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BUDAPEST METRO LINE 4 FEASIBILITY STUDY Oktober 1996 |
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Infrastructure and implementation |
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Introduction
From Stage 1, further investigations have been carried
out to optimise Tétényi selected alignment. The
objective was essentially to optimise the capital costs of the
infrastructure and especially of the stations. The refinement
and optimisation of the alignment concern both the horizontal
and vertical profiles, they affect the two components of the line:
stations and alignment sections. In order to refine and optimise
the horizontal and vertical profiles, the following principles
were taken into account:
That implies, when it is feasible:
In addition to the cost optimisation objective, it
should be noticed that these principles accord with providing
a better comfort provided to the passengers in terms of better
and shorter access to the platforms.
On the other hand, the design of the rolling stock
determines directly the station length and participates to the
minimisation of the costs. Based on the outer length of a 5 Car
train set, the standard platform length is given to 80 m.
This chapter, with the support of Drawings attached
Appendix C, describes Tétényi selected alignment
implementation (refer to Figure 1, Appendix C), considering the
investigations carried out at that feasibility stage. As described
within Section B, several alternatives of possible staging are
contemplated, as follows:
* including the turnround tracks, around 0.6 km ** including terminals Topography
The preliminary study of any transport infrastructure
needs basic input information in order to determine the appropriate
design and sizing.
A detailed survey of the whole corridor of the selected
route including the existing structures and utilities will be
essential to establish a basic knowledge for the future construction
works, to estimate the environmental impacts and the associated
capital costs. Based on the local knowledge and on some preliminary investigations previously carried out, the difficulties, especially regarding the public utilities network, have been examined in detail in the Technical Annex attached to Stage 1 Report. Geotechnical characteristics
Most of the construction difficulties, which result
in additional costs or delay, mainly come from the initial imprecise
knowledge of the ground characteristics. Therefore, it is essential
to carry out first, an exhaustive and accurate soil investigation
with complementary analysis of existing geological maps and related
documents.
The objective is to establish the longitudinal soil
profile along the selected route, including the geotechnical and
hydrological characteristics of the corridor of interest influencing
the construction and the future works.
For the First stage of the study, general investigations
have been carried out in the past and they support in particular
the preliminary selection of underground construction methods
of cut & cover or deep tunnelling.
3 specific homogeneous geotechnical sections (see
Figure C.8bis) are identified, as follows:
Based on previous preliminary investigations, it
is assumed that no unexpected difficulty should be anticipated
while implementing an underground public transport system.
Bedrock of the area consists of Mid-Oligocene clay
of Kiscell and its transitions into the Upper-Oligocene sediments.
The underlying original part is gray and the top part, close
to the surface is yellow to brownish-yellow. An ancient Danube
branch running approximately along the Tétényi út
eroded the majority of the upper part of the clay in this area.
The Kiscell clay can be considered homogeneous, except in the vicinity of faults. It is favourable as far as tunnel driving is concerned, since it is impermeable, stable for a long period of time and it has relatively high strength. However, in the vicinity of the faults, the percolating ground water considerably reduces its strength.
The lower and medium series of strata belonging to
the Kiscell clay can be encountered between the Bocskai út
and Gellért Square. Within these aleurite, occasionally
marl, strata are frequently intercalated with sandstone bank and
lenses. Their thickness may range from 0.2m to 20m. They are
hard with a high CaCO3 content of around 30 to 45%. The strength
of the rocks is determined by their finely dispersed CaCO3 content
which is generally of 14 to 19%.
In the vicinity of Budafök út and Gellért
Square, the geotechnical conditions are less favourable compared
to those described above and in addition the proposed metro routes
approaching the aquifers of the thermal waters. Due to
these reasons, the average temperature of the rocks is about 27-30°C
near the Gellért Square, requiring particular attention
during both the construction period and the operation phase of
the line.
In the Danube bed, proper exploratory borings have
been carried out only near the shore, because of the required
clearance of the narrow navigational channel. More detailed knowledge
about the geological conditions can be obtained only during tunnel
driving which would need to be performed using special precautions.
Under Gellért Square and the Danube, the so-called
Tard strata are dominating at the zone of the expected tunnel
gradient. They are characterised by the marly nature of the rock
and its laminated structure. The homogeneity of the sedimentary
rock is interrupted by 5-10 cm thick tufa and sandstone bands.
The sediment can be classified as lean to medium clay. Under
the riverbed close to the Pest side the movements along the structural
lines resulted in the occurrence of Upper-Oligocene sediments
in the form of loose sandstone and aleurite.
