This paper attempts a reconstruction of the organisational and ownership transformations affecting the national road carriers in Poland (PKS), the Czech Republic (ČSAD) and Slovakia (SAD, NAD) after 1989. Despite a similar input state in the three countries studied, the transformations they pursued took disparate forms, ensuring marked differences in the situations the countries find themselves in today. The first part of the work, contained in this issue of Przegląd Geograficzny, describes the main trends as regards the privatizations of all the enterprises in Poland, Czechoslovakia, the Czech Republic and Slovakia. It then goes on to characterise in detail the processes of ownership transformation that Poland's national road carrier (PKS) has been through, with particular account taken of the last three years. A second part, to be published in Przegląd Geograficzny, 2013, 4, will in turn entail a reconstruction of the transformation processes involving the ČSAD, SAD and NAD enterprises. In Poland, the disintegration of the regional PKS enterprises resulted in the founding of about 40 new freight transport firms, the majority of which were closed-down rapidly (by about 1995). This left just 10 former freight companies as at the end of 2002. A majority of these were in hands of their staff (as so-called worker's companies), while only two of the firms were state-owned. Within the next few years, the number of active freight companies decreased yet further, to the point where there were just 6 as of late 2011 and early 2012. All of these were entirely privately-owned. Thus in Poland in the last several years there has been a clear withdrawal of the Treasury from its formerly dominant role as regards the PKS enterprises. In 2011, practically all the once-state-owned enterprises terminated. One was closed down, while the other two have been transformed into single-personality Treasury companies. By 2008, 68 enterprises had been commercialised, and by 2009 - 86. As of the end of 2011, the number of single-personality Treasury companies had decreased to 19. The reasons for this situation are varied, as some enterprises have been communalised, some privatized, and some closed down. Of the 19 single-personality Treasury companies in existence, four were in the process of liquidation in late 2011 and early 2012, in the regions of Silesia and Małopolska in particular. Since the privatization process proved rather unsuccessful, authorities at various (regional and county) levels began to take an interest in the communalisation of the PKS enterprises. The latter process started as late as in 2008, and initially only 85% of the stake was transfered to local authorities. However, a year later, all the communalised enterprises were transfered as a whole, and the process accelerated. Since 2010, the PKS enterprises have come under the ownership of both unions of gminas (local authorities) and urban authorities. In the case of the PKS passenger enterprises, the most common form of privatization (in regard to 41 firms in total) has involved leasing by workers. This form of privatization has proved very successful, as not a single firm of this profile has yet closed down. However, the process has slowed down or even coem to a halt now. Processes of privatization with the participation of an external investor have also been very much arrested. The privatizations that had occurred previously involved, not only Polish investors, but also foreign capital. Following an involvement in 14 companies, the process of privatization with the participation of the German affiliate of France's Veolia Environment has now terminated. Along with the takeovers, the investor has concentrated on a gradual consolidation of passenger companies - first into six regional companies, and then in 2010 into a single company of nationwide reach with its seat in the city of Toruń. Another important foreign investor has been the Israeli Egged Holding, which has invested directly, or indirectly - via its affiliate Mobilis. Apart from being involved in four urban companies, the investor has taken a majority stake in nine poviat-level PKS companies in the Mazowsze and Mazury regions. A competitor over the privatization of the Mazowsze PKS companies has been Souter Holding Poland (of Scottish origin), which has founded its own network of long-distance coach connections called PolskiBus.com. The latter has developed a network of connections that is very much modelled on Polski Express (a firm of British origin which ceased operating in Poland several years ago). [ABSTRACT FROM AUTHOR]