Modernisation of Gödöllő station (Q3942985): Difference between revisions
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The railway line Budapest, Rákos-Hatvan is part of the Mediterranean TEN-T Core Network Corridor. Detailed technical content: In the Budapest-Gödöllő-Aszód-Hatvan axis the traffic in the Budapest-Gödöllő-Gödöllő relation is extremely high, followed by the Budapest-Hatvan relation. Most travel from Gödöllő to the north and south. There is connecting traffic between Gödöllő station and the station of Gödöllő Palotakert. Gödöllő’s passenger traffic is mainly determined by walking to work and school. Students arriving to Gödöllő get off the train directly on the pedestrian overpass to reach the university building on foot. Students from urban secondary schools typically reach the school by walking through the park. Due to the extremely poor HÉV connection, only those who, due to their age or illness, are no longer able to walk long, and their destination is located beyond the city centre of Gödöllő, will be transferred to the HÉV. Professional content: The Gödöllő station to be rebuilt is located between 345+ 65 hm starting gauge and 382+ 75 hm end gauge. The road crossing of the Republic will be abolished and a new special level road overpass will be built in gauge 351+ 38 hm. The design of the station apron typically does not change, minimal intervention takes place. In front of the entrance building, R & R (and, if necessary, TAXI) jobs will be created. The current parking lot on the west side of Station Street will be completely dismantled and a four-station bus park will be installed instead. Both VOLÁN and HÉV replacement buses can turn in the bus park. On the side of the station near the street, a stop is set up for the local midibus of the municipality. The planned track geometry of Gödöllő station changes completely compared to the current state. The most significant change is that two stand-alone receiving-starting tracks are established between the two main tracks to reverse suburban trains locally. This solution minimises the occupancy of the main tracks through the time the turning trains go in and out of/from the tracks. In order to increase the authorisation speed to 100 km/h during the Gödöllő — Aszód station, it is necessary to significantly modify the end-point exit curve of the Gödöllő station. This means that in the terminal station head of the station the evasive connections between the main transit tracks will be transferred to the straight section in front of the Máriabesnyő stop. The development of evasive connections in front of the Máriabesnyő staging point makes it possible to travel on them at 80 km/h in the evasive direction. With this geometric design, the terminal station head of Gödöllő station is extended by about one spacing. The tracks of the HÉV get closer to the MÁV tracks with a new platform. New switches and crossings are being built in connection with the reconstruction of the HÉV tracks, as well as new HÉV storage and HÉV-MÁV connecting tracks. Instead of the current 4.75 m distances between track centres, the new 350/250/160 m long sk+ 0.55 high platforms and a sk+ 0.30 m high platform are built between tracks in 5/10m. One language platform and two side-beams are designed so that a total of six platforms can accept trains. The language platform shall be located between tracks 3, 4 and 2 and 5; the side platforms shall be located on the extreme side of tracks 1 and 6. Access to platforms will be provided via passenger underpass with stairs and elevators. In accordance with the provisions of the Equal Opportunities Act, elevators on platforms will also help take off and take off. Suburban passenger trains arrive on truncated tracks Nos 3 and 4 and depart from there. The design of the platforms allows direct contact with the platforms of the MÁV-HÉV terminal. The planned new passenger guide connects the university district and the downtown of Gödöllő through the Erzsébet Park under the tracks. In the case of the architectural concept of the station, a building complex with an independent character will be implemented, the installation and construction of which ensures the intermodality of the transport hub. The entrance building and the overpass leading to the university will be dismantled. The connecting garden will be moved to the university side next to the MÁV safety equipment building planned to be implemented in the framework of the CEF project. This is a passenger-friendly solution, the essence of which is to ensure that people arriving by different vehicles (train, HÉV, bus, car, bicycle) can continue their journey with the shortest journey as a result of the reasonable accommodation of the functions. The first platform of MÁV and the HÉV platform will be positioned as close as possible in relation to each other. At the junction of the two platforms, the underpass starts, leading to tracks 2, 3 and 4, leading to the university promenade. The recording building is located on track 1 between the underpass and the Royal Lounge. (English) | |||||||||||||||