The Tard layers are particularly characterised by
a limited amount of CaCO3 from 0.4 to 5.0%.
In addition to the tectonic characteristics, attention
should be paid to the thermal water and methane gases occurring
at the tectonic zones.
On this section, about 10 m to 15 m thick permeable
granular deposits of the Pleistocene age can be encountered. They
are underlain by carbonate silty sand (Upper-Oligocene), mainly
aleurite ,and various frequently changing strata of the Miocene
age.
The rocks of the section between Sóház
utca and Pipa utca are heavily fractured due to the present of
fault zones. The scattered and occasional appearance of thin
loose or slightly cemented sand layers are prone to loosening,
and the use of compressed air might be necessary at the tunnel
driving;
The area of the Kálvin Square is constructed
in rather hard calcareous, sandy clay of high carbonate content
and partly in marly, sandy clay whose properties are relatively
favourable as far as station construction is concerned. To the east of Kálvin Square, sandy clay stratum with bentonite content is encountered. The layer is characterised by becoming plastic and sticky if saturated and is therefore difficult to excavate. Hydrogeologic conditions
The only major hydrogeological factor of the Buda
side is the groundwater flowing towards the Danube in the clayey
talus material up to Gellért Square. Due to the irregular
surface of the Oligocene aquifuge, the seepage of ground water
slows down at some places and the ground water solves sulphates
out of the Kiscell clay thus becoming very aggressive to concrete.
The average value ranges from 250 to 500 mg/l, but it might increase
locally, reaching 1,200 to 2,900 mg/l.
Dewatering problems might be caused by the spring
waters percolating in the fissures of rocks in the Gellért
Square area and under the Danube. The hazard of the water breaking
into the tunnel can be reduced by the use of various amounts of
compressed air or by grouting in the vicinity of the tunnel.
In the Kálvin Square area, the Pleistocene
aquifer is also encountered with a thickness of 5 m to 15 m.
The fluctuation of ground water corresponds to the water table
of the Danube. The old strata (Oligocene, Miocene) are frequent, the stability of the soil for the construction period might be protected by grouting. Design criteriaHorizontal and vertical alignment design criteria
The design criteria for horizontal and vertical alignment
that are considered for the design of Metro line 4 are described
in Table C-6, as follows:
The equilibrium superelevetion Eq, in a curve with
a given radius R, is calculated with the formula :
And so, for the minimal radius of 300 m, based on the 140 mm maximal
superelevation and the 0.33 maximal lateral acceleration, the
calculated design speed is 70 kph.
On the main line and the depot connections, transition curve alignments
shall be provided wherever possible between straight alignments
and curve alignments and between the different radii of compound
curve alignments.
When transition curve alignments cannot be installed, the maximal
allowed speeds shall be estimated. A minimal of 100 m length slope of 0.3‰ has to be applied before arriving a station, if a slope of 50‰ is applied from the arriving direction. Track gauge design criteriaThe standard track gauge shall be the 1,435 mm. It should be noticed that, according to the appendix of the Hungarian Metro Regulations, on sharp curves (less than 200 m radius), the gauge should be widened, depending on that the track will be used only by Metro rolling stock or also by Railway rolling stock. That should be examined more in detail in the further preliminary and detailed designs. General layout and longitudinal profileThe 7.34 km main line between Kelenföld and Keleti stations comprises 10 stations, including the terminals. A possible staging at Kálvin Square is contemplated as described in Table C-5. A likely 2 km extension beyond Kelenföld to Budaörs is also analysed and cost estimated. Construction methods
The whole alignment is planned to be underground.
The length of the line is , not including the tracks connecting
the depot. These can be the shield-bore technology or gunite (shotcrete) concrete technology. On the Pest side the shield-bore technology can be proposed by all means due to the subsoil conditions. At this stage of investigations, tunnels are planned to be only single-track tunnels (refer to the below cross section, Figure C-9)
4 types of standard stations have been identified,
at this stage of feasibility. They are described Figures C-10
& 11, as follows:
They are all designed with central platforms and
most of them provide only one exit. Further investigations at
preliminary and detailed design stages should refine those issues.
As a matter of course, also double-track tunnel and
station design with lateral platforms can be taken into consideration.
The minimum width of lateral platform stations executed by bentonite
slurry trenching techniques is larger than that of stations with
central platforms.
