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Intermodal Transport Solution Cluj-Napoca
Intermodal Transport Solution Cluj-Napoca
SUMMARY
1.
1.3.
1.4.
1.7.
CONCLUSION .............................................................................................................. 12
2.
INTRODUCTION............................................................................................................ 13
2.1.
2.2.2.
3.
3.1.1.
3.1.2.
3.1.3.
3.1.4.
3.2.
3.3.
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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)
3.4.
3.5.
4.
4.2.
4.3.
4.4.
4.5.
4.6.
4.7.
5.2.
5.2.1.
5.2.2.
5.2.3.
5.2.4.
5.2.5.
5.3.
5.3.1.
5.3.2.
5.3.3.
5.3.4.
6.
6.2.
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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)
6.2.1.
6.2.2.
6.3.
6.3.1.
6.3.2.
6.3.3.
6.3.4.
6.4.
6.4.1.
6.4.2.
7.
7.1.2.
7.1.3.
7.1.4.
7.1.5.
7.1.6.
7.1.7.
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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)
8.2.
8.2.1.
8.2.2.
8.3.
8.3.1.
8.4.
8.4.1.
8.4.2.
8.5.
9.
ADDRESS AND METHODOLOGY FOR THE DESIGN OF INTERMODAL
TRANSPORTATION INFRASTRUCTURES ...................................................................... 157
9.1.
9.1.1.
9.1.2. URBAN PUBLIC TRANSPORTATION NETWORK/RAIL (LONG DISTANCE) PASSENGERS ................................................................................................................................... 158
9.1.3.
9.2.
9.3.2.
9.3.3.
9.3.4.
9.4.
10. DESIGN
SOLUTION
FOR
INTERMODAL
TRANSPORTATION
INFRASTRUCTURES ............................................................................................................. 169
10.1.
10.1.1.
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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)
10.1.2.
10.1.3.
10.1.4.
10.1.5.
10.2.
10.2.1.
10.2.2.
10.2.3.
CIRCULATION AND PARKING LOTS NOT INCLUDED IN THE ECONOMICAL
FINANCIAL PLAN ........................................................................................................................... 171
10.2.4.
SUPPORT SERVICES: HOTEL NOT INCLUDED IN THE ECONOMICAL
FINANCIAL PLAN ........................................................................................................................... 171
10.2.5.
10.3.
10.3.1.
10.4.
10.4.1.
10.5.
10.5.1.
10.5.2.
10.5.3.
3)
10.5.4.
TRANSPORT CONNECTIONS BETWEEN AIRCRAFT OPERATING PLATFORM
AND PASSENGER TRANSPORT RAILWAY (Attachment n. 4)................................................... 200
10.5.5.
THE ACCESS ROAD (TOWARDS TRAIAN VUIA STREET) (Attachment n. 5) ........ 201
10.5.6.
10.5.7.
10.5.8.
TRANSPORT CONNECTIONS BETWEEN AIRCRAFT OPERATING PLATFORM
AND CARGO TRANSPORT RAILWAY ........................................................................................ 201
10.6.
10.7.
RELATIONSHIPS BETWEEN THE MAIN COMPONENTS OF THE
INTERMODAL HUB .............................................................................................................. 202
DESIGNERS: Association AMC-POOL-SEA-SMA
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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)
10.7.1.
10.7.2.
10.8.
10.9.
11.
11.1.
12.
11.1.1.
11.1.2.
12.1.
12.1.1.
12.1.2.
12.1.3.
12.1.4.
12.2.
13.
12.2.1.
12.2.2.
12.2.3.
12.2.4.
13.1.
13.2.
13.3.
13.4.
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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)
1. EXECUTIVE SUMMARY
1.1. FEASIBILITY
STUDY
INFRASTRUCTURE
OF
THE
INTERMODAL
TRANSPORT
The purpose of the present feasibility study is to verify if there are effective conditions to realize
a series of infrastructures for freight and passengers transportation which can grant an efficient
exchange between the different transportation modalities.
On 2012, November the 22nd, the European Commission approved the decision on granting
Union financial assistance to projects of common interest and, among them, the "Studies for the
development of intermodal transport infrastructure for passenger and cargo at Cluj-Napoca
International Airport" - 2011-RO-91018.
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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)
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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)
transportation (the ones using the road system) which in the Nortwest Region subtract most of
the passengers to the railway and the air services.
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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)
OF
THE
The prevision of the quantity of passengers and freight has been estimated in the socio-economic
study with the use of different hypothesis which defined the average potential consumer base and
freight commerce regarding the Cluj-Napoca Airport.
Through the use of internationally approved guidelines its been possible to make some
previsions for different periods, and also simulating scenarios including or excluding the
intermodal infrastructures development.
With the implementation of the intermodal structures for passengers traffic, a positive trend of
growth has been recorded through the years, and that justifies the money investiment.
This conclusion is even more evident if compared to the prevision of freight movimentation
DESIGNERS: Association AMC-POOL-SEA-SMA
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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)
which, thanks to the new intermodal system, demonstrate an enormous development potential.
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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)
1.7. CONCLUSION
Analyzing the above-mentioned conclusions drawn in the different chapters, we can state that the
realization of the passengers and freight intermodal infrastructures will bring along several
positive effects both for financial, the social and the environmental point of view, confirming the
europeand and romanian development politics concerning the realization of intermodal hubs for
both passengers and freight transportation.
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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)
2. INTRODUCTION
The European Commission approved on 22 November 2012 the decision on granting Union
financial assistance to projects of common interest "Studies for the development of intermodal
transport infrastructure for passenger and cargo at Cluj-Napoca International Airport" 2011RO-91018 - S - within trans-European transport (TEN-T) networks.
The overall objective of this action, aiming the passenger and cargo intermodal transport through
a connection between the air and rail transport systems and a connection of the same type for
cargo. The purpose is to promote intermodality through the development of a balanced
transportation means based on the competitive advantages of each mean of transport and
contribute to sustainable development primarily by minimizing the adverse effects of transport
on the environment and to improve transport safety.
The European Union financial assistance for this project is of 50%, i.e. more than 1 million Euro.
Figure 6- Individuation of Cluj-Napoca international airport within Ten-T network (source Ten-T)
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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)
Baggage handling;
The most recent "Transport Policy White Paper (2011)" continues to denote both for freight and
passenger the fundamental importance of intermodality also in relation to the main objective of
achieving the 60% reduction of greenhouse gas emissions.
The specific objective of the action at Cluj-Napoca is to elaborate a set of studies necessary for
the design of an intermodal transport project related to International Airport with a view to
ensure the interconnectivity of the air transportation of passenger and freight with the railway
network. By creating the intermodal terminal, the beneficiary intends to establish a connection
between the terminal which ensures the air transportation of passenger and freight and the
railway line.
The Feasibility Study aims to deepen the provisions of the Airport Development Plan (PUZ)
regarding the node of interchanges through a master plan that would integrate all recent projects
in a unified and coherent planning framework adequate to the expected results of functional
efficiency, environmental sustainability, levels of urban quality, construction and operational
cost containment. Studies developed also have allowed to determine the optimal solution for the
DESIGNERS: Association AMC-POOL-SEA-SMA
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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)
Figure 7 - View of the Cluj-Napoca Airport. On the right the new runway under construction (source
photoavia.net)
Over the last few decades airports have become increasingly key factors of competition in the
transport of goods and people.
With this project, the regional context, and more widely, the North-West quadrant of Romania,
will finally be equipped with a transportation system in which converge and be integrated
intermodal flows of different means of transport that will generate at different scales, through the
new infrastructural supply and services, new potential catchment area.
The objective of the study is to assess the technical feasibility, economic and management of the
pole modal interchange air / steel / rubber / in the airport, check their compatibility with the
environment and with the territory, to outline the steps for the realization.
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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)
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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)
provisions and the priority guidelines referred to article 5 of the guidelines on development of
the Trans-European transport network (TEN-T).
This intermodal development, will contribute significantly to the strengthening of the existing
services and the strategic focus of complementary functions that will benefit from a higher level
of accessibility and services of the highest profile and efficiency.
This study sets out a plan of action, starting from January 2016, governed by time intervals
during four phases:
- PHASE 1 0/2 years (2 years)
-
The sequence is set according to functional sections that are structured in such a way as not to
interfere with airport operations and to meet the needs related to the implementation of
infrastructure projects on time.
In reference to the priorities above, the objectives targeted are the following:
a) AIR CARGO (PHASE 1)
The development of a surface of 125,000 sqm from the interior of the airport into a cargo
area is wanted. The surface proposed to become the air cargo area is located at the end of the
existing runway. The cargo area will be formed by a platform for cargo airplanes, air cargo
warehouse, loading-unloading platform for vehicles and parking lot.
b) RAIL PASSENGER STATION (PHASE 2)
Carrying out of a Cile Ferate Romne (CFR) train station which will be located across the
airport, in the current area of CFR goods transport and CFR infrastructure. The investment
includes the performance of a CFR train station for passengers, of two secondary railways
and direct access passenger way to/from the airport, DN1C (Traian Vuia Street) and the
Apahida-Vlcele ring road.
c) PASSENGERS PASSAGE (PHASE 2)
Carrying out of a connection passage for the passengers between the CFR travellers station
and the airport. The passage shall have exits at the platforms of the train station, at DN1C
(Traian Vuia Street), at the parking lots of the airport and in the square in front of the train
station.
d) CONNECTION CFR CARGO WITH AIR CARGO (PHASE 3)
The surface specified to be used as CFR cargo is wanted to be placed in the CFR marshalling
yard area from Apahida. In order to create the connection between the CFR cargo area and
the AIR cargo area within the airport, the performing of some roads is provided, which
include three roundabouts and an underground vehicle passage which will cross below the
railways and under DN1C (Traian Vuia Street).
DESIGNERS: Association AMC-POOL-SEA-SMA
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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)
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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)
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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)
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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)
With reference to the scale and the strategic importance of the project, the long-term planning at
EU level will help to ensure a high added value, especially with regard to:
- The creation of an important node for exchanging goods and passengers between Romania
and the rest of Europe;
-
The influx of passengers and goods in a central position to the 7 and 22 Corridor linking
Bucharest and Budapest;
The development aims to become the most important regional airport of the country with
high standard services for airlines, passengers and other users who will find a direct
interchange ability with the system of the main road and rail networks in regional and local
level;
The expected positive impact on the socio-economic and employment thanks to the new
dynamics that the infrastructure will be able to generate;
The improvement of mobility / accessibility from the North West Romanian territory and the
neighboring regions of the European States;
The improvement of environmental conditions through the promotion and creation of more
and better connections and intermodal road-rail-air to reduce emissions and the impact on the
general area and the overall economy.
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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)
Socio-Economic Impact Study: emphasising the necessity and the opportunity of the action.
Environmental Impact Study: analysis of environmental conditions and potential impacts due
to the development of intermodal infrastructures.
In this feseability study much of the information was taken from the studies described above.
The object of the project is represented by carry out some studies from which it results the
opportunity to develop the intermodal transport infrastructure for passengers and goods at the
DESIGNERS: Association AMC-POOL-SEA-SMA
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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)
Cluj-Napoca International Airport and also the possibility to perform such an investment both
from the economic point of view and from the technical point of view.
Also, the generated implications by this development of the infrastructure on the regional
economic activities are emphasized. The industry transport is influenced by a series of
endogenous and exogenous factors, which immediately influence, on short term or on long term,
the evolution of the passengers and goods transportation, as well as the obtained results by the
companies that activate in this field: airports, train stations, road transport companies, tourist
agencies.
At the moment the infrastructure necessary for a significant goods transport does not exist, the
air traffic is performed only for regular passenger flights and the freight are loaded within the
limits of the possibility of the planes performing such flights.
air Transport market in Romania, Northwest Region and Cluj Napoca International Airport;
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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)
analysis of rail passenger and freight transport market in Romania and the Development
Northwest Region;
forecast of passenger and freight traffic for Cluj - Napoca Intermodal Centre;
The socio-economic impact analysis demonstrates both the current strategic role of Cluj County
(and its airport) in the Northwest Region and the importance of carrying the Intermodal Centre to
consolidate this role and promote economic development.
2.2.2. ENVIRONMENTAL ANALYSIS
With the Geotechnical Survey and the Topographic Survey, which provided the knowledge of
the soil and subsoil, and especially through the development of the Environmental Impact Study,
was given a great attention to the environmental aspects that can affect the development of the
intermodal center. Particularly were depth issues related to:
- Water quality protection.
-
Air protection.
Protection of ecosystems.
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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)
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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)
to an increase of the average yearly GDP growth rates for EU27 by +0.04%.
The Commission therefore recommends modernizing logistics to boost the efficacy of individual
modes of transport and their combinations. In particular it recommends a better distribution of
traffic towards more environmentally friendly, safer and more energy efficient modes of
transport.
3.1.2. THE MARKET REQUIREMENTS FOR INTER-MODAL TRANSPORT
The key success factors for inter-modal services are:
- Availability of frequent, scheduled, reliable, punctual (95% plus) services.
- Schedules geared to the movement of Business-2-Business20 and consumer goods.
- Full door-to-door solutions, including trucking alternatives (flexibility).
- Control and management of a secure door-to-door chain.
- Being full price competitive vis--vis road transport.
- Fast dispatching at terminals to ensure efficient round-trip schedules for trucking companies
(road collection and delivery services), including efficient road access infrastructure.
- Consistency of delivery (best reached through IWT/rail shuttles, i.e. fixed capacity21,22).
