R285 Integrating the metropolitan region through cycle network in Budapest

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László Sándor Kerényi and Virág Bencze-Kovács, Transport Strategy Department,
BKK Centre for Budapest Transport, Budapest, Hungary
NO. 285, 2012 ISSUE 1
Issn: 1367–3882

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  • 2. INTEGRATING THE METROPOLITAN REGION THROUGH A CYCLE NETWORK IN BUDAPEST László Sándor Kerényi and Virág Bencze-Kovács, Transport Strategy Department, BKK Centre for Budapest Transport, Budapest, Hungary framework of the Development Plan Budapest has decided to introduce of Budapest Transportation System. In a public bicycle system (called the parallel with the values declared in the ‘Budapest Bike’ or ‘BuBi’) from 2013, Integrated Urban Development Strategy covering a 12 km 2 area of the inner city, of Budapest, the main role of cycling is: with 74 stations and over 1,000 bicycles. The system will provide an effective and to create a sustainable, safe, healthy and environmentally friendly alternative for liveable urban environment by better inner city travel, and will also promote use of limited public space; cycling and therefore affect general travel to revive the city centre by providing behaviour. Apart from the technicalities Introduction easy access to shops and other services; of the BuBi system, a general study of the Having a fortunate geography in the to balance social inequalities and existing network has been carried out, mostly flat Carpathian Basin, cycling in become a widely used form of mobility. focusing on the weaknesses of the infra- Hungary is a traditional form of mobility, structure, and providing an action plan to especially on the Great Hungarian Plain. The fields of action include: make the inner city more bicycle friendly. In local traffic, the modal share of cycling changing attitudes of transportation The proposed tools are the following: experts towards cycling, and let it reaches 40% in certain rural communities. become an equal form of mobility; audit all future road reconstruction The Hungarian Capital, Budapest experi- creation of an adequate institutional, and development plans from a cyclist’s enced an increase in cycling over the last legal and financial framework for effec- point of view, for the completion of 5 years (see Figure 1), when the number of tive and sustainable bicycle transport; the existing core network and elimi- daily cyclists doubled, yet the 3-5% modal provision of attractive cycling facili- nating bottlenecks; share is under the Western European ties including a safe and convenient open bus lanes for bicycles whenever average. Figure 2 shows bicycle use in environment, available infrastructure, possible; Hungarian Regions, with a high potential services and information, with the increase safety and integration of for increase in Budapest. In recognising option of combined transportation. cycling by pictograms, advanced stop that the better use of cycling as an alterna- lines (‘bike boxes’) at intersections tive mobility for different groups of people Within the framework of a new city man- that help cyclists to cross the junction will lead to better quality of life, healthier agement model, in late 2010, BKK Centre or turn more safely; lifestyle, a cleaner and more welcoming for Budapest Transport was created to open one way streets for contraf low urban environment, several actions have manage public transport, cycling, road cycling, especially in traffic calmed been taken for Central Hungary and the infrastructure management, parking, taxi (‘Tempo 30’) zones; City of Budapest, for both transportation services and transport related development increase bicycle parking facilities, by and tourism. The declared goal of the City projects of Budapest, as an integrated installing bicycle stands at public places of Budapest is to reach 10% modal share of transport competence centre. BKK is and Bike and Ride (B+R) locations; cycling by 2020. responsible for creating transport strate- introduce pedestrian and cyclist zones In order to define the main direc- gies, coordination of implementation, and reduce speed limits in the city tion for developing cycle infrastructure, and preparation of integrated transport centre; the