On the Pest side construction of double tunnels executed
with shield-bore technology is desirable, due to danger of subsidence
and restrictions of transfer connections and trains. The construction
of Metro line 4 will expectedly done in stages. A detailed investigation of the design and a decision concerning the working method depend on the staging. In case of a short section on the Pest side the bore-shield technology should be chosen also on the Buda side.
Budaörs-Gazdagrét section will be partly
on an elevated structure, between the Budaörsi Road and before
the station of Gazdagrét, partly constructed by the cut
and cover method. To link Kelenföld station from the station of Gazdagrét, the tunnels could be constructed by any of the deep tunnelling technologies, depending on staging decisions.
Longitudinal profile (refer to the Figures 2 to 4 attached Appendix C)
The 7.34 km horizontal alignment follows relatively
closely the roadway when possible, in particular Bartók
Béla street on Buda side. It comprises 10 stations, including
the terminals and the average station spacing is 750 m. The maximal
spacing to be noted is 1,350 m, between Tétényi
and Kosztolányi stations and the minimal is 400 m, between
Gellért and Fövam stations.
The minimal applied horizontal radius is 350 m, on
Buda side before Kosztolányi. On Pest side, this issue
cannot be reached and the stations are located as close as possible
to the intersections.
The vertical profile is implemented between 17 m
and some 44 m depth, depending on the sections. Because of the
Danube constraint and the existing Metro line 2 & 3 to cross,
relatively deep tunnel should be installed.
The greatest slope is 30‰, the minimal are 1‰.
All the stations are located in straight and minimal slope sections.
When a station is located after a slope section (more than 25‰),
a limited slope section (less than 15‰) is the inserted on
a 150 m length. Transition curves are clothoides and their parameters
are based on the above design criteria.
Some alternatives of implementation have been analysed
to optimise the vertical alignment, especially on the eastern
Pest side section, after crossing Metro line 3 at Kálvin
Square. The objective being to restrict the implementation depth
of the stations, an alternative of tunnel crossing Metro line
2 above reduces the depth to some 20 m. On Buda side, a relatively constant depth of 20 m is encountered from the terminal of Kelenföld to Móricz Zsigmond Circus, then the profile dives to be in a position to reach a reasonable 40 m depth below the Danube.
The 2 additional kilometre alignment follows partly
the Budaörsi Road and then connect with Kelenföld station.
It comprises 2 (or 3) stations.
Partly elevated from Budaörs terminal, the vertical
profile dives to be in a position to connect with the underground
Kelenföld station. Further investigations to be carried
out at the preliminary and detailed design stages would refine
the vertical alignment. Budaörs terminal station is the only station planned to be elevated. The turnout tracks, benefiting from the specific area topography, will be at-grade. The two other stations are designed according to the types n° 3 and 1 identified in the above paragraph. Stations and interchanges
This section describes the station implementation
and specifies the difficulties or impacts of implementation that
could be addressed during the construction period. Tables C-7
& 8 summarise the station characteristics. For some of the stations, several alternatives have been contemplated, depending on their location and feasible insertion, they have been cost estimated. Kelenföld-Keleti alignment
Two alternatives have been analysed, as follows:
Terminal station, of Type n°1 (refer to Figure
5, Appendix C): It is a deep station
of type n°1, located under the Kelenföld Railway tracks,
benefiting from two exits.
The exit of Etele Square is situated in an engineering
structure executed partly by bentonite slurry trenching techniques,
and the escalators connect with the level of an underground pedestrian
passage.
The exit of Õrmezõ reaches the underground
pedestrian passage situated under the railway station through
a 90 m long corridor. From the underground pedestrian passage,
escalators connect with the surface.
Its construction can be performed without specific
difficulties. The design of the public transport interchange (urban
and suburban buses, Park and Ride) will require expropriation
of land. Terminal station of Type n°4 (refer to Figure 6, Appendix C)
The multilevel station of type n° 4 is located
on the eastern side of the railway tracks, at the Etele Square.
It could be executed by bentonite slurry trenching techniques.
Its upper level is part of the underground pedestrian passage
to be established in the framework of an overall urban re-organisation
of the area. Its design and construction technology should be
harmonised with the regulation plans of the square being in the
process of design. Some specific arrangements to connect with
Örmesö direction should be provided, taking the opportunity
of the existing railway pedestrian passage. According to the importance of the passenger flow forecasts, extra platforms will be designed to comply with the required level of service.
The four-level station of type n° 3 has a single
exit and is to be executed by bentonite slurry trenching techniques.
