Monteput Director asserts that within the next three years the building will be financed by the grants and loans and hence we are releasing the money from capital appropriations for other projects. And first priority is the Budva bypass.
Construction of the 22-kilometer second stretch of road from Mateševo to Andrijevica is scheduled to begin before the end of the year. Economically, part of the cost, 350 million, is paid by grants and foreign loans, and technically the section is just about as difficult to construct as the first sector from Podgorica to Mateševo – it will have fewer tunnels but more bridges.
“This part is quite similar to the northern part of the built section of the highway itself, i.e. from the tunnel at Mala Trava north up to the interchange at Mateševo. And then, within that part of the route of the highway, are all the buildings too, and on this part of the route we expect a lot of buildings on this part. It will have fewer tunnels, but when it comes to bridges, it will have quite a great many more bridges. And talking about construction, it is quite demanding itself, the percent of buildings will certainly be more than 50 percent,” said Milan Ljiljanić, director of Monteput.
Four kilometers of tunnels and about 7 kilometers of bridges. Two tenders are being prepared now – one of supervision and the other of construction work, the list of contractors can then be prepared in a few of days. Then listed contractors submit their price bids and if complaints are not received, they can choose a contractor by the end of September. Then starting of preparation of the construction site, approach roads and construction of camps will follow. All works are likely to take five years, i.e. up to the end of 2030.
Monteput claims the route changes have reduced the endangered houses from 30 to about ten. Five houses at the section from Trešnjevik up to the Andrijevica interchange and the same amount further before the Trešnjevik tunnel, at Bare Kraljske.
“There are likely endangered structures along the way, but we will sit down and talk with each of those owners about how best to solve these problems. There are certain structures at certain distances where they do not have to be demolished pursuant to the law, but they are still beside the highway. And then we will tackle other solutions, i.e. sound protection and other technologies and construction solutions, in order to protect these structures so life is possible after the highway has been constructed. As far as the expropriation is concerned, the section from Mateševo up to the Trešnjevika tunnel has been completed. Intensive activities are now being undertaken on this section where the route from Trešnjevika up to Andrijevica has been changed and this expropriation will be completed before the starting point, i.e. before the construction contract is signed,” promised Ljiljanić.
The head of Monteput clarifies that the following three years’ construction will be funded by grants and by loans and hence we are freeing the money of the capital budget for other projects. Top priority is being given to Budva bypass.
“I anticipate that at the next month or two we will complete this work and put out a tender for the construction of the Budva bypass. This is one segment of the corridor which is defined considering traffic within the spatial plan as section B1, connecting further on the Bar-Boljare highway, further downward Paštovačka gora, or in the vicinity of Ljubotinje, it intersects the Bar-Boljare highway. Very important corridor, and considering traffic, the crucial thing on this section is this Budva bypass from Markovići to Lastva Grbaljska, 9 km long, and worth an estimated 240 million,” he says.
This tourist metropolis bypass is developed as a two-lane expressway in both directions. It will have special paid tolls, such as what is being prepared now in Croatia, no stopping at any point at all, but tolls paid on the move.
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