How the people of Poland are kept from taking to the streets

While Poland loves to boast about westerners coming to earn money, it is less open about those from the eastern part of the continent. Propaganda serves to justify almost anything.

Anyone who wants to learn about the current economic situation in Poland will encounter curiously contradictory accounts. In the Polish mainstream media, only one image emerges: Poland has growth, has avoided the financial crisis and is up to its ears with new investment, of which the tacky skyscrapers rising up in Warsaw are proof.

Take a closer look – the investment was mostly in roads and stadiums for the Euro 2012 football championship which are now mostly unused and loss-making, while schools, libraries and school canteens are being closed. Health care is free only in theory – if you can’t pay the monthly insurance or are on benefits, it is restricted or has to be paid for. Donald Tusk and his neoliberal party, Civic Platform, have raised the pension age from 65 to 67 and recently, “to fight the crisis”, abolished the eight-hour working day. Last but not least, if it was a prospering country would two million of its people be economic emigrants?

It is true that so far Poland has introduced few overt austerity measures, benefiting from a strong industrial base closely connected to Germany, EU investment and less “financialisation” than, say, the Baltic states. However, if Poland were a land of milk and honey, the migrants would be returning after raising some money. They aren’t. So, instead, the Polish press runs frequent articles bemoaning how Spaniards, Portuguese and other citizens of crisis-ridden European countries are coming to the country to get a job – although the numbers are tiny compared to the volume of those emigrating.

While Poland loves to boast about westerners coming to earn money, it is less open about those from the eastern part of the continent: Roma, Chechens and Ukrainians are treated as second-class citizens. In Białystok, in north-eastern Poland, violent attacks on Roma camps and houses are common. A recent court case ruled that the swastika, written on the city walls and worn by neo-fascists, is legal because “it’s a famous Asian symbol of happiness”.

If the right has radicalised since the Smolensk plane crash, which killed 93 officials, including the president and many MPs, then the left is in a state of decrepitude. A “tenants’ movement” fights the evictions that blight the country and there was a very small Occupy movement. At a recent “congress of the left”, there was talk of “learning from the right” and an “alliance with the middle classes”. Yet the only large party of the left, the Democratic Left Alliance, formed by the ex-communist nomenklatura and the governing party in the 1990s and early 2000s, was reduced to 8.24 per cent of the vote in the last election. Even the recent self-immolation of a 56-year-old man in front of the prime minister’s office in protest against his and many others’ impoverishment didn’t especially shake the public. Nor did his subsequent death.

What has? When public transport fares in Warsaw went up by 60 per cent, there were protests and a petition demanding the resignation of the city’s Civic Platform mayor, Hanna Gronkiewicz-Waltz. But Poland is not yet taking a cue from the Brazilian protests – which, with their focus on hikes in transport fares and the costs of hosting the World Cup, resemble the problems Poland had after Euro 2012.

Here in Poland, propaganda serves to justify almost anything Civic Platform does – especially as we are ritually menaced with the possible comeback of the Law and Justice party. Split between neoliberals and rightwing populists, the people of Poland are successfully kept from taking to the streets.

The Warsaw skyline. Photograph: Getty Images

Agata Pyzik is a Polish writer publishing in Polish and English in many publications in the UK and in Poland, including the Guardian, Frieze and The Wire. Her main interest is (post) communist Eastern Europe, its history, society, art. She's finishing a book on postcommunism called Poor But Sexy for Zero Books. She lives in London and has a blog.

This article first appeared in the 08 July 2013 issue of the New Statesman, The world takes sides

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Air pollution: 5 steps to vanquishing an invisible killer

A new report looks at the economics of air pollution. 

110, 150, 520... These chilling statistics are the number of deaths attributable to particulate air pollution for the cities of Southampton, Nottingham and Birmingham in 2010 respectively. Or how about 40,000 - that is the total number of UK deaths per year that are attributable the combined effects of particulate matter (PM2.5) and Nitrogen Oxides (NOx).

