Figure 50

transport development and investment program; iii. transport development and investment program 2019-2030; iv. realization of the transport development and investment program (BKK Budapesti Közlekedési Központ, 2019b). Hence, BMT has considered different scenarios and has also consider social, economic, and environmental impacts throughout its measures.

In a nutshell, BMT guidelines are well systematized and cover many indispensable topics for Budapest s urban development. For instance, the document has followed many of the SUMP 12 Steps to a certain extent (Figure 50); however, the activities associated with the participatory process have not been clearly displayed. Further detailed results have been presented in the following subsections, indicating the 32 SUMP Activities that have been covered (16), partially covered (10), and also specifying the ones that are unclear (6).

Figure 50. Overview of Budapest s 12 Steps SUMP analyses. Source: Author

4.3.1. Phase 1 | Preparation & Analysis

BMT has presented its development process through the document and has shown details in the introduction part of Volume I. Thus, the three steps from the SUMP cycle Phase 1 (Preparation and Analysis) have been scrutinized in the analyses below.

Step 1 - set up working structures: BMT has been managed by BKK, the public authority responsible for all transport activities. In addition, BMT has mentioned that the Balázs Mór Committee (BMB) a regular expert consulting forum has been established for the ntire planning process. For instance, BMB has been constituted by many transport Innovation and Technology, Centre of Key Government Investments, Municipality of Pest County, Budapest Közút Zrt. (Road Manager), BKV Zrt., National Infrastructure Development, MÁV Zrt., MÁV-HÉV Zrt., MÁV-START Zrt., Budapest and Pest County (BKK Budapesti Közlekedési Központ, 2019a, p. 3-4). However, it departments or if it has only integrated transport bodies.

In addition, BMT pointed out that public participation and institutional consultation through a survey have strategic goals and cited the creation of BMB, which secure stakeholder involvement; development, which could further compromise the legitimacy and quality of the plan. Furthermore, although BMT has shown financial resources for running the planning process and implementing measures, the evaluation of the human resources has not been clearly displayed. Thus, the lack of information regarding these topics could harm the Step 2 determine planning framework: BMT has stated to be based on the SUMP guidelines, and it has defined its geographic sphere by focusing on Budapest and also integrating measures that go beyond the city scale, for instance, the regional level. In addition, BMT has also associated with many other planning processes, such as: the - (VFK), the Development Co (OFTK); the Pest County Regional Development Concep (PMTFK); ; the National Railway Development Concept (OVK); the National Environmental Protection Programme (NKP); the (BTFK); the Budapest Territorial Development Concept (BTFK); the (FKP); the (TSZT); the

Bu (ITS); the (TFP); the Budapest Danube Area Utilisation Concept ; the Budapest Tomorrow and the Day after Tomorrow (The Cultural Capital of the Danube); the apest Track-based Vehicle Strategy 2013 2027 the The regional development concepts of Budapest and Pest County . Thus, Budapest has reinforced the integrated approach in which transport measures should not be implemented secluded but rather in a consistent, comprehensive framework (BKK Budapesti Közlekedési Központ, 2019a).

Furthermore, BMT has briefly shown its progress in strategic planning since 2001 and pointed out the updates and paradigm changes the plans have been following. However, it has not clearly presented the timeline and work plan, including, for instance, the actors roles in the BMT development process. Thus, it has not presented when the process of updating the BMT precisely started, nor the details behind its development, i.e., the phases established and followed (if followed), when the event and meetings happened, among other details. As a result of this lack of information, the reliability and transparency of the planning process have been compromised.

Step 3 analyze mobility situation: BMT has shown a subchapter in Volume I called Analysis of the current situation which has presented a theoretical and historical overview of the mobility situation, where it explains the evolution of transport planning, that did not has the focus on the travelers but purely on operational characteristics, which has increased the road infrastructure, decreased the tram lines, created pedestrian underpasses in the city center of Budapest. However, this obsolete paradigm has started slowly changing, as the Western European tendencies. Then, pedestrian zones started appearing around the city, along with cycling infrastructure and PT prioritization, consequently moving toward a new paradigm. However, the crucial part of the analysis is presented in subchapter where it shows a problem tree diagram (Figure 51 shows half of it as an example) highlighting the problems which have been identified in four main categories: maintenance, network, traffic, and regulation. In a nutshell, BMT has presented fragmentation and lack of cooperation which have been considered the most prevalent causes (BKK Budapesti Közlekedési Központ, 2019a).