Will drive 3.1 km over next three years to explore geological conditions for the 15 km Mt Ceneri base tunnel. Has advanced more than 2 km at 6 m/day. April 1999.   Mt Ceneri is on southern access to Gotthard base tunnel. Sigrino exploration drive underway on a 30 sq m single face to one side of the main tunnel alignment and should be completed end-2000. Contractor LGU using Tamrock drillrig for drill/blast with rockbolt support and steel arches in places. Main drive should start in 2005. Visit www.alptransit.ch April 2000.  Public hearings into the 2 x 15.4 km Ceneri base tunnel will be held from 2nd April to 16th May, 2003. The main worksite will start in Sigirino where a launch cavern for each tube is planned to start tunnelling. The full lengths of both tubes will be driven with two TBMs except a section in the Valcolla area to be blasted. The alignment on the north side bifurcates from the Bellinzona-Locarno line shortly after the Giubiasco station to enter in tunnel in Vigana between Camorino and San Antonino. On the south side, connection to the existing line will be in Vezia. Around 4 millions cubic metres of spoil will be removed and recycled. The CHF2.2 billion tunnel is part of the second phase of AlpTransit. Work to commence in 2006 for opening in 2016. Visit www.alptransit.ch 14/03.CHF1.3 billion has been allocated to the 15.4 km Ceneri base tunnel, which will be constructed as two single-track tubes, fully equipped. A scheduled building in phases has been discarted because, although this would have saved CHF155 million in the short term, extra costs of CHF334 million would have been necessary later to equip the second tube. Also, a building in phases would have reduced the capacity of the tunnel by 60%. The federal department for environment, transport, energy and communication (DETEC) is expected to approve the designs in mid August. Preliminary works could start next fall and the main works in 2006-2007. The Ceneri tunnel is part of the Gotthard AlpTransit line, since its approval at a referendum vote in 1992 confirmed in 1998. The cost is estimated at CHF2 billion (1998 price). Visit www.bav.admin.ch and www.alptransit.ch/pages/img/aktuell/Info_Ceneri_f.pdf 26/05.On 30th April, 2007, AlpTransit San Gottardo and CMC (Consorzio Monte Ceneri), a consortium whose partners are Swiss contractors CSC, Frutiger, and Rothpletz, Lienhard + Cie, signed a contract for the first underground works at the Ceneri base tunnel. The contract is worth CHF85 million (VAT not included) and encompasses tunnelling of the Sigirino access adit and an operating cavern. The contract has been signed slightly less than one year after the first stone of the Ceneri tunnel was laid on 2nd June, 2006 and further to 12 months of preparatory work for the Ceneri base tunnel, at Camorino and Sigirino construction sites. Tunnelling will commence next autumn and will last a bit more than two years. The 15.4 km-long Ceneri base tunnel connects Camorino with Vezia and is one of the key links of the plain line. It is scheduled to open in 2019. Read E-News Weekly 18/2003. Visit www.alptransit.ch, www.csc-sa.ch, www.frutiger.ch and www.rothpletz.ch 19/07.The contract for the construction of the Ceneri base tunnel from the northern portal, in Camerino, has been awarded to the Matro sud consortium headed by Pizzarotti teaming up with Ennio Ferrari, LGV, Cossi Costruzioni and Rodio Geotechnik. The consortium presented an offer of CHF103 million for the main northern lot consisting of a tunnel that will emerge on the Vigana hill under highway A2 where a double portal for three tracks will be constructed (two tracks for the new Alptransit railroad and one for the Locarno-Lugano line). Construction is programmed to commence on 6th October, 2008. Visit www.pizzarotti.it, www.ennio-ferrari.ch, www.lgv-sa.ch, www.cossi.com and www.rodio.chThe project will take place in three phases. First, an approach trench will be built in the slope that, from the valley, will lead to the tunnel site. Then, once the portal area is ready, some 50 metres will be excavated in soft ground just under the A2. From that point, crews will cut the rock through Mount Ceneri on an overall length of about 700 metres consisting of two tubes and a cavern system. The three large caverns, with width up to 23 m and height of 14 m, will be excavated by traditional methods. They will accommodate tracks for the south-north line, the north-south line and the Vigana connection that will be the interchange between north-south high speed lines and the local traffic. Click here for more details. Excavation will take place in soft soil using jet grouting and in rock using explosives. The supports will mainly consist of anchoring bolts, shotcrete, welded mash and steel arches. The final lining will be an inner concrete ring. Visit www.alptransit.ch 29/08.