- Seamless (inter)national inter-modal services (interoperability, synchronization of processes
between railways and operators, data interchange).
- Infrastructure access charges ensuring a level playing field between inter-modal solutions
and road transport.
- Presence of users as close as possible to the inter-modal terminals.
- Availability of efficient terminals.
- Availability of empty container depots at strategic hubs.
- Supportive activities by authorities.
- Transparent and accountable situation between stakeholders both from private and public
side (e.g. non-performance contract clauses).
- Awareness of the possibilities of inter-modal transport by the market.
- Availability of knowledge and know-how in the market.
3.1.3. AVAILABILITY OF EFFICIENT TERMINALS
A highly competitive inter-modal transport system in Romania depends on the short term
predominantly on the availability of efficient terminals on the main locations in Romania. The
locations and the characteristics of such terminals have been defined earlier in this strategy.
It is acknowledged that the operation of such terminals, given the experiences with the
development of inter-modal transport in other parts in Europe, has to be executed by private
enterprises. In the cases where the public authority will (financially) develop an inter-modal
terminal, the operation of the terminal will be tendered among private companies.
The efficiency of terminals is also influenced by the infrastructural access by road to the
DESIGNERS: Association AMC-POOL-SEA-SMA
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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)
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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)
o Residential conflicts: blocks of flats among houses and houses among blocks of flats;
o Half of the incorporated area of the new PUG is not occupied nor equipped;
o Lack of facilities and equipment in the neighbourhoods
Historical defaults: precarious mobility conditions, of an uneven and incomplete network, of
missing segments (one boulevard, to the Railway Station);
City situated backwards from Somes;
Too high prices of unfitted lands (agricultural lands) and inconsistent for construction
purposes (risks of landslides, forests, orchard);
Economically decayed historical centre due to constructions of shopping centres (malls) and
due to lack of strategies and uptrend policies;
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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)
Figure 14 - Accessibility and Mobility Cluj Metropolitan Area (Source: Northwest RDA)
Figure 15 - Prioritization of projects from PIDU Cluj POR Axis 1 (Source: Northwest RDA)
DESIGNERS: Association AMC-POOL-SEA-SMA
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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)
At regional level, a series of strategic objectives were settled, in accordance with Strategy
Europe 2000, the general objective being represented by Growth of regional economy by
multidimensional and integrated development for the reduction of intraregional and interregional
disparities and for the increase of regional life standards.
The specific objectives are the following:
1. Increase of workplaces and income
There was an identification of the fact that the region has a high potential to attract foreign
investments, especially in Cluj and Bihor Counties, and yet despite its potential, the Region
is ranked on the fifth out of 6 places at national level, attracting only around 4% of the FDIs
in Romania. Actions are needed to improve the attraction of foreign investments in the area,
and the construction of the Intermodal Centre would be an opportune modality to achieve
that.
The export activity recorded an evolution until 2012, and the attraction of foreign
investments shall also contribute to growth of exports, including via Cluj-Napoca Airport and
Cluj Intermodal Centre.
The Northwest Region has a high tourist potential spa, cultural (due to the big cities and to
the large number of historical monuments), mountain, rural, religious, sportive and
recreational, business, etc., a large number of localities in the region being accredited in
terms of tourist potential. Despite its natural and anthropic tourist resources, its diverse
natural landscapes and valuable cultural heritage, the access to these objectives is poorly
developed.
2. Development of accessibility to the region and of mobility of inhabitants, merchandises
and information.
The density of modernized routes is higher than in other regions of Romania, and yet it is
below the European average standards, as this problem is obvious especially in the system of
county routes, which are modernized in a reduced percentage, especially in those counties
facing lower levels of development.
The lack of rail accessibility and the wear of infrastructure and rolling stock stand for
weaknesses. The deficient connections in the area (especially inter-county connections) and
the existence of countless restricted areas in terms of speed lead to drawbacks in the rail
transport, although it is one of the means of ecologic transport promoted at European level.
The increase of the accessibility of air transport through the four airports (of which 2 belong
to TEN-T network) is not only justified under the aspect of passenger transport but also
under the aspect of intermodal freight transport, which facilitates the development of
commercial connections and the regions economic growth. The growth of inhabitants
mobility is essential, but it must be developed through passage from individual motor traffic
to public traffic.
DESIGNERS: Association AMC-POOL-SEA-SMA
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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)
Description
Reduced height housing placed on a peripheral-type plot.
Area of economic activities of industrial nature.
Storage area, logistics.
Area of tertiary economic activities.
Special purpose area. Special purpose lands owned by the Ministry of
National Defense.
Road traffic area and related facilities.
Air traffic area and related facilities.
Railway traffic area and related facilities.
Green area for the protection of water or acting as an ecological corridor.
Area of urbanization. Area of commercial economic activities en detail
conducted in large units - big box, mall, and showroom.
Agricultural lands arable, pastures, hayfields, located outside the city
limits.
The facilities of the project under consideration are located within the limits of both the ClujNapoca Municipality and the Apahida locality, Sannicoar village.
The following UTRs located within the limits of the Cluj-Napoca Municipality are important
from the point of view of the facilities proposed for implementation as part of the project
Development of the Infrastructure of Intermodal Transportation for Passengers and Freight at
the Cluj-Napoca International Airport:
DESIGNERS: Association AMC-POOL-SEA-SMA
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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)
UTR
UTR_Ta_UTa
UTR_Et
UTR_Tf
UTR_Ta_UTa
UTR_TDA
Description
Air traffic area and related facilities, for the CARGO base; Wind farm; car
parks; connection for maneuvering aircrafts on the runway in the cargo area,
passageway for transporting passengers in the air station.
Area of tertiary economic activities.
Railway traffic area and related facilities, for underground pedestrian passage
under DN16 and CF and the railway station for passengers.
Air traffic area and related facilities.
Agricultural lands arable, pastures, hayfields, located outside the city
limits, for the first stage of the railway and road freight transport connection.
The provisions of the RLU (Local Planning Regulation), for the General Urban Plan of both
Cluj-Napoca and Apahida, at the level of the reference territorial units, detailed the concrete way
for using the land and set the mandatory rules applicable in relation to the entire territory of the
territorial-administrative unit, contributing to setting the conditions and limits for granting the
permit to build.
Some of these UTR require specific authorization if they are affected by constructions. In
particular:
SpTDS_MApN.
Special purpose area.
Special purpose lands
owned by the Ministry
of National Defence.
UTR_Tf.
Railway traffic area
and the relating
establishments
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regarding the long term strategy of the railway sector for reestablishing the financial equilibrium of the infrastructure's
administrator and for the modernisation and renewal of the
infrastructure.
(f)
Ordinance no. 43 / 28.07.1998 regarding the road regime
(g)
Emergency Ordinance no. 12/07.07.1998 (republished in
09.09.2004) approved by Law no. 89/1999 regarding the Romanian
railway transportation and the reorganisation of the Romanian
National Railway Company.
(h)
Order of the Ministry of Transportation no. 158 / 16.05.1996
regarding the issuing of the Ministry of Transportation's approvals to
the investments' technical and economic documentation or to the
technical documentation of systematisation for third parties.
For the regulations with permanent character specified in the present
Regulations waivers by the Regional and Detailed Urban Plan are not
allowed.
The detailed analysis of the legislation of the UTR was carried out in the Environmental Impact
Study.
3.4. AUTHORIZATIONS REQUIRED FOR THE PROJECT
In accordance with the Law 50/1991, regarding authorizing the execution of construction works,
republished with subsequent modifications and completions, was issued the Town Planning
Certificate no. 163/12.08.2013, with the purpose of: "Extension of the runway take-off/landing
07-25 of the motion surface and the airport infrastructure development in Cluj-Napoca
International Airport."
In point 3, the Technical regime of the Town Planning Certificate, it is indicated that it will also
be taken into consideration the development projects of the intermodal transport infrastructure
for passengers and cargo, which will be developed and accomplished in the area under the
administration of RLR Cluj-Napoca Airport and adjacent areas.
In this regard there were issued The Approval of Cluj-Napoca City Hall no. 241050/23rd of July
2013 and The Approval of Apahida Hall no. 14303/31st of July 2013.
The current use of the area for placing the cargo terminal within the airport is construction yard,
agricultural, and for the other project components (terminal station, cargo, railway passenger
connections and parking) there are kept the current uses.
The predominant function and uses permitted are: installation, constructions and warehouses
necessary for the functioning of air transport services for goods and persons, together with public
services and of general interest compatible with the functioning of air transport services.
DESIGNERS: Association AMC-POOL-SEA-SMA
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Were conducted several meetings and workshops and presented specialized studies and project
settings.
Remind in particular the seminar of 30/07/2013 that involved several agencies and institutions
and has been advertised in several newspapers and websites.
The dates of the meetings held are: 01/07/2013, 30/07/2013, 03/09/2013, 04/10/13.
See attachment no.2 at the end of the chapter that shows the reports of the above mentioned
meetings.
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4. AVIATION SERVITUDES
In order to establish the characteristics, the conditions and the general requirements for the civil
aviation servitudes areas (areas which need to be protected for airport interests) of the permissive
framework to extend and/or use the constructions, the facilities, the activities, the lands etc. in
the areas with civil aviation servitudes areas, the influence area of these servitudes was analyzed.
Also:
- The strategic development program of the Cluj-Napoca Airport's infrastructure will be taken
into account (according to the approvals in principle issued by Romanian Civil Aviation
Authority (AACR) under no. 25766/1366 from 06/03/2008 and no. 20427/847 from
26/09/2011);
- The approval in principle no. 28596/1167 from 07/03/2012 will be taken into consideration
for the promotion of General Urban Plan of Cluj Napoca Municipality, Cluj County
documentation, related to the introduction in the General Urban Plan (PUG) of the aviation
servitudes areas, according to the provisions of the civil aviation provisions RACR - CADT,
edition 02/2003 with regard to the Approval conditions of the technical documentations for
the objectives found in the civil aviation servitudes area (approved by OMT 118/2003, as
well as the protection of these areas by the local public administration.
For a more detailed discussion of this subject, see chapter 3 of Topographic Study, also for the
aviation servitudes areas presented in the boards issued by SC Black Light SRL.
4.1. DOCUMENTS WHICH FORMED THE BASE OF THE STUDY
a) RACR-SACZ edition 03/2007 regarding the establishment of civil aviation servitudes and of
areas with civil aviation servitudes (approved by OMT 493/2007, published in the Romanian
Official Gazette no. 437/2007);
b) RACR CADT edition 02/2003 regarding the Approval conditions of the technical
documentations for the objectives found in areas with civil aviation servitudes (approved by
OMT 118/2003, published in the Romanian Official Gazette no. 641/2003).
As well as:
c) Doc. 8168 ICAO: Operations with aircrafts:
o vol. I: Flight procedures (edition 4/1993);
o vol. II: The laying of instrument and visual flight procedures (edition 4/1993);
d) EUROCONTROL: Manual for the design of RNAV procedures in the terminals' areas
(DME/DME, Baro-VNAV & RNP-RNAV) (edition 3.0/March 2003);
e) Doc. 9426 ICAO: ATS planning manual (edition 1/1984);
f) Annex 4 ICAO: Aviation maps (edition 10/2001);
DESIGNERS: Association AMC-POOL-SEA-SMA
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used can or could disturb the electromagnetic waves issued or received by the air navigation
means, as well as to prevent or ensure the protection of the respective means against various
parasite electromagnetic radiations;
other servitudes (miscellaneous) - The civil aviation lands and their surroundings, especially
the perimeters of airport infrastructures and their surroundings, are under the incidence of
some civil aviation servitudes regarding:
o the identification of all the significant obstacles and their inclusion in a specific database
- to establish the density of the obstacles and to evaluate the collision risk;
o the verification during the flight, when necessary, of the influence of some
objectives/obstacles on the operational parameters of the air navigation means and/or of
the aircraft's equipment - to maintain the safety conditions for the flight;
o the evaluation, when necessary, of the implications of the close presence of some road
and/or railway networks with heavy traffic, both as obstacles (the weight of the vehicles
and of the train) and as the influence on the well-functioning of the air navigation means
(important metallic mass, in movement) - to establish and apply the operational measures
required;
o the measurement of the noise level and acoustic zoning - to place and accordingly
improve the airport buildings, the districts, the anti-noise bulwarks;
o the finding of the air, water and/or soil pollution activities/sources and the application of
the necessary prevention and/or protection measures - to correctly choose and place the
technological installations, to correctly treat the waste, to correctly store the polluting or
dangerous materials/substances;
o the determination of the level of electromagnetic radiations and the evaluation of their
influence/effects and off the limits of the exposure to radiations for people - to correctly
place and enhance the buildings, the workplaces;
o the identification of the placement and use of the pyrotechnical/explosive devices with
triggering by means of radio control remote - to adopt the coordination measures of the
activities with the holders/users of the respective devices and to prevent accidental
detonation caused by the electromagnetic radiations issued by aviation equipment on the
ground or on the board of aircrafts operating in the area;
o the possibility that some lands adjacent to the airports are, according to the law, the object
of expropriation for the benefit of public utility, in connection to the development of the
respective airports;
o the identification and the interdiction/elimination of other elements (constructions,
facilities, activities, sources etc.) which, by their presence or operation affect or can affect
the flights' safety and the airport activities;
o the request by the Romanian Civil Aviation Authority (AACR) of some additional local
restriction, determined by specific, particular conditions.
