## 3 Research Background
That is why the proposal for transport services for this region was also orientated towards the needs of passengers, where mutual links between individual modes of transport are logically and gradually created so that every part of the addressed region is secured by public transport together with transport links to other districts of the region within the integrated transport system. As an example, we can cite the operation of RadioBUS in the Czech Republic. The connections are operated as part of the regular timetable but with the difference that the trip will only be made if a passenger orders it by phone. The passenger must make the request no later than 30 min before the scheduled departure of the train from the stop. Such on-call connections are usually operated during peak traffic times or during days with minimal transport demand. The rest of the connections are operated in a conventional, regular mode. In Slovakia, this method of additional service is not established. The modern system of integrated public transport is characterised by lines with an interval (clock) operation with short intervals, well-designed transfers and connections, a clear and user-friendly tariff, high-quality operational information, and developed conditions for intermodal travel (such as park and ride (P + R) or bike and ride (B + R)). A customer- and passenger-orientated integrated public transport system is an effective competitor to individual automobile transport and a path to sustainable mobility. As part of the integration, the advantages and disadvantages of individual modes of transport are maximised; this increases the attractiveness of public transport for the passenger and, at the same time, increases efficiency for the customer. The passenger does not travel with specific operators; they use comprehensive services. In this sense, integrated transport systems are the first phase of the mobility-as-a-service concept. The principle of the integration of public transport is the connection of its individual modes (railways, metro, tralleybuses, buses, etc.) and operators into one logical unit. Before integration, both individual modes of transport and urban and regional transport are separated. Holders of public transport tickets cannot use regional lines for which a different tariff applies; the capacity of individual (even parallel) connections is not used evenly or optimally. On city lines, demand peaks in the city centre, while on regional lines, it is mostly on the outskirts of the city. For integrated transport systems, the hierarchisation of lines into backbone lines with short or very short intervals and lines providing general service to the territory, which are connected to the backbone lines at transfer points, is typical [47]. Presov has a large network of nearby municipalities that are either directly connected to public transport or have a network of suburban bus lines. Presov has a large attendance (12,871 daily commuters for work in 2018) but also a lot of people leave it daily for work (4607 in 2018)--usually to Kosice. The city is continuously losing part of its population to its satellites. It can be concluded that the disproportion between places of residence and places of work can be solved with the existing system, which can be improved and thus increase the attractiveness of many places in the region for life. As for the districts covered within the radius of daily commuting to Presov, according to data from the last population census of the Slovak Republic in 2018, 7214 people (20.0% of the economically active population) went to work from the Bardejov district daily, and from the Svidnik district, 3162 people (20.2% of the economically active population), 1821 people from the Stropkov district (18.6% of the economically active population), and 8094 people from the Vranov nad TopI'ou district (22.1% of the economically active population).