daily menu » rate the banner | guess the city | one on oneforums map | privacy policy | DMCA | news magazine | posting guidelines

Go Back   SkyscraperCity > Infrastructure and Mobility Forums > Highways & Autobahns

Highways & Autobahns All about automobility



Global Announcement

As a general reminder, please respect others and respect copyrights. Go here to familiarize yourself with our posting policy.


Reply

 
Thread Tools
Old June 9th, 2009, 08:30 AM   #1401
DanMs
BANNED
 
Join Date: Apr 2006
Posts: 2,007
Likes (Received): 2

Looks nice.

Next step: expand Tirane-Durres to 3-lanes. And "Arberi Road" linking Albania with Fyrom.

Last edited by DanMs; June 9th, 2009 at 08:39 AM.
DanMs no está en línea   Reply With Quote

Sponsored Links
Old June 10th, 2009, 12:26 PM   #1402
Albaneren
BANNED
 
Join Date: Oct 2008
Posts: 128
Likes (Received): 0

Would be nice for the albanians in Macedonia to pass with a motorway in Albania.
Albaneren no está en línea   Reply With Quote
Old June 10th, 2009, 02:39 PM   #1403
Shqiptario
BANNED
 
Join Date: Apr 2008
Location: Tiranė
Posts: 5,549
Likes (Received): 11

Quote:
Originally Posted by Albaneren View Post
Would be nice for the albanians in Macedonia to pass with a motorway in Albania.
Ofc.. ...."Arbėri" road(Tiranė-Dibėr) its almost finished.
Shqiptario no está en línea   Reply With Quote
Old June 10th, 2009, 03:31 PM   #1404
panda80
Registered User
 
panda80's Avatar
 
Join Date: Sep 2008
Location: Braila/Bucharest
Posts: 4,371
Likes (Received): 333

Quote:
Originally Posted by Shqiptario View Post
Ofc.. ...."Arbėri" road(Tiranė-Dibėr) its almost finished.
Is it going to be a motorway?
panda80 no está en línea   Reply With Quote
Old June 10th, 2009, 08:29 PM   #1405
Justme78783
BANNED
 
Join Date: Oct 2008
Posts: 375
Likes (Received): 1

Durres- kukes , here you see one of the 27 bridges

image hosted on flickr


image hosted on flickr


image hosted on flickr


image hosted on flickr


image hosted on flickr


image hosted on flickr


image hosted on flickr


image hosted on flickr


image hosted on flickr


image hosted on flickr


image hosted on flickr


image hosted on flickr


image hosted on flickr


image hosted on flickr


image hosted on flickr


image hosted on flickr
[/
Justme78783 no está en línea   Reply With Quote
Old June 10th, 2009, 09:57 PM   #1406
DanMs
BANNED
 
Join Date: Apr 2006
Posts: 2,007
Likes (Received): 2

Albania highway: Making the first move

A vital connection
The motorway will create a vital connection with Durres, which is considered to be the Balkans’ main port. The official line is that the new road will cut journey times from there to Kosovo from six hours to two.

But that only tells half the story. A substantial part of the existing Durres to Morine route meanders precariously, through dramatic mountainscapes. Uncomfortably close to the road are sheer drops down to the valley. These and numerous hairpin bends keep a tight rein on speed. In winter many parts are completely blocked.

Albanians close to the project told NCE that the six hour journey can become an even more painful 10 hour trip. Many prefer the alternative − despite visa issues − and take a detour eastwards through Macedonia to avoid the treacherous drive.

The 61km central section breaks down into three sections (see map). Which is just as well because there is a wealth of work being carried out simultaneously along the route to complete a medley of structures including an impressive 4.4km of 29 bridges, 5.5km of dual tube tunnel and 6.4km of retaining walls.



One person who appreciates the importance of the road is Ylli Gjoni. He is director of the project implementation team and deputy general director for client, Albania’s General Road Directorate, which represents the country’s Ministry of Public Works, Transport and Telecommunication.

“The idea for the project goes back a long way,” says Gjoni. “Even back to before the 1990s. But then it was only for a single carriageway and that was even ruled out as too expensive.”

An idea revisited
The project dates back to 1988 but was initially ruled out as too expensive. It was revisited in the mid-1990s following the country’s shift from Communist rule to becoming a democracy but faced more delays, particularly when the war in neighbouring Kosovo diverted attention in the late 1990s.

Eventually the World Bank became involved and provided the kick-start the scheme desperately needed when it agreed in 2002 to finance a feasibility study. The following year a joint venture between Mott MacDonald and Italian consultant Technique carried out a study for a single carriageway.