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the presence of fixed or mobile obstacles, except the air navigation means (electronic and/or
visual) which cannot be removed from operational reasons and which must have frangible
constructive and/or mounting structures.
the vegetation and/or inappropriate agricultural crops, which withdrawn or favour the
attraction of birds or wild animals;
the crossing of electric wires or cables, other than those installed for the good development of
the aviation activities;
the presence of sources of radio frequency which can interfere with the air navigation means;
the unauthorised access of persons, vehicles or animals;
the potential sources of fire, explosion etc.;
any other constructions, facilities and/or activities which affect or can affect the security of
the aerodrome's operations.
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The limitation requirements of the obstacles applicable to an aerodrome for airplanes are
different according to the physical characteristics of the runway(s) of the aerodrome and the type
of the air operations performed or taken into account to be performed, based on a reference code,
which associates data regarding the infrastructure facilities and the types of aircrafts that could
operate on the respective aerodrome.
In the security areas, there cannot be places, built and/or installed objects that penetrate the
limitation surfaces of the heights of the obstacles. The cases in which AACR establishes, based
on an aviation analysis, that the object in question is not an obstacle for the air navigation, can be
exceptions from this provision.
The aviation analysis of the technical documentations for constructions and the evaluation of the
obstacles in the areas with civil aviation servitudes apply for each situation and are performed as
follows:
- in the areas with aviation servitudes for which the development programs of the
airports/aerodromes provide the modification of the operational conditions, the most
restrictive limitation/condition shall be applied, resulted from the reporting to the following 3
types of obstacle surfaces:
(i) geometric, according to the requirements of the regulation herein, of Appendix 14 ICAO
and of the complementary documents;
(ii) electromagnetic, according to the requirements of the regulation herein, of Appendix 10
ICAO and of the complementary documents;
(iii) operational, according to the requirements of Doc. ICAO 8168 PANS OPS and of the
complementary documents;
- in the areas with aviation servitudes for which the development programs of the
airports/aerodromes do not provide the modification of the operational conditions, the most
restrictive limitation/condition shall be applied, resulted from the reporting to the obstacle
surfaces (ii) and (iii) from letter a).
- in the absence of the information related to the development programs of
airports/aerodromes, for the aviation servitudes areas, the most restrictive
limitation/conditions from letter a) is applied.
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Figure 16 Extracted by: aviation buoyage servitudes - PNA-CADT-3500-4000 m (look at the attached
drawings at the end of the chapter or, for a more detailed graph see board c) attached to the
topographical study)
In addition to the requirements above, it is necessary to have the approval of AACR to the
technical documentations, including (pre)feasibility studies, execution/installation projects etc.
(as the case may be) for the objectives located in the following areas:
- Area I
- Area II
- Area III
- Area IV
- Area of the approach lighting device
- ILS Areas
- other Protection areas
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Figure 17 Extracted from: aviation buoyage servitudes - Hmax.SACZ-3500-4000 m (look at the attached
drawings at the end of the chapter or, for a more detailed graph see board d) attached to the
topographical study)
Outside the areas with civil aviation servitudes, the AACR approval is necessary for the
technical documentations related to any object/obstacle (pillar, pier, chimneys etc.) with the
height equal or bigger than 45 m in comparison to the site's land altitude.
In addition to the previous requirement, outside the areas with civil aviation servitudes, the
AACR approval is necessary to the technical documentations, including feasibility studies,
execution/installation projects etc. (as the case may be) for objectives such as:
- insulated constructions/structures (pillars, chimneys, wells etc.) which do not exceed the
regulated height limit of the area, but which forms significant local obstacles;
- opening, development or modernisation of heliports, general aviation lands or permanent
aviation work;
- installation or modernisation of the air navigation means (communications, radio-navigation,
supervision equipment/systems);
- routes for motorways/national roads, railways, main road aerial electric lines, pipelines for
natural gas, pipelines for liquid fuels, repeating station networks etc.;
- any other objectives, which affect or can affect the security of the flight.
DESIGNERS: Association AMC-POOL-SEA-SMA
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aerodromes, to discourage and avoid the attraction of birds and wild animals) etc.
If the civil aviation servitudes areas extend over more administrative-territorial units, it is
necessary that the specified procedure be developed by each of the authorities of the local public
administration involved, according to the areas under their administration, so that the continuity
of the respective areas and the unit of the protection regime established is ensured.
It is forbidden to place and perform constructions, facilities, installations, equipment and other
new objectives in the civil aviation servitudes areas, as well as to perform activities which affect
or can affect the safety of the flight, without the approval of AACR.
The AACR specific approval must be renewed if:
- the construction-mounting works did not start within one year from the issue of the
respective permit;
- the site, characteristics of the objective and/or performance/use conditions, initially
approved, are modified;
- the beneficiary of the objective changes.
In civil aviation interest, for the security of the flights, it is necessary that the authorities of the
local public administration issue the Construction permits in areas with civil aviation servitudes
based only on the permits issued by AACR, by fully observing the requirements/conditions
specified in the respective permits.
The performance/installation, maintenance and supervision of the marking for day time and
buoyage for night time is ensured by the holders of the respective lens.
The holders of the light buoyage lens must ensure the well-functioning and correct using of the
buoyage for night time (putting into operation during the night, as well as during the day, when
there are conditions of reduced visibility).
The owners of the lands on which there are constructions, installations and/or facilities which
require marking for day time and/or buoyage for night time, must allow the access of the holders
of these lens in order to install, maintain and/or supervise the functioning of the respective
markings and beacons.
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Figure 18 - Romania's Northwest Region (Source: Northwest ADR Natural Frame, November 2012)
In the Northwest development region, there are four registered and functional metropolitan areas:
-
Cluj-Napoca Municipality has the status of growth centre, while Oradea Municipality is an
urban development centre. Therefore, the projects included in the Integrated Development
Plan of Oradea Urban Development Centre are solely addressed to Oradea Municipality.
Satu-Mare Metropolitan Area comprises Satu Mare Municipality and 25 localities in the area,
of a population of 243,600 inhabitants.
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in
2008
2,724,176
2009
2,721,468
2010
2,719,719
2011
2,717,532
2012
2,712,188
21,528,627
21,498,616
21,462,186
21,413,815
21,355,849
Table 1 - Evolution of population in Romania and Northwest Region in the period 2008 2012 (Source:
Northwest RDA, Cluj County Council, National Institute of Statistics)
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Figure 19- Evolution of population in Romania and Northwest Region in the period 2008 2012 (Source: data
above; internal elaboration)
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traffic for scheduled and non-scheduled flights, in the period 2008 2012, in Romania:
Passengers
Movements
2008
9,076,566
150,120
2009
9,092,853
160,047
2010
10,128,197
163,222
2011
10,782,712
151,511
2012
10,727,847
138,744
Table 2 - Evolution of air traffic in Romania (2008 2012) - Source: Civil Aviation Authority in Romania
Figure 20 - Evolution of number of passengers and movements in Romania (2008 2012) - Source: Romanian
Airports Association; internal elaboration
Although Romania recorded within the last years high growth rates in air traffic, it is still way
behind other countries, since the total traffic is much smaller than the one recorded in Great
Britain, the European Union State of the highest air traffic (201 million passengers), followed by
Germany (175 million passengers), Spain (165 million passengers), France (122 million
passengers) and Italy (116 million passengers) according to Eurostat 2011.
From the total of passengers recorded in 2012, 66% was generated by Bucharest (Otopeni 7,1
million passengers), followed by West Area (Timisoara 1.038 million passengers), by Northwest
Area (Cluj-Napoca 932 thousand passengers, Targu Mures 300 thousand passengers), by
Northeast Area (Bacau Airport 393 thousand passengers and Iasi Airport 170 thousand
passengers) and by Central Area (Sibiu 176 thousand passengers).
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Figure 21 - Top Romanian Airports according to the number of passengers recorded in 2012 (Source:
Romanian Airports Association; internal elaboration)
The airports in Cluj and Timisoara are the only airports in the country (except for the two
airports in Bucharest) that exceeded the threshold of 1 million passengers in 2011, but ClujNapoca dropped below this threshold in 2012. From the analysis of the number of passengers
recorded in the first semester of 2013, it results that Cluj-Napoca Airport is on the second place,
after Bucharest, outrunning Timisoara Airport.
5.2.2. CARGO AND MAIL TRANSPORT
At global level, following the international economic and financial crisis, the air freight activity
recorded declines within the last years. In 2012, a decline of 1.5% was recorded, following a
decline of 0.6% in 2011, and for 2013, IATA assesses an increase of only 1.4%.
In Europe, the situation is more alarming, as the crisis crossing Euro zone, the crises in Greece
and Cyprus and the increased price for kerosene determined, in 2011, an increase of only 1.5%
of the air freight activity and a decline of 2.9% in 2012, despite the 0.5% growth in capacity,
which leads to a very low load-factor of only 47%.
Boeing performed a forecast of the freight activity for the next 20 years and it considers that the
global annual growth average shall be of 5.2%, and Europe shall record a similar growth.
In Romania, the cargo and mail activity is less developed, as most of this traffic is carried
through Otopeni Airport.
The freight and mail quantity decreased in 2009 compared to year 2008, due to the international
DESIGNERS: Association AMC-POOL-SEA-SMA
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economic and financial crisis; yet, subsequently, it recorded constant growths, as you can notice
in the hereinafter-mentioned table and chart:
Figure 22 - Evolution of cargo and mail air traffic in Romania (2008 2012) - Source: Romanian Airports
Association; internal elaboration
Commercial
flights
Scheduled
flights
Non-scheduled
flights
2008
2009
2010
2011
2012
26,686
24,499
25,540
26,979
29,334
Loaded
Unloaded
Movements
Cargo and mail (tons)
Loaded
Unloaded
Movements
Cargo and mail (tons)
Loaded
Unloaded
Movements
8,928
17,758
150,120
26,234
8,698
17,536
131,727
452
230
222
18,393
8,790
15,709
160,047
23,826
8,545
15,281
144,029
673
245
428
16,018
9,903
15,637
163,222
25,055
9,663
15,392
149,195
485
240
245
14,027
10,851
16,128
151,511
25,884
10,275
15,609
138,264
1,095
576
519
13,247
12,447
16,887
138,744
28,201
11,875
16,326
128,871
1,133
572
561
9,873
Table 3 - Evolution of cargo and mail traffic, according to the type of flights - Source: Romanian Airports
Association; internal elaboration
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Figure 23- Evolution of cargo and mail traffic, according to the type of flights - Source: Romanian Airports
Association; internal elaboration
Figure 24 - Evolution of cargo and mail movements, according to the type of flights - Source: Romanian
Airports Association; internal elaboration
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Fourteen of the seventeen airports in Romania intend to build cargo terminals in the future.
Currently, there are five cargo terminals, two being located in Bucharest (Otopeni and Baneasa),
one in Timisoara and one in Arad. In other four airports Constanta, Cluj - Napoca, Satu Mare
and Sibiu, storehouses or neighbouring buildings are used for goods storage, or the goods are
unloaded or loaded directly into the means of transport.
The main companies that perform cargo flights in Romania are the following:
- TNT Romania, which operates flights from Otopeni (to Sofia, Munich, Liege), Timisoara and
Cluj-Napoca Airports;
- DHL International Romania, which operates flights from Otopeni (to Bergamo, Budapest,
Chisinau, Treviso) and Arad Airports.
- UPS Romania on Otopeni Airport (flights operated by Farnair Switzerland to Koln and
Katowice).
- FedEx Romania from Airports Otopeni, Timisoara, Arad.
- TAROM on Otopeni Airport.
- ABC Air Hungary operates flights for TNT on Cluj - Napoca and Timisoara Airports.
- Silver Air on Airports Cluj-Napoca and Timisoara.
From the total of cargo transport registered in Romania, 85% is recorded on Otopeni Airport,
while Cluj-Napoca Airport has a share of 3%.
Compared to year 2011, year 2012 recorded a growth of approximately 4% in terms of cargo
quantity by air transport in Romania. Cluj-Napoca Airport recorded a growth of 22%.
Otopeni
Timisoara
Constanta
Cluj-Napoca
Arad
Sibiu
Suceava
Craiova
Satu Mare
Baia Mare
Iasi
Targu Mures
2012 (kg)
2011 (kg)
23,671,500
1,459,000
1,105,000
910,267
775,430
5,312
4,203
4,000
2,450
1,728
1,140
932
21,826,000
3,281,472
156,000
744,928
872,700
39,087
0
0
1,261
345
10,024
1,307
Variations
2012/2011
8%
-56%
608%
22%
-11%
-86%
94%
401%
-89%
-29%
Table 4 - Evolution of cargo transport registered on the Romanian airports (Civil Aviation Authority in
Romania)
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Figure 25 Evolution of cargo transport registered on the Romanian airports (Source: Civil Aviation
Authority in Romania; internal elaboration)
Lufthansa.
British Airways.
Carpatair.
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Population
Cluj County
2008
2009
2010
2011
2012
692,021
690,590
692,339
694,136
692,819
Table 5 - Evolution of the population in the period 2008 2012 (Source: National Institute of Statistics,
Northwest RDA; internal elaboration)
Cluj County is one of the most dynamic counties in Romania from economic point of view. The
foreign investments in the county reach a very high level, as the main investors come from
Germany, Hungary, Netherlands, Spain and Italy. 5,099 companies are registered with foreign
ownership, which represent 8.5% of the total companies registered in the database of the Office
of Trade Register. Most of the companies activate in the field of trade.
In 2012, approximately 46,179 companies activated in Cluj County (a growth of 10% compared
to 2011), being only exceeded by Bucharest Municipality, where 186,000 companies activated
from the total national of 930,000 companies.
