in August 2024, 64 percent of owners of cars older than 15 years are from households with incomes below the national average. For these people, a car is not a luxury but a tool for work – often the only way to commute to a factory on the outskirts of the city, where public transport runs infrequently or not at all.
“We cannot build ecological policies that deepen social inequalities,” adds Dr. Nowak. “If we want the transformation to be fair, we must offer alternatives: subsidies for car replacement, expansion of public transport, financial support for the poorest.”
Is the City Ready for Change?
The key question is: is Gdańsk’s public transport infrastructure sufficiently developed to replace private cars?
The answer is not optimistic. According to data from the Gdańsk Public Transport Authority, an average of 420,000 people used public transport daily in 2024 – an increase of only 3 percent compared to 2019, before the pandemic. Meanwhile, Gdańsk’s population grew by 7 percent during the same period.
Prof. Tomasz Zalewski, a transport expert from Gdańsk University of Technology, points to a fundamental problem:
“Gdańsk has one of the weakest tram networks in Poland relative to its population. For every 100,000 inhabitants, there are only 12 kilometers of tram tracks, while in Krakow it’s 22 kilometers, and in Wrocław – 28. Buses are overcrowded, and peak hour intervals are often 15-20 minutes. People will not switch from cars to buses if they are stuck in traffic.”
Moreover, the planned tram line to Wrzeszcz – which could relieve the city center – was halted in September 2024 due to lack of funding. This means there will be no significant investments in rail transport for the next 3-5 years.
Krakow, Warsaw, Wrocław – Who Does It Right?
Gdańsk is not the first Polish city to introduce a Clean Transport Zone. Krakow did so in 2019, Warsaw in 2021, and Wrocław in 2023. It is worth looking at their experiences.
Krakow – despite initial social resistance – recorded an 18 percent decrease in PM2.5 concentrations in the city center within two years of the zone’s introduction. The key to success, however, was financial support: the city launched a program of subsidies for replacing old cars with new ones – up to 15,000 zlotys for the poorest families. Over three years, more than 8,000 people benefited from the program.
Warsaw took a different approach: instead of car subsidies, it focused on expanding the metro and electric buses. Within two years, the number of metro passengers increased by 22 percent, and air quality in the center improved by 14 percent.
Wrocław combined both approaches: car subsidies plus investments in trams. The effect? A 11 percent reduction in CO₂ emissions within a year.
And Gdańsk? The city has not prepared any subsidy program. The budget for 2025 only allocates 2 million zlotys for an “educational campaign on air quality.” This amount is enough for a few billboards and radio spots, but disproportionate to the scale of the challenge.
Politics or Populism?
The decision to introduce the Clean Transport Zone sparked a strong political reaction. The opposition Civic Coalition of Gdańsk accuses the current city mayor of the resolution being “ecological populism” aimed at gaining points before the local elections in 2026.
“This is a facade policy,” says councilor Piotr Lewandowski of the Civic Coalition. “We introduce a ban, but we don’t give people the tools to adapt to it. It’s like banning coal burning without offering subsidies for furnace replacement.”
Gdańsk Mayor, Aleksandra Dulkiewicz, responds that the city cannot finance subsidy programs in the current budget situation.
“Gdańsk has a budget deficit of 340 million zlotys. We cannot afford subsidies that would cost another 200-300 million. We have to operate within what we have,” explains the mayor.
But is this a sufficient explanation? Dr. Anna Kowalska, an expert in public finance from SGH, has doubts:
“Cities like Krakow found money for subsidies thanks to EU funds and the National Fund for Environmental Protection. Gdańsk could have applied for similar support but did not do so in time. Now it is paying for a lack of strategic planning.”
What About Small Businesses?
The Clean Transport Zone affects not only residents but also small businesses. Artisans, couriers, small entrepreneurs – all use older delivery vehicles, the replacement of which costs tens of thousands of zlotys.
Mr. Marek, owner of a small plumbing company, explains:
“I have a Volkswagen Caddy from 2008. It has served me for 16 years, it is functional, but it does not meet the Euro 4 standard. A new delivery vehicle costs at least 80,000 zlotys. Where am I supposed to get that kind of money? I will either stop serving customers in the center or close my business.”
According to data from the Gdańsk Chamber of Commerce and Industry, around 1,200 small businesses in Gdańsk may be at risk of bankruptcy or significant reduction in activity due to the introduction of the zone.
City authorities respond that they will introduce special permits for entrepreneurs – a maximum of 50 entries per year into the zone for non-compliant vehicles. But is that enough?
“A plumber or electrician will not plan to have only 50 jobs in the center per year,” comments Dr. Kowalska. “This solution is cosmetic and does not solve the problem.”
The Zone as a Symbol of Greater Change
Gdańsk’s Clean Transport Zone is more than just a local regulation. It is a symbol of the tension between two visions for the future of cities: ecological transformation and social justice.
On the one hand, we have undeniable data: polluted air kills. According to a report by the European Environment Agency, premature deaths due to smog affect approximately 40,000 people annually in Poland. Gdańsk, as one of the larger cities, has a duty to act.
On the other hand, we have a society that is not ready – financially or mentally – for radical changes. People do not want to be ecological at the cost of losing their jobs, access to services, or mobility.
Is a compromise possible? Yes – but it requires political courage, strategic planning, and money. It requires subsidies, investments in public transport, and dialogue with residents. It requires long-term thinking, not ad hoc solutions.
A Final Question
Is Gdańsk introducing the Clean Transport Zone because it truly wants to improve air quality? Is it doing so because it has to – under pressure from the European Union, WHO reports, and environmental organizations? Or is it merely a political gesture before the elections?
We will only know the answer in a year, when the zone becomes operational. Then we will see if air quality actually improves. We will see how many residents lose their ability to commute to work. We will see how many businesses fail.
And above all – we will see if Gdańsk was ready for such a change.
Meanwhile, Wrzeszcz residents wait. In traffic jams. On buses. In old cars that will become illegal next year.
