07-International Experiences in Tunnelling - Budapest Metro Line

http://in.linkedin.com/pub/nigel-butterfield/a/36/aa3

Nigel Butterfield
Project Manager at Oriental Consultants
Bangalore Area, India
Current

Project Manager at Oriental Consultants

Construction manager at The Louis Berger Group

Tunnel Manager at Downer Engineering
Chief Tunnel Engineer at The Louis Berger Group

Past

5 more...
Education

Loughborough University

Connections
37 connections
Industry
Civil Engineering

Nigel Butterfields Experience

Project Manager
Oriental Consultants
(Privately Held; Civil Engineering industry)
October 2008 Present (1 year 4 months)

Seminar Document- REDECON 2010

07-International Experiences in Tunnelling - Budapest Metro Line

PM for the underground section of the new Bangalore metro

Construction manager
The Louis Berger Group
(Privately Held; Civil Engineering industry)
October 2006 September 2008 (2 years )
With Eurometro, Engineer to the new line 4 for Budapest Metro

Tunnel Manager
Downer Engineering
(Public Company; Construction industry)
June 2004 September 2006 (2 years 4 months)
Cable tunnel Singapore

Chief Tunnel Engineer

The Louis Berger Group
(Privately Held; Civil Engineering industry)
January 2002 December 2003 (2 years )
Hai Van road tunnel, Vietnam

Resident Engineer Tunnels

Jacobs
(Civil Engineering industry)

Seminar Document- REDECON 2010

07-International Experiences in Tunnelling - Budapest Metro Line

January 1999 December 2001 (3 years )

Bangkok Metro, Blue Line Construction

Tunnel Manager
Hyundai Engineering & Construction
(Civil Engineering industry)
February 1996 October 1998 (2 years 9 months)
Putra Line tunnel, Kuala Lumpur

Deputy Production Manager

Airport Platform Contractors.
(Civil Engineering industry)
October 1993 December 1995 (2 years 3 months)
Construction of platform for Chep Lap Kok airport Hong Kong.

Sub-Agent LRTN
TML
(Civil Engineering industry)
February 1989 August 1993 (4 years 7 months)
Channel Tunnel,
Sub-Agent Tunnel construction,
Principal Engineer Trackwork Installation

Seminar Document- REDECON 2010

07-International Experiences in Tunnelling - Budapest Metro Line

Section Engineer
Lilley Construction
(Civil Engineering industry)
May 1986 December 1988 (2 years 8 months)
Cairo Wastewater Scheme, Egypt
Contract 4, Slurry TBM
Nigel Butterfields Education

Loughborough University
B.Sc , Civil Engineering

Additional Information
Nigel Butterfields Groups:
British Tunnelling Society

Channel Tunnel

Seminar Document- REDECON 2010

07-International Experiences in Tunnelling - Budapest Metro Line

International Experiences in Tunnelling

An overview of the challenges involved in fitting underground
infrastructure within an urban environment. In particular looking at the
construction of the new metro line 4 for Budapest, the detailed layout
for the tunnel and station construction to meet the requirements for the
new line, the problems encountered in fitting this plan into the historic
city of Budapest and the solutions developed to enable the construction
of the line with minimum disruption to life in the city.
Budapest, Hungary
Budapest is the Capital City of Hungary, lying in the centre of Europe on
the banks of the river Danube. Budapest was originally 2 settlements
and is still composed of two halves; Buda on the west bank of the
Danube and Pest on the East bank.
1. History of Metro Development in Budapest
The early development of Budapest involved the creation of the major
axis along the boulevard of Andrassey ut and beneath this corridor the
first underground railway of the continent was constructed. This was a
relatively shallow cut and cover structure which opened to traffic from
2nd May 1896, in time for the Millennial festivities.
Following this much planning of subsequent lines was carried out
however there was a long time before construction of the East-West line
No. 2 started during the 1950s, however due to many difficulties and
political problems the first section of the line didnt open until 1970.
Concurrently with this construction planning for metro lines 3 and 4 was
also carried out, the North-South line No. 3 construction started in 1970
and opened in stages from the mid 1970s up to 1990 when the
northern extension was added.
Throughout this period planning for metro line No. 4 was developed,
although political turmoil throughout Europe and particularly divisions
between State and City administrations delayed realisation of the
project until 2006.
Currently the public transport system is made up by the 3 existing
underground systems and numerous surface tram and bus routes,
however surface congestion does not permit increase of capacity by
surface road or rail to the South West of the city which is not yet
serviced by metro transport, metro4 completes this missing link in the
Budapest transport system, construction of which is now in progress.

