Road safety and cycling-friendly developments in the 16th district of Budapest (Q3958365): Difference between revisions
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Budapest Budapest XVI. district “Biékpárosbarát settlement” 2016-2019. 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 in the Balázs Mór Plan is to increase the share of sustainable modes 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, Balázs Mór Plan. The city’s stated objectives are consistent with the main objective of the call. The development is in line with the developments indicated in the District’s Economic Programme 2015-19. The aim of the project is to make the entire area of the 16th district cycling friendly. In order to submit the aid application, the Municipality of Budapest, BKK Zrt. and Budapest XVI. ker. The municipality shall conclude a consortium cooperation agreement. 2) DRAFT DEVELOPMENT OF DRAFT DEVELOPMENT Location of the district: The 16th district is the eastern border district of Budapest. Adjacent districts are bounded to the north by the 15th district, to the west by the XIV district, to the south by the X and XVII districts. The district has direct links to the villages of Csömör, Kistarcsa and Nagytarcsa. The district was formed by the merger of 5 settlements Rákosszentmihály, Sashalom, Mátyásföld, Cinkota and Árpádföld. Each former settlement has its own small centre with shop line, school, post office, and other public spaces. The terrain of the district is varied. The majority of Sashalom and Rákosszentmihály Mátyásland are flat areas, Árpádföld and Cinkota are typically hilly, difficult to cycle. The TEMPO-30 zones have been fully built in the area of the district. The design of traffic-absorbing elements within the zones can be cycled so that all streets of the zones can be cycled well. The accessibility of public spaces is continuous, and all new or rebuilt areas are accessible. For road construction and pavement refurbishment in recent years, we always ensure the accessibility of pedestrians and cyclists. Even during construction, the provision of barrier-free walking is required. The district has continuously developed the cycling infrastructure in recent years, with both built and traffic engineering. 2.7 km of bicycle lane, 5.5 km of bicycle paths were built, almost complete the development of reverse cycling on one-way streets. We strive for a full-fledged design. In 2011 we prepared a study plan for the entire district, on the basis of which we carried out the developments, we prepared the licensee and export plans. In recent years, the approach and technical specifications have changed a lot, so it is necessary to prepare an updated network plan according to the new UME. To this end, we carried out an assessment of network shortages and facilities that prevent cycling and the development of safe transport with the involvement of cycling civil society organisations. We have set targets to be achieved by the end of 2020 1. Access to small district centers from all over the district by bicycle, 2. Establishing links with the demarcating districts and agglomerations, 3. Strengthening links towards the city centre, 4. increasing the safety of cycling transport, 5. developing the cycling culture. To achieve this, we recommend that the following tasks be performed. For cycling interoperability of the whole area of the district • Bicycle path along Szilas — Connection of Vidámvásár street at Bény Street. With this we connect the Cinkota center and the Nagytarcsai road to the Szilas-side bicycle. This way we provide safe, fast access from the other parts of the city to Cinkota main square, the Serbian Antal High School. • Examination of bicycleability against one-way traffic on József street. To this end, conversions are necessary at the junction of Csömöri út. Is it necessary to examine whether cycling in the eye can be ensured under the conditions of the road? The construction of an independent section smaller than the construction of a signal lantern junction may also be necessary. • Signage of existing mixed-use roads indicated in the Cycling Network Plan, Results: Development of a network of safe access to district centres on existing roads. • On the main network roads designated on existing pavement, repair of the pavement for safe transport. Suggested streets Nádor Street, St. Crown Street • Expansion of the HÉV transit possibilities. The interoperability of all the HÉV ... (English) | |||||||||||||||
