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Old January 6th, 2009, 05:10 PM   #41
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Verano Business Centre in Trosarina


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Old January 6th, 2009, 05:12 PM   #42
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Kalenic Marketplace Reconstruction




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Old January 6th, 2009, 05:13 PM   #43
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Stari Mlin(Old Mill) Complex



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Old January 14th, 2009, 06:21 PM   #44
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a little bit more about Verano HQ in Block 23
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Old January 15th, 2009, 08:40 PM   #45
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Hotel Metropol



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Old January 18th, 2009, 07:37 PM   #46
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Belgrade Metro System

Main routes to be finished till 2015.

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Old January 24th, 2009, 12:28 PM   #47
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Gorenje HQ



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Old January 24th, 2009, 12:29 PM   #48
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Old January 24th, 2009, 12:40 PM   #49
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Avenue 19







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Old January 25th, 2009, 10:40 PM   #50
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Marina „Ada Ciganlija”

The location proposed for marina ‘Ada Ciganlija’ development takes the area of 14.16 hectares. The water surface occupies about 7.60 ha (54%), and the land part of the marina the remaining 6.56 ha (46%). It might be said that with this ratio between the water and the land part marina ‘Ada Ciganlija’ ideally corresponds to the world average (55% - 45%). However, the significant part of the Marina’s land section is already occupied with public communication facilities (Savski quay along the Radnicka Street, pedestrian paths, bicycle paths and so on) as well as with water supply and other infrastructure objects (bank fortification, embankment, sewage collectors along the Radnicka Street), which reduce or limit the usage of the land part of the marina location.

The specific feature of the location is that it belongs to both the protected zone of the Belgrade waterworks wells and sport – recreational zone of ‘Ada Cingalija’, which is one of the most attractive places in Belgrade with outstanding natural and visual qualities.

Marina ‘Ada Ciganlija’ should be the first example of the authentic marina on our rivers, which will, because of the Danube’s proximity, be of international importance.

The construction and arrangement of the Marina in Cukaricki branch is a comprehensive and a major investment project.

It has been planned to carry out the project in three stages.

Upon the completion of the final stage, marina ‘Ada Ciganlija’ would have the capacity of:

600 moorings for boats of all categories up to 18 m of length at aquatorium and

430 places for boats on the ground, of which 70 places in a hangar

The Preliminary design of the Marina is currently being prepared.

Marina ‘Ada Ciganlija’ has two parts: water surface – aquatorium and the land part – territory.

The aquatorium consists of the area for boat mooring and the area for access, manoeuvring and other nautical activities of the boats.

The territory, the land part of the Marina, comprises the operational bank with a ramp and a crane for handling the boats, area for boat stay on the ground, administrative, commercial, hospitality and sanitary buildings, workshops for boat maintenance and repair, car park for clients, gas station for supply, traffic, pedestrian, green and other free areas at the marina’s location.






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Old January 27th, 2009, 10:03 PM   #51
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Quote:
Originally Posted by Sawovsky View Post
Main routes to be finished till 2015.

Are you sure? This is a plan from 1976. I don't believe that they are even considering to build more than one line for start... Is idea for LRT metro finally abandoned and they are going for real metro now? What are the leatest official news?

Last edited by liman_drzava; January 27th, 2009 at 10:10 PM.
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Old January 27th, 2009, 11:27 PM   #52
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Are you sure? This is a plan from 1976. I don't believe that they are even considering to build more than one line for start... Is idea for LRT metro finally abandoned and they are going for real metro now? What are the leatest official news?
Quote:
Main routes to be finished till 2015.


Minister Mrkonjic sad that they will use plan that you quoted, but by 2015 only 2-3 main of them will be made , and then each year city will spend some many for other routes.

Main routes, will be done by 2015.

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Last edited by Sawovsky; January 27th, 2009 at 11:59 PM.
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Old January 27th, 2009, 11:47 PM   #53
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Minister Mrkonjic sad that they will use this plan, but by 2015 only 2-3 main of them will be made , and then each year city will spend some many for other routes.

Main routes, will be done by 2015.

Knowing him... it'll probably be close to that... Belgrade is desperate for metro, and it must be a priority no.1!
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Old January 29th, 2009, 02:45 PM   #54
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Belgrade Metro - (Never) Ending Story?

