The complex reconstruction of Budapest Metro Line 2

Readers of Intelligent Transport have been kept informed on the overhaul of Metro Line 2 in Budapest on a once every two years basis (Issue 2 2005, Issue 3 2007). So let us report on another two years on the progression of this complex project.

Budapest has always been pioneering the introduction and implementation of new public transport systems. This proactive approach is characterised by the Millennium Subway (M1), the first subway on the European continent which opened up in 1896, and the East-West metro line, constructed and serving passengers as the first metro line of the CEE region. Here, service commenced in 1970, but the line was built further and reached its current length in 1972. Now the East-West metro line is named Budapest Metro Line 2.

Now let us turn our attention to the present. While Budapest Metro Line 4 is under construction, the complex reconstruction of Metro Line 2 is near completion, as approved by the Owner (Municipality of Budapest) in 2003 and co-financed by EIB. This has been the largest transport project in Budapest in the past two decades. This is supported by the fact that reconstruction works had to be designed, organised and completed by causing the least disturbance possible to passengers. Line traffic was stopped by schedule and sections, only to a degree absolutely required and justified by construction works. In the general opinion of the stakeholders, this coordination was successful.

In order to give an appropriate idea of the weight of the project, the main parameters of the line must be presented together with the necessity, the system of objectives, the technical contents, and the schedule of reconstruction, as well as the results achieved.

The daily passenger traffic of Metro Line 2 exceeds 400,000 persons per day, thus it is the second busiest line of the Budapest transport system. It is 10.4km long, 8.8km of which runs in tunnels and 1.6km on the surface. There are 11 stations along the line: nine underground and two on the surface. The present theoretical capacity of the line is 26,700 persons/hour/direction; its business day schedule envisages 23,600 persons/hour/direction, with a passenger traffic peak load of 15,500 – 18,900 persons/hour/direction. Based on the above, the number of passengers per day varies between 406,000 and 438,000 persons. One of the predominant factors of the system is the age of structures and equipment. The age of underground structures is between 32 and 53 years, and technological fixed assets is between 30 and 34 years. The age of structures exceeding 50 years requires some explanation. Line construction works commenced with great impetus in 1950, but in 1954 they were suspended for economic and political reasons. Subject to preservation of the state of repair of the structures completed, construction works continued only in 1963. The objects completed since then came to form part of the line opened up.

What factors justified the design and implementation of reconstruction works?

Decision-makers had to face a system of factors here. Besides complexity, the impact mechanism of factors was characterised by features strengthening the overall impact. Reconstruction was required by reason of the building deficiencies of the original construction works, the technical state of repair and natural wear and tear of the system of equipment, the introduction, necessity, and constraints of new regulations to improve operational safety, as well as the technical equipment becoming obsolete due to a change of generations. Following a preliminary survey, the situation was just ripe for comprehensive reconstruction in 2003 – 33 years after the line opened. The expected cycle time of works would be long (5-7 years), while the reliability of worn equipment would further deteriorate, therefore the expected increase of maintenance costs should be prevented; at the same time, the regular service would not endure traffic restrictions appearing to be inevitable.

In the beginning it was important to define the system of objectives of reconstruction. The objective was to establish a metro line which was in line with the technical, passenger and railway safety requirements at that time – ensuring high-standard transport surroundings, providing a wide range of passenger information, to be in line with expectations on equal opportunities and entailing lower operation and maintenance costs than the present ones – as determined by the existing properties, representing restrictions many times.

The system of objectives enabled the definition of the technical content of reconstruction; therefore the reconstruction of the following major systems was designed and realised:

• Waterproofing repairs of underground structures
• Architectural reconstruction of stations
• Renovation of railway tracks
• Renovation of railway telecommunications equipment
• Renovation of power supply equipment
• Replacement of railway safety and train control equipment (in conjunction with the renewal of the vehicle stock)
• Replacement and construction of escalators and elevators
• Renovation of special machinery and equipment
• System-level fire protection development
• Modernisation of passenger information and ticket validation equipment (admission systems)

Besides complete renovation, durability was also specified as a feature expected from reconstruction, therefore the lifetime of different pieces of equipment was designed and explained in Table 1.