The Swiss Federal Supreme Court has upheld two appeals against decisions of the Swiss Federal Administrative Court of March, 2014 in connection with the award of railway infrastructure systems for the Ceneri Base Tunnel. The judgements of the Federal Administrative Court have been annulled. The original decisions of AlpTransit Gotthard Ltd for the awards are confirmed: Railway Track & Logistics lot to the Mons Ceneris Consortium, under the lead management of Mancini&Marti AG, Bellinzona ; the Railway Systems & Overall Coordination lot to the CPC Consortium, under the lead management of Cablex AG, Berne.

The formerly planned date for opening the Ceneri Base Tunnel to commercial traffic along with the revised railway timetable in December, 2019 therefore remains the goal of AlpTransit Gotthard Ltd. Click ch/14 for tunnelbuilder archive. Visit http://www.alptransit.ch/en/media/press-releases/bahntechnik-am-ceneri-basistunnel-1019.html. 38/14.

To be driven in opposite directions from two shafts by 12.3 m-diameter Herrenknecht TBMs: one a hard rock, the other a dual-mode Mixshield slurry machine. First machine launched at Allmend Brunau shaft towards Thalwil, Sept 1998. 9.4 km long to connect with proposed Gotthard AlpTransit tunnel at Nidelbad. Contracting jv of Prader, Locher, Wayss & Freytag. Nov 1998.   Two TBMs now at work, with 12.29 m-diameter south drive machine 3 km into its 5.6 km drive having recorded a best day of 39.1 m or 23 rings while completing 673.2 m of tunnel in June, 1999. First 330 m of north drive being undertaken by second TBM in rock mode using disc cutters and conveyor belt. Following 150 m will be in slurry mode using hydraulic spoil pipelines to surface separation plant. Machine will then complete the bulk of the 2.7 km drive in rock mode in molasse. The final 700 m will be in soft mixed ground with extra drag picks on the cutterhead. Lining comprises seven bolted segments and key, 12.04 m outside diameter and 11.44 m internal diameter. Aliva pumps are used at both TBMs to pump pea gravel into the annulus. Segments are transported by converted Kiruna trucks. There are vehicle turntables behind each TBM. Zimmerberg will connect with AlpTransit Gotthard in a continuous tunnel, possibly using the same machines. Sept 1999.   South section TBM driving 5.6 km from Allmend Brunau to Nidelbad in typical Sweetwater molasse has passed the halfway point and completed 673.2 m in June, 1999 with a best day of 39.1 m or 23 rings. Conveyor capacity is 1,100 t/h using 1 m-wide belt at 2.2 m/sec. Major constraint is the rate at which spoil can be removed from site because only 13 trains/day can be handled. However, 100,000 t surface stockpile will smooth rockflow. First 330 m of 2.7 km north drive was in hard rock, then TBM was converted to slurry mode for 150 m following which it will revert to hardrock configuration. Visit www.herrenknecht.com November 1999.  Rail 2000 Thalwil junction and 900m/1,300m branch tunnels completed using drill/blast to connect with advancing cut and cover. TBM face in main tunnel left ready for AlpTransit drive to Nidelbad when finances are available. Herrenknecht TBMs completed drives in both directions from Allmend Brunau shafts and removed for storage. 27/02.

3.3 m pilot bore followed by 1.2 km roadheader excavation as top heading and bench. For completion end-2001. August 1998.