| Property / summary: Budapest Budapest XVI. district “Biékpárosbarát settlement” 2016-2019. 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 in the Balázs Mór Plan is to increase the share of sustainable modes 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, Balázs Mór Plan. The city’s stated objectives are consistent with the main objective of the call. The development is in line with the developments indicated in the District’s Economic Programme 2015-19. The aim of the project is to make the entire area of the 16th district cycling friendly. In order to submit the aid application, the Municipality of Budapest, BKK Zrt. and Budapest XVI. ker. The municipality shall conclude a consortium cooperation agreement. 2) DRAFT DEVELOPMENT OF DRAFT DEVELOPMENT Location of the district: The 16th district is the eastern border district of Budapest. Adjacent districts are bounded to the north by the 15th district, to the west by the XIV district, to the south by the X and XVII districts. The district has direct links to the villages of Csömör, Kistarcsa and Nagytarcsa. The district was formed by the merger of 5 settlements Rákosszentmihály, Sashalom, Mátyásföld, Cinkota and Árpádföld. Each former settlement has its own small centre with shop line, school, post office, and other public spaces. The terrain of the district is varied. The majority of Sashalom and Rákosszentmihály Mátyásland are flat areas, Árpádföld and Cinkota are typically hilly, difficult to cycle. The TEMPO-30 zones have been fully built in the area of the district. The design of traffic-absorbing elements within the zones can be cycled so that all streets of the zones can be cycled well. The accessibility of public spaces is continuous, and all new or rebuilt areas are accessible. For road construction and pavement refurbishment in recent years, we always ensure the accessibility of pedestrians and cyclists. Even during construction, the provision of barrier-free walking is required. The district has continuously developed the cycling infrastructure in recent years, with both built and traffic engineering. 2.7 km of bicycle lane, 5.5 km of bicycle paths were built, almost complete the development of reverse cycling on one-way streets. We strive for a full-fledged design. In 2011 we prepared a study plan for the entire district, on the basis of which we carried out the developments, we prepared the licensee and export plans. In recent years, the approach and technical specifications have changed a lot, so it is necessary to prepare an updated network plan according to the new UME. To this end, we carried out an assessment of network shortages and facilities that prevent cycling and the development of safe transport with the involvement of cycling civil society organisations. We have set targets to be achieved by the end of 2020 1. Access to small district centers from all over the district by bicycle, 2. Establishing links with the demarcating districts and agglomerations, 3. Strengthening links towards the city centre, 4. increasing the safety of cycling transport, 5. developing the cycling culture. To achieve this, we recommend that the following tasks be performed. For cycling interoperability of the whole area of the district • Bicycle path along Szilas — Connection of Vidámvásár street at Bény Street. With this we connect the Cinkota center and the Nagytarcsai road to the Szilas-side bicycle. This way we provide safe, fast access from the other parts of the city to Cinkota main square, the Serbian Antal High School. • Examination of bicycleability against one-way traffic on József street. To this end, conversions are necessary at the junction of Csömöri út. Is it necessary to examine whether cycling in the eye can be ensured under the conditions of the road? The construction of an independent section smaller than the construction of a signal lantern junction may also be necessary. • Signage of existing mixed-use roads indicated in the Cycling Network Plan, Results: Development of a network of safe access to district centres on existing roads. • On the main network roads designated on existing pavement, repair of the pavement for safe transport. Suggested streets Nádor Street, St. Crown Street • Expansion of the HÉV transit possibilities. The interoperability of all the HÉV ... (English) / rank | |||||||||||||||