In 2004, the Albanian government decided to commission detailed designs for what would be the easiest portion − the stretch south west of Rrėshen and another stretching north from Kalimash.

The government introduced a road tax in 2005 to help pay for the scheme. The same year work began on a relatively easy section, 26km south west of the central portion, with the government enlisting the army to carry out earthworks. In 2006 a long period of discussions between the government and the World Bank followed. This led to the decision to increase capacity from a single to a dual carriageway.

The World Bank is now financing a portion leading to Rrėshen, where the 61km central leg is being paid for with money from the government and with loans from private investors and international banks. The government is mostly financing the portion north of Kalimash with a smaller contribution coming from Islamic Bank.

Challenging terrain and soaring costs
Despite early feasibility studies, nothing could fully prepare the team for what lay ahead. The ground varies dramatically from rock that is in small parts competent to that which is variable and frequently fractured or shattered.

The joint venture committed to a contract based on unit costs − fixed prices were calculated for each part of the work and then multiplied by the volume of work. Although unusual in Albania, Bechtel and Enka had experience of working this way and general road directorate deputy general director Ylli Gjoni says it was the only way to make the project work with such a short programme.

But costs soared. Based on its experience of what it thought were similar schemes, Bechtel-Enka put an initial price tag on the work of about €420M (£365M). But in early 2007, the complexity of the project became apparent and the eventual cost looked to be closer to double that figure.

“My goal was a timely delivery and cost savings,” says Gjoni. “There was friction in the beginning and no one was confident that it would work. It was difficult to get everyone to understand the process of working together [to keep the costs down].

“What I am proud of is managing big contractors and big designers to produce something that is sustainable, and while subject to change, we now have running costs that are closer to €750M (£645M) − we’ve managed to save €100M (£86M).”

Building on a grander scale
Gjoni says it was during discussions with the World Bank that the government decided to build on a grander scale. The mountainous terrain and the fact much of the route is uncharted territory meant it would be virtually impossible to go back and widen the road later. “We decided that if we were going to do this, we would do it only once,” he says. So the project got an upgrade from a single carriageway to a dual carriageway.

“The key to this motorway is to alleviate poverty,” he adds. “There is an economic rationale behind it and it will have a direct economic benefit to Albanians and Kosovans from trade, development and tourism of €50M (£44M) a year − which is going to increase. It is being built with the expectation that it will be able to pay itself off in 10 years.”

The directorate awarded Bechtel the role of main contractor in an equal joint venture (JV) partnership with Turkish contractor Enka for the 61km central leg of the project in September 2006. The partnership was not a first as the firms had worked together on two other roads projects − one a 415km motorway in Romania and the other a 200km highway in Croatia.

The need to make the project start paying its way as soon as possible has dictated a new pressure for the project team. “It’s a two and a half year contract where normally this kind of project would take six years,” says Gjoni. “But Bechtel sold itself on this ability to manage itself and committed to that programme − in very challenging conditions.”

“We do lots of these kinds of highway jobs, like in Croatia, but the terrain is so different and the timescales are so tight, which makes this so much more complex and challenging,” says Bechtel-Enka prime contract manager Darren Mort.

Moving forward with gusto
So work started with gusto on site in May 2007, leaving just over two years to complete all the construction work to enable the whole 61km stretch to be open − at least as a single carriageway in each direction − later this month.

This central part of the route cuts through one of the poorest, most isolated parts of the country. The beautiful countryside is the backdrop to a predominantly agricultural community that is otherwise unspoilt, meaning little was previously known about the ground conditions. These ground conditions have been behind a wealth of challenges facing the team.
http://www.nce.co.uk/news/transport/...03302.article#
DanMs no está en línea   Reply With Quote
Old June 10th, 2009, 10:06 PM   #1407
DanMs
BANNED
 
Join Date: Apr 2006
Posts: 2,007
Likes (Received): 2

Albania highway: Ain't no mountain too high

When complete, Albania’s new motorway will offer a drive to rival the most scenic around the world. But those same mountains that provide such a beautiful backdrop have not made life easy.

Much of the route of the central 61km section of Albania’s new motorway has been determined by the decision to follow the Fani i Vogel valley, which has already carved a neat path through the mountains (see ‘Making the first move’).

The work being carried out by the Bechtel-Enka joint venture breaks down into three parts. The first is the nearly 19km stretch from Rrėshen to Reps. Section two runs for 27km between Reps and Thirrė, and the 15km long section three stretches between Thirrė and Kalimash.