When completed, this 12.9 km twin tube with pilot tunnel which started in late-1991 will qualify cum laude for the Chamber of Horrors. Two 11.74 m-diameter Wirth TBMs and a 4.8 m-diameter Robbins TBM advancing from the east ran into geological problems in brittle sandstone. To date the pilot machine has suffered 10 face collapses which have had to be bypassed by hand mining, and the big machines also ground to a halt in December, 1997 after 653 m and 456 m of boring when 90 m of the westbound traffic tunnel collapsed aided by 750 lit/sec of water at 18 bar. Since then, all work has been by drill/blast, frequently in very wet and hazardous conditions in which an eleventh collapse of the pilot heading occurred. It is planned to restart the TBMs at some stage, possibly before 2000. Watch this space! April 1999.  Tamrock reports contractor RSEA is using its RMH 205 D rail jumbo to advance the Pinglin pilot tunnel. Visit www.tamrock.com for more product information. January 2000.Taiwan on 16th September, 2004 celebrated the final breakthrough, the eighth of its kind since 2000, of what is the world's 5th longest road tunnel. President Chen Shui-bian and Premier Yu Shyi-kun pushed a button to blast through the final portion of the eastbound tunnel. The 12.9 km Hsuehshan or Syueshan (Snow Mountain) tunnel is part of the 31 km Taipei-Ilan highway, or Beiyi freeway, which runs through mountains and river valleys in northeastern Taiwan. The Hsuehshan tunnel consists of two main tunnels (westbound and eastbound) and a pilot tunnel. Breakthroughs took place in July 1991 and October 2003 for the pilot tunnel, July 1993 and 14th March, 2004 for the westbound tunnel, and July 1993 and 16th September, 2004 for the eastbound tunnel.When initial work began on 15th July, 1991, small-sized TBMs were employed. In 1993, when work on the main tunnels began, two larger TBMs went into operation, one on the eastbound route and the other on the westbound route, both starting from the east portal. The machines cost roughly USD70.4 million. However, the tunnel drives were severely delayed by difficult geology, with fractured rock and massive inflows of water. Workers had also to deal with complex fault lines and other hazards that constantly delayed the project. Since work began 13 years ago, its completion date has had to be postponed four times because of countless cave-ins, floodings, mud and rock slides caused by massive inflows of groundwater. Eleven people were killed in the accidents. In order to speed up construction, drill/blast alternatives from additional working faces at the ventilation shaft II for all three tunnels and an additional drive at the interchange station II for the westbound tunnel were adopted. In December 1997, a large rush of water into the westbound lanes as well as a collapse forced to abandon the TBM, which was destroyed. The project had to be halted for one year. A smaller TBM was then used to complete the main portion of the westbound tunnel, which was achieved last year. As a result, the only TBM still being used was the one which bored its way through in the eastbound tube. That TBM completed a 6.8 km mountain section on 12th August, 2004.International experts stopped giving advice on how to tackle the painstaking project a few years ago, but Taiwan dug through the most difficult part - the eastward carriageway - of the tunnel. There were at least six geological faults and abundant groundwater in the section and the tunnel had to bore through very hard sandstone. This posed great challenges to the engineers. Once in just one day, the drilling heads of the jumbo had to be changed 13 times.The Hsuehshan tunnel will cut travelling time between Taipei and northeastern Ilan, passing through Pinglin and Luodong on the way, from more than two hours to just about 30 minutes. The Taipei-Ilan highway is scheduled to be officially opened at the end of next year, after the tunnel has been lined, and lighting, ventilation, power supply and traffic monitoring systems have been installed. Because of its complexity, the tunnel had to be built at all costs, for about USD1.8 billion.The world's longest road tunnel is the 24.5 km Laerdal in Norway, followed by the 18 km Zhongnanshan tunnel in China, presently under construction, the 16.9 km Gotthard tunnel in Switzerland and the 14 km Arlberg tunnel in Austria. Read E-News Weekly 12/2002. Visit www.motc.gov.tw 39/04.

