Budapest Metro

The Budapest Metro is the metro system in the Hungarian capital. The " Millennium Underground Railway" ( Millenniumi Földalatti Vasút, Line M1) is when the Tünel in Istanbul is not counted, according to the London Underground 's second oldest subway in the world and was the occasion of the Millennium celebrations of the millennial arrival of the Magyars in 1896 put into operation.

Decades later came another two with the help of the Soviet Union built lines to (M2 and M3 ), which were greatly expanded after its construction, in contrast to M1. On March 28, 2014, the fourth subway line (M4 ) was put into operation. A fifth (M5 ) in planning. The total power of the Budapest Metró is currently 38.3 km long and has 42 stations.

• 3.1 Current and short-term extensions
• 3.2 Medium to long -term extensions

Lines and operating

The underground network of the city of Budapest has four lines with a total length of 30.9 kilometers and 42 stations, three of which are above ground. It is traversed by 4:30 bis 23:45 clock clock with a clock between three and five minutes in the rush hour with a denser clock. The only point of intersection of the lines M1, M2, and M3 is the Deák Ferenc tér in the center of the city.

There is a sophisticated range of tariffs, even three- day tickets are also included. The Budapest Metro is a " free system " in which there are no barriers or similar devices are at the subway entrances. There will be frequent but access control of all embarking passengers by 2-4 inspectors at the foot of the escalators. In addition, sometimes also controls into the car again.

Almost all underground stations of the large profile network are equipped with escalators, elevators are installed only in the renovated stations. The escalators can be switched as required, that is, depending on the daily situation or needs the escalators can be set in ascending or descending order.

At the terminus Kőbánya - Kispest M3 both terminals of Budapest Airport are connected via the express 200E.

History

Construction of Földalatti

1893 The Budapest Electric Street Railway Company (abbreviated BVVV ) and the Budapest horse-drawn tram company tried (abbreviated BKVT ) a joint concession for a tram on the 1876 completed boulevard Andrássy út, which was refused. Then smashed the Director General of BVVV, Mór Balázs, before realizing út the submitted already on January 22, 1894 project in the company Siemens & Halske and the Budapest Electric streetcar company for a subway under Andrassy.

This proved to be very low because the city council was already planning the celebrations for the millennium of the founding of the state of Hungary ( 896 ). The great Budapest Millennium Exhibition 1896 should be in the City Park ( in German: City Park ) take place. The transport of the many exhibition visitors and event guests was an unsolved problem, and so the metro plans were just right.

Siemens & Halske, who wanted to build a subway in Berlin, also promoted the fact that the subway would be the first of the European continent and the city would be a mundane character. So it was decided to complete the subway up to the anniversary celebrations. For this, a line following stations were provided:

• Gizella tér ( Vörösmarty Square today )
• Deák Ferenc tér
• Bajcsy- Zsilinszky út
• Opera
• Octagon
• Vörösmarty utca
• Körönd (now Kodály körönd )
• Bajza utca
• Aréna út (now Heroes' Square )
• Artézi Baths ( Széchenyi Baths today )

Modeled after the London Underground, the line was in the Hungarian Földalatti named (Hungarian föld " earth, soil ", alatt "under", so: "The Underground ").

All stations should then get the usual side platforms, the inputs and outputs were planned as a magnificent pavilion. The required workshop to be built near the station Aréna út at the City Park.

Finally, the two Budapest Transport companies commissioned the German company Siemens & Halske of construction. The first phase of construction began on 29 December 1894. Already after less than two years, the line was put into operation on May 2, 1896. She was 3.68 km long, of which 3.22 km tunnel and 460 meters above ground. The line was designed as Unterpflasterbahn in a simple low position. Total construction costs exceeded all plans, for a timely completion was achieved.

For operation of the subway ten railcars were acquired, which were covered with both wood and metal. While the trains themselves in the mud Vasöntő és Gépgyár ( in German: foundry and machine manufacturing silt ) were manufactured by Siemens & Halske made ​​ready the electrical equipment. The vehicles requiring an unusual design with solebars gooseneck shape and befindlichem between the bogies passenger compartment in low floor because the tunnel had to be built very low due to an underlying wastewater collection channel with a clear height of only 2.85 meters. The trains got their power from a two-pole conductor rail, on the above-ground portion of a suspended on poles also double-pole single catenary. The contact wire voltage was relatively low at 350V.