Weaving along and beside the river valley involves building 29 different bridges, most of which will be in sections one and two. Section one’s highlight is a 40m high reinforced soil structure (see box at bottom of page). Section two is in the steepest and narrowest section and requires 17 of the 29 bridges.

And it is no mean feat as the landscape is an example of a rural idyll, infrequently occupied by farmers and vast swathes of land is uninhabited except by the odd herd of goats with their keeper.

The trickiest part of the route
Section three is home to one of the trickiest parts of the route. This is where Mount Runes reaches into the sky at an altitude of 1,858m. The terrain is so rough here that it was decided that the best way to negotiate the mountain would be via a twin tube tunnel.

When the road is not in a tunnel or on a bridge, rock drilling − with a little help from explosives in the trickiest areas − is being done to carve a path through the mountains for the two 3.75m wide carriageways with 2m wide hard shoulders in each direction.

“We as a project, we’re bigger than the valley. We’ve 3,800 people to feed, clothe and house.”
Mike Swinford, Bechtel-Enka


But added to that is a requirement for Bechtel-Enka to run an associated project to build a further 25km of new local roads and 250km of haul roads, while helping to maintain the national roads in winter.

Despite having a wealth of experience, many of those close to the project were keen to tell NCE quite how unusual it is.

“The real challenge of the project is the logistics of getting things done, from transporting materials and equipment to site to coordinating everything from the tunnel to the excavations to the bridges,” says Bechtel-Enka project manager Mike Swinford.

“There’ll never be another one like this. We as a project, we’re bigger than the valley. We’ve 3,800 people to feed, clothe and house, compared with the 2,000 that live in the valley.”

The tunnel
Despite its relative size compared to the 61km central section, the 5.5km tunnel at Thirrė has been one of the most interesting and challenging parts of the project as it happens to sit in some of the most difficult ground on the route.

In advance of construction starting, it was decided that the New Austrian Tunnel Method (NATM) would be best suited − here the contractor is using drill and blast to create the tunnel crown first, followed by the invert to create a 6.4m high tunnel.

With NATM, site workers install rock bolts and spray concrete onto recently blasted sections of rock to counter the effect of the ground naturally wanting to move. When the walls of the excavation are considered stable, work moves forwards.



Standard tunnel cross section

Five Atlas Copco drilling jumbos − two in the south bore and three in the north bore − drilled 140 holes into the rock face to a specified pattern for each advance. The clever machinery means that these hole locations are programmed into software on the rig so the jumbos can automatically identify the locations for each advance. A gel explosive is installed into each drilled hole before being charged and detonated.

This method comes with its own difficulties. “The principle is to allow the rock to move a small distance to mobilise the inherent strength of the rock mass,” says Bechtel-Enka prime contract manager Darren Mort. “With NATM we allow the rock to stabilise itself, but we add flexible reinforcement to provide extra support.”

Unpredictable rock
But again the variable nature of the rock has meant that life has been even more interesting for the tunnelling team.

A design philosophy had been determined for the various types of support that the tunnel will need in advance of construction starting and according to the different classifications of rock.

The tunnel’s initial design anticipated that five classes of rock might be encountered and provided different solutions for each of these. Class I was very good rock, class II was good rock, class III was fair, class IV was poor rock and class V very poor rock.

“Ok, so the rock type was adverse compared with what we expected. But at least it is a dry tunnel and we have not had any water.”
Salih Alkan, tunnel construction manager


For the three classes of relatively stable rock, the team typically used 6m long steel rock bolts, wire mesh and spray concrete to keep the tunnel stable. Despite the fact that the rock was extremely variable, it was estimated that 43% would fall into the class II category and 40% into class III, with a small proportion split between each of the three remaining classes.

For the least stable categories of rock, the design requires heavy steel arches with wire mesh. The spray concrete is installed by remote controlled robots, which tunnel construction manager Salih Alkan says helps with quality, safety and productivity.

The team was prepared for an even split of the work falling between the lighter engineering support versus the heavy-duty approach. But nature had other ideas. Following each blast, geologists had to map the rock type at the face to determine the rock mass rating. What they found was that the quantities of each rock class were completely different from those predicted during the geological investigations.

The cruel twist was that no rock fell into the most favourable class I and II categories. It turned out that only 32% of the rock could be rated as class III, while class IV predictions following geological investigations made a massive hike from 7% up to 60%. That left 8% of the poorest class V rock. As a result the team had to face up to a far more intensive method of supporting the tunnel.

