###### Abstract
Furthermore, shared bicycles constitute a cost-efficient and socially inclusive form of mobility, particularly in areas with limited access to conventional public transit options [10]. However, the success and efficiency of these systems are highly dependent on their foundational infrastructure, which includes physical assets, such as docking stations, bike paths, and maintenance centres, along with digital elements, such as mobile applications and real-time navigation resources [11]. Comprehending the role of infrastructure in shaping the user-perceived benefits of bike-sharing systems is critical for optimising their design and implementation. Although previous research has addressed various dimensions of bike-sharing, including its ecological impact and economic viability, there remains a relative paucity of studies focusing on the nuanced interrelations between infrastructural elements and user perceptions, especially across diverse urban contexts [12; 13]. This gap in the literature is particularly salient in regions undergoing socio-economic transformation or urban regeneration, where traditional infrastructure models may prove insufficient or misaligned with evolving urban dynamics. In this context, Poland, especially the Silesian area, presents an intriguing topic for further investigation. Silesia, as a post-industrial area that undergoes significant urban transformation, combines a high population density with a deep industrial heritage [14], offering unique opportunities and challenges for introducing bike-sharing initiatives. The region's history of substantial industry and mining has produced a unique urban landscape, marked by significant land fragmentation, brownfield locations, and zones in need of ecological renewal. These post-industrial areas have distinct difficulties in incorporating contemporary urban mobility options. Bike-sharing programmes called Gleichzeitig provide a chance to transform neglected spaces, such as old industrial sites and mining facilities, into creative urban environments that emphasise sustainable transport and active living. Poland, overall, has experienced swift growth in the implementation of bike-sharing systems, with more than 60 cities launching programmes by 2023 [15]. Warsaw's Veturilo programme, featuring almost 6000 bikes and more than 300 stations, stands out as the most known Polish system [16]. The second largest and most popular bike-sharing programme is the Metropolitan Bicycle System, called Metrorower. It was introduced on 25 February 2024 in the Upper Silesian and Zagbie metropolitan (GZM) [16]. Metrorower has quickly established itself as the most expansive regional system with over 1000 bicycles available at 150 stations throughout the metropolis. This large-scale system replaced earlier independent bike-sharing networks in cities like Katowice, Gliwice, and Tychy, creating a unified transportation solution across 41 municipalities [16]. The other bike-sharing systems that operate in Wrocaw (Nextbike) and Pozna (Pozna City Bike) have also played a role in enhancing the cycling culture of the country [17]. Nonetheless, the quality of bike-sharing facilities varies significantly across regions, as some areas experience shortcomings in the integration of cycling infrastructure with public transit and suffer from limited bike path networks, particularly in suburban and rural settings. The Silesian Voivodeship, home to over 4.5 million inhabitants, reflects national trends on a smaller scale while simultaneously exhibiting distinct regional characteristics [18]. As one of the most urbanised and industrialised regions in Poland, Silesia encompasses densely populated cities, such as Katowice, Gliwice, and Bytom, alongside extensive former industrial zones [18]. Municipalities in the region continue to grapple with persistent challenges related to air pollution, traffic congestion, and infrastructure that--while effective in certain areas--remain inconsistent or insufficiently integrated in others.