After the opening of today's so-called Millennium line ( Millenniumi Földalatti Vasút ) between Gizella tér and Artézi Baths on May 2, 1896 visited the then Austrian Emperor and Hungarian King Franz Joseph I. simultaneous (in Hungarian I. Ferenc József ) on May 8, the subway. The Emperor, who joined at the station Gizella tér, ran a made-up especially for him cars to the last stop to visit the entire metro. In honor of the King of Hungary and Emperor of Austria, he received from the transport company responsible for the operation of a full- schmücktes and magnificent underground view album. As a thank you Regent gave the decree announced that the subway in the future should bear his name. That was the name the Metro since then in Hungarian Ferencz József Földalatti Villamos Vasút to German " Electric Underground Franz Joseph ." The transport company was called now "Electrical Subway Company Franz Joseph " (abbreviated FJFVV ).

Development of the existing line

Ridership developed very well, and so does the price at the beginning of the very expensive single ticket from twenty to twelve Heller could be reduced. In addition, the ticket offer with zones and monthly tickets has been extended. The border between the two then existing zones was at the Octagon.

The twenty vehicles should be renewed or replaced by other trains due to their relatively poor condition in 1917. However, due to economic problems or the consequences of the First World War, could this decision, which was also supported by the Hungarian government, can not be enforced. At that time it was also the first time necessary to employ female staff to rectify the wartime shortage of male labor.

On January 1, 1923 after being under the Treaty of Trianon was again an independent country Hungary since 1920, the FJFVV was formed at the Metropolitan Budapest Transportation Company ( BSZKRT ) around. This had ambitious goals for the metro, which was then in a relatively poor condition. So had to be renovated including the superstructure. In addition, the vehicles were renewed, the more powerful engines, and now instead of the previous sliding doors were double-leaf doors. In addition, the driving voltage was increased from 350 volts to the also used by the Budapest tram voltage of 550 volts.

Refurbishment and extension of the Földalatti

After the Second World War, the population of Budapest steadily increased. To meet the large passenger flows meet, let the BSZKRT extend the platforms. There sixteen new tax cars were purchased, which now rode in the train with the other vehicles in order to carry more passengers. All motor cars were new bogies and motors.

In the years 1970 to 1973, a fundamental reorganization of the "small metro " in favoring preservation was observed. With the completion of the work on 30 December the same time was an extension of around 1250 meters to Mexikói út ( to German: Mexico Road ) in operation. In order for the overground section accounted for in the city forest, at the same time also received the Budapest Districts Zugló and Újpalota connection to the city center of Budapest to today's Deak Ferenc ter and Vörösmarty tér.

Also newly developed eight-axle articulated buses were put into service, which reach a maximum speed of 60 kilometers per hour. The cars were manufactured by the full Villamossági Művek (all- electric plants) and full - MÁVAG (whole machine and car manufacturing ) and are still in use.

The workshop at Aréna út was closed and relocated to Mexikói út, where much more space was available and a connection is made to the tram. Besides these works, was also a renaming of individual stations: Gizella tér now called Vörösmarty tér, Körönd since Kodály körönd, Aréna út now tere Heroes' Square and Artézi Baths was named Széchenyi Baths.

In two stages from east to west

Ever since the opening of the first subway line, there were plans for further distances, however, the realization of which half a century was slow in coming. Due to the increase in population after the Second World War, now living about 1.7 million people in Budapest, a revised network was decided in 1947, which provided for a new east-west line and a north- south line, among others. The construction of the East-West connection began 1950. The first phase ran from lying in the center Deak Ferenc ter to the eastern Népstadion. Overall, this east-west line should now referred to as M2, lead from Népstadion over the Keleti railway (eastern ) and the center of the Danube to the Deli palyaudvar ( South Station ). She was 7.8 km long in the planning stage and should have nine stations.

By 1953, three kilometers of track were built, then the economic situation in Hungary deteriorated rapidly, so that the construction work had to be stopped for the subway. By 1963, the tunnel for the storage of food were used, only the construction work could be resumed. The plans for this line were again redesigned: To the east it was extended for two stops to Ors vezér. Between the stations Deak Ferenc ter and Blaha Lujza tér station Astoria, it was added, named after the hotel located there.

The construction of this line was based strictly on the Soviet model. It was built in up to 60 meters depth and designed all stations as possible palatial. Since the ceilings were relatively low in the stations, no big chandeliers were suspended in contrast to Moscow. The design features being much stone should remember as possible to marble, and long rows of seats, which are now avoided in other subway systems, as they are very popular with homeless people for sleeping.

The first new subway line to 1896 tere taken on April 2, 1970 between Deak Ferenc tér and Ors vezér in operation. In the year of commissioning of the new line, it was already used by 250,000 passengers per day. At the same time the company workshop began work for the M2 between stations Ors vezér and Pillangó utca.

Two years later, on 22 December 1972, the 3.5 km long leg Deak Ferenc ter went - Deli palyaudvar with under-crossing the Danube in operation. Then, the number of passengers doubled to 500,000 passengers per day. Thus, the entire M2 was now completed.

