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The core train stations of Budapest are potential development hubs bogged with problems. MÁV Zrt has worked out over recent years complex railway and property development strategies for all three main train stations, which address meeting the needs of passenger traffic as well as city planning considerations, László Köller, a development associate at MÁV Zrt told Napi Real Estate. The utilisation of the freed-up areas of the main train stations - although they are located in prestigious areas of the capital and because of the reform of railway services can be significantly reduced in size -, as well as the modernization of the main buildings and platforms, are hindered by different factors at all three sites.
Looking at the Déli (Southern) railway station in inner Buda, for example, we can be led to wonder about the transience of the material world, while up until recently, the fate of this station seemed to be the one most easily dealt with. However, because of the chaotic ownership structures that have been preserved due to the metro construction, and with the plans for a suburban railway system still only in the infant stage, the reconstruction of Déli, as well as the building in of the around 30 thousand square-metre area along Alkotás and Mészáros Streets, has been put on ice.
A tunnel connecting the Nyugati (Western) and Kelenföldi train stations has been envisioned as part of the suburban railway plan, also called the S-Bahn strategy, but the final route of this tunnel would have an effect on determining the future role and capacity needs of Déli. This necessitates that the previously approved railway and property development plan be rethought. The feasibility study of the suburban railway strategy, which will determine the further fate of Déli, will be completed by early 2009, but the development of the 26 thousand square metres along Alkotás Street and the 6 thousand along Mészáros Street could begin at once according to the current zoning plans, if the local government of the 1st district would not link the building in to first covering the train tracks, Köller stresses.
At the time the zoning plans were made, the need for the railway tunnel was net yet considered, but taking this into account today, covering the tracks should not be included in the program without first finalising the long-term needs of railway infrastructure. However, the property development could be launched with the simpler replacement and removal works along the train station's border strips, for which an agreement with the district is needed with regard to ownership issues and relaxing the restrictions of the zoning plan.
Of course the building of the tunnel seems slightly futuristic (even the three-phase program puts its feasibility only after 2020), but the development of the train station's basic infrastructure and its unneeded areas should be carried out with the knowledge of the long-term goals, and in harmony with them.
The extent to which the area of and around the Nyugati station can be developed is a tricky question from various aspects. According to a valid government decree, the station's new reconstruction plan has to be prepared by the end of the year, this time not in harmony with the now-abandoned government quarter project but with the property development plan. During this process, long-term urban and property development interests have to be reconciled with the possible methods of developing railway infrastructure, says Köller.
From an urban development standpoint, the optimal solution would be sinking the station down to the minus one level, which would make the area completely traversable, and the extra cost would not be too much compared to a building over or a reconstruction. However, the replacing of the Ferdinánd bridge with a road tunnel has been considered, which would make only a building over of the tracks possible, notes the strategic planner. This decision, which exceeds the competence of MÁV Zrt, has to be made jointly by the capital, the district, the investor, and the transport ministry, and as soon as possible, says the expert, because the decision will determine both long-term transport and urban development.
The case of the Keleti (Eastern) railway station is much more simple. There is no possibility for real estate development linked to a change in area or restructuring of the main train station, which is equipped with modern basic infrastructure, but there is a possibility of reconstructing the protected historic main building. However, the size of the area that could be built in and utilised within the building failed to arouse investor interest, therefore the strips that can be built in have been expanded to 7 hectares, with the hope of making participation in the reconstruction more attractive for investors. This will hopefully lead to the completion of the reconstruction of the main building of the country's number one train station, as well as the establishment of orderly conditions.