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Metro Line

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2. Contracts for the new Metro4

2.1 Tunnel Works

A single contract was implemented to complete all the tunnel works for
the project initially working form a launch box established beside the
east most station, Kelenfold to drive the tunnels on the Buda side. The
Contract also included the construction of Gellert station beside the
Danube to which the tunnel support facilities were located to complete
the tunnel excavation on the Pest side and allow completion and fit-out
of the tunnels on the Pest side.
The geology of Buda and Pest are quite different with the Kisceli clay
providing very good tunnelling conditions found on the Buda side, but
more variable conditions found with mixed sand and clay layers on the
Pest side.
Shield tunnelling by a pair of Herrenknecht EPB TBMs was chosen by the
Contractor and has proved successful so far in dealing with the
conditions encountered, with progresses rates in the order of 15 to 20m
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Metro Line

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per day on each machine up to a maximum of 21 rings ( or 31.5m using

1.5m long tunnel segments). The TBMs have been operated in open
mode or open mode with compressed air pressure for the Buda side,
however full EPB operation has been required for passage beneath the
Danube and for the tunnelling on the Pest side.

The tunnel contract also includes the structures associated with the
tunnels, comprising cross-passages, sumps and ventilation connections
were carried out by mined methods with NATM support.
2.2 Station Contracts. Each station is constructed under a separate
contract. Station layouts determined by the track alignment and the
geometry of the locations where they are placed, without demolition of
the existing heritage structures. In general the depth varies from
approximately 14m at Tetenyi and Keleti to 31m at Gellert, adjacent to
the river.
Construction of the stations walls in all locations is by diaphragm wall,
with additional temporary support by sheet piles or secant pile walls
where necessary. At most stations the excavation is by top down
construction to enable the rapid reinstatement of the street profile to
minimise disruption at the station locations, especially where the
stations are located beneath main roads and tram ways.
The island platform length at all stations is 80m with station box lengths
generally in the order of 100m to fit the equipment rooms.
2.3 Trackwork. This contract includes installation of mainline track,
switches and crossovers and the third rail for power supply to the trains.
2.4 Station Fit-out, finishing works to the interiors of all the stations.
2.5 Systems. Signalling and communications, electrical works with
power supply at 10Kv from the Budapest Power Supply Company
transformed to 750V DC for the third rail supply to the trains.
2.6 Depot. An area of 85,000m2 is being developed adjacent to the
Kelenfold station for stabling, maintenance and operation control
facilities.
2.7 Rolling Stock. Initially the contract requires the commissioning of
16 No. 4 car train sets for the opening, with additional trains to follow
to cover increase in capacity of the line. Similar rolling stock is also
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Metro Line

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being purchased to replace the aging units currently operation on lines 2

