1) STRATEGIAL COUNTRIES In recent decades, it has been proven that by prioritising the use of individual vehicles, transport needs cannot be met without the deterioration of the quality of life of the city dwellers. Putting sustainable modes of transport at the forefront has been and is the solution all over the world. The share of sustainable modes in transport within Budapest is 65 % and the share of cycling is 2.3 %. The Budapest’s objective is to increase the share of sustainable modes in the Budapest Mobility Plan to 80 % and to achieve a 10 % share of cycling transport by 2030). One of the tools for this is the development of cycling transport. The uptake of cycling is a tool and a result of making cities liveable. The strategies underpinning the application are: Budapest 2030 Long-term urban development concept, Integrated Urban Development Strategy, Budapest Mobility Plan. The city’s stated objectives are consistent with the main objective of the call. In order to submit the aid application, the Municipality of Budapest, BKK Zrt. and Budapest XX. ker. The municipality shall conclude a consortium cooperation agreement. The development of the bicycle network is in line with the ITS documents of Budapest and the district. Section 4.3 of the District Integrated Urban Development Strategy contains the most important network projects. In particular, an important part of the transport development programme is the development of the internal system of the main cycling network, the networking of high-traffic institutional areas, the development of conditions for the storage of bicycles and the improvement of the safety and conditions of pedestrian traffic. There is also a cross-cutting focus on awareness-raising and the development of a sustainable mobility plan. 2) The good geographical and terrain characteristics of the district are favourable for cycling transport. The area planned for cycling-friendly conversion under the project is described in the Annex. (Budapest XX. ker. Border road — Helsinki Road — Csepel Gateway — Waterisport Street — Zodony Street — Helsinki Road — Alsóteleki utca — Vágóhíd utca — Lower Border Road — Flower Benedek Street — Knézits utca — Nagysándor József utca — Nagykőrösi út, Budapest IX. Border road area) The main objectives to be achieved in the project are: improving the conditions for local cycling and walking within the district and building the connection to the EuroVelo route along the Danube. District section of the EuroVelo6 route: The bike trail along the Ráckevei (Soroksári)-Danube region is solved from the Gubach Bridge to the Soroksár district border, as Waterisport u. ensures the cycling transport in a suitable way, it is organically linked to the Soroksár bicycle trail. The bicycle route between Gubacsi Bridge and Ferencváros is completely unconstructed, alternatively the bicycle road next to the Csepel ridge road serves towards the city centre. District facilities: For planned new routes, the starting point is the connection to the existing main network. The bicycle is competitive for transport up to about 5 km. As a result, we intend to strengthen inter- and intra-territorial connections, and cycling is not a significant alternative to achieving the city centre, only in combination with public transport. Despite the favourable conditions, among the neighbouring districts only Soroksár and Csepel are connected to the main cycling network element. The most important institutions of the district serving large masses (markets, cemetery, high schools, sports center, post office) require cycling-friendly territorial development; favorable condition is the dense road network of the perimeter. Where appropriate, one-way streets are opened for bi-directional cycling. As part of the planned network development, there will be cohesive, damped zones protected by the delimitation of larger residential areas. Limited speed zones or residential rest zones designated by delimited and traffic-technical means shall be developed as part of the development of a cycling-friendly network to improve walking and cycling conditions. Important elements of network development are reduced speed zones or restricted access zones. Within the impact area of the project, there are several types of damped traffic zones, which meet the conditions for cycling and at the same time increase the safety of pedestrian traffic. Within the impact area, the use of a reduced speed zone of 30 km/h and a residential rest zone is the most effective way of developing a more coherent cycling and pedestrian-friendly network. In the low-traffic streets, the cyclist runs on a common surface with motor vehicles, where traffic engineering and small construction interventions are carried out in order to create the cycling interoperability of the project area and increase traffic safety. It is also important to create parks and community spaces in a bicycle-friendly way. The increased presence of cyclists nece...