Road safety developments in Budapest’s XV. district (Q3958377): Difference between revisions
Jump to navigation
Jump to search
(Changed an Item: add summary) |
(Changed an Item: Adding English translations) |
||||||||||||||
| Property / summary | |||||||||||||||
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 2 %. The Capital’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, Budpest 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 XV. ker. The municipality shall conclude a consortium cooperation agreement. 2) The activity eligible for support as set out in the call (3.1.1.A.a. by designating and building bicycle traffic facilities) of the transport road network of the entire settlement or part of the settlement will be carried out in the area bounded by the following streets: Pázmány P. u. — Main road.- Epres row — Old Fóti út — Introduction M3 — Rákospalotai circular railway line — Taksony row The area designed for cycling-friendly conversion is shown in the annex. The connection to the XIV. district is mainly described in the XV. Cluj-Napoca Street — XIV. It is specified by the road underpass on Queen Elizabeth’s road, so the connection to this axis is primary. This requires, in particular, the development of transverse routes, which includes helping to cross the M3 port. In order for these routes to be safely accessible by bicycle, it is necessary to improve traffic safety and reduce traffic in the surrounding areas. The reconstruction of the Rákos Road, which is the main axis of the area, is possible in the framework of another project, with a cost significantly exceeding the possibilities of the present project. For planned new routes, the starting point is the connection to the existing core network. 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 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 the children’s group, among whom education on the correct bike use and transport rules should be implemented in school settings, together with basic maintenance and assembly skills. Presentation, promotion, cycling, biker breakfast, bike ride to work, “Bike Challenge”, “Night on bike” campaigns and events. Organisation and support of cycling education and education programmes. Taking into account the climate change mitigation and adaptation potential of planned cycling-friendly infrastructure developments, it can be concluded that the facilities and development results of the project are resilient to climate change and natural disasters. A m (English) | |||||||||||||||
| Property / summary: 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 2 %. The Capital’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, Budpest 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 XV. ker. The municipality shall conclude a consortium cooperation agreement. 2) The activity eligible for support as set out in the call (3.1.1.A.a. by designating and building bicycle traffic facilities) of the transport road network of the entire settlement or part of the settlement will be carried out in the area bounded by the following streets: Pázmány P. u. — Main road.- Epres row — Old Fóti út — Introduction M3 — Rákospalotai circular railway line — Taksony row The area designed for cycling-friendly conversion is shown in the annex. The connection to the XIV. district is mainly described in the XV. Cluj-Napoca Street — XIV. It is specified by the road underpass on Queen Elizabeth’s road, so the connection to this axis is primary. This requires, in particular, the development of transverse routes, which includes helping to cross the M3 port. In order for these routes to be safely accessible by bicycle, it is necessary to improve traffic safety and reduce traffic in the surrounding areas. The reconstruction of the Rákos Road, which is the main axis of the area, is possible in the framework of another project, with a cost significantly exceeding the possibilities of the present project. For planned new routes, the starting point is the connection to the existing core network. 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 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 the children’s group, among whom education on the correct bike use and transport rules should be implemented in school settings, together with basic maintenance and assembly skills. Presentation, promotion, cycling, biker breakfast, bike ride to work, “Bike Challenge”, “Night on bike” campaigns and events. Organisation and support of cycling education and education programmes. Taking into account the climate change mitigation and adaptation potential of planned cycling-friendly infrastructure developments, it can be concluded that the facilities and development results of the project are resilient to climate change and natural disasters. A m (English) / rank | |||||||||||||||
