Warsaw has seen major infrastructural changes over the past few years amidst increased foreign investment and economic growth.

[1] Public transport in Warsaw is ubiquitous, serving the city with buses, tramways, urban railway and Metro.

Although many streets were widened, and new ones were created, during the rebuilding of Warsaw in the 1950s, the city is currently plagued with traffic problems.

Public transport in Warsaw is ubiquitous, serving the city with buses, tramways, urban railway and Metro.

Warsaw lacks a good circular road system and most traffic goes directly through the city center.

In 1949, on the same supports, a completely new bridge was built, which was named Śląsko-Dąbrowski – to commemorate the workers' crews from Silesia.

Listed from the north, these are the following: There are two railway bridges in Warsaw: The Veturilo scheme, launched 30 July 2012, aims to provide 5,300 bicycles for rental (2018).

[11] A new Terminal 2 was opened in March 2008 in order to alleviate current overcrowding, and to extend the airport's capacity by another 6 million passengers.

[14] The buses, trams, urban railway and Metro are managed by the Public Transport Authority (ZTM).

[15] Until 1994, the Warsaw Communication Company (Miejskie Zakłady Komunikacyjne, MZK) was responsible both for the technical service of vehicles (trams and buses) and for the organization of transport (tickets, timetables, routes).

In 1992, the Public Transport Authority was established and became responsible for the organization of transport, while in 1994 the MZK was divided into Warsaw Trams (Tramwaje Warszawskie, TW) and Warsaw Bus Company (Miejskie Zakłady Autobusowe, MZA), responsible for technical maintenance of trams and buses, respectively.

ZTM tickets are valid on city and suburban bus lines, as well as trams, Metro, and SKM.

To counteract this trend, the city’s authority purchased new vehicles, replacing the high-floor ones, many of which are over 30 years old.

There are three tourist routes: "T", a vintage tram running in July and August; bus "100" which runs on weekends and which operates the only double-decker bus owned by the city; and the "180" bus, a regular scheduled service that follows the "Royal Route" from the War Cemetery in the North, near the Old Town and down city's most prestigious thoroughfares – Krakowskie Przedmieście, Nowy Świat and Aleje Ujazdowskie – and terminating at Wilanów Palace.

However, in the beginning, buses did not serve “common” people, but the soldiers fighting in the Polish-Soviet War – they were carrying them at the front.

In the beginning, it was appropriately adopted trucks, which gradually were being replaced by “real” buses (mainly sent as a gift from other European cities – especially, a lot of French Chaussons).

The buses were pretty comfortable, but completely not adapted to the conditions and loadings in Warsaw (the number of passengers and the bad quality of road surfaces), hence they broke down very often, especially during severe winters.

Bus service covers the entire city, with approximately 170 routes totalling about 2,603 kilometers (1,617 mi) in length.

The technical service comes under the administration of MZA (Miejskie Zakłady Autobusowe, Warsaw Bus Company), but there are 5 other operators which run bus lines in Warsaw: Mobilis, Arriva, KM Łomianki, Europa Express City and the branch of PKS (Car Communication Enterprise) from Grodzisk Mazowiecki.

Mobilis: PKS Grodzisk Mazowiecki: Arriva: Europa Express City: KM Łomianki: The first tram (horsecar) line in Warsaw was opened on 11 December 1866.

Currently, the Tramwaje Warszawskie (Warsaw Trams) company runs about 865 cars on over 276 kilometers (171 mi) of tracks.

The cars are of the following types:[18] Currently, Warsaw is the only Polish city to have introduced a public rapid transit system in the form of an underground metro.

The studies over the subway project were revived in 1938, but World War II brought an end to the ambitious undertaking.

However, the planning phase proceeded at a very slow pace and economics prevented all successive communist governments from actually starting any serious work.

[19] In 1957, due to technical problems the authorities totally gave up the building and the state government even forbade to mention in mass-media about Metro.

[19] Lack of funds, poor planning, and tedious bureaucracy meant that the work progressed very slowly, at a speed no greater than 2 meters a day.

The line was gradually lengthened and the last station - Młociny in the north (by the ArcelorMittal Steel Mill) - was completed in October 2008.

The trains used are of the following types: Until 2000, Metro entrances were not gated and the paid zone was marked by a line painted on the floor.

Since October 2000, turnstiles have been installed at the entrances to every station; entry is possible when riders insert a ZTM ticket or scan a Warsaw City Card.

Warsaw has a lot of bus connections with suburban towns and major cities in Poland and abroad.