| Property / summary: The railway line Budapest, Rákos-Hatvan is part of the Mediterranean TEN-T Core Network Corridor. Detailed technical content: In the Budapest-Gödöllő-Aszód-Hatvan axis the traffic in the Budapest-Gödöllő-Gödöllő relation is extremely high, followed by the Budapest-Hatvan relation. Most travel from Gödöllő to the north and south. There is connecting traffic between Gödöllő station and the station of Gödöllő Palotakert. Gödöllő’s passenger traffic is mainly determined by walking to work and school. Students arriving to Gödöllő get off the train directly on the pedestrian overpass to reach the university building on foot. Students from urban secondary schools typically reach the school by walking through the park. Due to the extremely poor HÉV connection, only those who, due to their age or illness, are no longer able to walk long, and their destination is located beyond the city centre of Gödöllő, will be transferred to the HÉV. Professional content: The Gödöllő station to be rebuilt is located between 345+ 65 hm starting gauge and 382+ 75 hm end gauge. The road crossing of the Republic will be abolished and a new special level road overpass will be built in gauge 351+ 38 hm. The design of the station apron typically does not change, minimal intervention takes place. In front of the entrance building, R & R (and, if necessary, TAXI) jobs will be created. The current parking lot on the west side of Station Street will be completely dismantled and a four-station bus park will be installed instead. Both VOLÁN and HÉV replacement buses can turn in the bus park. On the side of the station near the street, a stop is set up for the local midibus of the municipality. The planned track geometry of Gödöllő station changes completely compared to the current state. The most significant change is that two stand-alone receiving-starting tracks are established between the two main tracks to reverse suburban trains locally. This solution minimises the occupancy of the main tracks through the time the turning trains go in and out of/from the tracks. In order to increase the authorisation speed to 100 km/h during the Gödöllő — Aszód station, it is necessary to significantly modify the end-point exit curve of the Gödöllő station. This means that in the terminal station head of the station the evasive connections between the main transit tracks will be transferred to the straight section in front of the Máriabesnyő stop. The development of evasive connections in front of the Máriabesnyő staging point makes it possible to travel on them at 80 km/h in the evasive direction. With this geometric design, the terminal station head of Gödöllő station is extended by about one spacing. The tracks of the HÉV get closer to the MÁV tracks with a new platform. New switches and crossings are being built in connection with the reconstruction of the HÉV tracks, as well as new HÉV storage and HÉV-MÁV connecting tracks. Instead of the current 4.75 m distances between track centres, the new 350/250/160 m long sk+ 0.55 high platforms and a sk+ 0.30 m high platform are built between tracks in 5/10m. One language platform and two side-beams are designed so that a total of six platforms can accept trains. The language platform shall be located between tracks 3, 4 and 2 and 5; the side platforms shall be located on the extreme side of tracks 1 and 6. Access to platforms will be provided via passenger underpass with stairs and elevators. In accordance with the provisions of the Equal Opportunities Act, elevators on platforms will also help take off and take off. Suburban passenger trains arrive on truncated tracks Nos 3 and 4 and depart from there. The design of the platforms allows direct contact with the platforms of the MÁV-HÉV terminal. The planned new passenger guide connects the university district and the downtown of Gödöllő through the Erzsébet Park under the tracks. In the case of the architectural concept of the station, a building complex with an independent character will be implemented, the installation and construction of which ensures the intermodality of the transport hub. The entrance building and the overpass leading to the university will be dismantled. The connecting garden will be moved to the university side next to the MÁV safety equipment building planned to be implemented in the framework of the CEF project. This is a passenger-friendly solution, the essence of which is to ensure that people arriving by different vehicles (train, HÉV, bus, car, bicycle) can continue their journey with the shortest journey as a result of the reasonable accommodation of the functions. The first platform of MÁV and the HÉV platform will be positioned as close as possible in relation to each other. At the junction of the two platforms, the underpass starts, leading to tracks 2, 3 and 4, leading to the university promenade. The recording building is located on track 1 between the underpass and the Royal Lounge. (English) / rank | |||||||||||||||
Normal rank | |||||||||||||||