The road infrastructure of Cluj County was in 2011 of 2,720 km in length, of a minor growth
compared to year 2005 (2,633 km). The road density is of 40,8 km /sq. km, which situates Cluj
on the second place in the region after Salaj County. Cluj County does not dispose of an
appropriate network of motorways and highways; the execution of Bucharest-Bors highway may
lead to the economic and logistic development of the region at to shortening of the transport
times between the main centres of the region.
The County is crossed by the European Route E60 Hungary Oradea Cluj Brasov, by E576
Cluj-Napoca Dej, by E81 Satu Mare Zalau Cluj - Napoca Brasov Bucharest and by E58
Cluj-Napoca Dej Bistrita Baia Mare Vatra Dornei.
The County and Communal routes are 2,197 km in length.
The road infrastructure, even if from the point of view of its length is appropriate in relation to
the size of the county, is mostly made of two traffic lanes (except for the section of 52 km in
length pertaining to Transylvania Motorway). Due to this reason, distances are covered in a
relatively extended period (see the hereinafter-mentioned table).
Departure
Cluj-Napoca
Destination
Bucharest
Targu Mures
Sibiu
Alba Iulia
Bistrita
Oradea
Satu Mare
Distance (km)
449
109
167
98
121
153
174
Duration
7hr 30 min
1hr 50 min
2hr 47min
1hr 38min
2hr 1min
2hr 33min
2hr 34min
Average Speed
60km/h
60km/h
60km/h
60km/h
60km/h
60km/h
60km/h
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Departure
Destination
Baia Mare
Deva
Brasov
Suceava
Timisoara
Arad
Budapest
Kiev
Vienna
Distance (km)
148
164
272
306
321
269
460
870
655
Duration
2hr 28min
2hr 44min
4hr 32min
5hr 6min
4hr 36min
3hr 49min
5hr 29min
14hr 30min
7hr 46min
Average Speed
60km/h
60km/h
60km/h
60km/h
71km/h
60km/h
84km/h
60km/h
84km/h
Table 6 - Route distances between Cluj-Napoca Municipality and the main neighboring cities (Source:
Northwest RDA, www.radpp.ro, County Directorate of Statistics, Cluj)
The rail network was in 2011 of 240 km in length, of which 129 km were electrified lines. The
rail density was of 36 km per 1,000 sq. km of territory. Nevertheless, the structure is degraded,
so that the travel time is increased, as the travellers prefer the road transport, which is faster and
which provides a higher number of travels to many destinations in the county and other counties.
It is here that the Regional Division of Railway Transylvania is centred.
The air transport is ensured by Cluj-Napoca International Airport, one of the main airports in
the country, ranked on the third place in terms of passenger traffic, after the airports in Bucharest
and Timisoara (in 2012) and on the second place, after Bucharest, according to AACR statistics
related to the first 6 months of year 2013. The airport has a strategic importance for the entire
region, as it is part of the Trans-European Transport Network TEN-T.
5.3.1. RAIL TRANSPORT MARKET IN ROMANIA AND NORTHWEST REGION
The advantages of rail transport in relation to other means of transport are the following:
- The freight transport is cheaper and it offers the possibility of transporting a larger quantity;
-
Power efficiency, given that the power consumption on the transport unit is 10 times more
reduced in comparison with road transport and three times more reduced than naval
transport;
Less environmental pollution, as the quantity of air polluting emissions is only 10% of the
pollution generated by the other means of transport;
Increased safety, on the second place in terms of passenger safety, after the air transport;
It provides a higher degree of freight integrity during transportation, within the context of a
smaller damage risk compared to other means of transport.
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Given the extraordinary safety level and its reduced pollution level, the European Union places
particular emphasis on the development of this means of transport and on the foundation of a
unique rail transport market. Nevertheless, there are certain difficulties in the achievement of this
project due to differences between countries in terms of gauges, supply voltage, signalling
systems.
There are significant differences between the Member States: between 2000 and 2009, the rail
passenger traffic in EU-15 increased by 16%, as the countries such as UK, Belgium, Sweden
recorded over 30% growths. In exchange, countries as Romania, Lithuania and Bulgaria
recorded massive declines of approximately 35%.
In the period 2000 2009, the rail freight transport travels in EU-12 countries recorded a 15%
decline, as Romania, Bulgaria, Czech Republic, Slovakia and Estonia recorded more than 25%
falls in the volume of freight transported in the national rail transport.
In the preamble of the chapter about the infrastructure within the EU multi-annual budget project
for the period 2014 2020, it is stated: Europes economic future requires intelligent,
sustainable and fully interconnected transport networks, both in terms of digital networks of
passenger and freight transport as well as transport of energy resources. This project envisages
the amount of 21.7 billion Euros (to which 10 billion Euros shall be added for transport
infrastructure from the Cohesion Fund) for the development and modernization of the transport
network in the European Union, and yet, this amount is not enough considering the very high
disparities between East and West Europe.
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In Romania, the total length of the rail network is of 20,210 km of railway lines, which belongs
to the Romanian State and its territory is crossed by corridors TEN-T IV and IX.
At present, following countless restructurings, starting with 1998, there are three large State
owned trade companies:
1. National Railway Company C.F.R. S.A., which is the administrator of rail infrastructure;
2. National Company of Rail Passenger Transport C.F.R. Calatori S.A., which is the national
operator of rail passenger transport;
3. National Company of Rail Freight Transport C.F.R. Marfa S.A., which is the national
operator of rail freight transport.
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Figure 27 - Distribution of rail network in Romania in 2012 (source: Romanian National Institute of
Statistics)
The infrastructure has faced a continuous degradation within the last two decades; apart from
decommissioning of certain railway lines and reduction of the number of fittings, a considerable
increase of travel time is added. All such factors led to a fall in using the rail transport in favour
of other means of transport, especially road transport.
Within the last years, in the period 2009 2011, some modernization works were executed,
especially in the section Curtici-Brasov, by means of three major projects among which 2 were
signed, and the third it was, at the middle of 2012, in the assessment phase. The works carried
out led to increase of the maximum traffic speed to 160 km/h for passenger trains and to 120
km/h for freight trains.
According to the obligations assumed by Romania, TEN-T central network must be modernized
in its entirety, in order to reach the operational speeds of 160 km/h and /120 km/h, so as to
ensure the optimal connectivity between Central and West Europe and Constanta Harbour.
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The modernization and development of national rail infrastructure aims to obtain the interoperability of this infrastructure outside TEN-T priority axes, by modernization of some railway
sections and by rehabilitation of certain CFR railway stations, of certain bridges and tunnels.
The rail network comprises approximately 1,100 railway stations (including halts), which hold
an important role both in the transport system as well as in the sphere of public interest of each
county or city in Romania. The current state of most of the railway stations is precarious, reason
for which a project intends to be implemented for the modernization of railway stations, aiming
to rehabilitate and modernize the railway stations in two phases: the first phase consists of 16
stations and the second phase consists of 5 stations, with the execution period 2012 2015. In
2012, agreements were concluded for the modernization of 15 railway stations and 17 tunnels
and railway bridges.
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Figure 30 - Weight factor of each means of transport in passenger traffic and their evolution in the period
2006-2012 (source: National Institute of Statistics; internal elaboration)
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The evolution of the main indicators thousand trains km, thousand seats provided km and
thousand passengers recorded by CFR Calatori Company in the period 2007 2012 is
hereinafter presented.
Indicators
thousand trains km
thousand seats provided km
Thousands pax
2007
67,117
24,012
85,753
2008
66,286
22,586
75,343
2009
64,144
20,987
65,538
2010
60,004
19,033
57,670
2011
60,554
17,338
53,452
2012
56,999
14,644
48,767
Table 7 - Evolution of physical indicators recorded by CFR Calatori in 2012 (source: CFR activity report in
2012)
The graphic of the hereinbefore-mentioned indicators identifies that they had a negative
evolution within the last 5 years, according to the following chart:
Figure 31 - Evolution of physical indicators recorded by CFR Calatori in 2012 (source: CFR activity report in
2012)
2007
1,603
7,417
2008
1,686
6,877
2009
1,556
5,975
2010
1,577
5,248
2011
1,589
4,814
2012
1,438
4,148
Table 8 - Evolution of indicators average trains/day and passengers-km (million) recorded by CFR
Calatori in the period 2007 2012 (source: CFR activity report in 2012)
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From the chart presented below, we identify that while the number of trains per day is relatively
constant, the number of passengers recorded a negative evolution.
Figure 32 - Evolution of indicators average trains/day and passengers-km (million) recorded by CFR
Calatori in the period 2007 2012 (source: CFR activity report in 2012)
The descending evolution is a consequence of current social and economic conditions, but also
of the rehabilitation works to the rail infrastructure. These factors determine the orientation of
passengers to another means of transport especially to road transport, as it is cheap as well.
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Figure 33 - Evolution of cargo transport volume (tons) in Romania, in the period 2006-2012 (source:
Romanian National Institute of Statistics; internal elaboration)
On the market of rail freight transport there are CFR Marfa and other 19 private companies. It is
identified that most of the shares are held by CFR Marfa (approximately 50%), followed by GFR
(25.15%), while the other 18 competitors hold approximately 25%.
The market shares of the main operators are the following:
Figure 34 - Market shares of rail freight transport companies (source: CFR activity report in 2012; internal
elaboration)
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From the analysis of inter-regional flows, we can notice that while the largest volume of freight
traffic in the Northwest Region is carried with the Central Region, the lowest freight exchanges
are carried with the Southwest, Northeast, South Muntenia and Southeast Regions.
Unloading region
Loading
region
Northwest
Centre
Northeast
Southeast
South
Muntenia
BucharestIlfov
Southwest
West
Centre
52,500
114,895
8,077
482,873
14,347
164,463
56
41,369
31,781
16,750
12,005
85,952
52,902
38,581
Northeast
47,474
67,230
213,377
471,491
2,781
50,539
75,477
Southeast
South
Muntenia
BucharestIlfov
Southwest
85,500
757,438
187,605
1,484,11
3
142,505
233,267
4,979,636
443,954
62,493
91,564
64,206
29,731
48,991
31,585
142,335
377,049
44,233
22,843
18,028
4,890
48,542
29,451
2,373
9,015
19,091
28,815
2,467
43,067
139
346,010
23,646
46,986
20,456
72,397
21,283
127,035
14,465
36,184
7,536
256,807
20,454
13,627
126,465
Northwest
West
The regional structure of the rail freight traffic (tons of freight) shows that most of it is held by
the Central Region (81%), followed by the Northwest Region and West Region, each holding 6%
of the traffic recorded by the 8 regions is hereinafter reflected:
Figure 35 - Market shares held by Romanias Regions in the rail freight transport (source: RDA West;
internal elaboration)
DESIGNERS: Association AMC-POOL-SEA-SMA
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Figure 36 - Railway network close to Cluj-Napoca (source Harta generala retea CFR)
From the point of view of the length of electrified lines, Northwest Region is on the last place at
the country level, recording a weight factor of only 7.7% from the national network and 18%
from the total lines in the region, given that the region is the territory of Romanias
infrastructural connection with the West of Europe. The rolling stock is still insufficient.
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Figure 37 - Rail network in the Northwest Region (source: North-West Development Region Agency)
The evolution of the number of km pertaining to the rail infrastructure, according to the types of
lines (simple, electrified, double) in the period 2007 2011 in the Northwest Region and
Romania indicates that while at national level, it slightly modified, in the Northwest Region it
maintained at constant parameters on the entire period analyzed.
Lines Type
Simple lines (Km)
Electrified lines (Km)
Romania
Double lines (Km)
Simple lines (Km)
Northwest Region Electrified lines (Km)
Double lines (Km)
2007
10,639
3,974
2,909
1,586
312
244
2008
10,646
3,974
2,909
1,586
312
244
2009
10,645
4,002
2,909
1,586
312
244
2010
10,645
4,020
2,909
1,586
312
244
2011
10,638
4,020
2,909
1,586
312
244
Table 10 - Evolution of rail infrastructure according to the types of lines in the period 2007 2011 in
Romania and Northwest Region (source: Northwest PDR 2014-2020; version May 2012)
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LRCL.
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Cluj-Napoca Airport is located in Someseni district at the far eastern of the city . The airport
premises is bounded on the west by Becas Creek, at north of the Somesul Mic River, at east of
the Zapodiei Valley and at the south of the Traian Vuia Route, which is part of the national road
DN 1C, Cluj-Napoca, Dej, Baia Mare route.
The site of the objectives of the proposed investment is:
- the Cluj-Napoca International Airport area;
-
the CFR area, situated between the railway and Cantonului Street respectively the CFR
marshalling yard area from Apahida.
Also, connections between these areas will be developed, for these connections being considered
the ring road Apahida Vlcele, DN1C (Traian Vuia Street) and the railroads opposite to the
airport.
Figure 41 - Cluj-Napoca International Airport is located east of the city (source Google maps)
Geographically, the relief formed of hills and mountains is predominant, but the plains and grass
lands are also frequent. The natural framework is presented as a coliseum which descends from
east to west.
The mountain unit from the N-E of the region is continued towards S and W with another
mountain area which includes the Apuseni Mountains, developed at the contact between the
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counties Cluj, Bihor and Salaj. In N-E, a first mountain chain can be seen, formed of the
Gutiului, ibleului and Rodnei Mountains, which form the cut-water between the Someului
and Tisei basins.