& 3 which are nearing the end of their design life.
3. New Metro Line 4 Layout
Phase 1 of Metro line 4 completes the missing link in the Budapest
transport network, providing a direct connection from Keleti railway
station in the central eastern side of the City, across the Danube to
Kelenfold railway station in the South West where major development is
underway.
Phase 1 of Metro line 4 consists of 10 stations, is a total of 7.5 Km in
length, of which approximately 5.5 Km is composed of single tube, twin
bore tunnels. The tunnels are 5.2m in diameter, as the existing metro
routes, to carry 4 car trains of similar dimensions to the existing metro
lines 2 and 3.
A cross-over is located on the west bank of the Danube to permit train
reversal in the tunnels, sumps are placed at the low points and crosspassages for passenger evacuation are spaced in accordance with the
relevant safety standards.
3.1 Buda side layout
Kelenfold Station
Located below the railway tracks and platforms of Kelenfold station,
perpendicular to the railway track layout. To the west of the train tracks
is an overrun tunnel for train turnaround, which will also be used as the
connection for future extension of the line to the west. Connection to
railway station, tram, local and long distance bus terminals.

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Metro Line

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Buda Layout, Kelenfold to Gellert

Tetenyi Station
Constructed by top down method in park area, connection to local bus
service.
Bocskai Station
Constructed by top down method beneath the street, connection to
tram lines and local bus services.
Moricz Station
Constructed by bottom up method beneath city square, connection to
tram and bus lines. Construction by bottom up method.
Gellert Station
The deepest station of the line, constructed top down partly by box
beneath the upper embankment of the river Danube and partly by NATM
beneath the Chemistry building of the Technical University.
3.2 Pest side Layout
Fovam Station
Constructed top down below the upper and lower embankments of the
river Danube and partly by NATM both below the University of
Economics and below the edge of the Danube.
Kalvin Station
Constructed top down beneath city square, connection to Metro line 3,
tram and bus services.
Rakoczi Station
Constructed by bottom up method within a small park area. Partly
diaphragm wall and partly mined platform area.

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2010
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Metro Line

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Pest Layout, Fovam to Keleti

Nepszinhaz Station
Diaphragm wall box, constructed top down with-in park area.
Keleti Station
Diaphragm wall box, construction by top down method beneath the
road adjacent to the existing Keleti railway station. Connection to the
railway, metro line 2, tram and bus services.
4. Particular Problems in the location and development of
stations for Metro 4
4.1 Construction of a metro station beneath the existing
railway (Kelenfold)

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Metro Line

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Original Railway station layout at Kelenfold

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Metro Line

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Metro station layout beneath the railway tracks

The rail tracks at Kelenfold include the main line from Hungary into
Austria and links with the trans-European network, therefore the lines
had to be maintained throughout the construction period.
In order to complete the station box beneath the rail tracks, partial
possessions were permitted, which had to be strictly followed. Partial
track closures were allowed in five stages for construction of the station
box in that section. In each stage the following activities completed;
a) Diaphragm wall construction
b) Roof Slab construction and waterproofing
c) Reinstatement of the surface and rail tracks above the roof slab.
When the first 3 areas complete excavation beneath the roof slab
commenced.

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Metro Line

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Complete excavation and construction of the station structure was then

completed from access shafts at either end of the station, clear of the
surface rail tracks.
4.2 Construction of Station in confined area beside marketplace
(Rakoczi)

Rokoczi square before start of construction

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Metro Line

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Rakoczi station layout

Rakoczi station is situated at a parked, woody-shrubby part at the east
side of Jzsef Ring in Jzsef District in District VIII. Budapest. The
square is bordered with building on the eastern side only; the building is
the market hall of Rkczi Square. The rest of the buildings farther
away are typically multi-level buildings with an average age of 100
years.
Rescue of valuable trees on the surface, including three ones under
protection, was a key factor in locating and constructing the station.
A short diaphragm wall box was constructed, split into 2 sections, part
for the equipment areas and an open area for passengers. NATM tunnels
were constructed to complete the platform and concourse areas and
also for the ventilation connections.
For extension of the platform and concourse the following sequence was
followed:
a) construct 2 elliptical pilot tunnels by NATM
b) Construct support pillars in the pilot tunnels
c) Build the 2 platform tunnels, demolish the pilot NATM and
complete lining
d) Build the central tunnel, demolish the pilot NATM and complete
lining

