The new VRT Kořenice-Bečváry terminal will represent a significant transformation and transport potential for the region, even though it will not be a defining station on the line. The rational aspects of fast and easy interchanges, passenger comfort and traffic have come to the fore in the design of the intermodal connections and the terminal building. The plan respects the basic principles of the brief and the required functions arranged in a logical and clear order, creating a compact intermodal interchange. For transit connections, we have sought to create a compact connection between all modes of travel and short walking distances. For the proposed structures, we have prioritised rational dimensions, economically feasible designs and easy-to-operate solutions. With its consistently well-thought-out solutions, the new interchange becomes a high-quality stop on the new VRT line.
The transport system is based on the layout proposed in the tender documentation. On the eastern side of the rapid transit line, access for long-distance buses, taxis and K+R is concentrated, while on the western side there is a P+R with a capacity of 350 seats, which can be expanded in the future.
The bus station and the integrated K+R and taxi stations are accessible from the new bypass road around Pučer. The bus stops are located in a compact area as close to the station as possible. The buses receive their passengers in a mutually parallel position, facing towards the station.
The K+R and taxi stations are located parallel to the rapid transit platform, next to the pedestrian walkway in front of the station.
A 350-space P+R car park with intensive tree planting was located on the west side of the railway, with a compact design. On the entrance side of the platforms there are parking spaces equipped with wheelchair access, for families with multiple children and with electric charging stations. The car park can be extended along the railway in the same system. In designing the car park, we have tried to keep walking distances from the terminal building and platforms to a minimum.
The connection between the regional rail line and the rapid transit line is provided by stairs leading to both platforms, as well as elevators providing wheelchair access that are located next to them. The southern platform is accessible from the bus station, from the direction of K+R, B+R, P+R and from taxis. Access to the northern platform is provided by the fast-track bridge structure, extending the fast-track platforms.
Access to the rapid transit platform is primarily provided by a stairway, elevator and DC escalator leading from the pedestrian underpass located at the terminal building. In locating the terminal building, we have prioritised the proximity of the regional railway due to the short transfer distance, which is matched by the location of the bus station, P+R, K+R and taxi ranks, as well as the location of the stops of the shorter HSR trains. In addition to the primary access, we provide evenly graded and longitudinal ramp access along the platform from the platforms to the surface pedestrian routes, on a slope, which also aids the emptying of longer trains and evacuation in the event of an accident.
Cyclist access to the new station is supported by the development of surrounding cycling infrastructure and the construction of covered B+R storage facilities attached to the station. From the eastern direction, we provide a pedestrian and bicycle connection through the Pucery directly to the terminal building. In the west direction from Bečvár next to the regional railway line we propose a new cycle route with protected routing without car traffic. From the south direction from Poďous and Červený Hrádek, we are reusing the road section, which is free of car traffic thanks to the roundabout, for cycling access. Because of the two-sided access, the covered B+R storage facilities will be located on both sides of the railway, at the foot of the slope, directly next to the terminal.
We will create a direct logical and barrier-free pedestrian connection between the above mentioned means of transport and the neighbouring Pucera, aiming for the shortest possible transfer distances.
Tamás Fialovszky, Gergely Kenéz, Hunor Szántó
Train Station
open international competition - honorable mention
Kořenice, Czech Republic
Train Station
open international competition - honorable mention
Kořenice, Czech Republic
The architectural elements follow the pure logic of the transport systems and objects. The rapid transit platforms, the roof protecting the bus station boarding points and the B+R storage follow the direction of the rapid transit line running through the landscape as a quiet horizontal element. The protected waiting areas of the regional railway are naturally created by the rapid transit bridge structure.
The terminal building is located in the centre of gravity of the transport elements. The functions of the reception building are mainly located on the side next to the bus station towards Pucery, following the logic of the primary travel connection. The building also provides weather protection and a waiting area at platform level for both rapid transit platforms.