  Commissioning of first section of planned five-line, 88 km system. 5.4 km Orange Line opened from Nanshih Ciao to Kuting. Red Line from Kuting to Taipei main station opened to connect with existing northern section of Red Line from main station to Tamsui. The southern section of Red Line will open shortly, following design improvements. April 1999.  Bilfinger & Berger reports completion of 4.5 km Chungho line with four stations six months ahead of schedule. Twin tracks in separate 6.1 m-diameter segmentally-lined tubes constructed using three TBMs. Stations built using cut-and-cover with diaphragm walls up to 55 m-deep and 1.2 m-thick braced by multiple layers of steel girders. Foundation piles 1.5 m-diameter and up to 80 m-deep will allow further overhead development. Visit www.bilfingerberger.de for more details. October 1999.Contract CG590C for the eastern end of Xindian-Songshan MRT Green Line, worth USD220 million, was signed with Da Cin Construction on 29th March, 2006. This 3.02 km-long section, scheduled to be completed at the end of October 2012, includes two underground stations (Nanjing Sanmin and Songshan), a crossover section, a tail-track work shaft and three shield-driven tunnel sections. The western edge of the construction begins from Taipei Stadium MRT station at the intersection of Nanjing East Road and Beining Road and is bounded on the east by the Songshan station tail-track work shaft on the west side of intersection of Bade Road and Yucheng Street.The external and internal diameters of the tunnel are 6.1 m and 5.6 m respectively. The tunnel central depth is comprised between 15.7 m and 28.1 m. Most of the tunnel path is located in soft to medium stiff silty clay layers. Underground water level depth is about 2 m. Three EPB shield TBMs will be used, with lining concrete rings consisting of six segments (K type:1 piece, B type: 2 pieces, A type: 3 pieces). Muck wagons for mucking-out.The tail-track work shaft is a cut-and-cover structure with dimension of 42.7 m x 19.1 m x 22.2 m (length x width x depth). The dimension of the Nanjing Sanmin station is 234 m x 36.7 m x 20.2 m (L x W x D). The dimension of the Nanjing Songshan station is 390 m x 23.6 m x 21.2 m (L x W x D). Tunnel construction period: April 2009-August 2010. The scheduled date for completion of other underground structures is January 2011.The Songshan line will connect Nangang line, Danshui line, Xinzhuang line and Muzha line. It will start from the west of Ximen station on the Nangang line. The total length of this line will be approximately 8.5 km featuring eight underground stations. When the line is completed in 2013, the trip from Songshan station to Ximen station will only take 15 minutes. Visit www.dorts.gov.tw/welcome.htm 27/06.For contract CG590B of the Songshan Line put out to tender by the Department of Rapid Transit Systems (DORTS), the tunnel length is 2,040 metres. There are four tunnels between stations G17 and G18 and G18 and G19. In G17-G18, the upper track has a length of 318.9 metres and the down track a length of 318.6 metres. In G18-G19, the upper track is 701.5 metres and the down track 701.4 metres. The external diameter of the tunnel is 6.1 m and the internal diameter is 5.6 m. Contract CG590B is located in the Taipei basin and the stratigraphic unit is Songshan formation of the Quaternary. The Songshan formation is alluvium deposits composed of silty clay and silty sand interbeds. The thickness of topsoil is about 2-3 metres and there are silty clay and silty sand by order under the topsoil. There are gravels until 55 metres deep.The construction method of the underground stations, the pocket track and the common duct is cut and cover while the tunnels will be bored by a shield tunnel boring machine.There are two underground stations (G18 and G19). The G18 is a three-basement underground station (21.87 m wide x 240 m long x 24.7 m deep). The G19 is also a three-basement underground station (25.95 m wide x 219 m long x 25 m deep). Other underground structures include one trumpet section (east side of G17), one pocket track (west side of G18) and one common duct. The trumpet section is 11.5-13 m wide, 90 m long and 20.5 m deep. The pocket track is 9 m wide, 365.3 m long and 24.7 m deep. The length of the common duct is 1,985 m, including 1,808 m in cut-and-cover, 177 m in pipejacking, a 4.7 m wide x 2.4 m high box structure east of Tuahwa North Road and a 2.4 m-wide x 2.4 m-high box structure west of Tuahwa North Road.The detail design consultant are Resources Engineering Services and CTCI Corporation. The project will be built between 10th July, 2006 and April 2013. The estimated amount of contract CG590B is TWD10,082,311,163. Contract CG590A of the Songshan Line is under design. Visit www.dorts.gov.tw/welcome.htm, www.res.com.tw and www.ctci.com.tw 28/06.Singapore Technologies Engineering (ST Engineering) announced that its electronics arm, Singapore Technologies Electronics (ST Electronics), has won a contract worth about SGD36 million from Marubeni for Taipei's Songshan and Xinyi mass rapid transit (MRT) lines. ST Electronics will design, supply, install and commission the MRT's communications system and the train-borne communications system for the two lines. The new communications system for the two new lines will be integrated into the existing systems of the Red/Green line network at the existing Operation Control Center (OCC). These state-of-the-art systems will facilitate an efficient, reliable and safe mode of transportation in Taipei city. ST Electronics will begin work on the 6.4 km Xinyi line with its six underground stations and the 8.5 km Songshan line with eight underground stations, in the first quarter of 2008. Completion is expected to be in 2012 and 2013 respectively. Visit www.stee.stengg.com or www.stengg.com and www.marubeni.com 50-51/07.