Investment and optimism
Despite the setbacks, resources have been invested heavily in the tunnelling with all four faces in the two tubes worked simultaneously, 24 hours a day.

A dose of optimism from the team no doubt helped. “You can only do as much as the mountain will let you,” says Mort. Alkan still looks on the bright side despite the ground conditions. “Ok, so the rock type was adverse compared with what we expected,” he says. “But at least it is a dry tunnel and we have not had any water, which means no mud rushing and no pumping the water out.”


http://www.nce.co.uk/Pictures/web/c/n/m/DSC_0108.jpg
Tunnel portals: all four faces were worked simultaneously

Although the tunnel has been dry during construction, the permanent lining is supplemented by a combination of geomembrane and other lining that will provide long-term waterproofing. Drainage at the base and on each side of the tunnel tubes will help deal with groundwater.

Heavy steel support arches are installed in the areas of class IV and V rock at intervals of between 1m and 2m. These are in seven segments, which are assembled with the uppermost five put in place first and the bottom two (one either side) installed for the foundations − this mimics the process of advancing with the crown followed by the invert.

An unusual twist
In another unusual twist to the traditional tunnelling programme, contractors began installing mechanical and electrical systems before breakthrough on either tunnel. This was intended to save time and keep the project on track.

Tunnel electrical and mechanical construction manager Gary Dobbs says: “I’ve just come off High Speed 1 and I’ve never been on a project where the equipment is being installed permanently before the excavation project is complete. It’s probably unheard of to try and get the work done that we’re doing.

“You can only do as much as the mountain will let you.”
Darren Mort, Bechtel-Enka


“Added to that, we got a late start on the M&E so we’ve been getting the equipment manufactured from all over Europe to save time. We’ve only had five or six weeks to get it.”

Ultimately the twin tubes will be linked every 450m by cross passages − alternating between passenger and vehicle access − for safety.

The final contractural deadline for completion of both tunnels is July 2010, “but I’ve got all the confidence in the world we’ll be done before that”, says Dobbs.

The bridges

The new motorway will be far straighter than the existing mountain road, but the steep, mountainous terrain means that 29 bridges must be built.

A bridge hotspot is in the section from Reps to Thirrė in a steep, narrow section of valley. “Through this section we follow the river for much of the way,” says Mort. “There are steep valleys here, which on the one hand is why it makes it easier to follow but it is also why there are so many bridges. Plus, this area was really closed off before.”

Seventeen of the bridges feature in this section. Each follows the same design principle, comprising three prestressed, precast concrete U-beams for each span in each direction. The U-beams are cast with horizontal flanges extending outwards from the top. The beams are a uniform 38m long and 2.5m deep and weighing in at 160t, while expansion joints are typically installed at every two piers.



Standard bridge cross section

But that is where the similarities tend to end. There is a wide range of bridge heights from 10m to 85m, and bridge lengths vary from 40m to 360m. Total bridge length along the central section of the motorway is 4.4km.

The alignment geometry through the valley and mountains ensures that every bridge is unique. “Because of the rough terrain, all of the bridges are on a curve,” says structures manager Ibrahim Bilge. “To design the road for speeds of 80km/h to 100km/h we end up with curves like those on a race track.”

And they have super-elevated curves, meaning they vary in height from end to end and side to side. What is particularly unusual, says Bilge, is that the curves are created by the angle of the flanges on each U-beam, which means every single one is cast for a specific location on a specific bridge. It adds an extra element of excitement because there is a lot of surveying to check the alignment will be right before the beams are launched into their final resting place.

With finishing work involving sidewalks, handrail installation and waterproofing, Bilge estimates the bridges to be 95% complete.

Quote:
Earth moving and building walls

http://www.nce.co.uk/Pictures/web/r/...Excavation.jpg
Having a dig: The project has seen a massive excavation effort

Among the many technical challenges of the project is a mighty muck shifting operation. Excavations for the route amount to 33M.m3 − which on a tight timeframe has required help from over 1,000 pieces of earth moving equipment.

Much of the dug out material − somewhere in the region of 20M.m³ − has been reused for creating level earth platforms for use by the locals. It is a much-needed commodity in such an unforgiving and steep landscape.

But while muck shifting is a massive job, so is building structures to support the bridges and the road and to stabilise the steep inclines next to the route. All of which calls for a combination of slope engineering methods.

Another first for the project is a 40m high reinforced soil structure within section one of the central part of the route. Bechtel-Enka believes it is the tallest of its kind in Europe.

