The 4th metro line is being built


					The 4th metro line is being built

The Budapest mass transit, which, as an exemplary system recognised world-wide, has served all of us since the end of the last century, is now under reconstruction. In addition to reconstruction, however - and reconstruction will continue to be the primary task - every effort must be made to ensure that Budapest will move forward in the area of new construction, which will require even greater financial commitment.
					Why is the metro line necessary?
Budapest's third largest flow of traffic across the Danube (South Buda-Downtown-Northeast Budapest) has until now been without reliable mass transit able to promote long-term viable and sustainable development, and the greater part of surface mass transit is crowded into the Móricz Zsigmond körtér-inner Bartók Béla út-Gellért tér route that runs along the natural obstruction posed by Gellért Hill. Even more frequent mass transportation service is inadequate because of the permanent congestion. Development and transportation in South Buda are very important, because this transportation zone is burdened by the residents of the densely populated districts as well as those of the extensive and quickly developing metropolitan area, which is clearly demonstrated by the overloaded bus terminal at Kosztolányi Dezsõ tér and the crowded bus stops at Móricz Zsigmond körtér. The condition of Szabadság Bridge is also a serious problem for the city. The load limit on the bridge, which is a historical monument, makes it unsuitable for tram traffic, and the removal of trams from the bridge is becoming increasingly necessary.
					Of the various approaches to downtown, this one has the least favourable composition; that is, the ratio of private and public vehicles is lowest here, which clearly leads to constantly slow and congested traffic owing to the mixture of surface traffic and mass transportation. The situation is further aggravated by the fact that the traffic entering the city from the south-west, which constitutes about 27% of the total traffic, is one of the most important routes into Budapest.
The dynamic increase in the number of people living in the metropolitan area, the effect of new investments in the region and the continuous expansion of the Buda area are generating an increase in traffic that cannot be managed on the surface.
					The solution
The Municipality of Budapest has been trying to solve this problem since it was established, and, following an earlier tender procedure that proved unsuccessful owing to oppressive circumstances, it initiated the involvement of international development institutions.
					An 11-month research and development project began in November 1995 with non-refundable support from European Community Phare funds. During this period, a feasibility study for the first section of the 4th metro line was prepared with the intention of resolving the long missing mass transit link and determining the main parameters of the recommended solution. Another very important goal of this study was to furnish an economic assessment of the project that would provide a "bankable" basis in conformity with international practice, determine the costs and benefits, and assess the environmental impact. In the final analysis, there would have been no opportunity to involve outside financial resources without this study, and, without it, it would not have been possible to use funds from international development institutions, which offer the best conditions.
The 7.3-kilometre underground metro line with ten stations between Kelenföld railway station and Keleti railway station (with the possibility of extension in both directions) will be able to provide South Buda and the downtown area with adequate long-term service in conjunction with the priorities of urban development. The line's carrying capacity (depending on the composition of the train and the utility of the safety equipment) will be 20,400 and, in rush hours, 36,000 passengers per hour in the busier direction. Daily passenger traffic is estimated to be about 414,000 in 2005, 474,000 in 2020. The construction costs for the metro line is about ECU 514 million at 1996 prices (that is, about HUF 98 billion). The construction will start by the end of 1998, and the facility will open to passengers by 2003.
					What does the metro line offer?
The new line will not only connect two parts of town, it will connect railway stations that accommodate considerable suburban and international traffic. The two new junctions (Kálvin tér and Keleti railway station) will convert the currently single-centred Budapest metro system into a true network. As a result, mass transit use will increase, and the further increase in car traffic can be halted in the most congested inner districts.
					At the same time, the metro line is a new underground bridge between the two parts of the city and, therefore, a new high capacity means of crossing the Danube. The pressure that suburban traffic puts on the inner and southern parts of Buda will be significantly reduced. The tram lines can be shortened (the tram service across Szabadság Bridge, which overloads the bridge, can be stopped), and approximately 11 bus lines can be more rationally re-routed to connect them to the metro stations. A significant improvement can also be achieved in terms of reducing environmental pollution and other harmful effects, especially noise and vibration, primarily along Múzeum körút and Fehérvári út. Since the reorganisation of traffic will not increase the road surface area, there is no need for concern that the construction of the metro line will cause an increase in road traffic.
The undoubtedly great expenditure is justified by considerable advantages, one of the most important of which is that travellers will spend 14 million fewer hours each year in transit. The significant time savings in mass transit and road traffic as well as the savings made in terms of environmental protection and fewer road accidents, will, as shown by the cost-benefit analysis, result in an 8.3% internal rate of return for the project.
					Among numerous other benefits, the impact of the new jobs to be created by the metro project is exceptionally important. The equivalent of approximately 6,400 one-year jobs will be created during the construction period, which will result in an approximately 8-10% direct return on capital for the entire project because of the unemployment benefits that will not be paid out and the excess tax revenue, and this does not include the so-called multiplier effect, which will in turn create additional jobs and effective demand.
A project of this scale and importance can only be implemented as a joint Metropolitan and State Government project with government decision making and significant Government participation. It is also necessary that international financial institutions - which have been paying special attention to the preparations - should provide loans with favourable conditions to the investors, as has been done in the case of other associate members of the European Union, during the financing of important infrastructure projects.
					Preparations for construction
On the basis of the most recent decision of the Municipality of Budapest and the State Government, preparations for the construction of the metro have accelerated. Negotiations with financial institutions are beginning. The soil mechanics tests that have yet to be done as well as the area and ownership surveys will have to be conducted. Above all, the design work must continue. Technical solutions for every detail must be finalised, and zoning ordinances must be developed for the most important affected areas and important squares such as Szent Gellért tér and Móricz Zsigmond körtér.
					With the construction of the new fourth metro line, Budapest will have a new addition to its mass transit that will be worthy of the coming millennium, thus solving the existing mass transportation problems in the areas concerned and creating a basis for its development in the next century.