As the construction of the railway is accompanied by significant ground works and there is a large height difference between the rapid transit and the regional rail line, some of the resulting soil will be used to reduce the height difference between the bus station, the P+R car park and the rapid transit platforms. In this way, the vertical traffic heights can be rationalised, as well as the storage of the excavated soil. In the design, we have taken full account of the established height of the regional railway and the barrier-free design of its low-slope pedestrian connections. As a result, the landscaping can mitigate to some extent the prominence of the intervention in the landscape and use the large distances to create a more natural terrain connection.
The new terminal building defines the centre of gravity of the new transport hub. In order to make this position as accessible as possible from all directions, we have moved the VRT platforms close to the northern end, towards the regional railway, accommodating the end points of the bus station and P+R car parks, as well as the B+R storage and K+R and taxi stops.
We designed the terminal building as a compact building with a small built-up area on either side of the level crossing. The building is located directly adjacent to the edge platforms on a slope, minimising the length of the passageway under the railway platforms.
On the east side of the Pučer is a ground floor lobby, ticket office, a small passenger shop with café, sandwich bar and newsagent functions, as well as public toilets, vending machines and stores required for maintenance.
The platform level will include straight-line stairs on both sides, lifts to provide wheelchair access, and a 1-1 DC escalator to enhance passenger comfort and reduce shock loads, and its direction can be changed according to the train timetable.
There is a 1-1 smaller waiting area at platform level, which provides sheltered and comfortable waiting at rail level during cold seasons, taking advantage of the views of the surrounding landscape from the top of the rail embankment. The size of the east and west waiting rooms is different and reflects the expected traffic at the station as passengers will primarily be looking for the direction to Prague.
Between the passenger areas on the ground floor and at platform level, the mezzanine level contains areas for staff providing interchange operations, offices and cloakrooms. This position allows for a design that is close to everything, yet separated from the travelling public.
The new terminal building thus creates connections between the different levels of the interchange in the smallest possible footprint, while providing protected waiting areas and easy orientation for passengers on the lower and upper levels.
The building is constructed from a prefabricated steel frame structure and concrete floor panels, taking advantage of the high quality finishes and cost-effective, quick implementation. The building has a clean, simple appearance, opening only where functionally justified for the interior spaces, and its supportive and functional structure is clearly legible on the building's exterior.
The external appearance of the terminal, following the internal system, has acquired a varied, honest façade, designed with varying insets between the supporting bays. On the ground floor, transparent glass surfaces open up the passenger areas. Printed sun screens on the windows of the offices and waiting areas on the first floor provide unobstructed views of the surrounding area, while also reducing the building's thermal load. In enclosed bays, galvanised sine sheet provides a subtle pattern to the façade. The ground floor entrance is protected by a simple, hinged awning.
The east and west wings of the building are connected by a simple undercroft, with overhead lighting proposed in the zones between the rails, improving the ambience of the through space with natural light and rooflights structuring the length of the space.
We have designed transport links between developments (pedestrian, cycle, bus, car) to minimise the hard surfaces created, whilst maintaining the environmental benefits of natural ground cover, reducing the heat island effect and also reducing capital costs.
The P+R car park will be created in a form with intensive tree planting, with a water permeable surface. As a result, its extension will be able to follow changing travel patterns easily and flexibly, providing natural shading in summer, while the tree canopy will mitigate the environmental burden caused by traffic. On the west side of the station, we are already proposing, in the first phase, the planting of a woodland belt that covers the entire area of the planned car park extension, planted in a regular grid.
In pedestrian areas, where possible, we use small, water permeable surfaces for natural drainage of rainwater. Stormwater from surfaced areas is collected in rain gardens. Alleys are marked along pedestrian and bicycle routes to define major axes and provide a pleasant, shaded connection.
In designing the buildings and structures, we placed particular emphasis on rational dimensions, ease of construction and ease of operation. In this way, construction and maintenance leave the smallest possible ecological footprint. On the roof of the terminal building, we will install solar panels to cover the station's energy needs. We collect rainwater from the roofs into rain gardens, where we let it soak in or use it to maintain green spaces. The simple geometry of the station building minimizes heated spaces and allows for easy maintenance and cleaning.