Welcome to Budapest and in this episode
we will see metro network operating in the city.
Let's watch!
Budapest Metro
Pursuits after fare-dodgers, fights in trains,
runs behind last line operating metro train
and before train going to depot,
chips bar on station platform
or evening party in metro
– that Budapest underground world you could have seen already in cult Hungarian "Kontroll" movie.
Reality of Budapest metro is not so bad,
although some features showed in movie are recognizable,
especially on M3 line.
Bulcsú (Bulczu) - main character of movie, metro undergrounds treats both as home
and place of work,
alternative world relative to that one on surface.
But we will not only once get out of underground to surface,
it is inevitable because the underground world service daily more than one 1,300,000 passengers.
As in most cities with such means of transport,
metro is simply a basis for Budapest transport.
4 lines form a network with a length of about 38 kilometers.
Two lines serve only on Pest side
and the other
- in both parts of city passing Danube also to Buda side.
Metro departures very often
during day at least every 5 minutes
and late in evening or early in morning every 10 minutes.
In peak highest frequency has M2 line
with departures every 2-4 minutes.
All lines begin running about 4:30
and finish work before midnight.
Each line has at least one station connected with another line.
Most important transfer point of Budapest network is Deák Ferenc
– here intersect 3 lines,
each at a different level (M1 - 3 m, M2 - 38 m, M2 - 24 m).
Part of interchange station Deák Ferenc tér
is Metro Museum,
which you can enter through a point of passenger service.
Exhibition was placed in former platform station of M1 line,
which was moved during reconstruction of whole interchange,
to make it easier to change to other lines.
In museum you will get to know history of metro construction
and near platform there are original M1 cars,
which from very beginning served Budapest's metro.
Museum also has models of vehicles currently running underground,
including some made from Lego blocks.
Our journey along metro routes we start from M1
– oldest metro line in continental Europe.
It was opened in nineteenth century, in 1896.
Officially line is called Millenium Underground
and was solemnly opened during celebration of Hungarian state millennium.
Initially line was planned under banner of underground tram,
not wanting to destroy architectural governance of representative street under which it runs.
With time, however, line obtained metro status,
but specific small sizes of stations and trains
contributed to fact that many call that line underground little railway
or mini metro.
Line performance also greatly differ from other metro lines
– trains reach operation speed of 22 km/h,
which is level closed to slightly accelerated tram routes.
Trains are running here also with maximum speed of 50 km/h
and stations are densely located,
because on average every 380 meters.
M1 is short line
– is little more than 4-kilometers-long,
has 11 stations and connects center of Pest with Heroes' Square,
City Park
and interchange near Mexico avenue.
A large part of route runs directly under roadway for cars
and station platforms are located just 3 meters underground.
Going up from station you only need to overcome over a dozen steps
to reach level of street.
Most of line stations is arranged in classical style,
which in itself is significant tourist attraction.
Line is serviced by over 30- and 40-year-old Hungarian Ganz-MÁVAG trains
specially designed to unusual gauge conditioned by shallow tunnel.
Tri-segment unit is very short,
has 30-meters,
which is the same length as modern standard tram.
Therefore it should be no surprise that capacity of this train
is approximately 200 passengers.
Underground it is hard to see that, but vehicles have pantographs on roof,
which allow to take current from rail,
which is for a metro unusual, because it is placed under ceiling of tunnel.
M2 runs deepest of all lines in Budapest.
8 stations is placed at a depth of at least 25-meters below surface
and deepest platforms of Széll Kálmán tér station
are located 38 meters under ground.
Line runs from east to west,
so necessarily had to go to other side of Danube river.
This transition was carried out under river
and most beneficial layer of rocks to drill was found at a depth of about 30-meters below surface.
The consequence of this are long journeys by escalators to surface from deep-set stations.
Longest journey by escalator
can take up to 2 minutes.
Station at Puskás Ferenc Stadium has most extensive system of tracks and platforms,
because here are 4 tracks and 2 platforms.
In ordinary train service, they stop only at outer tracks of both platforms.
Tracks in the middle are supposed to service extra metro traffic during mass events,
providing possibility of additional passenger service
in direction to and from city center.
On two lines you will see trains from Alstom Metropolis series,
produced in Polish Chorzów
and also known from Warsaw Metro.
Individuals seen in Budapest, however, are newer
– they are several years old and made up of wagons connected by joints,
so create a single-space train,
where we can go from one end to the other.
Number of cars depends on line, on which trains run.
On M2 in service are 5-cars trains
and on M4 are 4-cars trains.
Length of train is easy to calculate,
because every car is 20-meters-long.
