A significant part of District 18's public spaces today functions primarily as infrastructure for motorised transport — this constrains local community life and the mixing of functions, and also carries road-safety risks. This overarching objective is the largest in the proposal: twelve mutually reinforcing intervention directions reorganise the transport spaces along four specific objectives.

1. Improving the quality of public spaces

Oversized carriageways — particularly on Üllői Road and at several junctions — subordinate valuable land to motor traffic. The quality of public space here depends on land-use decisions.

• Applying speed and traffic-calming measures. These include 30 km/h zones (tempo 30), residential shared zones, physical calming elements and the diversion of through traffic. This is not traffic restriction but a rethinking of transport spaces: the freed-up surface becomes usable for walking, cycling and public transport.
• Creating urban spaces at transport junctions. The district's major junctions — Szarvas csárda Square, Pestszentimre railway station, Felsőcsatári köz or Béke Square — today serve primarily a transit function. The aim is for spaces suitable for lingering, meeting and community use to find their place alongside transport. From the perspective of the polycentric system of centres, it is essential that the sub-centres be more than mere interchange points.
• Applying parking-regulation tools. The dominance of surface parking hampers comfortable pedestrian movement. The aim is not immediate abolition but gradual scaling-back at the most important public-space points. This tool is directly linked to building on underused car parks, discussed in the urban-structure proposal.

2. Improving conditions for walking

In Pestszentlőrinc-Pestszentimre the conditions for walking need considerable improvement: on several stretches there is no built pavement, parking narrows pedestrian areas, and public spaces are shaped to the needs of motor traffic.

• Creating pedestrian-friendly streets and junctions. Along the designated axes and junctions, widened pavements, barrier-free crossings, shortened crossing distances and protected pedestrian zones are needed. A key element is curbside management, that is, the deliberate handling of the strip between carriageway and pavement, through which room is made for planting strips, terraces or short parking lanes. This directly strengthens the viability of ground-floor functions and high-street programmes.
• Temporary pedestrian streets and tactical-urbanism interventions. Large-scale transformations require long preparation and substantial funding, which makes low-cost, quickly implemented, temporary intervention a valuable complement. Through temporary pedestrian streets, weekend street closures or artistic installations, the district gets immediate feedback on how a transformation affects street life, traffic and the local economy.
• Densifying pedestrian connections. The district's network is strongly radial, cross-directional connections are weak, and the crossings along the railway, the enclosed residential areas and the brownfields interrupt pedestrian continuity at several points. New passages, alleys, throughways and shortcut routes are justified where pedestrians are today forced into long detours.

3. Improving conditions for cycling and micromobility

The district's cycling infrastructure today consists of few, island-like elements that do not form a coherent network. The Margó Tivadar Street cycle path creates a connection between the housing estates and Üllői Road, the cycle path along Main Road 4 runs between Vecsés and Ferihegy station, but there is no substantial link between the two.

• Developing a primary cycling network. The aim is a coherent primary cycling network along the district's main axes — Üllői Road, Nagykőrösi Road, Gyömrői Road and the Méta Street corridor — that connects into the metropolitan network. The primary network is not for recreation but a genuine alternative for everyday travel.
• Densifying cycling connections. The primary network alone does not cover the whole district, so finer-grained, feeder connections are also needed — even at a lower design level (cycle route, side streets with calmed traffic). This is particularly important in District 18, because the higher-density areas are not located on Üllői Road: without feeder connections, use of the primary network remains limited.
• Integrating micromobility services. This is the key to the first- and last-mile problem, since the distance between stops and residential areas often exceeds the comfortable walking limit. Shared services at the junctions, sub-centres and housing estates can become a genuine complementary mode of travel — one option being an island-like introduction of Bubi.
• Establishing B+R and bicycle storage. B+R (Bike and Ride) facilities and bicycle storage provide secure bike parking next to the stops. A positive example is the covered bicycle store built at Ferihegy railway station; extending the network to the other railway stations, the tram stops and the main bus stops is, however, needed.

4. Developing public transport

The district's public-transport network is strongly radial, cross-directional connections are weak, and the inner city can mostly only be reached slowly and with a transfer.

• Reviewing and optimising the public-transport network. Tram 50 provides a substantial rail connection along Üllői Road, but it functions primarily as a feeder to metro line 3, while the low speed caused by its side-running alignment and the frequent accidents reduce its competitiveness. Not a single bus route runs directly to the area of the Little Boulevard, and access to the Grand Boulevard and the Hungária ring road is also strongly limited. The proposal is a comprehensive review of the network: rethinking the route system, the arrangement of stops, the timetable and the transport priorities in favour of connections between the sub-centres.
• Developing supporting public-transport infrastructure. Competitiveness depends not only on the services but also on the quality of the stops and connection points. The district's railway stations are today not integrated with the other transport modes: Pestszentlőrinc station is nearly 500 metres from the Felsőcsatári köz junction, Kispest station roughly 400 metres from Üllői Road and tram 50 — well beyond the comfortable transfer distance. Developing the supporting infrastructure means covered, lit stops equipped with benches, real-time passenger information and barrier-free access. Intermodality — linking the railway, the tram, the bus and the cycling system at the nodes — is one of the basic preconditions for the efficient operation of the district's transport system.