Brgaului and Climani Mountains form the cut-water between the Some and Siret
hydrographic basin. The hills and plateaus occupy the central area of the hydrographic basin and
form more well-individualised units: The Bistriei, Nsudului, Sieului hills and the Somean
plateau.
The central part of the region if formed by the hills area superposed to the Somean Plateau and
to the Transilvania plain, crossed by the Some River.
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Figure 43 - Road network in northeast Romania around the city of Cluj (source: Google Maps)
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The airport is located 8 km east of the city centre on the European route E576. The drive from
the city centre takes about 20 minutes. Passengers driving to the airport can use the car park
located in front of the terminal building. For visitors, car rental services are also available in the
terminal building and there are usually a wide range of taxis waiting in the airport car park, just
off the terminal building.
The airport bus stop is approximately 100 m from the terminal building. RATUC, the local
public transport company, operates its Route No. 8 that connects the airport with the Mihai
Viteazul Square in the city centre. The No. 8 bus runs every 30 minutes and the travel time
between the airport and the city centre is approximately 30 minutes.
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Currently, there is a low coordination level between train schedule and the schedules of
airline companies (27% of the trains passing through Cluj-Napoca cannot have any
connection with the air transport, 21% of the air flights can connect to less than 5 trains and
other 21% of air flights face a major unbalance between the connections to the train for the
departure flight and the connections for the arrival flight);
Increase of airports security costs for Cluj-Napoca International Airport due to additional
areas of activity and due to new access points.
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Relatively low quality of rail transport infrastructure in the country and Cluj Area and
insufficient investments for rehabilitation and modernization of this infrastructure;
High tariffs for the use of rail transport infrastructure favours transport routes through Serbia;
Reduction of the competition between rail operators if CFR Marfa is purchased by GFR
Company;
High sensitivity of air cargo transport to the evolution of national and international economy;
Declining tendency within the last years of the volume of air freight transport at European
level;
Low promotion of the intermodal transport in Romania and reluctance of certain clients in
using this type of transport.
Between 2007-2010, Cluj-Napoca International Airport has registered high growth rates of
passenger air traffic. This increase was caused by the achievement of an effective and efficient
management, by adoption of marketing strategies that generated the development of air traffic
and attraction of new air operators on Cluj market (Wizz Air, KLM, Lufthansa).
DESIGNERS: Association AMC-POOL-SEA-SMA
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A slight decline was recorded in 2011 and 2012 due to both global and regional economic crisis,
as well as to the fact that in this period works were carried for the modernization of the airport
infrastructure, which determined the closure of the airport for a limited period and the shifting of
the traffic on Targu Mures Airport.
Figure 48 - Total and international passenger traffic evolution at Cluj-Napoca International Airport in the
period 2007 2012 (source Cluj-Napoca airport; internal elaboration)
In 2011, Cluj-Napoca International Airport reached the threshold of 1,000,000 passengers for the
second consecutive year, proving again to be one of the most important airports of Romania and
the main airport serving the Northwest region of the country.
The highest growth rates were recorded on international flights, following the entry on the
market of new airline companies and new destinations.
The only company operating domestic flights is TAROM Company, with flights to Bucharest
and temporary flights to Constanta.
Total
number
of
passengers
International number of
passengers
2007
2008
2009
2010
2011
2012
390,521
752,181
834,400
1,028,907
1,004,855
931,999
267,039
567,997
670,306
818,700
819,032
756,385
Table 11 - Evolution of total and international passenger traffic at Cluj-Napoca International Airport in the
period 2007 2012 (source: Cluj-Napoca airport website)
DESIGNERS: Association AMC-POOL-SEA-SMA
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For 2013, the Airport announced the opening of new destinations, as the network of routes
served by the airport is about to develop to Prague and Tel Aviv.
In consequence, in 2013 the number of passengers is expected to grow significantly, mainly on
external routes. For the first semester of 2013, Cluj-Napoca International Airport is ranked on the
second place (465,133 passengers) in the top airports in Romania, after the National Company of
Bucharest Airports (which recorded 3,489,698 passengers) and ahead of Timisoara International
Airport (which recorded 388,440 passengers).
Through its marketing and commercial policy, the airport fostered both the operation of IATA
traditional companies (of which TAROM holds the largest weight factor) as well as the operation
of low cost companies (the commencement of Wizzair Companys operation resulted in
fosterage of the traffic in the region and triggered very high growth rates).
TAROM S.A. airline transport company operates from Cluj-Napoca airport regular domestic
flights to Bucharest (31 flights each week) and regular external flights to Vienna (5 flights each
week). In the past, TAROM Company also operated to the following destinations: Frankfurt,
Madrid, Constanta; such flights were cancelled due to the flights lack of profitability (according
to the Companys representatives). The traffic to such destinations was taken over, to a great
extent, by Wizz Air and Lufthansa Companies, or it shifted to other airports (mainly Budapest).
Besides TAROM Company, the following companies operate on Cluj-Napoca Airport:
Lufthansa, with flights to Munich and Wizz Air Company, with flights to the following
destinations: London, Madrid, Rome, Bergamo, Dortmund, Barcelona, Paris, Bologna, Pisa,
Bari, Valencia, Zaragoza, Treviso, Palma de Mallorca, Charleroi, Eindhoven.
From the analysis of market share held by the airlines in the total of passenger air traffic
boarded/un-boarded on the airport in 2012, it results that most of the passengers are brought by
Wizzair (68%), followed by TAROM (22%) and Lufthansa (10%).
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Figure 49 - Market share of scheduled flight airlines operating from Cluj-Napoca International Airport
(2012) - Source: Cluj-Napoca International Airport; internal elaboration
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Taking into consideration the ICAO standards and recommendations and domestic legislation on
airport security, providing airport security conditions is mandatory, by creating a new security
perimeter road with associated technical systems.
6.3.1.5.Platform security lighting, 2nd phase, on the east side
It is envisaged the design and installation of pillars containing nacelles with lighting reflectors
for nighttime for the passenger boarding platform.
The location of pillars will be located on the south-east of the future expanded platform for
boarding-disembarking passengers.
6.3.2. PASSENGER TERMINAL
In the 1960s, an extensive modernization of the airport began. In 1969, the new passenger
terminal was opened. By 1970, the airport was fully equipped with all of the safety facilities.
The airport remained a domestic airport until September 1996, when it was once again opened to
both international passenger and cargo traffic. The extension of the terminal building was also
started in 1996 and since August 1997 it is run by the Cluj County Council. By 2001, the
extension of the airport building was finished, the runway lighting system was modernized, and
the 1st category Instrument Landing System was implemented.
The construction of a new terminal, capable of handling 2 million passengers annually, started on
26 June 2007. The 10,812 sqm arrivals hall was inaugurated on May 22, 2008, followed by the
new departures hall, with a total area of 16,150 sqm, inaugurated in May 2009.
Technical and operational data of terminal are
ARRIVALS TERMINAL
DEPARTURES TERMINAL
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- 3 gates
- Chapel
- 6 gates
2 collector lines
24 check-in counters
2 VIP check-in counters
2 baggage carousels in Terminal Departures
Integrated Security System (3 EDS)
Total processing capacity (3600 bags/ h) 1200 / EDS
Figure 51 - The new terminal - departure hall (source: airport Cluj-Napoca website)
DESIGNERS: Association AMC-POOL-SEA-SMA
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Nevertheless, the largest part of cargo activity is carried out by trucks and just a small part is
transported by air, especially via Budapest and Otopeni.
Currently, the cargo flights are operated by the following companies:
- TNT, flights operated by ABC Air Hungary Company by Saab 340 aircraft, from Monday
through Friday, with destination Budapest
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Silver Air operates flights from Monday through Friday by Let - L410 aircraft, with
destination Budapest.
Cargo (kgs)
Growth rate
2008
1,085,193
2009
328,734
-70%
2010
357,846
9%
2011
744,928
108%
2012
910,267
22%
Table 12 - Evolution of cargo traffic on Cluj-Napoca International Airport in the period 2008 2012 (ClujNapoca International Airport; internal elaboration)
Figure 53 - Evolution of cargo traffic on Cluj-Napoca International Airport in the period 2008 2012 (ClujNapoca International Airport; internal elaboration)
The cargo and mail activity on Cluj-Napoca Airport mainly consists in dispatch of packages and
express courier, either to the new terminal for services operated by TAROM, or to the old
terminal for services operated by TNT and DHL.
The domestic cargo traffic recorded a decline because the only domestic flights are operated to
Bucharest.
The external cargo traffic is performed via Budapest and via Bucharest. The reduced volume is
due to the fact that most of the cargo is sent by road via Budapest or via Bucharest, as there are
only two external cargo flights with small capacity aircraft operated for TNT and DHL.
The three large international freight dispatchers existent in Cluj-Napoca: Schenker, Cargo World
and Kuhne & Nagel present the premises for the development of cargo activity in the area and
the construction of the intermodal transport shall be definitely appreciated by them, as it may
lead to increase of their turnover and client base.
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The evolution of mail activity recorded an important drawback following the cessation of Blue
Air flights, as this company had an exclusive agreement with the Romanian Mail Company.
Mail (kgs)
Growth rate
2008
6,436
2009
104,457
1523%
2010
85,691
-18%
2011
11,623
-86%
2012
67
-99%
Table 13 - Evolution of mail at Cluj-Napoca International Airport in the period 2008 2012 (Cluj-Napoca
International Airport; internal elaboration)
Table 14 - Evolution of mail at Cluj-Napoca International Airport in the period 2008 2012 (Cluj-Napoca
International Airport; internal elaboration)
Mail dispatches from Cluj area (2 4 tons per day) were mostly taken over by trucks and
transported to Brasov Selection Centre. Small mail external dispatches are sent to Budapest via
Oradea.
6.3.4. RAIL TRANSPORT IN CLUJ - NAPOCA MUNICIPALITY
Cluj-Napoca Railway Station is crossed by main lines CFR 300 and 401 and it is one of the
largest railway station in the northwest of the country in terms of passenger and freight volume.
It was modernized and it is close to the centre of the city, located north. Through Cluj-Napoca
Railway Station, approximately 54 trains arrive, of which 16 are high-speed trains, 4 Inter-City
trains, 25 accommodation trains and 9 Fast Trains.
Freight trains are mainly served by Cluj-Napoca East Railway Station.
The Intercity and Inter-Regio trains connect to the cities located at relatively large distances
(Bucharest, Timisoara, Iasi, Brasov) or Oradea and Satu Mare at small distances, while Regio
trains normally operate on short routes of local interest (Huedin, Teius, Bistrita, Dej, Jibou,
Beclean, Campia Turzii).
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Next table show distances between Cluj-Napoca Railway Station and the railway stations
connected to it.
Departure
Destination
Cluj-Napoca
Distance
(km)
332
274
331
497
722
375
641
458
152
252
322
330
508
1,260
400
588
1,116
1,033
1,252
670
In 2012, the number of passengers transported through Cluj-Napoca Railway Station is assessed
to approximately 5,6 million passengers.
From the analysis of the indicators transported passenger by trains, transported freight by
trains, net tons km of transported freight and Tons of transported freight on 2 directions:
Cluj Apahida and Cluj Oradea, it results that within the last 3 years (2010 2012), the
number of transported passenger trains was maintained at relatively constant parameters, while
the number of transported freight trains dropped in both cases, in all indicators analysed.
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Cluj Apahida
Year
Transported passenger by trains (pax)
Transported freight by trains (pax)
Net tons km of transported freight (pax)
Tons of transported freight (pax)
2010
28,021
4,068
30,892,847
1,115,906
2011
27,520
3,698
28,176,924
1,032,942
2012
28,182
2,704
22,870,489
955,709
2011
16,016
1,109
7,053,077
259,882
2,012
16,546
811
6,861,147
226,713
Cluj Oradea
Year
Transported passenger by trains (pax)
Transported freight by trains (pax)
Net tons km of transported freight (pax)
Tons of transported freight (pax)
2010
17,057
1,220
7,867,854
287,772
Table 16 - Evolution of the main rail transport indicators in the period 2010 2012 on directions Cluj
Apahida and Cluj Oradea
Airports located more than 150 km away: Budapest Airport, Sibiu Airport (SBZ), Timisoara
Airport (TSR), Oradea Airport (OMR), Baia Mare Airport (BAY), Satu Mare Airport (SUJ),
Bucharest Airports (OTP and BBU)
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Distance from
Cluj-Napoca
(km)
Runway
(m)
2,100 (*)
932,000
102
2,000
300,427
467
3,707
8,504,020
169
3,090
176,503
164
1,800
40,494
142
1,800
17,523
171
2,500
19,289
335
3,500
1,038,410
437
3,500
7,101,712
445
3,200
424,016
Airport
Cluj-Napoca
Passengers 2012
(number)
(*) The new runway of Cluj-Napoca (in progress) will have a length of 3,500 m
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7. ENVIRONMENTAL CONTEXT
In Romania, according to the Government Emergency Ordinance 195/2005, approved by the
Law 265/2006 (Environmental Law), art. 11, it is necessary to apply for and obtain an
Environmental Agreement for new investments, including the installation of the type proposed in
the analysed project.
According to the legal text, Article 11, paragraph (2), "To obtain the Environmental Agreement,
public and private projects that may have significant environmental impacts, by their nature, size
or location, are subject to the decision of the competent authority for environmental protection,
to the assessment of the environmental impact".
The stage of framing these investments shall be in accordance with the provisions of the
Government Decision no. 445/2009 regarding the framework procedure for environmental
impact assessment for certain public and private projects and those of the Order no. 135/2010
regarding the approval of the methodology to apply the EIA procedure for public and private
projects.