DORTS, Taipei's Department of Rapid Transit Systems, has awarded an integrated turnkey contract worth €334m for the first phase of the city's Circular Line automated metro. Ansaldo STS has received a €220m order to supply E&M equipment, including driverless technology and the metro signalling system CBTC Radio (Communications-Based Train Control), whilst AnsaldoBreda will supply 17 trains at a cost of €114m. The first stage of the Circular Line is 15.5 km-long with a depot and 13 elevated stations and one underground station, from Dapinglin to Wugu Industrial Park. This line connects with five MRT lines, the Xindian, Zhonghe, Banqiao, and Xinzhuang lines, and the Taiwan Taoyuan International Airport Access MRT System. Its entry into service is expected by the end of 2015. The complete Circular Line is planned to be 52 km-long, connecting with 11 MRT lines and passing through 10 administrative districts of Taipei City and Taipei County. The remaining 36 km, of which over 20 km is underground, with 32 stations and two depots are to be built in two later stages. Click here for the map and visit http://english.taipei.gov.tw/dorts/index.jsp, www.ansaldo-sts.com and www.ansaldobreda.it 12/09.

Bangkok Transit System received first $87 million to commence construction of 23.7 km Green Line. North and south sections of Blue Line scheduled for completion 2003. NATM consultant: Geoconsult E-mail office@gcs.co.at contact F L Jansky. Nov 1998.   $650 million 10 km-long twin-tube 5.7 m-diameter south section with nine stations under construction by jv of Bilfinger & Berger, Ch Karnchang, Kumagai Gumi and Tokyu Construction and will use two Herrenknecht EPBs ex-Taipei and two new Kawasaki machines. The Herrenknechts will start in July 1999 from Queen Sirikit station and will bore 4.8 km to Hua Lamphong station by mid-2001. The Kawasaki machines will start from the Rama IX station and drive 3.4 km to Queen Sirikit. Precast segmental concrete lining comprising 1.2 m-wide rings of five segments and key with hydrophilic gaskets. Rates of 15 m/machine/24h day are expected in the homogeneous, low-abrasive, boulderless clay. Principal design engineer Maunsell Asia. $770 million 10 km-long north section of similar dimensions with another nine stations under construction by ION jv comprising Italian-Thai, Obayashi and Nishimatsu using four dual-mode open/EPB machines from Kawasaki. Two machines launched from Ratchada station box early-1999 and two from Thiam Ruam Mit station box in April, 1999. Diaphragm walling and core excavation of station boxes is well underway along the route and will be completed ahead of each TBM arrival. Main consultant Ove Arup, sub-consultant for tunnels Geoconsult. Handover scheduled for 2002. June 1999.   First TBMs commissioned for 11 km Bangsue-Lat Phrao-Depot northern section of planned 20.5 km MRTA Blue Line by ION joint venture under $1 billion contract. 