This article describes the safety and effectiveness issues related to signal countdown timers (SCT). These devices are used in many countries around the world. The impact of these devices on road safety and the effectiveness of traffic lights is presented. During a literature review, more than 18 aspects of device use were recognized. The research involved measurements carried out at three intersections in Płock (Poland). The initial and final period of the green signal for vehicles was analyzed. Headways, incidences of vehicles passing through after the end of the green signal, and red-light violations were examined. Additionally, a fuel consumption analysis and a case study of a road crash in Szczecin (Poland) are presented. Problems related to signal countdown timers working during traffic light failure are described. The research shows different influences of signal countdown timers at various intersections. It was observed that SCTs increase the number of red-light violations and during the red-amber signal. On the other hand, the number of entries during the amber signal with SCTs is lower. A literature review also indicated that the use of SCT causes a reduction of start-up time (positive impact) and increases vehicle speed (negative impact). The article concludes that SCTs do not always fulfill their role in improving road safety and control efficiency. Conclusions can address various stakeholders, including drivers, road authorities, and traffic engineers.

The article explores the capacity of zero-emission urban public transport (PT) and proposes a standardised method for calculating it across different PT corridors (bus, tram, metro and urban railway). As the European Union (EU) tightens regulations on emissions, targeting also PT, cities are increasingly shifting to electric and hydrogen-powered vehicles. A significant challenge was the lack of a unified methodology to calculate the capacity of zero-emission vehicles, e.g., battery-powered buses carry fewer passengers than diesel ones due to weight restrictions. The article addresses this gap by creating capacity matrices for various vehicle types based on standardised assumptions. Vehicle capacity is calculated based on seating and standing space, with standing passenger space standardised to 0.2 m²/person (E Level of Service). A detailed rolling stock analysis shows how modern designs and floor layouts impact passenger space. Matrices were developed for each mode of transport, showing the number of transported passengers per hour depending on vehicle type and service frequency. The highest capacity is achieved by metro and urban railway systems (up to 95,000+ passengers/hour/direction), while buses offer the lowest (up to 7800 passengers/hour/direction). The authors recommend standardising calculation methods and integrating matrices into planning tools for urban PT corridors.

In companies organizing urban public transport, passengers’ feedback is usually collected personally, by phone, by e-mail, or via the Internet. Business Intelligence tools enable this process by automating the data flow between systems used to collect, process, and analyse data by applying analytical Business Intelligence tools. The most important advantage resulting from implementing the tool is facilitating contact between the company and passengers, which allows for an immediate response to the information reported by passengers by introducing the changes in passenger service offered by the company. Another advantage of the discussed tools is the ability to analyse the collected data quickly and easily. Due to the low implementation costs, the developed tool is dedicated mainly to the companies organizing urban public transport. The article presents an example of the use of Power BI tools in the Metropolitan Transport Authority, a company that is the largest organizer of public transport in Poland.

Analiza pozwoliła przedstawić pozytywne przykłady systemów ulg ustawowych funkcjonujących w wybranych państwach europejskich. Wynika z nich, że uproszczenie systemu pozwala na stworzenie dobrej jakości integracji taryfowej, co z kolei przekłada się na zwiększenie atrakcyjności publicznego transportu zbiorowego. Pozytywne przykłady z zagranicy posłużyły do wypracowania nowej koncepcji ulg ustawowych, która przede wszystkim opiera się na jak najmniejszej liczbie poziomów ulg. Rezultatem badań i analiz są dwa autorskie, alternatywne scenariusze rekomendacyjne wraz z projekcjami finansowymi, a także skutkami redystrybucyjnymi (w tym przynajmniej jeden ze scenariuszy oparty jest na finansowaniu ryczałtowym), przy jednoczesnym założeniu ułatwiania integracji taryfowej w różnych aktualnie spotykanych konfiguracjach. Przedstawiono cztery modele prawno‑finansowe nowego systemu ulg publicznego transportu zbiorowego, które różnią się przede wszystkim formą wypłacania rekompensaty za przychody utracone z tytułu honorowania ulg ustawowych w przewozach pasażerskich. Wprowadzenie modeli nie jest ściśle związane z uproszczeniem systemu ulg ustawowych. Zmiana katalogu ulg może być jednak szansą na zmianę modelu rekompensat na korzystny zarówno dla organizatorów i przewoźników, jak i dla pasażerów.