In the Cluj-Napoca area, the vegetation features are closely related to specific physical and
geographical conditions and the extent of the area occupied by certain plant associations depends
on soil, exposure, etc.
The difference in altitude between the high and low areas and the differences of microclimate
conditions are able to determine a natural setting on vertical of the vegetation, and, therefore, all
vegetation floors starting with steppe and ending with higher mountain pastures are present in the
Cluj-Napoca area.
The works specified in the intermodal transport system designed for Cluj-Napoca Airport can be
found in Annex 2 of the law:
List of projects for which must be carried out the procedure for framing for the Environmental
Impact Assessment, at the following points:
3. Energetic industry:
a) industrial installations for the production of electrical and thermal energy and
technological steam, other than those provided in Annex. 1;
10. Infrastructure projects:
a) development projects of the units / industrial areas;
b) urban development projects, including the construction of shopping centres and car
parking;
c) construction of railways, other than those provided in Annex. 1 intermodal transhipment
installations and intermodal terminals;
e) construction of roads, harbours and port installations, including fishing harbours, other
than those provided in Annex. 1;
h) tramway lines, underground and surface railways, suspended lines or similar specific lines,
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Applying the same reasoning, the following categories of environmental issues or environmental
factors potentially affected are considered irrelevant for purposes of this analysis (i.e. implying
lack of potential impact due to project implementation): landscape / visual and respectively
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historical and cultural heritage. These two exceptions are derived strictly from the topographic
position of the target under consideration within an area of housing and services.
With reference to the noise and to the soil and subsoil, have also been developed specific depth
studies, which together EIA, have allowed the creation of a very important reference for the
subsequent design phase.
7.1.1. WATER QUALITY PROTECTION
Cluj-Napoca city is located in Someul Mic hydrographic basin, considered part of Some basin,
where Someul Mic river flows downstream of Dej city.
Analysing the existing situation of the work on these streams we have been found that Someul
Mic River has a higher degree of development upstream from the city of Cluj Napoca, due to the
hydropower development works, water supply and flood wave attenuation, or existing dams:
- Fntnele (gravity dam of rockfill).
- Tarnia (resistance with dam double curved arch).
- Someul Cald (gravity dam of concrete).
- Gilu (mixed gravity dam of concrete).
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The hydrological study drafted by the Water Basin Administration of Some Tisa Cluj and the
Hydrological and Hydrogeological Office and INMH Bucharest show the characteristics of the
maximum natural flows on the Someul Mic River and its tributary streams.
The Hydrographic basin in Cluj Napoca area is composed by the following water courses:
Someul Mic River as the main course defining the basin and the tributary streams that outlet
their waters in it, as follows:
Cadastral watercourses
Garbau Creek
Popilor Creek
Chinteni Creek
Tigani II Creek
Muratori Creek
Zapodie Creek
DESIGNERS: Association AMC-POOL-SEA-SMA
Uncadastral watercourses
Calvaria Creek
Popesti Creek
Tigani I Creek
Becas Creek
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After analysing the entire course of the Someul Mic River, on the territory of Cluj-Napoca City,
results that development work is required to ensure the transport capacity of the riverbed and to
achieve the water course stability.
In this regard NA ROMANIAN WATERS - The Water Basin Administration Some-Tisa
proposed, on the administrative territory of Cluj-Napoca and Apahida village (villages Apahida
and Snnicoar), built-in area/outside the built-in area, the project called The arrangement of
the river Someul Mic in the municipality of Cluj Napoca, Cluj County - object Someul Mic
and its tributaries.
Through the proposed work there are performed arrangements of the sections of the course and
of tributaries which are crossing Cluj-Napoca and village Apahida, ensuring the removal of the
riparian zone from under the influence of the negative effects of floods, thus avoiding
degradation of existing work;
In the downstream sector of the city where it is located the international airport, there were
provided embankment works for the arrangement of the riverbed, in order to ensure flood
protection enclosures to the international airport of Cluj.
The right bank embankment on a length of L = 5100 ml has the role of putting in safety the
following objectives: Airport Cluj Napoca, Cluj Napoca Customs, National Road DN1C,
Snnicoar village.
In the airport area, also, it is proposed the regularization of the riverbed V. Beca on L = 1300
m, which includes deviating the route of the riverbed outside the protected enclosure and
increasing the transport capacity at the corresponding level of the calculation flow rate Q 0,1%.
7.1.1.1.Water supply and sanitation
Currently both the airport and in the cargo area and Train Station CFR Apahida passengers are
both sewerage networks and pluvial domestic wastewater, and water supply network for drinking
and fire fighting.
Domestic wastewater from sanitary use fitted to buildings are discharged into sewers network.
Rainwater collected from the roof of the buildings and roads and parking on the premises will be
collected and discharged into public sewerage network are either on their own green space.
Rainwater from the parking area will be passed through oil separator and then will be discharged
in the public sewer or on its own green space.
Rainwater on the track and braces are collected by a network of drains and gutters routed through
the sewers.
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Wastewater that will result from site organization has imposed compliance limitelelor load with
pollutants, as NTPA 002/2005, where they will evacuate to public sewers.
These pollution sources are added during the execution of existing pollution sources during
operation / maintenance, because the activities of achieving objectives is carried out in parallel
with specific airport, road and railway transport.
Water impacts during operation.
Air Cargo operations in buildings and CFR include several activities that could lead to the
discharge of pollutants in sewage system. These activities include sanitation / hygiene halls, ice
and snow removal on surfaces platforms, parking and taxiways withtin zones CARGO, any fuel
storage, refueling, ensuring cleanliness and maintenance of vehicles and machinery.
Sources of pollution for the activities analyzed in operation, are also rainwater that washes the
platforms, parking and raceways of the aircraft and railway cargo terminals and household
wastewater from toilets enclosure.
Finally, in the Environmental Impact Study, were indicated mitigation measures that the project
can develop to limit the potential impacts.
7.1.2. AIR PROTECTION
Atmospheric pollution is one of the major factors affecting the health and living conditions of the
population in large urban areas.
In accordance with Law 104/2011 on ambient air quality, the environmental territorial public
authority, organized at county level, makes publicly available, annually, until March 30, the
ambient air quality report for the previous year, with respect to all pollutants covered by this law.
The Environmental Protection Agency from Cluj has monitored the air quality of Cluj County
both through analyses performed using the equipment from the laboratory of physic-chemical
analysis and with the help of automatic monitoring stations of the air quality located in those five
sampling points in the county, of which four points are located in Cluj-Napoca City in following
points:
- CJ1 traffic - Aurel Vlaicu Street
- CJ2 urban Nicolae Balcescu Highschool
- CJ3 suburban Grigorescu District
- CJ5 urban Dej City
Also, it was taken into account the measurements made by the laboratories of the most important
undertakings polluters. These measurements underlying the development of the Integrated air
quality management Program in Cluj-Napoca crowding.
The results of these measurements revealed the exceedance of PM10 indicator limit values
determined gravimetrically, in 2008, 2009, 2010 and some overtaking in 2011.
By the current Integrated Program of air quality Management for Cluj-Napoca crowding, as
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revised form, for PM10 and NO2 indicators, were analysed the causes of these overtaking but
were established, also, new measures to achieve the limit values laid down by the legislation in
force.
The measures proposed under this program shall, in particular, reduce the pollution caused by the
vehicles, rehabilitate and modernize the infrastructure of the county, the traffic flow, increase the
green areas, control the construction sites, improve the sanitation of cities, control of compliance
with the urban documents, providing parking places, use of clean transport means, create
facilities for cycling and public awareness about the importance of measures to reduce ambient
air pollution.
The measures and activities within the program management cover a maximum of 5 years
period.
The result of the analysis for detecting overruns causes have generally emphasized the influence
of traffic and additional activities from around:
1. CJ1 station traffic type - Aurel Vlaicu Street
- heavy traffic;
- non-industrial combustion plants.
2. CJ2 station urban type 1- Nicolae Balcescu Highschool
- heavy traffic;
- construction of a overground parking Mihai Viteazu Market;
- heating systems in homes, public institutions and companies in the area;
- combustion in processing industry.
3. CJ3 station suburban type Grigorescu District
- the station is located near a high traffic arteries;
- bus parking platform in Grigorescu District;
- non-industrial combustion plants.
4. CJ4 station industrial type Dmbovitei Street
- the station is located near an industrial area;
- heavy traffic.
5. CJ5 station urban type 2 Dej City
- traffic inadequate state of roads;
- combustion in processing industry;
- production flows;
- other mobile sources.
In order to improve air quality and framing in the maximum allowable concentrations,
environmental territorial authority monitors, annually, the stage of implementing the measures
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proposed in the Integrated Program of Air Quality Management for Cluj and Dej city crowding,
with deadlines and relevant costs.
On this occasion all the measures provided in the program are reviewed and it is issued an annual
report on the status of implementation of the measures contained in it.
Following the completion of the most measures stipulated in IPAQM, in 2012, was found a
significant reduction in the number of exceedance recorded compared with 2011.
It was that in 2012, the number of overruns for Cluj and Dej city crowding to be only 9.
7.1.2.1.Emissions of air pollutants and air quality protection
During construction, the main sources of air pollution specific to construction works are:
- operation of the concrete plants;
- activity of the construction machinery;
- transportation of construction materials (concrete, ballast, etc.);
- earthworks (excavation, storage, filling works).
The activity of the construction machinery and the road traffic related to site organization can
also be mobile emission sources of air pollutants.
The amounts of pollutants emitted into the atmosphere by construction machinery depend mainly
on the following factors:
- technological level of the engine;
- engine power;
- fuel consumption per unit of power;
- capacity of the machinery;
- age of the machinery / engine;
- endowment with pollution control devices (catalysts).
It is obvious that the emission of pollutants decreases as the engine performance is more
advanced.
The main area of emission of pollutants resulted from the activity of the machinery and transport
equipment is the territory of the works or of the road, where applicable, extended laterally on
both sides, with one strip 10 to 15 m wide. The maximum concentration of pollutants is achieved
in this area.
Dispersion studies supplemented with measurements show that, outside of this area, the
concentration of pollutants in the air is reduced substantially. Thus, at 20 m on the outside of this
strip, the concentrations are reduced by 50% and over 50 m, the reduction is 75%.
The protection of atmosphere is designed to prevent and limit the damage and to improve its
quality in order to avoid the occurrence of adverse effects on the environment, human health and
property. To this end it is proposed that the following measures are taken during construction:
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1.
2.
3.
Operation of machinery
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4.
Transport of materials
Waste management
Water pollution
Air pollution during the operation of the Cargo Terminal can be produced by the following main
sources of local pollution of air and its surroundings:
- Manoeuvres of aircraft on and near the ground.
- Airport vehicles including ground handling services and the traffic in public areas.
- Public and private road traffic to and from the airport.
- Production of energy, heating and hot water for airport facilities.
- Other construction works associated with airport development.
- Traffic on the national road.
The main factors of pollution come from:
- aircraft: CO, CO2, NOx, SO2, unburnt hydrocarbons;
- motor vehicles: CO, CO2, NOx, SO2, suspended particulates, unburnt hydrocarbons.
Air quality in the areas of interest is good, falling within the limits set by Law 104/2011 on
ambient air quality. Although the transport circuit will increase due to the anticipated growth of
the cargo type of activity, the effects on air pollution will not lead to a deterioration of the
current situation due to the connection to the railway and the road networks.
Considering the foregoing, that in the Environmental Impact Study has been explained in more
detail, the conclusion is that the operation of the facility will have a minimal impact on the
environmental factor air.
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terrace area of Someul Mic. The thickness of these deposits are up to 20m.
Geological structure of the area is characterized by the following formations:
- Quaternary age alluvium of the river Someul Mic;
- Upper Eocene age formations represented by grey-purple marls of the horizon of marls with
bryozoaires marls and of sandy grey marls of the Nummulites fabianii horizon.
7.1.4.2.Soil types and their characteristics
The variety of soils with different caloric physical properties, with varying degrees of use and
coverage, contribute to diversification microclimate conditions.
Cluj-Napoca city and its surroundings are at the limit of the leachates chernozem and brown
forest soil area. Along with these intrazonal nature, are light brown coastal soils, puddles,
alluvial soils and salty.
Drilling carried out at the site revealed the following stratification:
- Brown vegetal soil with organic material on a thickness from 0.70 to 0.80 m;
- Brown solid clayey dust, on a thickness of 0.70 m;
- Yellow-brown dusty sand, fine-medium with a compaction average on a thickness of 0.50 m;
- Grey-black sandy shore, soft plastic with organic materials, on a thickness of 0.60 m.
- Gravel, sand, yellow binder on a thickness from 2.70 to 3.00 m.
The upper layers of soil, dust, sand and silt have smaller load bearing features, appear on small
thickness, and at load can record high and uneven compaction.
Gravel layer appears on a greater thickness and on the whole area, has excellent load bearing
characteristics and is indicated as shales for construction.
Leachates chernozems are widespread in the eastern part of the city, the western boundary of the
area crossing in the north of the localities Slitea Nou, Coru and Baciu, with extension in the
south along the national road Cluj-Turda. The existence of these chernozems in the region is
linked to the conversion of forest soils due to the vegetation and climate. If the rock is rich in
calcium carbonate occurs carbonated chernozem secondary leaching, showing the efflorescence
at surfaces.
At west of the chernozems area it is met the brown forest soils represented by typical brown
forest soils and podzolic brown forest soils with a loamy or clayey texture. In some places, as
beech and oak forests, on sandstones, conglomerates and sands is forming an alluvial claypodzolic soil.
