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A projekt az Európai Unió támogatásával, a Kohéziós Alap társfinanszírozásával valósul meg.

In 1972, the Plan of Development for Budapest and surroundings assigned the line Bél-Buda to Rákospalota to be the fourth Metro line in Budapest.

In 1974, an OMFB Study finalised the alignment and discussed the technology of construction.

In 1976, Regulation 3034/1976 of the Council of Ministries assigned 1978 as the starting year of line construction, and approved HUF 1.1 billion in the 5th five-years plan; at the same time, submission of the target of development for 1976 was ordained as well.

In 1977, ÁTB approved the target of development under the number 5005/1977 (Section I-II: Budafok - Baross tér - Baross tér - Bosnyák tér). The Chairmain of the Capital's Council was instructed thereby to submit his investment proposal to ÁTB in the first semester of 1978.

In 1978, out of the investments to be launched the DBR line project was suspended (according to a relevant decision of the Council of Ministries). Submission of the investment proposal to ÁTB was postponed, so the starting year was assigned to be 1981.

In 1981, an amended technical-economic documentation was prepared, in which the first section to be implemented was Bocskai út - Baross tér, due to an amendment in urban development concepts in the meantime.

In 1982, ÁTB made a new decision, according to which any investment proposals related to the new line (including general projections referring to Metro network) shall be submitted in 1985.

In the period 1985 to 1986, financial and scheduling estimates changed, construction of the North-South Metro line was postponed. Regulation 5033/1986 of ÁTB decreed also on the DBR Metro line, specifically investment proposal etc., namely that it should be submitted to ÁTB in 1987.

In 1987 this proposal was completed, an inter-ministerial co-ordination was commenced, but ÁTB failed to discuss the issue in 1987 and 1988 as well.

In 1988 the involvement of Soviet capacities in Hungarian Metro constructions in order to compensate the foreign trade balance was mentioned for the first time.

In 1989, following long negotiations it became evident that the Soviet party can only submit his offer for the technical design prepared by himself, and the preparation lasted from the second half of 1989 to the spring of 1990.

In the spring of 1989, the preparatory works reckoned with the submission of the investment proposal in August, however, the Council of Ministries received no proposals supposing a construction by only Hungarian contractors. It was raised that a Soviet co-operation has emerged in the meantime, and also some other signs could be noticed according to which foreign interests were also involved in the construction and financing of the Metro line. Accordingly the submission was officially postponed to December 1989, then - due to the late Soviet design - to early in 1990.

September 1989 a letter of intent was received from MATRA TRANSPORT company, in which they confirmed that they were interested in the construction of DBR Metro line as an express railway line of the VAL system. The Minister for Transports and the Chairman of the Capital's Council requested MATRA in a joint letter to develop their offer in all details. In the following, with Hungarian co-operation, a feasibility study was prepared and reviewed by the Hungarian Commission of Experts. In December 1989, the plan was considered as suitable for further design.

January 1990, MATRA TRANSPORT and five Hungarian companies issued a letter of intent to prepare the French design documentation. These plans were completed by late July of 1990. Concurrently, the design work mentioned above in relation with the Soviet offer was also continued.

Late in 1989 and early in 1990 some other foreign companies expressed their interest in Metro construction and financing capacities (Siemens, AWG, SKANSKA, Intermetro).

May 1990 the Soviet offer was received.

July 1990 the French (VAL) tender documentation commenced earlier was finalised.

July 30, 1990, a KHVM (Ministry for Transport, Telecommunication and Water Management) representative announced that a tender procedure had been issued for the companies that earlier declared their intention and requested submission of their tender not later than October 31.

July 1990 a consortium led by SIEMENS submitted a tender prepared in the meantime, even before receiving the tender documentation.

