# Impact of COVID-19 Mobility Changes on Air Quality in Warsaw
## 3 Results
### Changes in Mobility during COVID-19
\begin{table}
\begin{tabular}{c c c c c c} \hline \hline  & **Warsaw** & \begin{tabular}{c} **WMA** \\ **(without** \\ **Warsaw**)** \\ \end{tabular} & \
\begin{tabular}{c} **Mazovia** \\ **(without** \\ **WMA**) \\ \end{tabular} &
\begin{tabular}{c} **Poland** \\ **(without** \\ **Mazovia**)** \\ \end{tabular} & **Abroad** \\ \hline \multicolumn{6}{c}{Phase 1 compared to 2019} \\ \hline Warsaw & \(-24\%\) & \(-32\%\) & \(-40\%\) & \(-73\%\) & \(-56\%\) \\ \hline WMA without Warsaw & \(-32\%\) & \(0\%\) & \(2\%\) & \(-41\%\) & \(-22\%\) \\ \hline Mazovia province & \(-41\%\) & \(4\%\) & & & \\ \hline Poland without & \(-76\%\) & \(-41\%\) & & & \\ \hline Abroad & \(-61\%\) & \(-39\%\) & & & \\ \hline \multicolumn{6}{c}{Phase 2 compared to 2019} \\ \hline Warsaw & \(-25\%\) & \(-28\%\) & \(-31\%\) & \(-72\%\) & \(-60\%\) \\ \hline WMA without Warsaw & \(-27\%\) & \(6\%\) & \(11\%\) & \(-40\%\) & \(-14\%\) \\ \hline Mazovia province & \(-31\%\) & \(12\%\) & & & \\ \hline Poland without & \(-74\%\) & \(-41\%\) & & & \\ \hline Abroad & \(-60\%\) & \(-19\%\) & & & \\ \hline \multicolumn{6}{c}{Phase 3 compared to 2019} \\ \hline Warsaw & \(-9\%\) & \(-4\%\) & \(7\%\) & \(-32\%\) & \(-51\%\) \\ \hline WMA without Warsaw & \(-4\%\) & \(21\%\) & \(38\%\) & \(-4\%\) & \(-14\%\) \\ \hline Mazovia province without & \(-5\%\) & \(36\%\) & & & \\ \hline Poland without & \(-53\%\) & \(-20\%\) & & & \\ \hline Abroad & \(-56\%\) & \(-35\%\) & & & \\ \hline \hline \end{tabular}
\end{table} 
Table 1: Average daily trip numbers by phase of year 2020 compared to baseline year 2019 (without pandemic). During the morning peak, the number of trips within Warsaw was noticeably lower. In the first and second phases, it was 45-47%, and in the third phase, it was 30%. However, the biggest decline compared to 2019 was recorded in the number of trips made between the area around Warsaw and Warsaw, falling by as much as 52-54% in the first and second phases and by 32% in the third phase. At the same time, the reverse relations, i.e., from Warsaw to the area around Warsaw, identified an increase in the number of trips as compared to the reference period, respectively by 6-11% in the first and second phases and it was 32% in the third phase. In the area around Warsaw, the decrease in the number of trips was lower than in Warsaw itself by 21% in the first and second phases respectively and by 5% in the third phase (Table 2). The increase in the number of trips from Warsaw to the area around is noteworthy. This can be explained by changes in travel motivations. Travel to work and school has been replaced by weekend homes and recreation. The analyses revealed that the volumes of traffic generated in phases one and two were similar to each other. This can be seen both in terms of daily traffic and in the morning rush hour. This means that the mobility restrictions and restrictions on the functioning of the economy introduced in the first two phases had a similar impact on changes in the mobility of the inhabitants. In contrast, the third phase saw a significant increase in the number of trips generated, confirming a direct link between the easing of restrictions and the availability of more destinations (e.g., opening of offices, retail, catering). Restrictions had the strongest impact on reducing domestic and international travel. Domestic travel associated with Warsaw during the first and second phases of the pandemic decreased by more than 70% compared to 2019 (Table 1). The restrictions had a strong impact on the decrease in mobility in Warsaw, the central city of the metropolis, and on commuting to Warsaw. Much less so in the metropolitan area, where in some cases there even was an increase in mobility. This was due, among other things, to the reduction in traffic associated with trips to work and school, including those during the peak hour.