All soils are strongly affected by erosion and other modelling processes. On lower sectors of
relief, on both sides of water courses, due to excess moisture, puddle or hydromorphic soils
occur. Someul Mic and Nad Meadow Beds are covered with carbonated soil on account both
of deposits and rocks rich in calcium carbonate.
Nearby Someeni and Dezmir towns, on account of the salt layers appear the saltyon which is
developing typical herbaceous vegetation adapted to these conditions.
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7.1.4.3.Groundwater
The groundwater - was intercepted in the drilling and the widths of -1.30 m and -3.20 m. During
periods of abundant rainfall, water infiltration can occur at any rate up to -0.50 m from the
current field. The groundwater level in the area is variable and correlated with the water level of
the river Somes Mic and partly influenced by the annual flow of rainfall.
From the chemical point of view, according to STAS 3349/83, underground water from the area
shows towards concrete very weak carbonic aggression (SO2 occurs at a rate of 258-300 mg / l).
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7.1.4.4.Surface water
The airport is not crossed by rivers and also there are no areas covered with stagnant water
(lakes, ponds, and so on).
The hydrographic network of the area is dominated by Somes Mic River, which traverses the
administrative territory of Cluj-Napoca from west to east.
In terms of Minor River valleys in the area are tributaries of the river Somes Mic, from which the
closest in the areas are Becas Creek and Zapodie Valley.
7.1.4.5.Ground stability
The classification in areas prone to natural hazards, at macrozoning level, will be in accordance
with the Official Gazette: Law no. 575/November 2001: Law regarding the approval of the
National Spatial Plan Section 5: Natural risk zones.
The risk factors considered are:
- earthquakes,
- flooding and
- landslides.
The studied area shows no signs of instability. Site conditions do not lead to the conclusion that
there was a risk of the occurrence of slip phenomena.
7.1.4.6.Sources of soil and subsoil pollution
During the execution period the sources of pollution are specific to construction works and to the
operations necessary for the field arrangement in order to achieve the proposed objectives and
for the achievement of the actual constructions as well: scraping and transportation of volumes of
topsoil and earth, achieving embankments, achieving excavations in order to make the
constructions, the platforms, the roads and the execution of municipal networks, achieving the
foundations of the proposed constructions and achieving ditches and gutters to collect rainwater.
During the ground handling works are produced particle emissions. These sources of dust are
accompanied by sources of emission of pollutants specific to internal combustion engines,
represented by machinery engines that run those operations.
The machines may lose fuel and oil due to technical faults. Unnoticed and not remedied, these
losses represent sources of soil and subsoil pollution; large quantities discharged threatening to
degrade groundwater quality.
Pollutants emitted during the execution period are found mostly in the soils in the vicinity of
work fronts and areas in which activities are performed during the execution period. An
important role in filling the soil with various pollutants has rainfall, which favors deep pollution.
In conclusion, during the execution period, the environmental factor soil is primarily affected by
the change of use, but, at the level of this environmental factor, that is constituted as contact and
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accumulation interface, are integrated the effects of pollution of other environmental factors
(water and air). The excavation and filling works will alter soil characteristics, considering the
depth of foundation and stabilization works.
During the operational phase the pollutants that affect the quality of soil are those resulting from:
- car traffic: emissions of exhaust gases;
- any loss of oil and petroleum products from equipment and vehicles serving the activity and
from vehicles transiting the area as a result of intensified cargo activity;
- the inappropriate management of domestic waste and other waste types specific to the
activity generated on the emplacement.
Of the total emissions of pollutants resulting from traffic carried on platforms, parking and road,
it is estimated that most of it will be deposited at distances up to 30 m on the ground, on both
sides of the roadway, the concentration, respectively the amount deposited decreasing
significantly with the distance from the axis of the road.
Besides the direct effect of these pollutants on the environment, there are indirect effects as well.
The atmosphere is washed by rain so that the air pollutants are transferred to other environmental
factors (surface and underground water, soil, vegetation, wildlife) and may ultimately affect
human health.
It is estimated that there will be no changes to the quality and structure of the soil and subsoil,
except in case of accidental discharges due to failures of the sewerage network and wastewater
treatment plant and to non-intervention in time of those authorized.
Therefore, the environmental factor soil is affected, to a small extent, both by the direct activity
(waste collection, accidental discharges of fuel, traffic accidents) and the indirect activity
(emissions of traffic) of the assessed objective.
The characterization of the impact is given by the following attributes: minor negative impact
both directly and indirectly, cumulatively, on long term.
At last, in the Environmental Impact Study there are many recommendations about
environmental protection measures that constructor has the obligation to carry out.
7.1.5. PROTECTION OF ECOSYSTEMS
In the Cluj-Napoca area, the vegetation features are closely related to specific physical and
geographical conditions and the extent of the area occupied by certain plant associations depends
on soil, exposure, etc.
The diversified potential of the vegetation and fauna is the expression of the mountain forest
associations (coniferous and deciduous coniferous mixed forests) together with the forest-steppe
associations of the Transylvanian Plain.
On the administrative territory of Cluj-Napoca there are several types of protected areas of an
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important local interest. Their specificity may differ; the reserves were established legally or by
declaring them as ecological areas with conservation and recreation role for the residents.
Current protected natural areas in Cluj-Napoca (2011) are:
Item
Name
Area
(ha)
Protection regime
Nature Reserve (Protected area of
national interest)
Fgetul Clujului
2
3
1276,2
4,7
Fnaele Clujului
102,4
29,9
10
Name
Pdurea Fget
Complexul Tufele Roii
Bile Someeni
Dealul Sf.Gheorghe
Fnaele Clujului
Pdurea Hoia-Cheile Baciului
Area
(ha)
554,4
217,4
16,7
19,7
83,4
289,9
Protection regime
Acc. to the Establishment Order
Special regime of avifaunistic protection
Acc. to the Establishment Order
Acc. to the Establishment Order
Acc. to the Establishment Order
Acc. to the Establishment Order
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Figure 60 - Natural areas protected in Cluj-Napoca. Red ellipse is the airport area
In the vicinity of the airport can be found the following protected areas at these approximate
distances from the location.
- The lesser mole rat reserve from Sub-Coast - 1,000 m.
-
Cojocna-Suatu-Crairt. - 3,300 m.
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No protection area directly interferes with the airport and the development of this project raises
no technical or legal problems for the areas mentioned above.
Figure 61 - The location of the protected areas (blue areas) relative to the airport (red ellipse)
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The number of people exposed to different values of the Lden (dB) indicator in the city of ClujNapoca:
Noise source
55 - <60
60 - <65
65 - <70
70 - <75
>75
Road traffic
72600
77400
41600
10100
400
5100
3800
500
Airport traffic
500
IPPC industry
800
100
The number of people exposed to different values of the Lnight (dB) indicator in Cluj-Napoca:
Noise source
45 - <50
50 - <55
55 - <60
60 - <65
65 - <70
Road traffic
75000
65500
33300
9500
500
7000
4400
2300
100
Airport traffic
65400
3700
400
IPPC industry
1000
400
In the case of the Lden indicator are recorded exceedances of the maximum permitted values for
road traffic (10500 people affected by noise levels above 70 dB). In the case of the Lnight
indicator are recorded exceedances of the maximum permitted values for road traffic (10000
people affected by noise levels above 60 dB) and for the railway and tramway traffic (100 people
affected by noise levels above 60 dB).
Although during the night (Lnight) the number of people exposed to the noise generated by the
airport traffic is higher, the maximum permitted values are not exceeded.
7.1.6.1.Road noise
It was noted that the average noise level was exceeded in all measurement locations due to heavy
traffic in the area and heavy duty traffic. Noise has become in recent years the primary cause of
discomfort for population. Due to its increased intensity, noise has become an environmental
pollutant and a disruptive factor for life and work.
Noise near major roads is significant and, assuming that it is maintained for a longer period, it
cannot be tolerated. The Lden recorded near some of the main roads is between 75 and 80 dB,
exceeding the limit by 5-10 dB.
The situation is further aggravated by the fact that the difference between the night and day
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values of the noise range only between 4-7 dB. The Ln> 70 dB and Lden > 65 dB values for the
night, are characteristic for almost all the main roads in the city.
Action plan proposals (with the perspective until 2020) to reduce road traffic noise in ClujNapoca are:
- Improvement of the parking situation.
- Construction of underground parking lots in the city centre.
- Developing P&R car parks at the city limits.
- Construction of new car parks in public transport nodes.
- Solving the problems related to parking at city level.
- Improving public transport.
- Developing pedestrian areas.
- Limiting speed inside districts.
The conducted studies show that the proposed measures may lead to a significant reduction in
the number of people affected by noise; in the areas where after implementing the noise
mitigation measures L2sn > 70 dB, it will be necessary to use passive protection.
It would be advisable to start a windows changing program, primarily for buildings that are
situated along the main streets where, after the implementation of noise reduction measures,
Lden> 75 dB.
7.1.6.2.Railway noise
Railway traffic noise is caused by the operation of the traction motor fit on the engine, by the
train travelling on tracks and the related acoustic signals.
Special noise problems caused by rail transport include: slippage on curves, squealing of brakes,
noise in stations, noise in marshalling yards or on metal bridges without ballast, which does not
affect many people but still can lead to a significant local discomfort.
An estimate of the equivalent noise levels for 24 hours using as source the railway traffic,
performed in open field conditions measuring noise propagation at different distances from the
railway track, is shown below; on the rows are shown the equivalent noise levels at 30 m from
the track (STAS 6156-82), 60 m, 150 m, 200 m and 486 m where the residential area should
begin so that the equivalent noise level has values below 50 dB(A) admissible limit.
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Leqadm
dB(A)
30
60
100
150
200
50
50
50
50
50
65,7
63
59,5
57
56
Currently neither railway traffic, nor tram traffic lead to exceeding the limit noise values,
therefore no action plan is needed.
The action plan to be presented was primarily developed for stricter regulations that will come
into effect in 2012, which lower the limit by 5 dB, and secondarily to reduce discomforting noise
effects, which do not reach the limit value.
7.1.6.3.Air traffic noise
At present strategic noise maps show that the current limit values for air traffic are not exceeded.
If, according to the proposals, these limit values will decrease by 5 dB, there will be exceedances
for the buildings located next to the airport, near runway 08.
The affected buildings will be those located in Prieteniei Street, Planoarelor Street, Aviator loan
Pop de Cluj Street, Elicei Street, Zborului Street, Parautitilor Street, Aviatorilor Street, Traian
Vuia Street.
Air traffic noise is not significant for the city's noise status.
However, aircraft flying over the city, due to the nature of the noise they produce, can be
extremely disturbing especially during the quieter evening and night hours and at weekends.
Compared to the noise of aircraft taking off, less noise is produced during landing primarily due
to the more silent flight manoeuvres (slow speed downward gliding flight).
Currently, the airport does not produce noise exceeding the noise limit, so no action plan should
be developed.
Therefore, the action plan to be presented was primarily developed for when the limit will be
decreased by 5 dB and secondarily for the situations when the air traffic noise is within limits but
it has unpleasant effects.
The aim of the prepared action plan is to reduce noise from aircraft flying over the city during
take-off or landing in areas where noise exceeds the limit value: 5 dB, or in areas where there are
no exceedances, but the population is affected.
Noise from planes taking off and landing is the main source of the negative impact on the airport,
compared with other sources such as noise from aircraft in the areas of access and their
connection to jet bridges, ground-level noise produced by aircraft towing vehicles, buses, cars,
equipment and auxiliary power units, etc. used on the airport movement surfaces (e.g. aircraft
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aprons), noise produced during overhaul and repair of aircraft, noise from cargo and other noise
emissions, such as from road traffic.
Effective reduction of noise can be ensured by the use of multiple measures. For the Cluj-Napoca
airport, the mitigation measures can be performed in the following areas:
- traffic optimization in terms of noise during nights or rest hours;
- changes in the flight routes;
- passive noise protection;
- implementation of a monitoring system;
- where new constructions are to be built, the airport noise must be taken into account.
It can be concluded that aircraft movements combined with traffic noise on the national road DN
are the main cause of problems on / around the airport as compared with that the airport noise
is insignificant. The decreased levels of noise pollution of modern aircraft technologies will help
the airport to meet the stringent rules to protect the environment despite the fact that aircraft
movements will increase several times.
With this planned expansion and development of the airport, ground noise will be influenced by
the new size of the airport, its location, the topography, changes of the locations where works are
executed, the increased number of aircraft and the types of activities. Airport development
includes plans to increase the number of aircraft aprons or relocating the positions in areas where
there is potential for increased noise at ground level close to the new Cargo Terminal of the
airport.
There are also plans to change taxiways and aprons. These changes could lead to a noise
reduction coefficient because they allow very efficient ways of operating on the runway and
aprons.
However, to date, there have not been identified noise sensitive receptors.
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The estimated number of dwellings (rounded to hundreds), and schools and hospitals exposed to
ambient noise generated by airport activities are the following:
Exposure to environmental noise generated by airport
activities estimated (in hundreds)
Lden dB(A)
From
45,0
50,0
55,0
60,0
65,0
70,0
75,0
To
49,0
54,0
59,0
64,0
69,0
74,0
Schools,
Education
Houses
Lden
1100
0
0
0
0
0
0
Lnight
0
0
0
0
0
0
0
Lden
0
0
0
0
0
0
0
Lnight
0
0
0
0
0
0
0
Hospitals,
clinics, nursing
Lden
0
0
0
0
0
0
0
Lnight
0
0
0
0
0
0
0
Lnight
45
19
0,6
0
0
0
0
Finally, through the implementation of specific maps, it was verified that at present there are no
significant areas of conflict.