“There’s an acceptance that some of the fractured rock will come away and that’s what the rock trench is for.”
Darren Mort, Bechtel-Enka


About 70 retaining walls are being built adding along a total length of 6.4km of the route.Concrete walls are used at heights of up to 15m. Above that, the walls are reinforced soil structures with Maccaferri Terramesh units, which hold compacted fill, and geogrids that provide extra reinforcement at the base and top of each unit.

Perhaps less surprising to the team once it became familiar with the region’s ground conditions, is the fact the area is prone to landslides − a few major ones have occurred during construction.

As a result, along with monitoring slope stability, a number of extra methods have been designed to help secure the area.


http://www.nce.co.uk/Pictures/web/j/x/y/DSC_0205.jpg
The 40m high wall in section one

Where the rock is most competent slopes can be cut back on the vertical and require little more than a rock ditch at the side to catch falling ground. “There’s an acceptance that some of the fractured rock will come away and that’s what the rock trench is for,” says Mort.

However, the excavated cut slopes vary from purely vertical to slopes down to 37° from the horizontal, according to the ground type, which is typically a mixed Gabbro rock, clays or colluvium. Each slope is designed according to the ground conditions in each location.

Excavations typically form 8m high benches with a 2m to 4m back step between each lift. Slope engineering ranges from the most simple use of hydroseeding to wire mesh, sometimes bolstered by 6m to 9m solid steel bars grouted into the slope, with either mesh or cables and mesh running across the face of the slope.

In places, spray concrete is distributed over the bolts and mesh. Hydroseeding is helped with the installation of a layer of Maccaferri’s geotextile Macmat − a fibrous mesh that helps the hydroseeding bond.
Source

Last edited by DanMs; June 10th, 2009 at 10:12 PM.
DanMs no está en línea   Reply With Quote
Old June 10th, 2009, 10:17 PM   #1408
DanMs
BANNED
 
Join Date: Apr 2006
Posts: 2,007
Likes (Received): 2

  1. In figures
  2. 5.5km
  3. Length of the twin bore tunnel at Thirrė
  4. 1,858m
  5. Height of Mount Runes where the terrain is so rough the design called for a 5.5km twin bore drill and blast tunnel
  6. £44M
  7. Direct economic benefit of motorway annually
  8. 2,000
  9. Number of Albanians working on the motorway
  10. £645M
  11. Current estimated cost of the 61km section
DanMs no está en línea   Reply With Quote
Old June 10th, 2009, 10:29 PM   #1409
Justme78783
BANNED
 
Join Date: Oct 2008
Posts: 375
Likes (Received): 1

Quote:
Originally Posted by Justme78783 View Post
Durres- kukes , here you see one of the 27 bridges

image hosted on flickr


image hosted on flickr


image hosted on flickr


image hosted on flickr


image hosted on flickr


image hosted on flickr


image hosted on flickr


image hosted on flickr


image hosted on flickr


image hosted on flickr


image hosted on flickr


image hosted on flickr


image hosted on flickr


image hosted on flickr


image hosted on flickr


image hosted on flickr
[/

i jus quoted myself so that these photos be in thsi page
Justme78783 no está en línea   Reply With Quote
Old June 12th, 2009, 03:16 PM   #1410
Shqiptario
BANNED
 
Join Date: Apr 2008
Location: Tiranė
Posts: 5,549
Likes (Received): 11

Durrės-Kukės-Kosova's border motorway



Shqiptario no está en línea   Reply With Quote
Old June 12th, 2009, 04:46 PM   #1411
enschede-r
Registered User
 
enschede-r's Avatar
 
Join Date: May 2009
Posts: 44
Likes (Received): 0

2x2?
enschede-r no está en línea   Reply With Quote
Old June 12th, 2009, 08:09 PM   #1412
Justme78783
BANNED
 
Join Date: Oct 2008
Posts: 375
Likes (Received): 1

Quote:
Originally Posted by enschede-r View Post
2x2?
Yes 2x2 plus shoulders .. in that video you see only the one part , the other is being constructed ... !
Justme78783 no está en línea   Reply With Quote
Old June 12th, 2009, 09:59 PM   #1413
panda80
Registered User
 
panda80's Avatar
 
Join Date: Sep 2008
Location: Braila/Bucharest
Posts: 4,371
Likes (Received): 333

Quote:
Originally Posted by Justme78783 View Post
Yes 2x2 plus shoulders .. in that video you see only the one part , the other is being constructed ... !
when was the first part inaugurated?when will the whole motorway be finished?
panda80 no está en línea   Reply With Quote
Old June 12th, 2009, 10:43 PM   #1414
Justme78783
BANNED
 
Join Date: Oct 2008
Posts: 375
Likes (Received): 1

Quote:
Originally Posted by panda80 View Post
when was the first part inaugurated?when will the whole motorway be finished?
Only the tunnel has been inagurated , the road will be inagurated in 20 days from now ... and it will have completely been finished in September of this year !