Belgrade still lacks an independent mass transit system, despite the fact that it crossed the benchmark of one million inhabitants long time ago. Population density, which is already exceptionally high, brings unbearable traffic jams, the existing public transport system is incapable of shuttling passengers from one outlying end of the city to another efficiently, and the suburban railway system “Beovoz” cannot meet its expected role, due to inadequate infrastructure and due to obsolete rolling stock.

City planners were contemplating the possibility of introducing the subway into Belgrade’s transit system since the end of 1950’s. Words started turning into deeds in the 1970’s, during the tenure of Mayor Branko Pešić, when the decision was made to build the new Belgrade railway junction, which would include tunnels under Vračar and Dedinje. Upon completion of the railway junction, construction of a subway system was planned in accordance with plans made by the team led by Branislav Jovin, Belgrade’s chief urban planner. Belgrade railway junction is still incomplete, the new central railway station Prokop is only partially completed, and hence the current central railway station is not relocated, although tunnels and the new railway bridge are already in service. The original subway construction plan from 1976 was abandoned, in favor of the expansion of the existing tram network in early 1980’s. This brought the first chapter of the idea to build a subway system in Belgrade to an ignominious end. The same project was later re-launched for a number of times, but it was used for short-term political gains.

The exceptionally unsatisfactory performance of urban infrastructure in the last couple of years, once again brought discussions on subway construction under the spotlight. However, this time city authorities rejected the plan from 1976, and brought independent experts in order to establish the need for a rail transit system.

After hiring of “Juginus”, a company from Belgrade, and the Spanish “Inecco” in 2006, a conclusion was made that the ideal system, which would meet the needs of Belgrade, would be a light rail system, named Belam (Beogradski laki metro - Beolgrade light metro). This decision was severely criticized by a large number of urban planners, led by Branislav Jovin, while architects close to city authorities were advocating the construction of Belam, which brought substantial polarization between the opponents and proponents of the light railway system in Belgrade. The public can still remember announcements that the construction will start “next spring”. That spring never came, and the idea about the construction of the light railway system inconspicuously faded out.

Big public pressure and the obvious necessity of a new transit system, once again opens the issue of construction of the Belgrade subway system. Namely, at the session of the National Council for infrastructure, Belgrade subway is, according to the Minister for infrastructure Milutin Mrkonjić, the third most important project in Serbia, after road and railway networks. Although metro thus became a national issue, contradictory statements started to arrive, from two persons who will have the key influence on this project – the aforementioned Minister of Infrastructure Mrkonjić and the Mayor of Belgrade, Dragan Đilas.

Mrkonjić already stated that the subway should be built in accordance with the original project, designed by Branisla Jovin, dating from 1976, where the first line was envisaged to run from Vukov Spomenik through Terazije to Fontana, in New Belgrade. Simultaneously, construction of the second line, which would run from the building of Parliament to Autokomanda is also planned. Mayor Đilas appeared to be quite reserved when it came to precise statements, especially regarding the determination of the model according to which the construction will follow (the project from 1976, or Belam?). During his visit to Moscow, the Mayor used the opportunity in order to establish contacts with experts from Russia and to consult about modalities for financing the subway construction. If our politicians are trustworthy, contacts with the Chinese, Spaniards, Germans and French are already established, who are interested to finance the construction by providing affordable loans, bud under the precondition that their companies will be the main contractors. As far as the financing model is concerned, the public still does not have relevant information about planned modalities, taking into account that due to the global financial crisis, it is increasingly difficult to obtain the capital, needed for realization of such a large project.

The Minister of infrastructure Milutin Mrkonjić stated on 18th of December that in three months it will be known what kind of subway system Belgrade needs to build. At almost the same time, Dragan Đilas stated that experts for subway systems from different European countries will arrive in Belgrade next January, in order to evaluate the current situation and to submit their proposals. Đilas also stated that the decision will be made until the end of April 2009, which converges with the three months deadline set by Mrkonjić. Besides, Đilas said that the construction will commence only after the technical documentation is drafted, and when the information regarding the price, builder and completion dates becomes available.

