OBJECTIVE, JUSTIFICATION: Kiskunhalas is a district centre 60 km away from Kecskemét and Szeged, the 4th largest settlement in the county. Neighbours: Pork, Imrehegy, Kéleshalom, Kunfehértó, Balotaszállás, Zsana and Harka Kötöny. Its traffic is determined by the connecting road 53 j. Solt- Tompa, 5309. j. Kecel — Kiskunhalas connecting road, 5408. j. Kiskunhalas- Szeged connecting road, 5402. j. Kiskunfélegyháza — Kiskunhalas connecting road and 5412. j. Kiskunhalas — Cároly road. Its traffic is still determined by the region’s market centre, which has been preserved to date thanks to the proximity of the national border and international traffic through the city. The purpose of this tender is to support the daily commuting of professional commuters on a safe and barrier-free basis on foot, by bicycle and using public road transport, and to create a liveable urban environment. The investment takes complex measures to create safe transport conditions for all users. In conclusion, the objective of the development is to rebuild traffic outdated streets, to solve the breakpoints of the bicycle network in the interior, to connect the centre with one of the busiest housing estates and the railway station, and to improve the service level of road public transport through the renovation of the bus station. The development and development of an efficient and convenient link between residential areas and major economic, cultural and administrative urban hubs is the goal of each project element. The current integrated urban development strategy of the municipality, drawn up in 2015, also highlights that the city’s internal transport system does not always allow for rapid access to city centre services from the outskirts of the city. An important objective is stated in the document that, as transport is the largest noise emitting and polluting air pollution, it is necessary to establish a road transport network which is the least burdensome for the environment. On the other hand, the accessibility of residential, institutional, concentrated commercial and industrial areas should be improved by ensuring transport in accordance with the function of urban areas. The city’s advantage to be exploited is the presence of a rail transit corridor, which is why the railway station is connected to the cycling blood circulation. As the centre has all the significant traffic-tracking facilities and cultural facilities, the downtown traffic itself is extremely important. The best alternative to reduce this is to facilitate walking and cycling. Conclusions can be drawn from the 2011 census of the HCSO on the commuting habits of the inhabitants of the settlement. 32 % of the population at that time worked locally, i.e. they typically traveled by bicycle or on foot, daily. The proportion of people in other settlements was 6 % of the total population, 1500 people, and the number of employees coming from another settlement was 2 300 (i.e. one and a half times the number of people), which is also considered to be high. It can also be inferred from the proportion of people and entrances that Kiskunhalas, as a district centre, plays a significant role in creating jobs in the region and acts as an educational centre for the surrounding smaller settlements. Doorways are potentially considered to be users of public transport for professional purposes. The majority, 56 % of those who leave Kiskunhalas, are between the ages of 30 and 49, i.e. transport to work tends to generate this figure, with the proportion of school-age descents (who depart to school for the purpose of transport) account for a quarter of those who are resigned. In that year, the total number of people employed was 11.170 out of the 28,285 inhabitants, which generates extremely high traffic during peak hours, especially in the center. All the enterprises involved in the development in Kiskunhalas, since the developments create a connection between the centre, the railway station and the edge of the settlement. The number of businesses registered in the city in 2015 was 4774. The location of the economic areas of the settlement (GIP, GKSZ classification) is shown in the overview drawing attached to the tender. Justification: The planned development is the next phase of continuous infrastructure development started in previous years. The following transport infrastructure developments have already been implemented in the city between 2007 and 2013. DAOP-3.1.1/B.-2007-000061 "Kiskunhalas, Dondér Valley Road II. Construction of the section of the road of the martyrs (between Tinódi út)’. The first section of the road was built in 2005-2006, which connects the suburb with the Mártírok út — Keceli út. Using the 70 million HUF TRFC subsidy and 46 million local government funds, 3 290 m² road, 1 579 m² bicycle road, 438 fm rain canal and street lighting in full length were built. 8 262 m² road in Phase II; 893 m² circular junction — walking and cycling, separating islands; 2900