May 16, 1991 the submission "Proposal for further construction of the Capital's express line network, the concept of DBR Metro line, with consideration of the results of international tender procedure". In a Regulation taken in this respect (No. 598/1991), the General Assembly agreed to the further construction of the express line network and accepted the priority of a South-Buda - Budapest Centre ("Downtown") - Zugló - Rákospalota direction. In addition, exact definition of the whole alignment was given by this Regulation, including the issue of a tender procedure enabling a proper comparison of previous tenders.

September 10, 1992, the Capital's General Assembly decided on the Metro line originally envisaged to be constructed, as well as its implementation using credit, the issue of an international tender procedure, and the revision of the entire alignment, excluding the versions for the city center section not included in tenders. The result of this arrangement could be presented to the General Assembly on November 26, 1992, which accepted the version with an alignment crossing Józsefváros.

September 10, 1992, the General Assembly requested the comments of the representative of Matra Transport on the sudden price increase of FRF 1 billion, and considered it as unreasonable. At the same time, it repeated the necessity of issuing a tender procedure and to take credit. An intensive work started regarding tender preparation and preparation of previous central Government decisions.


November 3, 1992, the Economic Cabinet then on November 10, 1992 the Government as well passed a concept in relation with financing principles. Government Regulation No. 3556/1992 of the Republic of Hungary, among its most important provisions, enabled to award guarantees to the credits to be taken up by the Capital's Local Government, as well as to reimburse any principle of the credits to be taken up. The Government Regulation also stipulated that the credit offered by the European Investment Bank shall be examined due to its favourable terms.

The invitation to an open international tender procedure issued on December 21, 1992, requested proposals for the construction of section I of the DBR Metro line as main contractor, and proposed credit covering 100% of costs. The invitation was neutral in respect of the technological system of the metro. In other words, the bidders could offer both a system similar to the existing one (so called "iron wheel system") and any different system with tyres or fully automatic operation (no driver). The invitation for tenders was purchased by 18 candidates. Out of the four tenders submitted one had to be excluded because of formal and content deficiencies, thus, three tenders were evaluated. The evaluation was carried out by a committee of 22 members selected from both parties having issued the invitation for tenders, i.e. the Capital's Local Government and the Ministry for Transport, Telecommunication and Water Management, as well as an experts' committee of 19 members assisting it, in compliance with detailed technical and financial requirements and a specific scoring system. English financial, American commercial-technical and legal advisor companies also participated in this evaluation. Personal interviews with the tenderers were organised and several clarifying questions were posed. The experts' committee summarized its work in three reports, which were complemented by special reports of some foreign experts. The Evaluation Committee completed its works on June 21, selecting two preferred tenderers, with which further commercial negotiations were recommended.

September 1993 it was suggested to declare the tender procedure unsuccessful and, simultaneously, to place the whole procedure upon new bases, for which also the co-operation of international financial institutes and their later financing willingness were requested. The discussion held with the Ministry for Transport, Telecommunication and Water Management was concluded with the compromise that commercial negotiations are indispensable to reduce prices as much as possible.

December 1993 negotiations were held. However, the reduction in price reflected only quantitative reduction (sometimes also qualitative ones); it was not associated with higher efficiency and it was not to the contractors' detriment. No displacement/fundamental changes were made in financing terms. This has confirmed the capital's position according to which other ways should be sought to implement the first section of DBR metro line since this process failed to give positive results.

September 1994 an agreement was made between the Capital and the Ministry for Transport, Telecommunication and Water Management on the joint interpretation of tendering results (including tender procedure) and, as a result, the process was jointly declared as unsuccessful.

November 1994, the Capital's Mayor paid an official visit to the European Investment Bank (EIB) and requested their support for project evaluation and the preparation of a feasibility study necessary to the bank's participation.

March 1995 the invitation to prepare a feasibility study was issued, involving also an international expert requested and financed by EIB.

June 1995 (following an unsuccessful request for domestic resources) the central organisation of PHARE provided a coverage of about ECU 800,000.- needed to prepare the mentioned feasibility study.

November 1995 commencement of works in Budapest by the advisors selected in an international tender procedure issued for this study.