It is located in the vicinity of the Etele Road, close to the
Tétényi Road. The escalators connect with the concourse
level structure built on the surface. Its construction requires just a limited rerouting of public utilities, without planned restriction of the traffic.
The four-level station of type n° 3 has a single
exit and is to be executed by bentonite slurry trenching techniques.
It is located on Kosztolányi Dezsõ Square. The
escalators connect with a concourse level structure built on the
surface. Its construction requires rerouting of public utilities. During construction restriction of the traffic will be necessary.
The four-level station of type n° 4 has a single
exit, and will be constructed on the square by bentonite slurry
trenching techniques. Its upper floor is part of a pedestrian
underground passage to be constructed when the area will be re-organised.
During the construction period a restriction in public
road traffic of minor extent is required and construction of a
temporary tram track will be necessary. The rerouting of public utilities is insignificant.
Gellért station is a very deep station of
type n° 1. It will be executed by the deep tunnelling method,
and will be located between the Bartók Béla Road
and the Budafoki Road. The station has a single exit. The escalators
of the broken-lined exit will be located in an engineering structure
to be executed by the bentonite slurry trenching techniques, and
will connect with a hall of poured in place reinforced concrete
structure under the surface. Its construction requires rerouting of public utilities to a minor extent, and a restriction of the traffic will be necessary.
The very deep station of type n° 1 has a single
exit, and will be located partly below the lower quay of the Pest
side and partly under the Danube. The exit has a broken lined
tracing. The engineering structures of the escalators connecting
up with the platform, and of the corridor will be executed with
deep tunnelling method. The engineering structure of the escalators
arriving into the new underground pedestrian passage will be constructed
by the bentonite slurry trenching techniques. In connection with the station, a complete re-organisation of the area will be needed, implying in particular a rerouting of public utilities to a considerable extent. During the construction period, traffic will be maintained by temporary roads and tram tracks. Construction of the station in depth and remodelling of the surface can be carried out independently from each other with adapt phasing.
The construction of this station, in connection with
Metro line 3, is constrained on one hand by the Metro line 3 alignment
and on the other hand by already previously built connections.
It is a deep seven-level station of type n° 2, with a single
exit. It will be situated under the square. The escalators will
arrive to the surface into a lockable structure. Kálvin
Square station is to be envisaged as a temporary terminal, if
decision is taken to built the line according to two phases. Special
turnround tracks would be provided and extra departure platforms
would be designed, implying extra construction costs. The construction of the station does not require either rerouting of public utilities or restriction in traffic.
The five level station of type n° 3 has a single
exit, and will be situated under the square. The escalators will
arrive to the surface into a lockable structure. Further investigations
should demonstrate that the implementation is feasible closer
to the ground. The construction of the station does not require either rerouting of public utilities or restriction in traffic.
The station lies at the south west-corner of the
square, in the vicinity of the Luther Street and the Népszinház
Street. The seven-level station is of type n° 3, and is
an engineering structure executed by the bentonite slurry trenching
techniques, and has a single exit. The escalators arrive to the
surface into a lockable structure. Further investigations should
demonstrate that the implementation is feasible closer to the
ground. The construction of the station does not require either rerouting of public utilities or restriction in traffic.
Two alternatives have been analysed, depending on
the location of the station, as follows: Terminal station below the Railway station of Keleti (refer to Figure 15, Appendix C)
The line intersects the Metro line 2 below this latter
one. The station lies under the building of the Eastern Railway
Station. It has two exits. One of the exits is situated in a
hall established on the level of the underground passenger passage,
and lies in the direction of the Thököly Road. The
station has a transfer connection with Metro line 2. Its second
exit is similar to the new second exit of Metro line 2, connecting
with the existing underground pedestrian passage of the Baross
Square.
The station is a deep station of type n° 2,
and will be constructed by the deep tunnelling method, together
with the engineering structure of transfer connection and partly
with the exits. The establishment of the transfer connection
engineering structure makes necessary the remodelling of the service
and plant spaces located in the station of Metro Line 2.
The execution of the station requires a rerouting
of public utilities to a minor extent. Because of the second
exit to be constructed toward the Baross Square, a restriction
in traffic is necessary in front of the Eastern Railway Station.
Terminal station close to Metro line 2 station (refer to Figure 16, Appendix C)
The line intersects the Metro line 2 over the latter
one. The station is located on the Baross Square, below the direction
of the Thököly Street. Its exit connects with a new
underground pedestrian passage. It has a transfer connection
with Metro line 2. Because of the design of the transfer connection,
the existing exit engineering structure of Metro line 2 should
be demolished, implying a specific phasing for the works. The
second exit of Metro line 2 should be constructed before starting
construction of the station. Establishment of the second exit
makes the remodelling of service and plant places situated in
the station of Metro line 2 necessary.