From perspective of passenger it is important,
that here are used buttons to open each door of train.
Station out of service
Two lines are leaving on surface with passengers,
although it happens on suburbs of Budapest.
These are two end sections of lines with a length of approximately 1.5-kilometers every,
where it must have been also large area of surface for depots.
It is worth mentioning that each line is autonomous
- has its own depot, so their service is not dependent on operation of other lines.
M3 is the longest line in Budapest,
connects northern part of Pest side with south
and route is 17-kilometers-long with 20 stations.
Most of route was built in the 70s and 80s of last century.
After years, line route and rolling stock are already in terrible condition
and for years modernization is planned.
A major problem was preparation of replacement vehicles for bus service
which should carry over 600 000 passengers daily.
For replacement service it was planned purchase of 150 new buses
and during tendering procedure intervened political issues
and as a result contract was abandoned.
Renovation was planned to be divided into 3 sections lead in separate dates.
M3 is serviced by worn-out Russian fleet,
which its glory years has far behind.
In last year there were several cases of large smoke caused by their technical condition,
which required closure of some stations and traffic suspension for a while.
6-car trains are longest units in Budapest metro,
creating sets of nearly 120-meters-long.
Ride in those sets is very climatic,
especially in cars with half-spherical lampshades,
where there is little light,
sets are jumping on bumps
and during ride lights can fade for a moment.
Newest line in Budapest is M4,
green line opened in 2014.
Route was in building for 8 years
and at that time were built 10 stations,
more than 7 kilometers of tracks and depot.
Line is adapted for maximum train speed of 80 km/h,
which is fastest line in city.
However, in terms of operation speed it is not fastest line,
though with exception of M1, all lines reach this specific speed
at level of 30 km/h.
Construction of line costed 1,5 billion euro,
which was widely commented as overstated price.
Referring to Warsaw II metro line,
for similar price are going to be built 3 stations and approximately 5 kilometers of tracks more,
but what it should be noted, still without depot, as it was in case of Budapest.
Nowadays opened metro lines
must please eyes.
They are considered as city showcase,
which comes with a big care to their architectural appearance,
best made individually for each station.
It was not different in Budapest.
Several stations have vast open spaces
left over platforms of stations and cut by concrete beams in different shape and layout,
which made impression of network structure.
Elements are also made to emphasize curved nature of tunnel construction.
Just as in Prague, we will see also illuminated safety line at edge of platform,
which blinks during motion of train near platform.
For many shocking will be view of entering metro train on station without driver in pulpit on set forehead.
Well, here there is no longer even driver's desk
and in place where it was driver cabin, everyone can enjoy ride.
And admire view of unit, which is automatically overcoming sections of metro M4 line.
However, nothing in nature is lost.
In contrast to other lines,
particularly a lot of service workers are deployed on stations of line,
who are supposed to supervise passengers safety during boarding and alighting from vehicles.
Train control system
provides capacity of 30 trains per hour,
which would mean possibility of service with frequency of 2-minutes.
In practice, line is used by about half number of passengers than was anticipated
and in peak hours departures are held with a maximum frequency of 3 minutes.
Let's back for a moment to ticket inspectors topic,
because inspection system used in Budapest metro is weird.
At all entrances to ticket zone there are inspectors checking validity of tickets.
Ladies and gentlemen standing near ticket punchers or escalators leading on platforms,
more or less accurately control tickets of each passenger entering metro station.
Additional inspectors can still be found in trains or on platforms.
It's hard to imagine how many people must be involved in that system.
Development plans of underground network cover many ideas,
but at the moment costs are unbearable
by indebted city budget.
Among ideas was possibility of expansion on surface
northern part of M3 line
about 1/3 of route to residential area Káposztásmegyer.
Similarly, there were plans for further extension of M1 on both sides of route.
In case of M2 line
it was even more interesting idea of merging it, at least on part of route,
with HEV suburban railway routes of lines H8 and H9.
Currently, passengers are changing lines on Örs vezér tere interchange.
There, they must go more than 200 meters,
coming from terrestrial platforms to underground passage
and crossing large intersection
to go out again on surface on its opposite side.
As you have seen, in principle, each line of Budapest Metro
is in some way characteristic.
M1 is oldest line
and achieves parameters similar to tram.
M2 runs deeply beneath surface
and has head end station on eastern side.
M3 with its character describes best socialist times, in which was created
and is longest line
in worst condition,
requiring immediate renovation.
M4 is new line made in modern style
and most importantly, trains on that line ride automatically without driver support.
Meanwhile, thank you for your attention and see you next time!
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