9 km of 6 m-diameter twin-bore tunnels and 9 stations designed by Arup Transport. ION comprises Italian Thai, Obayashi and Nishimatsu. Planned southern section of line will extend via Bon Kai to Hua Lum Pong station. August 1999.   Bilfinger & Berger reports completion of 190,000 sq m of diaphragm walls up to 1.2 m-thick for the stations using special equipment in restricted working heights. Foundation levels of stations up to 46 m below ground, with centre columns resting on 1.8 m-diameter piles, 70 m-deep. Dewatering avoided because of fears of settlement. Jet grouting employed to strengthen ground around TBM launch and reception positions and at pump sumps and adits between main tunnels and intervention shafts. Visit www.bilfingerberger.de for further information. October 1999.   SNC-Lavalin awarded three-year, $150 million lump-sum contract in joint venture with Ch Karnchang of Bangkok for the engineering, procurement, construction and commissioning of trackwork and power systems for the whole 20 km-long metro system. More details at www.snc-lavalin.com November 1999.Total length of eight twin tunnels connecting stations is almost 15 km. Four 6.3 m-diameter EPBs have been used: two launched from Phra Ram 9 station in May/June, 1999; and two from Queen Sirikit National Convention Center station in Sept/Oct, 1999. By April, 2000 nine of the sixteen drives were completed with a peak advance of 35 m/day, erecting 1.2 m-wide, 30 cm-thick, 5 + 1 concrete segment rings. Visit www.bilfingerberger.de and www.herrenknecht.com August 2000.   BMCL Co, a subsidiary of Ch Karnchang, together with Mitsubishi Electric and Alstom, to raise funds for provision of services under its 25-year MRTA contract for the 20 km-long subway being built from Hua Lamphong to Bang Sue, opening end-2002. Visit www.alstom.com 15/01.   CKSL consortium, comprising Ch Karnchang and SNC Lavalin, has completed laying 1 km of track from Rama IX maintenance centre to Thiem Ruam Mitr station. The 60 km tracklaying contract from Bang Sue to Hua Lamphong is progressing at 50 m/day for completion May, 2002. Visit www.snc-lavalin.com 40/01.   MRTA planning 13.8 km-long extension of metro from Hua Lamphong to Bang Khae, beneath Ratanakosin Island. Soft loan sought from JBIC, with 0.75% interest, 10 year grace period, and repayments over 40 years. Economic internal rate of return for extension is 14%. 44/01.  Phase I of a 8.7 km blue Line extension from Hua Lamphong to Bang Wa is awaiting approval by the Committee for the Management of Land Traffic (CMLT). The project includes 4.9 km of tunnels and four underground stations. The MRTA has completed the preliminary design. Project to be implemented under design/build contract. A single tunnel will be located in east Bangkok while a twin tunnel will be built in the west side in Thonburi. The line will cross underground the Chao Phraya river at Pak Khlong Talart. Visit www.mrta.or.th 04/02.

