Mobility-as-a-Service (MaaS) is an innovative concept that makes a significant contribution to transport integration. This concept has developed following the emergence of new types of transport services and technological advances, in particular ICT and mobile technology. MaaS has the potential to improve the use of assets and contributes to a reduction in the number of passenger cars in congested cities. The aim of the article is to synthesise the current state of knowledge on the Mobility-as-a-Service concept, to assess the degree of the implementation of MaaS systems in Europe, to discuss the results of research on the benefits of using these solutions, as well as to show the role of MaaS in transport integration. The research methodology includes a literature review and a deductive research method. The research has shown that any consensus has been reached on the scope of the MaaS system, although the suggestion is that they should include solutions that have at least an integrated module for booking services and payments, in addition to the possibility of planning a journey by different transport means. Currently there are neither sufficient data on the costs and benefits of MaaS systems, nor comprehensive analyses how they affect travel patterns and user behaviour. However, the first fragmented studies of MaaS pilot implementations confirm the existence of benefits for different stakeholder groups. The analysis of levels and the scope of the integration in MaaS systems confirmed that they contribute to the deepening of the integration of transport services. The results of the research presented in this article can be a reason for in-depth research into the essence and effects of Mobility-as-a-Service applications.

The idea of sustainable mobility is one of the key concepts responding to the need to reduce the negative effects of transport, particularly in urban areas. European Union documents indicate a number of actions which can help to balance mobility. Among them, the concept of increasing the energy efficiency of transport processes through the use of low-emission sources of vehicle power, including electrification of vehicles, occupies an important place.

The aim of the study is to determine whether the actions taken by the GZM Metropolis, operating since 2017 in the central part of the Silesian Voivodship, in the field of electrification of the bus transport it organises can be considered as actions imple­menting the objectives of sustainable mobility policy.

The article contains: a review of current research on sustainable mobility policy, an attempt to define the concept of electromobility, an indication of the possibility of its application in public bus transport, identification of legal conditions for the implementation of electromobility in public transport in Poland, conditions for the activity of the GZM Metropolis as a public transport authority and an entity responsible for the implementation of sustainable mobility policy, as well as an analysis of actions taken by the Metropolis GZM and its operators in the field of bus fleet electrification.

The results of the study are based, among other things, on an analysis of national and foreign literature on the subject, acts of the European Community and national law, strategic and operational documents of entities at various levels of administration and source data obtained during direct interviews with employees of the largest public transport organiser in the Silesian Voivodeship. The results of the participant observation of the author of the study were also used in the research.

At the end of June 2017, in the poviats served by the Sanok and Brzozów branches of Arriva Bus Transport Polska (formerly PKS Brzozów and PKS Sanok), an important carrier serving the area of several poviats withdrew unprecedentedly its services. Unlike many other former PKS enterprises that were being closed down, it still had a dominant, and even monopolistic, position on the market.

As part of a broader study on the issue of transport based social exclusion, changes in the collective public transport network in the studied area, were identified. This was used to indicate the areas most exposed to this unfavorable process. One of such administrative division units is the Komańcza commune. Therefore, an additional study was conducted on the current transport problems of adults. It showed that they did not use public transport, and many were forced to buy a car due to insufficient offer of rail and bus operators.

The article discusses the importance of investments in railway infrastructure for improving the transport accessibility of the Rzeszów agglomeration. For an intensively developing and expanding Rzeszów agglomeration, accessibility plays a key role not only in determining the value of residential and commercial real estate but, above all, in meeting the needs related to the mobility of the region’s inhabitants from one place to another (e.g. to work or school). Therefore, transport accessibility is an important element of spatial organization and has a significant impact on the level and pace of the socio-economic development in the region. The paper consists of a theoretical part and a case study characterising several investment projects in the railway transport infrastructure. The aim of the article is to present the impact planned and implemented investments in rail transport to improvement of accessibility, and thus the level and quality of life of the inhabitants of the Rzeszów agglomeration. The considerations were supplemented with an attempt to assess the current transport accessibility in the region and the changes that will occur as a result of the implemented investments.

The aim of the article is to show how the hitherto important functions of small Polish ports and marinas are disappearing. This was done by analyzing the volume of cargo turnover, the number of international passengers and the gross tonnage (GT) of cutters. The analysis covers the years 1996-2018. It was found that the transhipments increased in Gdańsk, Gdynia and Świnoujście while decrease was observed in Szczecin and small ports. International passenger traffic (after a peak in 1997-2001 in some of them) is currently at a minimal level. Also after Poland’s accession into the European Union, the gross tonnage (GT) of the cutter fleet significantly decreased. Therefore, it is evident that Polish small seaports and marinas should look for new functions that may become their development factors in the future. Tourism, including yacht tourism, should become one of such functions.