As indicated in the introduction, one of the important criteria for implementation arrangements was to minimise traffic restrictions. In this aspect, a precise schedule was produced on the sectional closures of the line and the possibilities of establishing the work areas to be used this way.

On the basis thereof, construction works were (and are) performed under special circumstances, where both the operator and the building contractor had to take particular care of observing instructions on hazardous operations, guaranteeing health and safety as well as property and transport security, thus facilitating safe and effective work. All this required a professional and full completion of authorising entry to the work area and the work itself, training courses on health and safety and traffic, and data disclosure.

A primary condition for the success of public procurement procedures on construction and for effective procedures was to define the precise technical specifications of reconstruction works. In order to ensure this, the following ‘reconstruction tender packages1′ were identified:

• Waterproofing repairs of underground structures – 2.2 billion HUF
• Architectural reconstruction of stations – 16.3 billion HUF
• Renovation of railway tracks – 5.1 billion HUF
• Renovation of railway telecommunications equipment – 3.0 billion HUF
• Renovation of power supply equipment – 2.2 billion HUF
• Replacement of railway safety and train control equipment – 6.7 billion HUF
• Replacement and construction of escalators and elevators – 0.3 billion HUF
• Renovation of special machinery and equipment – 2.6 billion HUF

After thorough preparations, reconstruction works commenced in 2003 and will be finished in 2010 upon the delivery of railway safety equipment (in line with the introduction of new vehicles). The expected total cost of reconstruction is 43 billion HUF as planned.

The following works were completed each year:

2003

• Reconstruction of test track and main surface tracks left to be renovated
• Replacement of escalators of small lifting height at Deák tér station

2004

• Complex renovation of Blaha Lujza tér and Kossuth tér stations
• Complex reconstruction of the track section between Blaha Lujza tér and Kossuth tér stations, including both tracks
• Tunnel structure waterproofing repairs along the same section
• Construction of concrete drainage along the same section

2005

• Complex renovation of Keleti pályaudvar, Astoria and Batthyány tér stations
• Tunnel structure waterproofing repairs
• Construction of concrete drainage

2006

• Complex renovation of Déli pályaudvar, Moszkva tér and Deák tér stations
• Complex reconstruction of the track section between Déli pályaudvar and Deák stations, including both tracks
• Complex reconstruction of the track section in the area of Deák tér station in several phases, spanning over to 2007
• Tunnel structure waterproofing repairs
• Construction of concrete drainage

2007

• Complex renovation of Stadionok, Pillangó utca and Örs vezér tere stations – with particular regard to elevators at Stadionok and Pillangó utca stations
• Complex reconstruction of the track section between Deák tér and Stadionok stations, including both tracks
• Complex reconstruction of the track section between the area of Stadionok station and the mouth of the tunnel, including both tracks
• Construction of concrete drainage between Stadionok station and the mouth of the tunnel along both tracks; dilatation repairs
• Reinforcement of retaining wall
• Tunnel structure waterproofing repairs

2008

• Starting replacement of railway safety equipment

Works in progress in 2009

• Continued replacement of railway safety equipment, synchronization thereof with new vehicles
• Reconstruction of Fehér út vehicle depot

Works planned for 2010

• Completion of replacement of railway safety equipment; at the same time, this is the latest date of putting new vehicles into service and a pre-condition for their planned mode of operation

Let us look at some ‘expressive’ pictures of the results achieved, providing fair examples of the efficiency of cooperation between client, designer, and building contractor.

Figures 1 and 2 show the communications equipment system for passenger connections (emergency telephone, railway track section voltage cut off equipment, supplemented by fire alarm and extinguisher equipment after renovation) of old and today.

Figures 3 and 4 show the indoor units of the old and the new railway safety equipment under construction.

Figure 5 and 6 show Déli pályaudvar station of old and today.

Figure 7 shows the entrance to Keleti pályaudvar station, Figure 8 shows the entrance to Blaha Lujza tér station, Figure 9 shows Déli pályaudvar station and Figure 10 shows Moszkva tér station.