| Property / summary: The railway line Budapest, Rákos-Hatvan is part of the Mediterranean TEN-T Core Network Corridor. Detailed technical content: In the Budapest-Gödöllő-Aszód-Hatvan axis the traffic in the Budapest-Gödöllő-Gödöllő relation is extremely high, followed by the Budapest-Hatvan relation. Most travel from Gödöllő to the north and south. There is connecting traffic between Gödöllő station and the station of Gödöllő Palotakert. Gödöllő’s passenger traffic is mainly determined by walking to work and school. Students arriving to Gödöllő get off the train directly on the pedestrian overpass to reach the university building on foot. Students from urban secondary schools typically reach the school by walking through the park. Due to the extremely poor HÉV connection, only those who, due to their age or illness, are no longer able to walk long, and their destination is located beyond the city centre of Gödöllő, will be transferred to the HÉV. Professional content: The Gödöllő station to be rebuilt is located between 345+ 65 hm starting gauge and 382+ 75 hm end gauge. The road crossing of the Republic will be abolished and a new special level road overpass will be built in gauge 351+ 38 hm. The design of the station apron typically does not change, minimal intervention takes place. In front of the entrance building, R & R (and, if necessary, TAXI) jobs will be created. The current parking lot on the west side of Station Street will be completely dismantled and a four-station bus park will be installed instead. Both VOLÁN and HÉV replacement buses can turn in the bus park. On the side of the station near the street, a stop is set up for the local midibus of the municipality. The planned track geometry of Gödöllő station changes completely compared to the current state. The most significant change is that two stand-alone receiving-starting tracks are established between the two main tracks to reverse suburban trains locally. This solution minimises the occupancy of the main tracks through the time the turning trains go in and out of/from the tracks. In order to increase the authorisation speed to 100 km/h during the Gödöllő — Aszód station, it is necessary to significantly modify the end-point exit curve of the Gödöllő station. This means that in the terminal station head of the station the evasive connections between the main transit tracks will be transferred to the straight section in front of the Máriabesnyő stop. The development of evasive connections in front of the Máriabesnyő staging point makes it possible to travel on them at 80 km/h in the evasive direction. With this geometric design, the terminal station head of Gödöllő station is extended by about one spacing. The tracks of the HÉV get closer to the MÁV tracks with a new platform. New switches and crossings are being built in connection with the reconstruction of the HÉV tracks, as well as new HÉV storage and HÉV-MÁV connecting tracks. Instead of the current 4.75 m distances between track centres, the new 350/250/160 m long sk+ 0.55 high platforms and a sk+ 0.30 m high platform are built between tracks in 5/10m. One language platform and two side-beams are designed so that a total of six platforms can accept trains. The language platform shall be located between tracks 3, 4 and 2 and 5; the side platforms shall be located on the extreme side of tracks 1 and 6. Access to platforms will be provided via passenger underpass with stairs and elevators. In accordance with the provisions of the Equal Opportunities Act, elevators on platforms will also help take off and take off. Suburban passenger trains arrive on truncated tracks Nos 3 and 4 and depart from there. The design of the platforms allows direct contact with the platforms of the MÁV-HÉV terminal. The planned new passenger guide connects the university district and the downtown of Gödöllő through the Erzsébet Park under the tracks. In the case of the architectural concept of the station, a building complex with an independent character will be implemented, the installation and construction of which ensures the intermodality of the transport hub. The entrance building and the overpass leading to the university will be dismantled. The connecting garden will be moved to the university side next to the MÁV safety equipment building planned to be implemented in the framework of the CEF project. This is a passenger-friendly solution, the essence of which is to ensure that people arriving by different vehicles (train, HÉV, bus, car, bicycle) can continue their journey with the shortest journey as a result of the reasonable accommodation of the functions. The first platform of MÁV and the HÉV platform will be positioned as close as possible in relation to each other. At the junction of the two platforms, the underpass starts, leading to tracks 2, 3 and 4, leading to the university promenade. The recording building is located on track 1 between the underpass and the Royal Lounge. (English) / qualifier | |||||||||||||||
point in time: 9 February 2022
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Revision as of 09:33, 9 February 2022
Project Q3942985 in Hungary
| Language | Label | Description | Also known as |
|---|---|---|---|
| English | Modernisation of Gödöllő station |
Project Q3942985 in Hungary |
Statements
23,551,233,623 forint
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96,006,822.666 Euro
0.0027336256 Euro
15 December 2021
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35,120,691,972.621 forint
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67.058058 percent
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14 December 2017