In order to understand the conceptual differences between the project from 1976 and the Belam, it is necessary to highlight their key features. This will be accompanied with appropriate plans, which will clearly demonstrate advantages and disadvantages, as well as some basic technical details.The project of Belgrade subway system from 1976 was divided into a number of stages. During the first stage, construction of two lines was to be completed, the M1 and M2 respectively, and subsequent stages were planned to be reserved for expansion of the subway network. Lines M1 and M2 once again came under the spotlight, due to statements made by Milutin Mrkonjić i Branislav Jovin. Both lines would run largely underground, except on smaller sections (for example, over the river Sava), which guarantees its independence from surface traffic. This subway system envisaged the flow of up to 40,000 passengers per hour in one direction, using standard high-floor trains, with third-rail power supply and the gauge of 1,435 mm (in comparison, Belgrade tram gauge is 1,000 mm). Trains would be up to 2.7 m wide, and up to 40 m long. Third rail power supply has an advantage over the overhead power supply, when it comes to the height of tunnels, since they are usually 20-30% lower than those using the overhead power supply.

The planned section of M1 would run from Konjarnik through Novi Beograd to Zemun. The line is planned to run entirely underground below the Kralja Aleksandra Boulevard and Terazije, where it would surface near the park next to the School of Economics, near the central railway station. From there, the line crosses the river Sava, over the road-rail bridge, whose construction is planned on the spot of the current old Sava Bridge. According to the original project, the realization of this corridor would demand a complete reconfiguration, or upgrade of the old Sava bridge, or its demolition, in order to build the new road-rail bridge. The alternative would be relocation of the subway bridge on the middle of the Sava amphitheatre, or between the Gazela bridge and the old Sava Bridge, where the river Sava could be crossed directly, reaching the Zoran Đinđić Boulevard. Another possibility is construction of a tunnel, but it is questionable how realistic this solution would be, mainly due to the difference in altitude between the Terazije ridge and the bank of the Sava river. Another important factor, of course, is the price of such undertaking.

After the crossing of the Sava, the line M1 would run through the corridor under the Intercontinental hotel and the Zoran Đinđić Boulevard for a few kilometers to Fontana, where it would turn to Zemun via Stari Merkator. Also, this envisages construction of a large depot, for maintenance of rolling stock, which would be located between Zemun railway station and Grmečka Street. The section between Autokomanda and Kalemegdan would be connected with line M2, which would share the route with line M1 on a short section near the house of parliament. This line would connect Prokop, Klinički centar and Slavija Square with Trg Republike Square, Knez Mihajlova Street and Kalemegdan. The southern branch of M2 at Autokomanda and the branch at Prokop would be constructed so that the line could be extended from Autokomanda to Voždovac, and that a new line could be built, stretching from Prokop to Banovo Brdo. Today, construction of the whole M2 line is planned, but as far as the construction of line M1 is concerned, only the stretch from Vukov Spomenik to Fontana, in Novi Beograd, is planned.

The competing project, the Belam, also envisages the main route from Konjarnik to Zemun (line 1), but with a partially changed path of the line and station locations, as well as two shorter lines, to Banovo Brdo through Novi Beograd (line 3) and Prokop (line 2). This system also envisages 1435 mm gauge, but the system would not be completely independent from surface traffic, unlike the project from 1976. The whole Belam network would be independent on 80% of the overall track length, and the rest would be integrated into existing thoroughfares, which might spell troubles during operation of the system. The envisaged capacity is 20,000 passengers per hour, which would be transported in vehicles 2.7 m wide and about 35 meters long. Power would be supplied by overhead cables, which enables trains to surmount bigger gradients, but it also requires higher ceilings in tunnels.

Line 1 also follows the route Kralja Aleksandra Boulevard, but on that section it would run on surface, and at Vukov Spomenik it would descend under ground, continuing through the house of parliament. There, instead to Terazije, as it would the case with the plan from 1973, the Belam would continue towards Trg republike Sqare and Knez Mihajlova street, to Varoš Kapija, from where it would run on surface. From there, the line would continue to Novi Beograd, passing a new bridge, or on an annex built with the Brankov bridge.

In Novi Beograd, the line would run right next to Ušće business centre, where it would cross a small underground section in order to enter into the Milentija Popovića street, where it would turn right, towards the Zorana Đinđića Boulevard. From there – mostly on surface, Line 1 follows the path next to the Novi Beograd municipality building through Mihajla Pupina Boulevard, all the way to the Tvornička street in Zemun.