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| Property / summary: Budapest Budapest XVI. district “Biékpárosbarát settlement” 2016-2019. 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 in the Balázs Mór Plan is to increase the share of sustainable modes 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, Balázs Mór Plan. The city’s stated objectives are consistent with the main objective of the call. The development is in line with the developments indicated in the District’s Economic Programme 2015-19. The aim of the project is to make the entire area of the 16th district cycling friendly. In order to submit the aid application, the Municipality of Budapest, BKK Zrt. and Budapest XVI. ker. The municipality shall conclude a consortium cooperation agreement. 2) DRAFT DEVELOPMENT OF DRAFT DEVELOPMENT Location of the district: The 16th district is the eastern border district of Budapest. Adjacent districts are bounded to the north by the 15th district, to the west by the XIV district, to the south by the X and XVII districts. The district has direct links to the villages of Csömör, Kistarcsa and Nagytarcsa. The district was formed by the merger of 5 settlements Rákosszentmihály, Sashalom, Mátyásföld, Cinkota and Árpádföld. Each former settlement has its own small centre with shop line, school, post office, and other public spaces. The terrain of the district is varied. The majority of Sashalom and Rákosszentmihály Mátyásland are flat areas, Árpádföld and Cinkota are typically hilly, difficult to cycle. The TEMPO-30 zones have been fully built in the area of the district. The design of traffic-absorbing elements within the zones can be cycled so that all streets of the zones can be cycled well. The accessibility of public spaces is continuous, and all new or rebuilt areas are accessible. For road construction and pavement refurbishment in recent years, we always ensure the accessibility of pedestrians and cyclists. Even during construction, the provision of barrier-free walking is required. The district has continuously developed the cycling infrastructure in recent years, with both built and traffic engineering. 2.7 km of bicycle lane, 5.5 km of bicycle paths were built, almost complete the development of reverse cycling on one-way streets. We strive for a full-fledged design. In 2011 we prepared a study plan for the entire district, on the basis of which we carried out the developments, we prepared the licensee and export plans. In recent years, the approach and technical specifications have changed a lot, so it is necessary to prepare an updated network plan according to the new UME. To this end, we carried out an assessment of network shortages and facilities that prevent cycling and the development of safe transport with the involvement of cycling civil society organisations. We have set targets to be achieved by the end of 2020 1. Access to small district centers from all over the district by bicycle, 2. Establishing links with the demarcating districts and agglomerations, 3. Strengthening links towards the city centre, 4. increasing the safety of cycling transport, 5. developing the cycling culture. To achieve this, we recommend that the following tasks be performed. For cycling interoperability of the whole area of the district • Bicycle path along Szilas — Connection of Vidámvásár street at Bény Street. With this we connect the Cinkota center and the Nagytarcsai road to the Szilas-side bicycle. This way we provide safe, fast access from the other parts of the city to Cinkota main square, the Serbian Antal High School. • Examination of bicycleability against one-way traffic on József street. To this end, conversions are necessary at the junction of Csömöri út. Is it necessary to examine whether cycling in the eye can be ensured under the conditions of the road? The construction of an independent section smaller than the construction of a signal lantern junction may also be necessary. • Signage of existing mixed-use roads indicated in the Cycling Network Plan, Results: Development of a network of safe access to district centres on existing roads. • On the main network roads designated on existing pavement, repair of the pavement for safe transport. Suggested streets Nádor Street, St. Crown Street • Expansion of the HÉV transit possibilities. The interoperability of all the HÉV ... (English) / qualifier | |||||||||||||||
point in time: 9 February 2022
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Revision as of 18:25, 9 February 2022
Project Q3958365 in Hungary
| Language | Label | Description | Also known as |
|---|---|---|---|
| English | Road safety and cycling-friendly developments in the 16th district of Budapest |
Project Q3958365 in Hungary |
Statements
700,000,000 forint
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3,679,880.615 Euro
0.0027336256 Euro
15 December 2021
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1,346,153,846.154 forint
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52.0 percent
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2 January 2017
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15 November 2021
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BUDAPEST FŐVÁROS ÖNKORMÁNYZATA
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47°29'30.62"N, 18°58'44.15"E