When i say part i mean only the one direction ... ! As you can see in that video the other direction of the road is being worked ...
Justme78783 no está en línea   Reply With Quote
Old June 13th, 2009, 03:24 AM   #1415
Verso
Islander
 
Verso's Avatar
 
Join Date: Jun 2006
Location: Ljubljana
Posts: 22,090
Likes (Received): 4752

Quote:
Originally Posted by Shqiptario View Post
Durrės-Kukės-Kosova's border motorway

Wow, crazy overtaking!

Quote:
Originally Posted by Shqiptario View Post
LOL @ 2:03! They must complete this motorway ASAP.
Verso no está en línea   Reply With Quote
Old June 13th, 2009, 12:06 PM   #1416
Timon91
Error
 
Join Date: Feb 2008
Location: just outside Germany
Posts: 5,783
Likes (Received): 46

Albanians really have a Polish driving style
__________________
My Flickr account.
Some of my photoseries: Northern Ireland, Prague, Boston, Alaska part 1, 2, 3, Smoggy Moscow, Warsaw, Wrocław, Kiev, Donetsk, Odessa and Chişinău.
Timon91 no está en línea   Reply With Quote
Old June 13th, 2009, 03:41 PM   #1417
enschede-r
Registered User
 
enschede-r's Avatar
 
Join Date: May 2009
Posts: 44
Likes (Received): 0

Generally drivers from the Balkan are good drivers
enschede-r no está en línea   Reply With Quote
Old June 13th, 2009, 10:52 PM   #1418
Radish2
Registered User
 
Radish2's Avatar
 
Join Date: Dec 2008
Posts: 1,354
Likes (Received): 60

first the road was very good with dark asphalt and good markings, but then they had to drive on a dustroad, is that typical for Albania?
Radish2 no está en línea   Reply With Quote
Old June 13th, 2009, 11:39 PM   #1419
Justme78783
BANNED
 
Join Date: Oct 2008
Posts: 375
Likes (Received): 1

Quote:
Originally Posted by Radish2 View Post
first the road was very good with dark asphalt and good markings, but then they had to drive on a dustroad, is that typical for Albania?
There is an explanation why they had to drive on dustroad ... !

Look that day the tunnel ( 5,6 km ) was being inagurauted , so the cars could not continue on the road that is behind the tunnel ... ! So they had to go from the old road ( a communist left over ) ! The whole road will be as you see it in the first video a modern 2x2 plus shoulders motorway ... !

And my answer to your question : Is that typical for Albania ?

is

NO !!!!!! OF COURSE NO ...
Justme78783 no está en línea   Reply With Quote
Old June 14th, 2009, 01:06 AM   #1420
Radish2
Registered User
 
Radish2's Avatar
 
Join Date: Dec 2008
Posts: 1,354
Likes (Received): 60

Good, if it“s not typical. I also like the music playing in the car besides electronical music I like Arash very much.

Last edited by Radish2; June 14th, 2009 at 01:23 AM.
Radish2 no está en línea   Reply With Quote


Reply

Tags
albania, balkan, highway, iliria-shqipėria, illyria, motorways, road, tirane

Thread Tools

Posting Rules
You may not post new threads
You may not post replies
You may not post attachments
You may not edit your posts

BB code is On
Smilies are On
[IMG] code is On
HTML code is Off

Related topics on SkyscraperCity


All times are GMT +2. The time now is 08:32 AM.


Powered by vBulletin® Version 3.8.11 Beta 4
Copyright ©2000 - 2018, vBulletin Solutions Inc.
Feedback Buttons provided by Advanced Post Thanks / Like (Pro) - vBulletin Mods & Addons Copyright © 2018 DragonByte Technologies Ltd.

vBulletin Optimisation provided by vB Optimise (Pro) - vBulletin Mods & Addons Copyright © 2018 DragonByte Technologies Ltd.

SkyscraperCity ☆ In Urbanity We trust ☆ about us | privacy policy | DMCA policy

tech management by Sysprosium