Line 3 is planned to run from Belgrade Arena, crossing the new bridge over the Sava River to Banovo Brdo. In order to avoid confusion, it is important to note that although tracks for the subway system will be laid on the new bridge, it does not mean that these tracks are intended exclusively for the Belam, since the subway project from 1976 also envisages construction of the new bridge, on almost the same location, albeit in later stages. This line would run through Banovo Brdo entirely underground. Belams’s counterpart to the line M2 planned in 1976 is the Line 2, which would connect Banovo Brdo, Prokop, Central hospital, Slavija and the center of Belgrade, through a tunnel. Contrary to the rival concept, line 2 would not end at the House of Parliament, instead, it ends near the School of Law. For the future site of Belam’s technical base, the existing tram depot in Novi Beograd was chosen.

As its main advantage, the designers of Belam point to the fact that the line 1 covers a significant part of central zones, and the possibility of attaining total independence from the surface traffic with additional investment. As an advantage they also point its price, which would be roughly one half of the price needed to complete the subway system in accordance to the project from 1976. On the other hand, the subway system planned in 1976 would be completely independent from the surface traffic from the beginning, and as such represents an investment for the future. Despite the relatively lengthy construction period (7 years, versus 4 years needed to finish he Belam), such system is considered to be a quality investment, which inevitably carries bigger price tag than Belam. In the best case, the price for construction the subway system according to the plan from 1976 would stand at 1.2 billion Euros, while construction of Belam would cost at least 500 million Euros.

Although the subway project from 1976 is visionary, it did not envisage radical urban change which came after the breakup of former Yugoslavia. 35 years have passed since this plan was unveiled, and Belgrade is not the same as it once was. On the other hand, Belam represents an interesting approach, but this concept cannot satisfy long term needs. Because of the existing polarization among local experts, who advocate one or two solutions presented, it is almost impossible to establish neutral communication in order to find some solution, which would meet the current and future needs of Belgrade. Therefore, the best solution would be to make a brand new project, which could use the exploits of the existing two projects, but with original solutions in order to solve key problems, such as the crossing of the Sava, connecting central and suburban areas, as well as the appropriate concepts for future vehicles. First steps towards decisions for construction of the infrastructure project of the century in Belgrade confirm the idea that foreign urban planners should be brought in order to achieve some neutral and compromise solutions. Maybe it is not important who will providide the solution if it represents the best public transport solution for the people of Belgrade and if it represents a good opportunity for the local economy.

www.beobuild.net
BTW, beobuild is the site that informs about constructions in Belgrade, all updates can be read in english language, so if you want to se the situation in Belgrade, feel free to visit www.beobuild.com
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Old January 29th, 2009, 02:59 PM   #55
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Old February 9th, 2009, 11:39 AM   #56
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some update on Sava Bridge on 06. february 2009

photo by our friend Vrachar

[IMG]http://i41.************/10eiw0j.jpg[/IMG]

[IMG]http://i41.************/245dhrs.jpg[/IMG]

[IMG]http://i41.************/vxbz29.jpg[/IMG]
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Old February 19th, 2009, 03:45 PM   #57
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Project for Reconstruction and Adaptation of the Museum of Science and Technology Search

At the end of 2005, by the decision of the government, the Museum of Science and Technology received, as its new location, the first public thermo power plant building, located in Dorćol. While solving the problem of housing for the museum, the inevitable need for reconstruction of this building became apparent. Reconstruction is needed in order to meet the requirements for the complete, modern functioning of the museum. Because of this, the Museum of Science and Technology is one of the cultural institutions that is to be reconstructed using funds from the National Investment Plan. The famous architect Boris Podrecca has been entrusted with creating the design of the building.




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Old February 21st, 2009, 12:42 PM   #58
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Quote:
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Verano Business Centre in Trosarina


Cool project! Belgrade becomes ultramodern!
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MY CITY SEVASTOPOL: PROJECTS & CONSTRUCTION | CITYSCAPES || URBANITY IN RUSSIA
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Old February 27th, 2009, 05:41 PM   #59
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New renders for DT at Autokomanda





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Old February 27th, 2009, 08:00 PM   #60
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Beograđani bravo,imate stvarno super projekte,ali vas molim da editirate tagove na svim svojim dretvama da se čovjek može snaći.
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