On March 28, 1996, the Capital's General Assembly discussed the new document on the decision making related to the new Metro line, and in its Regulation No. 502-504/1996 (III.28) Főv.Kgy. empowered the Mayor to hold negotiations with Government agencies on cost distribution, to assist in the preparation of actual Government statements and, in addition, to clarify any issue related to the implementation covered by Soviet State debts.

May 1996, the Government decided in its Regulation No. 2126/1996 (V.29) that further negotiations are necessary both with the Russian tenderer and the Government agencies in order to clarify the terms of suitability of such a tender. In Item 4 of the same Regulation the Government set out that a proposal should be submitted on the Metro project, with consideration of the feasibility study prepared by this time, and not later than December, 1996.

In the summer of 1996 negotiations were held with the Russian party. In this relation, the Government decided in

September 1996 in its Regulation No. 1098/1996 (IX.17) Korm. to give preference to any project with shorter return period with respect to the breakdown of Russian debts, i.e. it shall not accept the offer given to Metro construction.

October 1996, the Feasibility Study was completed after 11 months, as envisaged.

November 1996, three competent commissions of the General Assembly could investigate the results of the study within a joint session, including specifications of the new Metro alignment.

On November 27, 1996, the General Assembly accepted the Metro alignment and requested the Mayor to carry on negotiations with the Government on cost distribution.

February 1997, a Government meeting took place where Regulation No. 1027/1997 (III.5) Korm. defined the general cost distribution as 60/40%, which is in force even today.

April 24, 1997, the Capital's General Assembly accepted the target of investment (fully in compliance with the feasibility study's results), and decided on the employer (establishment of DBR Metro Kft.).

Early in November 1997, a credit evaluation was made with creditors (EIB and Kreditanstalt für Wiederaufbau, Nordic Investment Bank) (revealing the status of the Government and Capital City, assessment of the progress of the project). The creditors have suggested BKV to be the party taking up credits.

February 1998, credit negotiations took place at EIB with Government, specifically, the first ECU 50 million instalment of the loan amounting to ECU 200 million.

March 1998, the Government accepted the result of credit negotiations and issued detailed provisions on the project and maintained the financing ratio of 60/40%.

On April 9, 1998, Loan Agreement (BKV-EIB), Guarantee Agreement (Government-EIB) and Background Guarantee Agreement (Government-Capital City-BKV) were signed.

On November 6, 1998 the Government declared that he does not intend to contribute to Metro construction.

December 1998 to June 1999: Local Government of the Capital City takes legal proceedings because contract cancellation. Decision of the court of justice is, both at the first and the second instance, that the contract may not be unilaterally terminated, i.e. it is in force.

March 2000 to December 2001: since the Government insists on refusing a legally binding decision, the Capital takes proceedings in order to enforce performance. The case is ended at the Supreme Court pronouncing that the State's performance can be extended only up to an extent defined by budget, thus, the State shall not contribute to Metro financing.

June 2002: the Capital City initiates negotiations with EIB on the financing of a Metro line version extended to Bosnyák tér.

November 7, 2002: Mr. Csaba LÁSZLÓ, Minister of Finances, and Mr. Gábor DEMSZKY, Lord Mayor of Budapest, reach an agreement according to which the Ministry of Finances and the Capital City shall jointly prepare a detailed plan on the financing of Metro 4.

December 4, 2002: EIB Chairmanship approves credit terms in relation with the project.

On March 28, 2003: Mr. Csaba LÁSZLÓ, Minister of Finances, and Mr. Gábor DEMSZKY, Mayor of Budapest, carry on negotiations on the financing of the project Metro 4, among other things, on what cost distribution shall the Capital City and the State contribute to this project.

On May 14, 2003: an agreement is concluded between the Government and the Capital City in relation with Metro 4: the first phase of the Metro shall be constructed between Etele tér and Keleti pályaudvar with 10 stations, and the preparation of a second phase will be simultaneously commenced upto Bosnyák tér.

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