As a result of renovation, considerable progress can be reported with regards to equal opportunities. The safety of our passengers with impaired vision is a high priority at each station, including functional information in Braille on the station and bands with tactile signs at platform level for their safe movement. A further system to improve safety is the Audio Information Aid to be operated using the unit owned and possessed by the passenger concerned in order to step on and down from escalators. New escalators and elevators were installed for disabled passengers at stations (Stadionok, Pillangó utca) where no such equipment existed before.

Over the course of reconstruction, the renovated system of infrastructure assets was ‘enriched’ by a number of components qualified as state-of-the-art solutions. With regards to power supply, a field controller with protection functions was installed in the 10 kV system; central power control was equipped with a high-performance workstation of large graphic and storage capacity; the local consoles of the power remote control system were replaced by state-of-the-art touchscreen user interfaces, which may even act as control centres in case of a technical hitch, enabled by the loop network. A state-of-the-art vacuum interrupt was installed in the system. The lighting system installed includes lights with mirrors and glass sheets, equipped with an electronic shield and escape routes are indicated by LED light sources. The complete replacement of the railway safety system implies comprehensive modernisation and development in itself, as the systems installed in 1970 and in the early 2000s represent two absolutely different technical standards and safety philosophies. High-level and complete automation will serve traffic handling technologies, ranging from design to implementation. It will guarantee the absolute safety of train traffic handling, offering comfortable automatic control modes for vehicle drivers besides continuous mechanised control over drivers’ activities. It will enable drivers to accomplish all tasks by themselves, with co-driver functions to be discontinued. The automatic drive mode makes it possible to save traction energy by applying ideal run curves.

A combined system was set up to fight fires at stations and/or in trains – the main components being a fire alarm network, properly established fire sections, mainstream ventilation, jet fans, water mist extinguishers and a fire water network. It is important to indicate escape routes, displayed on both pavements and walls. With regards to improved operational safety, jet fans installed over escalators are deemed to represent a considerable step ahead in providing smoke-free air in case of a fire. Installation of water mist extinguishers also constitutes an improvement: they are highly efficient in blocking radiant heat and absorbing intensive smoke, in addition to the fact that automatic fire fighting begins simultaneously with triggering a fire alarm.

We expect to be able to continue to provide high-standard services along the renewed and modernised line in the long run as well. This achievement will be ‘crowned’ by the delivery of the new railway safety equipment in 2010 and the introduction of new vehicles.

Although it was not included in the original programme, the vehicle fleet will also be renewed pursuant to a subsequent decision by the Owner. In the framework of a public procurement procedure won by ALSTOM, the entire vehicle fleet will be replaced. This means 22 trains of five-cars with an approximate procurement value of €139 million. The new vehicles represent state-of-the-art technologies. Motor trains are without compartments, arranged as Mc+M+T+M+Mc (Mc: motor car with control compartment, M: motor car without control compartment, T: trailer). Their design speed is 90km/h, and their highest operation speed is 70km/h on Metro Line 2.

Each motor car is equipped with two IGBT (Insulated Gate Bipolar Transistor) traction inverters, which generate symmetric, three-phase alternating voltage from direct current voltage for two parallelly connected induction motors on each bogie. The vehicle can feed back electric break power into the traction network. The system is protected by antislide and antiskid control. Trains are equipped with electro-pneumatic breaks as well as parking brakes with spring force storage. Passenger compartments and driver compartments are air-conditioned.

As the reconstruction works are ending, a significant benefit must be mentioned, that is, the experience gained. Stakeholders include the designer, the engineer, the building contractor, the operator as well as the expert team of the Owner. This is all the more important as the reconstruction of Budapest Metro Line 3 is in the preparatory phase, where a substantial increase of efficiency is expected in terms of the preparation, design, and future completion of reconstruction as a result of these professional benefits. All this professional extra, not possible to be substituted by anything else, was a ‘present’ from the reconstruction of Metro Line 2. Having mentioned Metro Line 3, preparatory works of its reconstruction were commenced in 2009. This, however, is another story, to be next reported together with the progress of the project.

Reference

1. The amounts do not include engineering prices and debt service.