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 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 XIX. ker. The municipality shall conclude a consortium cooperation agreement. 2) DRAFT IMPLEMENTATION OF DRAFT DEVELOPMENT The project area is delimited: The entire area of the district south of Üllői út, with the exception of the Wekerle site, but including the areas along the Üllői Road. The development activity is as defined in point 3.1.1(A)(a) of the Call: transforming the transport road network of a whole settlement or part of a settlement into a cyclist-friendly by designating and building bicycle traffic facilities. During the implementation of the project, the elements of the road network within the impact area will be reviewed according to the criteria of safe, direct and convenient cycling, and as a result of the investment the transport road network of the designated impact area becomes cyclist friendly. Thanks to Kispest’s suburban features, there are well-built cycling routes, well-built cycling-friendly areas, built from own resources on the one hand and from a previous EU competition on the other hand. This project aims at the development of daily professional routes and would also strengthen links towards the city centre. In this framework, it will be possible to build a cycle path and make parts of the district more cyclist friendly (e.g. traffic reduction, boarding, etc.), but awareness-raising programmes will also be part of the application. In preparation for the competition, the district conducted a questionnaire survey on the cycling habits of the Kis Pests at the end of 2015-2016. Based on the results of this, and on the proposal of the BKK, the delimitation was prepared. One of the goals is to make the Kispest section of Üllői út available for cycling, mainly a new cycle path construction, but further cycling-friendly developments, with the exception of a few districts, would cover almost the whole territory of Kispest. In addition to the planned main network development, we also carry out cycling-friendly territorial development, with the development of contiguous, 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 in order to improve 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 that meet the conditions for cycling. 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-friendly network. Higher-order collecting, distribution-like trails with already designated, marked, directional and regulated cycling traffic routes, on which road marking and warning and confirmation signs are displayed within the framework of the project. 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. The increased presence of cyclists also necessitates a review of the traffic-controlled nodes involved within the network, taking into account cycling needs, the development of forward-mounted spaces and improved interoperability with bicycles. 3) A major part of the project is the continuation of the awareness-raising activity, not only within the impact area, but also reaching the target audience of the entire district. The target audience is those travelling by bicycle, by car or on foot. The aim is to improve cooperation between different modes of transport, promote cycling and increase the number of people using bicycles on a regular basis. A special target group is children, among whom the rules of good cycling ...