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Budapest Főváros XVI. kerület „Kerékpárosbarát település” megvalósítása 2016 – 2019. 1) STRATÉGIAI CÉLOK Az elmúlt évtizedekben bebizonyosodott, hogy egyéni gépjárműhasználat előtérbe helyezésével a közlekedési igények nem elégíthetők ki a városlakók életminőségének romlása nélkül. A fenntartható közlekedési módok előtérbe helyezése jelentette és jelenti a világ minden táján a megoldást. A fenntartható módok aránya Budapesten belüli közlekedésben 65%, a kerékpározásé 2,3%. A Főváros célkitűzése a Balázs Mór-tervben a fenntartható módok arányának növelése 80%-ra, kerékpáros közlekedés 10%-os részarányának elérése 2030-ig). Ennek egyik eszköze a kerékpáros közlekedés fejlesztése. A kerékpározás elterjedése a városok élhetővé tételének eszköze és eredménye. A pályázatot megalapozó stratégiák: Budapest 2030 Hosszú távú városfejlesztési koncepció, Integrált Településfejlesztési Stratégia, Balázs Mór-terv. A város megfogalmazott céljai egybevágnak a felhívás fő céljával. A fejlesztés illeszkedik a kerület 2015-19 évi Gazdasági programjában megjelölt fejlesztésekhez. A projekt célja a XVI. kerület teljes területének kerékpárosbaráttá tétele. A támogatási kérelem benyújtásához Budapest Főváros Önkormányzata, a BKK Zrt. és Budapest XVI. ker. Önkormányzata konzorciumi együttműködési megállapodást köt. 2) A TERVEZETT FEJLESZTÉS RÖVID ISMERTETÉSE A kerület elhelyezkedése: A XVI. kerület Budapest keleti határoló kerülete. Szomszédos kerületek északról a XV. kerület, nyugatról a XIV. kerület, délről X., XVII. kerület határolja. A kerületnek közvetlen kapcsolata van Csömör, Kistarcsa és Nagytarcsa községekkel. A kerület 5 település Rákosszentmihály, Sashalom, Mátyásföld, Cinkota és Árpádföld egyesüléséből jött létre. Minden volt településnek önálló kis központja van üzletsorral, iskolával, postával, és egyéb közösségi terekkel. A kerület domborzata változatos. Sashalom és Rákosszentmihály Mátyásföld nagyobbik része sík terület, Árpádföld és Cinkota jellemzően dombos, nehezen kerékpározható terület. A kerület területén teljesen kiépültek a TEMPO-30 övezetek. Az övezeteken belül kiépített forgalomcsillapító elemek kialakítása kerékpározható, így az övezetek valamennyi utcája jól kerékpározható. Folyamatos a közterületek akadálymentesítése, valamennyi új, vagy átépített terület akadálymentes. Útépítéseknél és burkolat-felújításoknál az utóbbi években minden esetben biztosítjuk a gyalogosok és kerékpárosok közlekedésének akadálymentességét. Az építés alatt is az akadálymentes gyalogos közlekedés biztosítása előírásra kerül. A kerület az elmúlt években folyamatosan fejlesztette a kerékpáros infrastruktúrát, mind épített, mind pedig forgalomtechnikai kialakítással. 2,7 km kerékpársáv, 5,5 km kerékpárút épült, majdnem teljes az egyirányú utcák ellenirányú kerékpározhatóságának kialakítása. Törekszünk a teljes kialakításra. 2011 évben tanulmánytervet készítettünk a teljes kerületre, ennek alapján végeztük a fejlesztéseket, készítettük az engedélyes és kiviteli terveket. Az utóbbi években a szemlélet és Műszaki Előírások is sokat változtak, így szükséges egy aktualizált, az új UME szerinti hálózati terv készítése. Ehhez kerékpáros civil szervezetek bevonásával felmértük a hálózati hiányokat és kerékpározást akadályozó létesítményeket, a biztonságos közlekedést segítő fejlesztéseket. Kitűztük a 2020. év végéig elérendő célokat 1. A kerületi kisközpontok elérése a kerület egész területéről kerékpárral, 2. A határoló kerületekkel és agglomerációs településekkel a kapcsolat megteremtése, 3. A belváros felé vezető kapcsolatok erősítése, 4. a kerékpáros közlekedés biztonságának növelése, 5. a kerékpáros közlekedési kultúra fejlesztése. Ennek elérésére az alábbi feladatok elvégzését javasoljuk. A kerület egész területének kerékpáros átjárhatósága érdekében • Szilas-menti kerékpárút – Vidámvásár utca összekötése a Bény utcánál. Ezzel Cinkota központot, és a Nagytarcsai utat bekötjük a Szilas-menti kerékpárhoz. Így a többi városrészről is biztonságos, gyors elérést biztosítunk, Cinkota főtérhez, a Szerb Antal Gimnáziumhoz. • József utca egyirányú forgalommal szemben kerékpározhatóság vizsgálata. Ennek érdekében a Csömöri úti csomópontban átalakítások szükségesek. Vizsgálandó, hogy az út adottságai mellett a szembe kerékpározhatóság biztosítható-e? A jelzőlámpás csomópont megépítésénél kisebb önálló szakasz építése is szükséges lehet. • A Kerékpáros Hálózati Tervben megjelölt meglévő vegyes használatú utak táblázása, Eredménye: A kerületközpontok biztonságos megközelítését segítő hálózat kialakítása meglévő utakon. • Meglévő burkolaton kijelölt fő hálózati utakon a burkolat javítása a biztonságos közlekedés érdekében. Javasolt utcák Nádor utca, Szent Korona utca • HÉV átjárási lehetőségek bővítése. Vizsgálni kell valamennyi HÉV megálló átjárhatóságát, a jelenlegi átjárási helyek számának bővítését, ezzel együtt a Veres Péter úton erősíteni kell a kerékpáros átjárhatóságot az átjáróknál és az állomásoknál. Eredmény: új kapcsolód (Hungarian)
