The location of the site is very favourable in terms of accessibility not only to the historical centre, but to the region as well. However, a main road runs between the site and the inner city. The site extends along the River Danube where, between the river and the residential area, a park is planned for recreational purposes. Some existing industrial buildings will be converted to other functions (e.g. canteen → library; power plant → museum; air-raid bunker → energy storage or museum). Some symbolic structures such as the water tower and the school will also be preserved.

At the quarter level, which is the whole newly built-up area, the neighbourhoods are organised around four or five city squares which will all be connected to the surrounding landscape and the water system by the planned 'green fingers'. On these main squares the college, the library and an administrative centre will be located. Each square has its own identity and the two squares on the city side will have wider public functions. Between the squares, an urban connection formed by the main system of avenues and boulevards fulfill the 'city of moving and meeting' function. This is where buses, bicycles and cars circulate, as pedestrians meet, move and walk along.This basic urban structure provides cooling in summer, as the main winds pass along the 'green fingers' when they blow into the area. The 'fingers' constitute the connection running south to north to the water and give the area its character as a location for ecological housing. The residential sites are connected with each other via these green fingers which meander through the area. Pedestrians and cyclists can walk and ride along these green corridors and can reach the roads on the banks of the river easily.

Transport 

A complete pedestrian, cycle and bus network has been developed. Multi-storey car parks for each block have been planned to accommodate 200-250 cars. On street parking will not be allowed except for visitors and short-term parking for services. Footpaths and cycle paths provide the main transport network at the quarter level, providing the shortest routes to the main destinations. For example, people are likely to walk or cycle to the primary school, as it is nearby and safe to walk to. The neighborhood layout with central courtyards, crescents and squares focuses on pedestrians and cyclists. As the pedestrian and cycling routes lead from houses to other functions and services, the structure will result in more walking and significantly more cycling than a standard layout designed for cars. The paths run both between and through the building blocks and the resulting openings provide good bio-climatic conditions at the same time. There are several main axes planned for cyclists. These routes are integrated into the cycle network of the city. Of the three possible main cycle lanes on the existing roads to the city centre, the shortest one will be fully developed. The profile will be (re)designed in such a way so that cyclists are prioritized and car speeds are reduced. Along the Danube, a cycle path will provide connections to the green spaces, the sports grounds and the city centre.

The population density is high enough for efficient and cost-effective public transport provision. A city bus route will operate to connect the historical city with the shopping centre in the south-west corner of the site. A new bus route (at first one and later two routes) will form an integral part of the public transport network. One of the routes will run to the west on the main arterial road, passing by the city centre and railway station and thus connecting the site with other residential districts. The other will go to the south-eastern industrial districts. Distances to public transport stops do not exceed 300m from anywhere within the area.  

The main access to other parts of the city for cars is provided by a main avenue which serves as a collector road and which has a capacity of about 20,000 vehicles per day. By designing this and other urban roads in such a way that car traffic is urban-friendly, the road system will support sustainable mobility. The redesign will be undertaken in accordance with the principles of the 'drive slow – go faster' method. The characteristics of the avenues are: low driving speeds (about 40 km/h); narrow lanes with nevertheless high capacity due to special junction design; continuous flow of traffic due to absence of traffic lights; and mixed use of lanes where possible. Traffic safety in the area is not based on traffic lights but is achieved first and foremost through street design, which controls speeds and makes clear who has priority. The main collector road has a special layout with separated narrow lanes and a wide central reservation where there is enough space for a footpath or cycle path and even kiosks. 

Other streets are designed so that driving speeds will not exceed 20 km/h. As speed is slow due to the narrow lanes, pedestrians and cyclists will have 'natural' priority, whereas cars are guests. Drivers and pedestrians will have eye contact. Thus the quarter is a safe place to cycle and walk and children can play in the streets.