Analysing the quality of life in urban environment in the context of providing traffic capacities, presents a universal and a multi layered problem. It is often the case that the public transport systems or parts thereof are not used optimally. During peak loads, crowds decrease comfort, while empty rides make many services financially unprofitable. Traffic generates loss of public areas, since the increase of the traffic demand decreases social activity and obstructs traffic networks. Moreover, pollution and noise have a serious impact on the quality of life and health, with pronounced political and media campaign. With the goal of reducing the price of passenger transport, and optimizing traffic and technological parameters, there is a tendency to activate alternate modalities of public passenger services. The Town of Rijeka, with gravitating settlements in the suburbs, is an example of overpopulated urban structure with almost permanent peak load. A selection of the form of a public urban transport is a basic issue in planning the extension to the existing urban public transport, or the construction of a new form thereof. Forms of transport not only determine technological, operational and network–like properties of the system, they also profile the role that the public transport system has or will have in the life of a town, its economic activities, as well as cultural, sociological, ecological and other paradigms. The existing traffic difficulties in the inner town area arise from the inappropriate ratio between the capacities of the existing roads, and the amount of traffic (both individual and public). The existing bus transport modality is the result of the selection made years ago, although the world and European trends point out to the need for technological innovations. Railway in the transportation knot in Rijeka has not yet been included into the urban and suburban passenger transport. A railway subsystem has perspective in the function of an alternative modality of urban public transport in Rijeka. Its technological flaws must be analysed in detail and it must be dimensioned in accordance with realistic needs of future passenger demands. When introducing new lines, the efficiency principle must be adhered to, i.e. the basic logistic and economic advantages of each traffic entity (e.g. relatively greater speed of the train and greater distance between stops, and, therefore, greater advantage in suburban transport of passengers when compared to buses). Achieving a higher level of using mass public transport may encourage the construction of inter-modal terminals (bus – train – car). Different public transportation systems would in that manner be more accessible and attractive to a wider range of potential users, as is the case in all developed towns and countries. Apart from the urban railway, alternative public transport modalities should be included as well: funicular, bicycle subsystem and maritime transport. The algorithm/model of integration of all forms of public passenger service is suggested, with a unique organisation, unified charge, integrated timetable, all included into a unique information system. Integration of the public passenger transport in the first step implies founding by regional transport administration. The financial support is provided by local and regional self- ix government units, and the entire project is lead by the main developer of the integral transportation service as a kind of „transport alliance“. The future unique transportation centre in constellation of combining all modalities represents the central point of an integrated public passenger transport through optimisation in operation of the lines, drivers and vehicles. Finally, the integral public transport should result in increased attractiveness, completely in compliance with transportation needs, including the sales, management and continuous increase of the service level. The revised concept of the new organisation model of urban companies implies interaction of public utility companies and commercial companies, influencing the urban policy of transforming all public services serving the users. Economic justification of this project concerning possibly insufficient scope of transport substrate may be compensated by EU funds, for promotion of the so–called urban mobility.