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Metro Line

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Site during construction of Rakoczi

Plan of diaphragm wall box and NATM works

4.3 Construction of Station immediately adjacent to very
sensitive historic structure (Kalvin)

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Metro Line

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The space available within Kalvin square is limited. On one end existing
M3 station and on the other the church building limits its length.
According to the tender documentation two of these buildings needed
special attention, the Reformed Church Building and the insurance
companys building. The corners of the D-walls are within 2 meters of
each building. During the assessment of the Kalvin church building it
was decided that further investigation was needed regarding the
condition of the building. The new diagnostics showed that the church
was in considerably worse condition than the studies available during
the tendering stage suggested.
The church was built in the 19th century with limited financial resources,
which determined the quality of the works. The walls were made of a
mixture of stone and bricks, both very poor quality. The building that
was given a bad start was shaken by history as well. In 1838 it was hit
by the great flood of Pest, during WWII it was shot several times, it was
also damaged during the 1956 revolution and the settlements caused by
the M3 line had an impact. The verdict was that the building would not
be able to withstand any settlement.
The church building had to be reinforced to withstand the construction
of the new station box, the running tunnels, the ventilation tunnels and
the demolition of the existing underpass. Due to time constraints, the
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2010
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Metro Line

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reinforcement works of the church had to be carried out parallel to the

demolition of the underpass. Since the vibrations developed by the
demolition affected the building the reinforcement works and the
demolition had to be carefully coordinated.
The reinforcement of the church was comprised of four major works:
reinforcement of the walls, stitching
reinforcement of the foundation of the porticus and the tower by
jet grouting
reinforcement of the tower
construction of a supporting belt under the street level and at the
top of the walls

Kalvin square and Church

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Metro Line

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Demolition adjacent to the church

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Metro Line

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Additional height and strutting of wall beside the church

4.4 Construction of Stations in confined space on the
embankments of the river Danube (Gellert and Fovam)

Gellert square and baths

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Metro Line

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Gellert station layout

At both Gellert and Fovam all station construction had to be completed
working from the embankments of the river, from small deep diaphragm
wall boxes.
At Gellert the traffic on the lower embankment had to be maintained
restricting further the space available. The site on the upper
embankment is also required to support the tunnel construction works
on the Pest side.

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Metro Line

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Alignment beneath the Danube between Gellert and Fovam

stations

The Gellert station box with the mechanical shaft is located between the
historic Chemistry building of the University and the lower embankment
road. After completion of the diaphragm wall and roof slab the station
box is constructed using top down construction. Excavation is completed
for each layer after which the diaphragm wall is waterproofed then the
struts and the inner- liner wall cast before continuing to the next level.
Only after the box is completed and the base slab cast is the mined
section constructed by NATM. The NATM part of the station is located
directly under the historical CH building with the concourse and platform
tunnels.
To limit bigger settlement on the surface and especially on the CH

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Metro Line

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building the designer chose a design where a pilot tunnel was required
with a heavy reinforced concrete pillars before starting the excavation
works in the concourse and platform tunnels.
Sequence:
1.
Excavation pillar tunnel south
2a
Concreting pillar south
2b. Excavation pillar tunnel north
3a
Concreting pillar north
3b. Excavation platform tunnel south
4.
Excavation platform tunnel north
5.
Excavation concourse tunnel
Parallel with these works the excavation of the ventilation structure west
and east of the station was carried out. For the diversion of the air flow
from the mechanical shaft to the south and north running tunnels an
enlargement was required adjusted to the geological soil investigations.
Through the unfavourable ground condition on the east ventilation cross
passage the foreseen enlargement on the crown must be located on the
invert to avoid the risk of a collapse under the River Danube.

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Metro Line

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NATM tunnels complete and waterproofing fixed for lining

concrete.

South TBM passed and North TBM in Gellert

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Metro Line

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