They will add new functions to the historic building of the Eiffel Hall, tidying up the entire surroundings of the Western Railway Station. You can come to park design, design quality urban spaces, public buildings and a railway deep station. Plans are expected from 12 architectural firms for the renewal of the 44 hectares – the Budapest Development Center has announced an invited international architectural design competition.
After the renovation of the roof structure of the imposing passenger hall, an investment on an even larger scale will begin. The West can thus be a modern, up-to-date central station, meeting the expectations of the high-traffic railway and passenger traffic of the 21st century, but respecting the monumental heritage, the country’s main railway station, and as a public transport hub – counterbalancing Deák Ferenc tér – a new focus can become. At the local, regional and national levels, it is one of the 21st century, if not one the most significant investment in rail transport and urban planning planning can begin.
This investment is closely aligned with the Budapest Agglomeration Railway Strategy (BAVS) presented in February this year, which aims to run at least twice as many trains on the capital and the agglomeration network as at present, reaching at least three metro stops per flight, relieving traffic. the roads of Budapest. But the current railway network is saturated, the current main stations, the West, the East and the South, cannot receive and turn more trains.
The only realistic way to increase capacity is to transform the dead-end headquarters into a partially through-going system. At the same time on a through track can travel six times as many trains as as at a headquarters, as flights do not need to be reversed but can be forwarded and replaced with a follow-up time of two and a half and three minutes, respectively. Currently, the operating railway company can turn two trains per hour at a main station, but in the most optimal case three, and these stations cannot be expanded due to territorial constraints. It is therefore necessary to to establish a railway connection under the Danube between Kelenföld and Nyugati railway station. One of the most important elements of BAVS is the construction of the new Danube tunnel.
The timeliness of all this is well illustrated by that for a century and a half (!) plans were made in 1868 to connect the South and the West, then still on the route of today’s Margaret Bridge, and the first proposal for the construction of the tunnel dates from 1902.
This was not possible in the 20th century, but due to the rapid population growth of the agglomerations around Budapest and the congestion of public roads, this has been on the agenda again in recent years. Preparations for the construction of a railway tunnel between Kelenföld and Nyugati railway station have been going on since November 2020, and we are now one step closer to implementation, as The European Union also provides financial support for the preparation of environmental impact assessments and related technical studies, to which the Hungarian government adds the necessary co-payment.
Source: Ingatlanhírek by ingatlanhirek.hu.
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