Normal rank | |||||||||||||||
| Property / summary: 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 2 %. The Capital’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, Budpest 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 XV. ker. The municipality shall conclude a consortium cooperation agreement. 2) The activity eligible for support as set out in the call (3.1.1.A.a. by designating and building bicycle traffic facilities) of the transport road network of the entire settlement or part of the settlement will be carried out in the area bounded by the following streets: Pázmány P. u. — Main road.- Epres row — Old Fóti út — Introduction M3 — Rákospalotai circular railway line — Taksony row The area designed for cycling-friendly conversion is shown in the annex. The connection to the XIV. district is mainly described in the XV. Cluj-Napoca Street — XIV. It is specified by the road underpass on Queen Elizabeth’s road, so the connection to this axis is primary. This requires, in particular, the development of transverse routes, which includes helping to cross the M3 port. In order for these routes to be safely accessible by bicycle, it is necessary to improve traffic safety and reduce traffic in the surrounding areas. The reconstruction of the Rákos Road, which is the main axis of the area, is possible in the framework of another project, with a cost significantly exceeding the possibilities of the present project. For planned new routes, the starting point is the connection to the existing core network. 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 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 the children’s group, among whom education on the correct bike use and transport rules should be implemented in school settings, together with basic maintenance and assembly skills. Presentation, promotion, cycling, biker breakfast, bike ride to work, “Bike Challenge”, “Night on bike” campaigns and events. Organisation and support of cycling education and education programmes. Taking into account the climate change mitigation and adaptation potential of planned cycling-friendly infrastructure developments, it can be concluded that the facilities and development results of the project are resilient to climate change and natural disasters. A m (English) / qualifier | |||||||||||||||
point in time: 9 February 2022
| |||||||||||||||
Revision as of 18:26, 9 February 2022
Project Q3958377 in Hungary
| Language | Label | Description | Also known as |
|---|---|---|---|
| English | Road safety developments in Budapest’s XV. district |
Project Q3958377 in Hungary |
Statements
302,400,000 forint
0 references
1,589,708.426 Euro
0.0027336256 Euro
15 December 2021
0 references
581,538,461.538 forint
0 references
52.0 percent
0 references
1 January 2017
0 references
1 January 2023
0 references
Budapest Főváros Önkormányzata
0 references
Q3984131 (Deleted Item)
0 references
47°29'30.62"N, 18°58'44.15"E
0 references
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%. A Főváros célkitűzése a Budapesti mobilitási 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, Budpesti Mobilitási Terv. A város megfogalmazott céljai egybevágnak a felhívás fő céljával. A támogatási kérelem benyújtásához Budapest Főváros Önkormányzata, a BKK Zrt. és Budapest XV. ker. Önkormányzata konzorciumi együttműködési megállapodást köt. 2) A TERVEZETT FEJLESZTÉS RÖVID ISMERTETÉSE A Felhívásban megfogalmazottak szerint (3.1.1.A.a. teljes település vagy településrész közlekedési úthálózatának kerékpárosbaráttá alakítása kerékpárforgalmi létesítmények kijelölésével, kiépítésével) támogatható tevékenység az alábbi utcák által határolt területen kerül megvalósításra: Pázmány P. u. – Fő út .- Epres sor – Régi fóti út – M3 bevezető – Rákospalotai körvasút sor – Taksony sor A kerékpárosbarát átalakításra tervezett területet a melléklet mutatja be. A XIV. kerülettel való kapcsolatot leginkább a XV. Kolozsvár utca - XIV. Erzsébet királyné úti közúti aluljáró adja meg, így az erre a tengelyre való kapcsolódás elsődleges. Ehhez főként a harántirányú útvonalak fejlesztése szükséges, amely magába foglalja az M3 bevezetőn történő átkelés segítését is. Ahhoz, hogy ezek az útvonalak kerékpárral biztonságosan elérhetők legyenek szükséges a környező területek forgalombiztonsági fejlesztése, forgalomcsillapítása. A terület fő tengelyét jelentő Rákos út átalakítása más projekt keretében, jelen projekt lehetőségeit lényegesen meghaladó költséggel lehetséges. A tervezett új útvonalak esetében kiindulópont a meglévő főhálózathoz történő kapcsolódás. A tervezett hálózatfejlesztés részeként összefüggő, nagyobb lakóterületek lehatárolásával védett, csillapított övezetek alakulnak ki. A lehatárolt és forgalomtechnikai eszközökkel kijelölt, korlátozott sebességű övezetek, vagy lakó- pihenő övezetek kialakítsa