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31 March 2023
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NIF Nemzeti Infrastruktúra Fejlesztő zártkörűen működő Részvénytársaság
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47°36'5.51"N, 19°20'51.72"E
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A Budapest, Rákos-Hatvan vasúti vonalszakasz a Mediterrán TEN-T törzshálózati folyosó része. Részletes műszaki tartalom: A Budapest - Hatvan vasútvonal korszerűsítéséhez kapcsolódóan a Budapest-Gödöllő-Aszód-Hatvan tengelyben a Budapest-Gödöllő relációban kiemelkedően magas a forgalom, ezt a Budapest-Hatvan reláció követi. Északi és déli irányba Gödöllőről utaznak a legtöbben. Gödöllő állomás és a HÉV Igazgatósága Gödöllő Palotakert állomása között csatlakozó forgalom van. Gödöllő utasforgalmát leginkább a munkába és az iskolába járás határozza meg. A Gödöllőre érkező egyetemisták a vonatról leszállva közvetlenül a gyalogos felüljárón gyalog közelítik meg az egyetem épületét. A városi középiskolák diákjai jellemzően gyalog a parkon keresztül sétálva érik el az iskolát. A rendkívül rossz HÉV csatlakozás miatt jelenleg csak azok szállnak át a HÉV-re, akik koruknál, illetve betegségüknél fogva már nem tudnak sokáig gyalogolni, illetve úti céljuk Gödöllő belvárosán túl található. Szakmai tartalom: Az átépítendő Gödöllő állomás 345+65 hm kezdőszelvény és 382+75 hm végszelvény között helyezkedik el. A Köztársaság úti útátjáró megszűnik, helyette, a 351+38 hm szelvényben új különszintű közúti felüljáró épül. Az állomási előtér kialakítása jellemzően nem változik, minimális beavatkozás valósul meg. A felvételi épület előtti téren K+R (és szükség esetén TAXI) állások kerülnek kialakításra. Az Állomás utca nyugati oldalán üzemelő jelenlegi parkoló teljes mértékben elbontásra kerül és helyette egy négyállásos autóbusz-parkoló kerül kialakításra. A ráhordó VOLÁN és a HÉV-pótló buszok is a buszparkolóban tudnak fordulni. Az állomás utcához közelebbi ágon egy megálló kerül kialakításra az önkormányzat helyi midibusza részére. Gödöllő állomás tervezett vágánygeometriája teljesen megváltozik a jelenlegi állapothoz képest. A legjelentősebb változás az, hogy az elővárosi vonatok helyben történő visszafordítására két önálló fogadó-indító vágány létesül a két átmenő fővágány között. Ezzel a megoldással minimalizálni lehet az átmenő fővágányok foglaltságát, arra az időre, amíg a forduló szerelvények bejárnak, illetve kijárnak a vágányokra/ról. Annak érdekében, hogy a Gödöllő – Aszód állomásközben az engedélyezési sebesség 100 km/h-ra felemelhető legyen, szükséges a Gödöllő állomás végpont felőli kijárati ívének a jelentős átalakítása. Ez azzal jár, hogy az állomás végpont felőli állomásfejében az átmenő fővágányok közötti kitérő kapcsolatok kikerülnek a Máriabesnyő megállóhely előtti egyenes szakaszra. A Máriabesnyő megállóhely elé kikerülő kitérő kapcsolatok kialakítása lehetővé teszi, hogy azokon kitérő irányban 80 km/h sebességgel lehessen haladni. Ezzel a geometriai kialakítással Gödöllő állomás végpont felőli állomásfeje kb. egy térközzel meghosszabbodik. A HÉV vágányai egy új peronnal a MÁV vágányokhoz közelebb kerülnek. A HÉV vágányok átépítése kapcsán új kitérők épülnek be, valamint létrehozunk új HÉV tároló és HÉV-MÁV összekötő vágányokat is. A jelenlegi 4,75 m-es vágánytengely távolságok helyett a vágányok között 5/10m-es tengelytávolságokban épülnek meg az új 350/250/160 m hosszú sk+0,55 magas peronok és műemlékvédelmi okokból egy sk+0,30 m magas peron. Egy nyelvperon-középperon és két oldalperon kerül kialakításra, így összesen hat db peronos vágány képes fogadni a vonatokat. A nyelvperon az 3., 4. valamint a 2. és 5. vágányok között, az oldalperonok az 1. és 6. vágány szélső oldalán helyezkednek el. A peronok megközelítése utas aluljárón keresztül lépcsőkkel és liftekkel lesz biztosítva. Az esélyegyenlőségi törvény előírásainak megfelelően a peronokon liftek is fogják segíteni a le és felszállást. Az elővárosi fordulós személyvonatok a 3. és 4. számú csonka vágányra érkeznek, és onnan indulnak vissza. A peronok kialakítása lehetővé teszi a MÁV-HÉV végállomás peronjaival való közvetlen kapcsolatot. A tervezett új utasaluljáró a vágányok alatt összeköti az egyetemi városrészt és az Erzsébet parkon keresztül Gödöllő belvárosát. Az állomás építészeti koncepciója esetében egy önálló karakterű épületegyüttes fog megvalósulni, melynek telepítése, kialakítása biztosítja a közlekedési csomópont intermodalitását. A felvételi épület, valamint az egyetemre vezető felüljáró is elbontásra kerül. A kapcsolókert a CEF projekt keretében megvalósítani tervezett MÁV biztosítóberendezés épülete mellé, az egyetemi oldalra lesz áttelepítve. Ez olyan utasbarát megoldás, melynek lényege, hogy a különböző járművel (vonat, HÉV, autóbusz, személygépkocsi, kerékpár) érkezők átszálláskor a funkciók ésszerű elhelyezése következtében a legrövidebb út megtételével folytathassák útjukat. A MÁV első peronját és a HÉV peront a lehető legközelebb fog egymáshoz képest elhelyezkedni. A két peron találkozásánál indul az aluljáró, elvezetve a 2-es, 3-as és 4-es vágányokhoz, átvezetve az egyetemi sétányra. A felvételi épület az 1-es vágányon az aluljáró és a Királyi váró között helyezkedik el. (Hungarian)