Budapest Cycling Concept was development projects. Better integration eliminate obstacles wherever possible created in 2010 with basic principles of cycling into the urban transport sys- and guidance based on the general tem is one of the most important tasks of Figure 2: Once in two weeks BKK, and also a great chance to change Figure 1: Increase of cycling urban mobility in Budapest. usage of bicycles in Hungarian in Budapest (1994-2010), regions, based on data collec- based on traffic counting Actions for the inner city tion in September 2011 data of 6 junctions In the last few decades, cycling has been  treated as a leisure activity. The general   ¡ ¡    approach of bicycle infrastructure devel- c d Y ) Q R 5 ` e 3 1 Q Q R f opment was to build sections of bicycle q r 8     c Y Q 5 ` 3 Q R ( ) 0 1 2 3 4 5 a Q 3 1 5 b W 1 U R ¢ ¡ ¡ roads completely separated from the 6 7 8 v p 8 V 3 R 5 Q 1 W V 3 R 5 Q 1 W d ) R e 1 Q f S Q 1 R 4 0 1 R ) T U 1 p u 8 existing road infrastructure. The result is q r 8 £ ¡ ¡ P 3 4 5 3 Q R     S Q 1 R 4 0 1 R ) T U 1     a cumbersome legacy: these sections are in p 6 8 X Y ) 5 ` 3 Q R a X Q 3 Y t 1 ) u 5 5 ` b 8 3 W Q 1 R U R many cases not interconnected; conf licts ¤ ¡ ¡ S Q 1 R 4 0 1 R ) T U 1     s q 8 ¥ ¡ ¡ 9 @ A B C D @ E g h i with cars and pedestrians are very regular ¦ § ¨ © @ F G H @ I G  © §  at every intersection and sidewalk. ! " " # ! " " " $ % % & $ % % $ % ! %20
  • 3. geographical and natural facilities, cultural values and heritage. Nat iona l and reg iona l pol icies highlight the following main areas of development for Budapest: EuroVelo 6: As a continuation of the existing, high quality section from Passau to Vienna, the National Land Use Planning Act contains the alignment of the proposed HungarianNew cycle lane in Budapest Fóti Road, EuroVelo 6 bike route by the Danube at Vác section – the construction itself is theestablished in November 2011 (Source: (Source: Wikimedia Commons, Beroesz) responsibility of the local municipali-BKK, Péter Halász) ties. In Budapest, the continuity and by a wide range of measures (ramps, offices should also lead to construction of high quality of the route must be sloped curbs, shortcuts). easy-to-use, safe and weather protected ensured on both sides of the Danube. storages for bicycles at home. A tourist and recreational bicycleThese tools are now being used with Car r y ing bicycles on suburban route along Rákos-patak (a smallgood results and responses both from railway lines (4 lines ran by Budapest creek that f lows from the Gödölltransport professionals and the average Transport Company, BKV, 11 more by hills to the river Danube, connect-user. After a joint learning process, wider the State Railways, MÁV) is possible; ing 3 cities in the agglomerationusage of cycles will result in less cars and however, the capacities and service lev- (Gödöll , Isaszeg, Pécel) and 4 dis-a friendly environment in the inner city. els are limited. Local services are also tricts of Budapest. One completed being reviewed to provide better access section in District No. 17, which hasActions for suburban areas to local recreational areas, such as the been opened to the public, receivesIn the last two decades, 15% of citizens, Buda Hills. good responses, can also be a good300,000 people, moved out of the city basis for further development.into the agglomeration, most of them Regional and national Access to Lake Balaton: The plannedcommute back to the capital daily. The reconstruction of Balaton Bicyclesize of the agglomeration of the City of policies and projects Adverse events in the world economy Ringroad for 2012 is amended byBudapest cannot be defined precisely, but the development of railway stations are changing travelling behaviour, alsodaily trips are made to the inner city from (eliminating obstacles, creating a in day-to-day travel to work, and inover 80 settlements of Central Hungary. bicycle-friendly environment). The interchanges between transport recreational activities. There is a greatmodes (mainly from one type of public potential for cycling in inland tourism, as Budapest and the Central Hungarian For further development, BKK istransport to another, or from cars to pub- Region have prime and unique in regular contact with a cyclinglic