This situation sucks, to say the very least. But while there are no dramatic images to stir up action, these deaths are preventable and we know their cause. Road traffic is the worst culprit. Traffic is responsible for 80 per cent of NOx on high pollution roads, with diesel engines contributing the bulk of the problem.

Now a new report by ResPublica has compiled a list of ways that city councils around the UK can help. The report argues that: “The onus is on cities to create plans that can meet the health and economic challenge within a short time-frame, and identify what they need from national government to do so.”

This is a diplomatic way of saying that current government action on the subject does not go far enough – and that cities must help prod them into gear. That includes poking holes in the government’s proposed plans for new “Clean Air Zones”.

Here are just five of the ways the report suggests letting the light in and the pollution out:

1. Clean up the draft Clean Air Zones framework

Last October, the government set out its draft plans for new Clean Air Zones in the UK’s five most polluted cities, Birmingham, Derby, Leeds, Nottingham and Southampton (excluding London - where other plans are afoot). These zones will charge “polluting” vehicles to enter and can be implemented with varying levels of intensity, with three options that include cars and one that does not.

But the report argues that there is still too much potential for polluters to play dirty with the rules. Car-charging zones must be mandatory for all cities that breach the current EU standards, the report argues (not just the suggested five). Otherwise national operators who own fleets of vehicles could simply relocate outdated buses or taxis to places where they don’t have to pay.  

Different vehicles should fall under the same rules, the report added. Otherwise, taking your car rather than the bus could suddenly seem like the cost-saving option.

2. Vouchers to vouch-safe the project’s success

The government is exploring a scrappage scheme for diesel cars, to help get the worst and oldest polluting vehicles off the road. But as the report points out, blanket scrappage could simply put a whole load of new fossil-fuel cars on the road.

Instead, ResPublica suggests using the revenue from the Clean Air Zone charges, plus hiked vehicle registration fees, to create “Pollution Reduction Vouchers”.

Low-income households with older cars, that would be liable to charging, could then use the vouchers to help secure alternative transport, buy a new and compliant car, or retrofit their existing vehicle with new technology.

3. Extend Vehicle Excise Duty

Vehicle Excise Duty is currently only tiered by how much CO2 pollution a car creates for the first year. After that it becomes a flat rate for all cars under £40,000. The report suggests changing this so that the most polluting vehicles for CO2, NOx and PM2.5 continue to pay higher rates throughout their life span.

For ClientEarth CEO James Thornton, changes to vehicle excise duty are key to moving people onto cleaner modes of transport: “We need a network of clean air zones to keep the most polluting diesel vehicles from the most polluted parts of our towns and cities and incentives such as a targeted scrappage scheme and changes to vehicle excise duty to move people onto cleaner modes of transport.”

4. Repurposed car parks

You would think city bosses would want less cars in the centre of town. But while less cars is good news for oxygen-breathers, it is bad news for city budgets reliant on parking charges. But using car parks to tap into new revenue from property development and joint ventures could help cities reverse this thinking.

5. Prioritise public awareness

Charge zones can be understandably unpopular. In 2008, a referendum in Manchester defeated the idea of congestion charging. So a big effort is needed to raise public awareness of the health crisis our roads have caused. Metro mayors should outline pollution plans in their manifestos, the report suggests. And cities can take advantage of their existing assets. For example in London there are plans to use electronics in the Underground to update travellers on the air pollution levels.

***

Change is already in the air. Southampton has used money from the Local Sustainable Travel Fund to run a successful messaging campaign. And in 2011 Nottingham City Council became the first city to implement a Workplace Parking levy – a scheme which has raised £35.3m to help extend its tram system, upgrade the station and purchase electric buses.

But many more “air necessities” are needed before we can forget about pollution’s worry and its strife.  

 

India Bourke is an environment writer and editorial assistant at the New Statesman.