Polska 1944/45-1989 : studia i materiały 12 (2014)

Eng. summary

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p. 301-330

s. 301-330

After the World War II ended, Polish destroyed roads were frequented by several thousand cars only. It was the result of both war operations and the state policy adverse to motorisation, conducted by the leadership of the state before 1939. Almost simultaneously with the establishment of the Polish Committee of National Liberation communist began to develop the administration to deal with automotive matters. To this end, there were established successively: the State Office of Cars, Commission of Motorisation at the Central Office of Planning and the Motorisation Subcommittee of the Economic Committee of the Council of Ministers. All these institutions, however, operated for a very short time, while the lack of their strictly regulated competencies resulted in the fact that they had almost no influence on motorisation policy led by the state leadership. Another significant question was an increase in the number of motorised vehicles. The most important source of cars were relief supplies distributed by the UNRRA. Apart from that, a decision was made to buy decommissioned military cars and to import new cars from Western Europe. There was also a plan to initiate the car production: lorries at Starachowice and passenger cars under foreign licenses. European markets were probed to select the best licence. Talks were conducted with Czechoslovak and French companies, but finally a decision was made to use the licence of Italian FIAT. Despite the fact that the contract was signed, Poland withdrew under Soviet pressure and was offered free of charge a licence for the production of Soviet cars GAZ M-20 Pobieda, which became a prototype of FSO-Warszawa.

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