On 1 January 2004, the four-track station Népstadion was renamed Stadionok. The M2 is now 6.5 km long and has eleven stations. Between 2004 and 2007, the M2 was completely renovated, with the tunnel systems technically renewed and the stations were visually enhanced.

Construction of 3

Just a few weeks after the opening of the M2 began work on a new track in the underground of Budapest. The first section of the new north -south line that lies completely on the Pest side of the city, begins at the central Deák Ferenc tér, where already the line M1 and M2 intersect, and runs south to Nagyvárad tér. This part of the new line has five stations to 3.7 km in length. In the underground, it is about 20 to 30 meters depth readings between the two existing lines: the Millennium Underground railway was built due to low tunneling experience only a few meters below the surface ( " Unterpflasterbahn " ), the M2 was the Soviet model up to sixty meters deep with built in shield tunneling machine. At the Deak Ferenc ter a tunnel connection to the M2 was produced simultaneously with the track construction, as these had been the only maintenance workshop for the trains used on the new lines.

After four years of construction, on 31 December 1976 on the track Deák Ferenc tér - Nagyvárad tér of operation are recorded. Then it went steadily ahead with the subway extension, the southern and northern district urgently needed a subway connection, as the trams and the buses were overloaded. Again, after four years, on 20 April 1980, the trains now drove to Kőbánya -Kispest. At the terminus the maintenance workshop for the third metro line in Budapest was at the same time, similar to the M2, put into operation. For now, the increasingly important north-south line required its own workshop, as the M2 was becoming increasingly strained.

One and a half years later, on 30 December 1981, the Nord piece of M3 ( Lehel tér today ) could be put into operation until the Élmunkás tér. Since the traffic on the major street Váci út could not be interrupted, the shield tunneling for this track piece was chosen. Now it was possible to reach the three main railway stations of Budapest by metro if needed to be once each switched also from or to the Nyugati palyaudvar ( Westbahnhof).

For the one- station extension to Árpád híd more time was needed much - only on 7 November 1984, this went into operation.

After many financial difficulties, the operation of the M3 could be extended until after Újpest - Központ until 14 December 1990. Besides the fact that here only side platforms were built, the passenger noted significant differences in the design features: Instead of stone cladding much aluminum sheets were used now. In addition, the stations are to be distinguished only by the signs, because nearly every time the same colors were used.

Construction and planning

Current and short-term extensions

For the current lines are very long-term route enhancements are planned, the M2 is true, however, as already completed.

Medium-to long -term extensions

The under construction since 2004 line M4 has been release on 28 March 2014 and will replace the already had come to the limit of capacity express bus line 7. On 23 January 2006, the contract for the construction of the M4 from the BKV was signed. You could also get a second Linienast after Budafok, Városház tér palyaudvar next to the course for Kelenföldi. In the north of the M4 over the already defined station Bosnyák tér with two intermediate stops to Nyírpalota utca should be extended. Siemens Transportation Systems received an order to fit this line as the first Hungarian underground for fully automatic, driverless operation. To order volume of around 109 million Euros, in addition to the driving power supply, the control and safety technology, telecommunications and the equipment of the control center. The fully automatic M4 line is prepared for a top speed of 80 km / h and a 90 -second intervals. Roughly speaking, this 7.4 km long line runs through under the Danube and connects the underground Kelenföld ( South Buda ) and Rákospalota (Eastern Pest). Near the station Kelenföldi it is above ground to give a deposit. The M4 is currently the largest building site is located at the Keleti railway (eastern ). There, a large interchange station of the M4 emerging arises for existing M2 and for long-distance and regional train. Temporarily had for these works differ several tram routes, but they should be accessible again after the completion of the construction work. But not only the M2 is crossed at Ostbahnhof, the new metro line meets on Kalvin tér on the already existing line M3.

In the long term, there are other possibilities for the extension line M3. So the M3 is to be extended to the north of Újpest - Központ after Káposztásmegyer, it is also designed to between three and five intermediate stations. In the southeast, the M3 could get a Linienast to the airport. Abzweigungsbahnhof would probably út Határ.

In the distance there is to be a future fifth metro line in Budapest, which will run from north of Buda on Margaret Island in the center of Pest. In particular, the two are not provided with an underground connection HEV - suburban lines are to be connected by Csepel and Ráckeve. The planned line M5 would complement the existing lines intersect at the following locations: Lehel tér (M3 ), octagon (M1 ), Astoria (M2) and Kalvin tér ( M3/M4 ). Currently exist, both for construction and to a possible completion date, however, no concrete plans and are not to be expected in the coming years and decades.