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The railway line Budapest, Rákos-Hatvan is part of the Mediterranean TEN-T Core Network Corridor. Detailed technical content: In the Budapest-Gödöllő-Aszód-Hatvan axis the traffic in the Budapest-Gödöllő-Gödöllő relation is extremely high, followed by the Budapest-Hatvan relation. Most travel from Gödöllő to the north and south. There is connecting traffic between Gödöllő station and the station of Gödöllő Palotakert. Gödöllő’s passenger traffic is mainly determined by walking to work and school. Students arriving to Gödöllő get off the train directly on the pedestrian overpass to reach the university building on foot. Students from urban secondary schools typically reach the school by walking through the park. Due to the extremely poor HÉV connection, only those who, due to their age or illness, are no longer able to walk long, and their destination is located beyond the city centre of Gödöllő, will be transferred to the HÉV. Professional content: The Gödöllő station to be rebuilt is located between 345+ 65 hm starting gauge and 382+ 75 hm end gauge. The road crossing of the Republic will be abolished and a new special level road overpass will be built in gauge 351+ 38 hm. The design of the station apron typically does not change, minimal intervention takes place. In front of the entrance building, R & R (and, if necessary, TAXI) jobs will be created. The current parking lot on the west side of Station Street will be completely dismantled and a four-station bus park will be installed instead. Both VOLÁN and HÉV replacement buses can turn in the bus park. On the side of the station near the street, a stop is set up for the local midibus of the municipality. The planned track geometry of Gödöllő station changes completely compared to the current state. The most significant change is that two stand-alone receiving-starting tracks are established between the two main tracks to reverse suburban trains locally. This solution minimises the occupancy of the main tracks through the time the turning trains go in and out of/from the tracks. In order to increase the authorisation speed to 100 km/h during the Gödöllő — Aszód station, it is necessary to significantly modify the end-point exit curve of the Gödöllő station. This means that in the terminal station head of the station the evasive connections between the main transit tracks will be transferred to the straight section in front of the Máriabesnyő stop. The development of evasive connections in front of the Máriabesnyő staging point makes it possible to travel on them at 80 km/h in the evasive direction. With this geometric design, the terminal station head of Gödöllő station is extended by about one spacing. The tracks of the HÉV get closer to the MÁV tracks with a new platform. New switches and crossings are being built in connection with the reconstruction of the HÉV tracks, as well as new HÉV storage and HÉV-MÁV connecting tracks. Instead of the current 4.75 m distances between track centres, the new 350/250/160 m long sk+ 0.55 high platforms and a sk+ 0.30 m high platform are built between tracks in 5/10m. One language platform and two side-beams are designed so that a total of six platforms can accept trains. The language platform shall be located between tracks 3, 4 and 2 and 5; the side platforms shall be located on the extreme side of tracks 1 and 6. Access to platforms will be provided via passenger underpass with stairs and elevators. In accordance with the provisions of the Equal Opportunities Act, elevators on platforms will also help take off and take off. Suburban passenger trains arrive on truncated tracks Nos 3 and 4 and depart from there. The design of the platforms allows direct contact with the platforms of the MÁV-HÉV terminal. The planned new passenger guide connects the university district and the downtown of Gödöllő through the Erzsébet Park under the tracks. In the case of the architectural concept of the station, a building complex with an independent character will be implemented, the installation and construction of which ensures the intermodality of the transport hub. The entrance building and the overpass leading to the university will be dismantled. The connecting garden will be moved to the university side next to the MÁV safety equipment building planned to be implemented in the framework of the CEF project. This is a passenger-friendly solution, the essence of which is to ensure that people arriving by different vehicles (train, HÉV, bus, car, bicycle) can continue their journey with the shortest journey as a result of the reasonable accommodation of the functions. The first platform of MÁV and the HÉV platform will be positioned as close as possible in relation to each other. At the junction of the two platforms, the underpass starts, leading to tracks 2, 3 and 4, leading to the university promenade. The recording building is located on track 1 between the underpass and the Royal Lounge. (English)
9 February 2022
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Gödöllő, Pest
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Identifiers
IKOP-2.1.0-15-2017-00043
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