Untitled - Ministerstwo Rozwoju Regionalnego

lutions adopted in practice in France which would increase the effectiveness of
its functioning are not used.
The British urban transport system in principle does not find application in
Poland. Few cities have decided to commission the service to independent carriers
competing with one another. However, no transport provider that would
regulate the system in a specified scope has been appointed in those cities.
The smallest effects in our country, regardless of the organization system
used, have been achieved in respect of urban transport integration, both in urbanised
areas and in regions. Comprehensive results, such as those in the presented
modern transport organization systems in Europe, have been achieved
nowhere.
There are barriers on the way to restructuring urban transport in Poland,
which would ensure the functioning of efficient and productive systems on the
scale of cities, conurbations and regions. These include:
– the social and political barrier resulting from the lack of social consent to
privatising municipal carriers;
– the financial barrier related to the lack of funds to co-finance the restructured
system, particularly in respect of integration of subsystems;
– the legal barrier resulting, on the one hand, from the lack of a good regulatory
framework for restructuring, and on the other hand, from the binding
laws that hinder the functioning of restructured systems and prevent
achieving the desirable effects.
With the need to overcome the legal barrier in mind, we might propose the
adoption of a public transport law based on the following general assumptions
with respect to urban transport 18 :
– the urban transport provider defines the scope of municipal transport
services provided upon the order of public authorities;
– the public authorities define the fare price level and the scope of reductions
and fare-free entitlements;
– the general rule for ordering services are tender procedures (exceptions
from that rule are defined in the draft Regulation of the European Parliament
and of the Council, COM (2005) 319);
– the tender procedure covers alternatively:
• the price for services, in the event that the carrier receives payment for
operations and the ticket sales revenues received on the basis of a tariff
adopted by public authorities are the provider's income;
• the expected amount of refunding for the loss of income due to reductions
and free travel entitlements in the event that the revenues from
18 O. Wyszomirski, K. Grzelec, H. Ko³odziejski, M. Wo³ek, Analiza funkcjonowania transportu publicznego
w Polsce z punktu widzenia mo¿liwoœci realizacji celów transportu publicznego okreœlonych we wspólnotowej
polityce transportowej. A study prepared for the Minister of Transport, Gdynia – Warsaw 2006,
typescript, pp. 83-86.
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