The station is an engineering structure of type n°
4, executed by the bentonite slurry trenching techniques. Engineering
structures of the transfer connections can be constructed with
the deep tunnelling method applying special treatment (freezing,
soil solidifying, etc.). The same relates to the connecting up
line sections too.
The establishment of the station requires the demolishing
of the existing underground pedestrian passage system and construction
of a new underground pedestrian passage. It induces the overall
remodelling of area, together with the existing public utilities.
During the construction period a major restriction in traffic
will be necessary. In both cases, an eastern extension of the alignment is feasible. Budaörs-Kelenföld extension
The terminal will be located after the underground
passage on the bridge, along the Budaörsi Road. For the Terminal of Budaörsi Road the bridge structure will be a poured in place reinforced concrete slab supported by columns, and for a Vehicle Depot at the Etele Square the bridge structure will be a steel box girder supported by reinforced concrete columns. The terminal will possess extreme platforms. From the platforms stairs will lead down to the ground level. The execution of the project requires expropriation of land (and depends on purchasing opportunities of the area).
The station will be located between the Gazdagréti
Road and the Naprózsa Street, between the Budaörsi
Road and motorway No M1-M7, with a pedestrian underground passage
above it.
The double-level station of type n° 3 can be
executed in bentonite slurry trenching techniques design. To the
upper level an underground pedestrian passage will be connected
up below the Budaörsi Road.
The execution of the project requires expropriation
of land. Construction of the underground pedestrian passage can be carried out under restriction in traffic. Rerouting of the public utilities is necessary.
This is a deep station of type n° 1 situated
between the motorway M1/M7 and the Kelenföld Railway Station,
with two exits. The escalators located in incline shaft and executed
partly by bentonite slurry trenching techniques arrive into a
closed on-surface structure. It could be possibly envisaged as
a temporary terminal instead of Kelenföld terminal to provide
better service for the western areas.
Its realisation requires expropriation of land.
Its construction can be performed with insignificant
rerouting of public utilities without restriction in traffic.
(1) Middle of the platform
(2) '+' means elevated structure,'
- ' means underground
(1) Middle of the platform (2) '+' means elevated structure,' - ' means underground
The line from the Budaörsi u.
terminal will be constructed partly on viaduct, partly at grade
and partly cut and cover. From the Gazdagrét Station deep
tunnelling will be applied. Vehicle Workshop and GaragesTwo locations are still envisaged, depending on staging decisions. If the first stage concerns the main Kelenföld-Keleti alignment, obviously, the proposed Etele Square depot is essential to operate the line. If the decision concerning the staging includes the extension beyond Kelenföld, the second location should seem the most appropriate.
The vehicle depot can be located on the area of MÁV
(Hungarian State Railways) bordered by the Kelenföld Railway
Station - Etele Square - Thán Károly Street - Andor
Street. Its area runs up to 7 ha and is appropriate to accommodate
the workshop and the garages for Metro line 4 rolling stock. In
addition, if needed for further maintenance purposes, connections
with MÁV installations could be provided.
The vehicle depot can be constructed at the same
level as the Thán Károly Street, in a cut toward
the Railway Station. On the side toward the railway station, earth
retaining walls and the tunnel of the trial track provide level
differences. Connection with the main metro line can be established
by connecting up tunnels branching off before the second station,
Tétényi Road.
On its area, the necessary track network, plant and
storage buildings, and the dispatcher centre will be located.
The trial track can be constructed in the necessary length as
a single tracked tunnel made as a poured in place reinforced concrete
structure. It should be noted that this depot is suitable for servicing the line at any staging. A precondition of the establishment is of course the purchase of the land.
The vehicle depot is located between the Budaörsi
Road and the motorway M1/M7 after the underground passage of Kõérberki,
taking into consideration the situation of the relieving road
of South-Buda. Its potential area is 8.5 ha. No MÁV connections
could be easily provided.
The vehicle depot will be constructed partly on the
ground surface partly on a poured in place reinforced concrete
slab supported by columns. On its area the necessary track network, plant buildings, trial track and a dispatcher centre will be located. Its establishment will be actual, if the first executed metro line section reaches Budaörs. A condition of its establishment is the purchase of the area. |
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