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Budapest Budapest XVI. district “Biékpárosbarát settlement” 2016-2019. 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 in the Balázs Mór Plan is to increase the share of sustainable modes 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, Balázs Mór Plan. The city’s stated objectives are consistent with the main objective of the call. The development is in line with the developments indicated in the District’s Economic Programme 2015-19. The aim of the project is to make the entire area of the 16th district cycling friendly. In order to submit the aid application, the Municipality of Budapest, BKK Zrt. and Budapest XVI. ker. The municipality shall conclude a consortium cooperation agreement. 2) DRAFT DEVELOPMENT OF DRAFT DEVELOPMENT Location of the district: The 16th district is the eastern border district of Budapest. Adjacent districts are bounded to the north by the 15th district, to the west by the XIV district, to the south by the X and XVII districts. The district has direct links to the villages of Csömör, Kistarcsa and Nagytarcsa. The district was formed by the merger of 5 settlements Rákosszentmihály, Sashalom, Mátyásföld, Cinkota and Árpádföld. Each former settlement has its own small centre with shop line, school, post office, and other public spaces. The terrain of the district is varied. The majority of Sashalom and Rákosszentmihály Mátyásland are flat areas, Árpádföld and Cinkota are typically hilly, difficult to cycle. The TEMPO-30 zones have been fully built in the area of the district. The design of traffic-absorbing elements within the zones can be cycled so that all streets of the zones can be cycled well. The accessibility of public spaces is continuous, and all new or rebuilt areas are accessible. For road construction and pavement refurbishment in recent years, we always ensure the accessibility of pedestrians and cyclists. Even during construction, the provision of barrier-free walking is required. The district has continuously developed the cycling infrastructure in recent years, with both built and traffic engineering. 2.7 km of bicycle lane, 5.5 km of bicycle paths were built, almost complete the development of reverse cycling on one-way streets. We strive for a full-fledged design. In 2011 we prepared a study plan for the entire district, on the basis of which we carried out the developments, we prepared the licensee and export plans. In recent years, the approach and technical specifications have changed a lot, so it is necessary to prepare an updated network plan according to the new UME. To this end, we carried out an assessment of network shortages and facilities that prevent cycling and the development of safe transport with the involvement of cycling civil society organisations. We have set targets to be achieved by the end of 2020 1. Access to small district centers from all over the district by bicycle, 2. Establishing links with the demarcating districts and agglomerations, 3. Strengthening links towards the city centre, 4. increasing the safety of cycling transport, 5. developing the cycling culture. To achieve this, we recommend that the following tasks be performed. For cycling interoperability of the whole area of the district • Bicycle path along Szilas — Connection of Vidámvásár street at Bény Street. With this we connect the Cinkota center and the Nagytarcsai road to the Szilas-side bicycle. This way we provide safe, fast access from the other parts of the city to Cinkota main square, the Serbian Antal High School. • Examination of bicycleability against one-way traffic on József street. To this end, conversions are necessary at the junction of Csömöri út. Is it necessary to examine whether cycling in the eye can be ensured under the conditions of the road? The construction of an independent section smaller than the construction of a signal lantern junction may also be necessary. • Signage of existing mixed-use roads indicated in the Cycling Network Plan, Results: Development of a network of safe access to district centres on existing roads. • On the main network roads designated on existing pavement, repair of the pavement for safe transport. Suggested streets Nádor Street, St. Crown Street • Expansion of the HÉV transit possibilities. The interoperability of all the HÉV ... (English)
9 February 2022
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Budapest, Budapest
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Identifiers
VEKOP-5.3.1-15-2016-00006
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