a gyaloglás és kerékpározás feltételeinek javítása érdekében a kerékpárosbarát hálózat fejlesztés részeként valósítandók meg. A hálózatfejlesztés fontos elemei a csökkentett sebességű, vagy korlátozott behajtású zónák övezetek. A projekt hatásterületén belül több fajtája is üzemel a csillapított forgalmú övezeteknek, melyek a kerékpározhatóság feltételeit teljesítik, és egyben a gyalogos közlekedés biztonságát is növelik. A hatásterületen belül a 30 km/h csökkentett sebességű övezet, illetve a lakó- pihenő övezet alkalmazása a leghatékonyabb módja a nagyobb összefüggő kerékpáros- és gyalogosbarát hálózat kialakításának. A kis forgalmú utcákban a kerékpáros a gépjárművekkel közös felületen közlekedik, itt a projekt terület kerékpáros átjárhatóságának és a forgalombiztonság növelése megteremtése érdekében forgalomtechnikai és kisebb építési beavatkozások valósulnak meg. Fontos cél továbbá a parkok, közösségi terek kerékpárbarát kialakítása. A kerékpárosok fokozott jelenléte szükségessé teszi a hálózaton belül érintett jelzőlámpás forgalomirányítású csomópontok felülvizsgálatát is, figyelembe véve a kerékpározási igényeket, előretolt felálló helyek kialakítását és a kerékpárral átjárhatóság javítását. . 3) SZEMLÉLETFORMÁLÓ TEVÉKENYSÉGEK A projekt fontos része a szemléletformáló tevékenység folytatása, nemcsak a hatásterületen belül, hanem a teljes kerület célközönségét elérve. Célközönségnek tekintve a kerékpárral, gépjárművel és gyalogosan közlekedőket egyaránt. Cél a különböző közlekedési módok együttműködésének javítása, a kerékpározás népszerűsítése és a rendszeresen kerékpárt használók számának növelése. Kiemelt célcsoport a gyermekek köre, akik között iskolai keretekben valósítandó meg a helyes kerékpárhasználat és közlekedés szabályainak oktatása az alapvető karbantartási és szerelési ismeretekkel együtt. A kialakított kerékpárosbarát hálózat ismertetése, népszerűsítése, bebiciklizés, bringás reggeli, bringázz a munkába, „Bike Challenge”, „Night on bike” kampányok, események szervezése. BringaSuli, BringaAkadémia kerékpáros oktatási, nevelési programok szervezése, támogatása. A tervezett kerékpárosbarát infrastrukturális fejlesztések éghajlatváltozás mérséklésére és az ahhoz való alkalmazkodásra vonatkozó potenciálját figyelembe véve kijelenthető, hogy a projekt során megvalósuló létesítmények és fejlesztési eredmények ellenállóak az éghajlatváltozással és a természeti katasztrófákkal szemben. A m (Hungarian)
0 references
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 2 %. The Capital’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, Budpest 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 XV. ker. The municipality shall conclude a consortium cooperation agreement. 2) The activity eligible for support as set out in the call (3.1.1.A.a. by designating and building bicycle traffic facilities) of the transport road network of the entire settlement or part of the settlement will be carried out in the area bounded by the following streets: Pázmány P. u. — Main road.- Epres row — Old Fóti út — Introduction M3 — Rákospalotai circular railway line — Taksony row The area designed for cycling-friendly conversion is shown in the annex. The connection to the XIV. district is mainly described in the XV. Cluj-Napoca Street — XIV. It is specified by the road underpass on Queen Elizabeth’s road, so the connection to this axis is primary. This requires, in particular, the development of transverse routes, which includes helping to cross the M3 port. In order for these routes to be safely accessible by bicycle, it is necessary to improve traffic safety and reduce traffic in the surrounding areas. The reconstruction of the Rákos Road, which is the main axis of the area, is possible in the framework of another project, with a cost significantly exceeding the possibilities of the present project. For planned new routes, the starting point is the connection to the existing core network. 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 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 the children’s group, among whom education on the correct bike use and transport rules should be implemented in school settings, together with basic maintenance and assembly skills. Presentation, promotion, cycling, biker breakfast, bike ride to work, “Bike Challenge”, “Night on bike” campaigns and events. Organisation and support of cycling education and education programmes. Taking into account the climate change mitigation and adaptation potential of planned cycling-friendly infrastructure developments, it can be concluded that the facilities and development results of the project are resilient to climate change and natural disasters. A m (English)
9 February 2022
0 references
Budapest, Budapest
0 references
Identifiers
VEKOP-5.3.1-15-2020-00019
0 references