Rolling stock

The Budapest Metro is operationally divided into two areas: the millennium underground ( line M1 ) and the later -built lines M2 and M3 as well as under construction line M4. While M1 is supplied through a conductor rail with a voltage of 550 volts, the other two lines given lateral power rail with a voltage of 825 volts DC. But not only in the power supply differ metro routes, other vehicles with different dimensions are used.

On the M1 delivered cars from the companies Full Villamossági Művek (full electric plants) and full - MÁVAG (whole machine and wagon construction ) were prepared presently only in 1973. You can reach a top speed of 60 kilometers per hour. Three-piece articulated railcar with Jacob bogies and a total of eight axes. The cars are 29.56 m long, 2.35 m wide and weigh 36.96 tons. Unlike the cars of the lines M2 and M3, in which the vehicles are kept in dark blue tones, take the M1 yellow trains. In the interior is the narrower profile of the "Little Underground" clearly felt. There are only a few seats available, the cars are very crowded quickly. Cart transitions are not possible because of the low-lying car floor, the cabs are as in previous vehicles through the end bogies.

(: Metro Wagon mash - works manufacturer ) is used, although a Hungarian vehicle prototype was tested at the Budapest metro lines M2 and M3 were beginning to vehicles of Soviet origin. The first cars were delivered from 1968, 18.8 m long and 2.67 m wide; they weigh 32.5 tonnes and can reach top speeds of up to 90 km / hr. Inside, there are eight longitudinal sills. A car can accommodate up to 155 people, so that a train in the usual six-car formation ( M2) can transport 930 people. The M3 is a car anymore, so here theoretically 1085 passengers can travel at once. A total of 194 trains were delivered in the years 1968 to 1972. There were some minor technical modifications, so that there are three types of which the Ev, Ev3 and EvA. For the extension of the M3 southbound slightly different trains were produced, which were, among others, more powerful engines and SCR drives. For the passenger, especially the modified front end is striking, the interior remained unchanged. These cars are in a different color scheme in other cities, such as to find in Prague or Warsaw. They are known as 81-7172 ( end car with a driver's cab ), while there were also other modifications that the names 81-7142 ( middle car without cab ), 81 - 7172M and 81- 7142M received.

Once there were several fires in the oldest car model years, these were discarded. This led at times to clock thinning. Meanwhile, the line is operated entirely M2, with new crossover vehicles the company Alstrom. These consist of five cars and have inside on displays with line number, destination, next stop and interchanges. For the new line M4 cars are built the same; this will have less of a car and operate without a driver.

The power rail differs from the model of Moscow ( the design on the Wannsee, some dating back even to the older design light rail from Berlin ) completely off. It is painted from above, but has side and top cover with a slot on the side of the track.

All subway trains of the lines M1 to M3 are handled by the driver himself. As an aid serve primarily oversized mirror, but also cameras that take the entire platform. Open the doors of the trains and close automatically. For the latter, but not (M2 and M3 ) sounds like other metro systems also for foreign passengers to-understand tone, but it is an automatic clearance announcement in Hungarian. Only when M1 is a loud signal handling. With the exception of some trains, in which the stations are displayed only station announcements that are initiated on the Millennium metro with a catchy bells sound. The lines M2 and M3 only be a speech.

The trains of the M1 in 1973 opened depot at the Mexikói út serviced, where a connection to Budapest tram system is. The trains of the second metro line stand in the workshop Fehér utca at the eastern terminus Ors vezér. This company workshop was put together with the extension of the M2 to this station in 1970 into operation. The workshop is exclusively responsible for the M2.

While at first the M3 trains were maintained even in the depot Ors vezér what about an operating tunnel at Déak Ferenc tér station was possible, it was necessary now own workshop for this line. Free land for the construction of a workshop found at Kőbánya -Kispest station. The depot opened together with the extension to this station in 1980.

Underground Museum

On the initiative of the Budapest Transport Company and the Budapest Transport Museum is a museum to the subway in the Hungarian capital in 1975 in a separate tunnel piece at Deák Ferenc tér furnished. On entering the museum, the visitor sees a bank and station board station Gizella tér (today Vörösmarty Square ), which were kept in the renovation in 1973. In another part of the small museum building and the different periods of the Millennium metro are presented in three large display cases in Hungarian and English. In the first case the general city driving, the Hungarian capital as well as the design and planning phase of the metro are described. In the second case, the tunnel and vehicle is presented in detail. In the third and last case is generally reported on the various improvements and on the state of the network. Also to be found in the museum are two trains of the subway, in front of the railcar with the number 19, behind a control and the railcar with the number 1, available on a forty -meter-long track that of the original buffer the station Artézi Baths ( Széchenyi Baths today ) dates. This was no longer necessary after the extension to Mexikói út. The motor car with the number 12 is stored in Hannover Tram Museum and exhibited in a separate hall.