Invitation to tender, deadline 12th June, 2007 for BOT concession contract for a road tunnel crossing under the Bosphorus. The project will connect Kazlií§esme region on the European side with Göztepe road crossing on the Asian side. The tunnel will be a two-deck two-lane link for only light vehicles. The tunnel includes a 3.3 km undersea section and 2.1 km connecting roads, totalling 5.4 km. The toll booths will be on the European side. The concessionaire will carry out advanced engineering studies and the final application project preparation works, including geological and geotechnical work. He will also finance and operate the tunnel. Read E-News Weekly 43/2006 for more. Contact General directorate of railways, harbours and airports (DLH), Mr Mehmet Korkmaz, tel. +90 3125501717, fax +90 3125501718, e-mail mkorkmaz@ubak.gov.tr 05/07.Two consortiums have made offers for the BOT concession contract for an immersed highway tunnel project to connect the European and Asian sides of Istanbul. The Turkish-Korean Joint Venture (TKJV) made up of Turkey's Yapi Merkezi and South Korean companies SKEC, Samwhan Corp., Hansin, Namkwang Engineering & Construction and Kukdong Corp. as well as a consortium of Turkish firms Cengiz, Makyol and Dogus and France's VINCI submitted their bids in a tender organised by the Railroads, Ports and Airports Construction General Directorate (DLH) of the Ministry for transport. The tunnel, to be constructed under the Bosphorus, will connect the two sides of Istanbul. It will have two levels of traffic and two lanes per direction. Each level will be dedicated to one direction of traffic. Planned to be completed in around three years, the project will consist of tunnelling methods such as advanced TBM technology for the parts under the sea and open cut and NATM for other parts. The total length of the project including connecting roads will be 5.5 km. The length of the TBM tunnel will be 3.34 km, with internal diameter of 11.4 metres and external diameter of 12.4 metres. The NATM cross-section will be 15 m wide and 22 m high, whereas the open cut cross-section will be 10 mwide and 6 m high. Visit www.dlh.gov.tr 28/08.In the tender organised by the transportation ministry's railroads, ports and airports construction general directorate (DLH), a Turkish-French consortium formed by Cengiz, Makyol, Dogus and VINCI offered the lowest bid in a tender for the construction of a road tunnel project that is to connect the European and Asian sides of Istanbul. The consortium offered a contract period of 19 years for the tunnel, six years for investment and 13 years for running. The tunnel will be located deeper than the tubes of the Marmaray project, a railway project currently under construction that will also link the two sides of the city. The tunnel, to be constructed under the Bosphorus, will have two levels and two lanes. Each level will be dedicated to one direction of traffic. Click tr/30. Visit www.dlh.gov.tr 34-35/08.

Flakt Woods will supply EUR7 million ventilation fans for the Marmaray rail tunnel in Turkey. For more click here an visit www.flaktwoods.com/it. 20/11.

  EGO calling for tenders for 18.3 km metro Line No 2 between Kizilay and Cayyolu. September 1998.Line 2 now to be 18.2 km long and to have 16 stations. The State planning office has been approached by Ankara Metropolitan Municipality for authority to start work. Tenders to be called for complete works. Proposed further extensions to Ankara metro are 7.9 km from Ulus to Keeioren and 4.8 km from TBMM to Dikmen. Sept 1999.

Prior information notice without call for competition for the project to extend the Green metro line in the city of Kharkiv. This is an update of the original notice published on 9.2.2018. The Government of Ukraine has signed loan financing agreements with the European Bank for Reconstruction and Development (EBRD) and European Investment Bank (EIB) for the project.

The EUR382 million project, implemented by Kharkiv Metro Company, will require the procurement of the following 3 contracts:-

• Extension of the existing metro line by 3.47 km and construction of 2 metro stations;
• Construction of a new metro wagon depot and connecting rail;
• Acquisition of new rolling stock.

 Tendering for the above contracts is expected to begin in the Q2 of 2019.The selection of the FIDIC Engineer and procurement and implementation support consultant is ongoing  (click ua/16 for tunnelbuilder archive).

Interested suppliers and contractors have to contact Kharkiv Metro Company, attn Igor Pashnev, Kharkiv, tel +380 57 731 59 83, fax +380 57

731 21 41, email kharkiv.metro2017@gmail.com  with cc to kharkivmetro@gmail.com. Visit

http://ted.europa.eu/udl?request=Seek-Deliver&language=en&docid=075799-2019

and https://www.ebrd.com/work-with-us/procurement/p-pn-190211b.html. Ref.

n. 9339-GPN-46411. 12/19.

Open invitation to tender, deadline  20/04/2020, for the extension of the existing metro line and construction of two metro stations. The contract will include 3.47 km twin-tube tunnels,  2 underground stations (platform lengths approx. 104 m), track works, supply and installation of E&M equipment and integration of this equipment into existing metro systems.

Contact Kharkiv Metro Company, attn  Mr Igor Pashnev,  Kharkiv, tel +380 577303406, fax +380 577315983, email kharkiv.metro2017@gmail.com  with CC: to kharkivmetro@gmail.com. For further tender information please click here Ref.n. 9593-IFP-46411. 11/20.