transport) are located in the widely commissioner appointed by thespread suburban areas. From the networkpoint of view, the transition of a bicycle Hungarian Prime Minister.friendly inner city to a separated ruralbicycle road must be resolved also in the Conclusionsuburban areas. Suburban infrastructure Budapest is convinced that the above-development therefore focuses on the mentioned cycling measures pave afollowing: good way towards integrating sustain- able transport modes in the Central better Bike and Ride services at stops Hungarian Region, and will contribute and final stations of public transport (a to meeting the goals highlighted in the current project is being developed to White Paper of the European Union install 750 bicycle stands at 52 subway B+R in Gyömr railway station near regarding a competitive and resource and suburban railway stops); Budapest (Source: MÁV Zrt.) efficient urban transport system. establishment of regional connections between Budapest and its Virág Bencze-Kovács is a strategic László Sándor Kerényi is the Head agglomeration cities (Solymár, Buda coordinator in the Transport Strategy of the Transport Strategy Department Hills, Érd, Vác, Dunakeszi, Fót, Department at BKK Centre for Budapest at BKK Centre for Budapest Transport. Csömör-Kistarcsa, Gyál, Gödöll ). Transport. Her field of interest is cycling; His work focuses on transport development policies, conceptual her work focuses on changing policiesEfforts are being made towards the review and strategic planning of urban and also attitudes of both authoritiesof the current National Construction mobility for the Hungarian Capital. and designers towards cycling.Act, as the regulation of obligatory park- laszlo.kerenyi@bkk.hu virag.bencze-kovacs@bkk.huing facilities in new residential areas and 21
  • 4. Regions THE VOICE OF THE MEMBERSHIP Transport is a key factor in economic development, as economic growth requires ready access to resources and market. This applies in particular for Metropolitan Regions as engines of economic growth and as regions with a very diverse population. However, this need for mobility and economic growth has, as side effects, rising volumes of traffic and levels of congestion with a significant impact on the environment. The above-mentioned issues are comprehensively tackled within the Catch-MR project (funded by Interreg IVC), where cooperation between metropolises and their surrounding functional regions is put to the fore in the cases of Berlin-Brandenburg, Budapest-Central Hungary, Gothenburg Region, Ljubljana Urban Region, Oslo-Akershus, Province of Rome, and Vienna-Lower Austria. Our guest Editor, Janez Nared, has therefore compiled a set of case studies from this project for our Regional Survey. Some challenging examples on how different metropolises face urban sprawl, mobility and congestion issues are presented. The most common example in three of the metropolitan regions (Berlin, Vienna and Oslo) is joint planning, where the metropolis and its hinterland cooperate to prevent urban sprawl and to improve public transport systems. These examples show great progress in planning, but still urban sprawl remains an important factor that should be dealt with. The other four examples present transport-related issues in the Ljubljana Urban Region, transport interchanges in Gothenburg, improvements of mobility in Casteli Romani (Rome) and the regional cycle network in Budapest. In our ‘Comment and Debate’ section, Tassilo Herrschel discusses the role that the RSA plays in debates on public policy. Also in this issue, Mandy Talbot looks at farm diversification and farm tourism, a paper that won the award for Best Paper at the RSA’s Rural Tourism Symposium. Amongst the reports of Research Network events, there is a final report from James Hopkins on his doctoral research relating to the history of the RSA. Regional Studies Association, PO Box 2058, Seaford, East Sussex BN25 4QU, UK Tel: 00 44 (0)1323 899 698, Fax: 00 44 (0)1323 899 798 info@regionalstudies.org, www.regionalstudies.org Registered Charity No: 1084165 Registered Company, Limited By Guarantee In England No: 4116288 Typesetting and Printing by Sussex Living Ltd32 48 Keymer Road, Hassocks, West Sussex BN6 8AR. Tel: 01273 847501 Email: studio@sussexliving.com