There were also produced maps of noise impact for the new runway
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7.1.6.5.Conclusions
It can be stated that the main source of noise in Cluj-Napoca is the traffic. Of the three types of
traffic: road, rail and airport, which were taken into account in the development of strategic noise
maps, the first has the highest weight, as there was recorded the highest number of people
exposed to noise and even exceedances of maximum permitted values for both indicators (Lden,
Lnight).
The main traffic arteries are the most affected by the increased noise levels, for example: Traian
Vuia, Aurel Vlaicu, B-dul 21 Decembrie 1989,Calea Moilor, Calea Mnstur, Calea Floresti,
Calea Turzii, Avram Iancu, Constantin Brncusi, B-dul Nicolae Titulescu, Calea Bucuresti,
Fabricii, B.dul Muncii, Horea, General Eremia Grigorescu, B-dul 1 Decembrie 1918 and so on.
Rail traffic, which also crosses residential areas, is the second source of noise pollution mainly in
east of the city and to the south of the railroad. The areas located in the north of the railway are
occupied mainly by industry and, therefore, poses no special noise protection problems.
The economic activity (industrial, commercial) contributes directly to noise pollution only to a
lesser extent but it contributes indirectly because of the transport using heavy vehicles.
Air traffic due to the existence of the airport in the Someeni district leads to high noise pollution
(80 dB) in the southern half of the district and moderate noise pollution (75 dB) in the rest of it.
Inside the 80 dB curve can be located a small number of urban functions.
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organization.
The project represents, through its equipment and functions, a measure with important positive
economic and financial, as well as social effects.
The measures that should be taken by the project beneficiary to meet the requirements imposed
by the environmental legislation, as they result from the conclusions of the present report, can be
made through a good management of the construction and operating works, through the
observance of the technical norms specific to the activities that are being run, without imposing
radical measures.
Where applicable, there will be proposed additional measures considered to be efficient in the
minimization of the impact.
Through the analyses made during the documentation process, there have been highlighted the
measures needed to be taken by the beneficiary and the project executants, both in the
construction period as well as in the operating period in order to observe the requirements
imposed by environmental protection norms.
Through the observance of the proposed measures by the EIA, the negative impacts will be
substantially reduced both in the execution as well as in the operating period.
INTERNATIONAL
AIRPORT
TO
Preventing and limiting the environmental impact of air traffic and airport activities by:
o Assessing and monitoring the level of noise and adopting measures to reduce noise
o Minimizing the emission of pollutants in the air, water and soil
o Reducing the consumption of energy and other natural resources
o Preventing risks from dangerous substances (de-icing liquid, aircraft fuel, oil etc.) for the
environment
o Proper waste management
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o Exchange of information
o Accurate compliance with the standards
o Adopting a proactive attitude to ensure environmental protection
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Persons from the following counties were interviewed: Alba (7.1%), Bihor (13%), BistritaNasaud (6.8%), Cluj (15.2%), Covasna (4.8%), Harghita (7%), Maramures (11.1%), Mures
(12.5%), Salaj (5.4%), Satu Mare (8%), Sibiu (9.2%); the persons residing in Cluj-Napoca
Municipality represented 9.4%.
There was a normal distribution of respondents on categories of age, sex, occupation/ jobs and
income.
From the point of view of air transport experience, 26.8% of persons travelled by airplane at least
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once within the last two years, and among them, 54.9% travelled from Cluj-Napoca International
Airport.
Assessment of current opinions regarding the intermodal passenger transfer reveal that
predominantly used means of transport to reach to Cluj-Napoca International Airport is the car,
irrespective of the passengers place of residence.
Train, public transport, taxi and minibus are currently used in a marginal way.
Figure 70 - Transfer to the airport respectively from Cluj-Napoca municipality (left) and from outside (right)
Because the car is the most polluting means of transport and the less efficient means of transport
for passengers (see the charts below), it results a high cost for the society. This cost would be
reduced by far if part of the passengers opted for rail transport to/from the airport.
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Figure 71 - Pollution: CO2 emissions per 1.000 passengers-kilometres (source: Statistics Netherlands)
Figure 72 - Pollution: NOx emissions per 1.000 passengers-kilometers (source: Statistics Netherlands)
Using train transport to the airport, in case the air travel decision would have already been
taken.
The decision to travel by plane from a certain airport may also be influenced, among other
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factors, by the means of transport used to reach to the airport (the most important parameters are
cost, comfort, travel time and connection time). The higher the distance between the place of
residence (or the point of departure) and airport, the more important the influence of this means
of transport.
Entering into survey data, the opinion of 67% of respondents is that a railway station situated in
the area of Cluj-Napoca International Airport or in its close vicinity would be beneficial in taking
the decision to travel by plane from this airport. A separate opinion of those individuals who
travelled by plane within the last two years was verified, following which a percentage of 63%
results in favor of using the railway station.
In conclusion, the answers to the questions regarding the railway station are correlated and they
indicate the fact that there is a high interest for the solution of intermodal passenger transfer
proposed within the project.
8.1.2. ASSESSMENT OF EXPECTATIONS REGARDING THE SOCIAL AND ECONOMIC
IMPACT
There is the net majority opinion according to which the new intermodal transport centre and
implicitly, the train-plane and plane-train transfer solution would increase transport quality and
would lead to a modernization of the transport related infrastructure.
The 89% of respondents think that the intermodal transport centre contribute to increase of
transport service quality and 73% that will contribute to modernization of the transport
infrastructure in Cluj-Napoca Municipality and Cluj County.
It is widely believed that the development of the intermodal transport centre will contribute to
growth airports activity (72% of respondents) and contribute to the economic development in
Cluj-Napoca, Cluj County and Northwest Development Region (63% of respondents).
The same optimistic view has been detected both in terms of the prospects for growth of tourism
(89% of respondents) that the creation of new employment (97% of respondents).
In conclusion, the respondents perception is that the economic and social impact of the
intermodal transport centre shall be important and positive.
The expectations expressed by the respondents within the opinion survey regarding an
intermodal transport centre of train-plane and plane-train transfer facilities include the following:
- Creation of new workplaces (95%);
-
Creation of efficient transport corridors/ transport networks from gate to gate (77%).
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From the analysis of open answers, the last additional set of expectations was extracted,
considered as relevant to the studys purposes:
- Growth of transport quality, including the training of personnel involved (31%);
-
A motorway to the northern area of the country, which passes near the airport (10.3%);
Coaches (8.6%);
Just a few answers contained arguments against the project for development of an intermodal
transport centre within Cluj-Napoca Airport, such as the high costs incurred in building new rail
lines to the airport and the poorly developed railway infrastructure in the county and region.
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Population
Share
Catch
jud Cluj
Mures
Bistrita Nasaud
Maramures
Salaj
Satu Mare
Bihor
Alba
Sibiu
660.000
531.380
277.861
461.290
217.895
329.079
549.752
327.224
375.992
100%
20%
40%
20%
35%
10%
10%
35%
15%
660.000
106.276
111.144
92.258
76.263
32.908
54.975
114.528
56.399
Total
3.730.473
1.304.752
Table 17 - forecasted number of people in the catchment area (potential passengers of the Airport)
Generally, several factors are deemed to influence the passengers and cargo air traffic evolution,
however the most important ones taken into account are the national and local Gross Domestic
Product (GDP), its growth rate, GDP per capita, degree of penetration of air transport, level of
population income in the catchment area, demographic characteristics, trip cost, oil price.
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In preparing the air traffic forecast on medium and long term in the socio-economical study has
also used the traffic forecasts performed by Boeing, Airbus and Airports Council International
(ACI) for Europe for the period 2015 2040, the Eurocontrol statistics weighted by the
economic growth prospects for Romania, Cluj-Napoca municipality and Cluj County, the
analysis of the traffic history evolution and its development trends.
The basis of both long term forecast scenarios is represented by the European air traffic forecasts
prepared by Boeing and Airbus aircraft manufacturers, as well as the traffic forecast prepared by
ACI, corroborated with the GDP multiplier indicator.
Boeing forecast for the period 2012 2031
The Boeing forecast for the period 2012 2031 estimates an average passenger air traffic growth
rate (RPK) of 5% per year, and also provides details by regions.
The growth of the cargo traffic decreased after a peak period in 2010 however, having in view
the expansion of the emerging markets that will entail an increased demand for swift and
efficient cargo transportation, Boeing forecasts an average annual growth of 5.2% of the cargo
traffic over the next 20 years.
Airbus forecast for the period 2011 2030
Airbus forecast estimates its doubling over the next 15 years (average annual growth of 4.8%
over the next 20 years). The fact has been ascertained that the air transport was influenced only
on short term by the unfavorable external factors (oil crisis, Gulf war, SARS, 11 September,
financial crisis commenced in 2008).
In Europe the Airbus forecasts predicts smaller annual growth rates: 3.8% for the period 20112030 and 4.2% for the period 2021-2030.
Airbus predicts an average annual growth of the cargo traffic of 4.9% per year, in 2030 86% of
this traffic representing international cargo traffic, and 14% domestic traffic.
ACI forecast for the 2010 2029 period
ACI estimates an average annual growth of the traffic of 4.1% per annum over the next 20 years.
The forecast for Europe is as follows: 3.3% for the period 2010-2014 and 2.9% for the period
2010-2029.
8.2.1. CORRELATION BETWEEN GDP AND AIR TRAFFIC FORECAST
The correlation between the growth rates of GDP and air traffic has been analyzed in the form of
the GDP multiplier, which in respect of Romania and the period 19952007 was x4.0, compared
to x2.0 on the mature markets. For the period 2013-2030 and in respect of the European Union
this indicator is forecasted to maintain a stable level of x2.5 (2010 Roland Berger study).
Having in view the x4.0 level for ClujNapoca Airport for the period 2013-2025, the x3.0 level
for the period 2026-2030, and the x2.0 level for the period 2031-2038, the following air traffic
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GDP forecast %
Air traffic multiplier
Air traffic forecast %
2013
2014
1.6%
4.00
6.4%
2.2%
4.00
8.8%
20152020
2.2%
4.00
8.8%
20212025
3.2%
4.00
12.8%
20262030
3.2%
3.00
9.6%
20312038
3.2%
2.00
6.4%
These growth rhythms are close to those forecasted by IATA for the lately acceded to EU
countries, of 10% yearly.
The performed forecast has taken into account the following indicators:
- Average GDP increase per Romania used for Cluj area;
-
Tourism: development above the average per Romania pursuant to the existence of a
significant number of tourist attractions and a better developed air transport infrastructure.
The difference between the two scenarios achieved on the basis of quantity and quality factors is
as follows:
Factors
GDP
Potential traffic
Economy
Population
income
Project scenario
No project scenario
2 - 3.3%
Increase pursuant to building up the
intermodal centre and railway
station
Accelerated increase pursuant to
the development of airport activity
and emergence of new companies
Accelerated increase pursuant to
the generation of new highly
qualified jobs
New companies with passengers
and cargo flights
Average development
2 - 3.3%
Smaller increase than in the scenario
of building up the intermodal centre
and railway station
Airline
companies
Tourism
Population
in
Slight increase
catchment area
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8.2.2. HYPOTHESES
FORECAST
REFERRING
TO
PASSENGERS
AND
CARGO
TRAFFIC
Prior to determining the traffic volume expected in respect of Cluj-Napoca Airport, the current
and potential demand of the catchment area must be calculated using several methodologies:
1) degree of penetration of air transport;
2) GDP-based analogy;
3) projections using analogies with other European airports;
4) comparison with other airports in Romania;
5) projection on the basis of the number of foreign visitors and passengers using other transport
means.
1) Degree of penetration of air transport.
Neglecting the regional differences pertaining to the economic development, the total air traffic
has been compared to the total population. Taking into account an air traffic in Romania of 11
mil. pax and a population of 22.3 mil., it followed an air transport penetration rate of 493
passengers at 1,000 people.
Having in view a catchment area of Cluj-Napoca Airport of 3.73 mil. people (precisely
3,730,473), it follows a current potential of 1,893,123 passengers (493 passengers at 1,000
people 325,280 passengers at 660,000 inhabitants of Cluj county).
An air transport degree of penetration of 493 passengers at 1,000 people is rather low and has a
special potential of growth towards the 2,000 3,000 passengers at 1,000 people in the Western
Europe. An increase in this degree of penetration is expected pursuant to an increased tourist
traffic and traffic generated by the low-cost companies.
2) GDP-based analogy.
The current potential traffic can also be determined using the ratio between the number of trips
per capita and GDP per capita. Having in view that in respect of the Northwest Region the GDP
per capita was estimated at about Eur 8,222 in 2012, 0.3 flights per capita per annum are
estimated, entailing a current traffic potential in the immediate catchment area of 198,000
passengers, and of 1,119,142 people in respect of the extended catchment area.
3) Projections using analogies with other European airports.
Another forecast method consists in making comparisons with comparable European airports in
terms of catchment area, economic development, traffic type, tourist development level.
For comparison purposes, the activity of such regional airports in the Eastern Europe has been
analyzed:
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Graz
Zagreb
Ljubljana
Bratislava
Tallin
Pax 2012
930,617
2,342,000
1,198,911
1,416,117
2,181,508
Catchment area
1,300,000
3,000,000
2,100,000
4,500,000
1,340,000
Pax/1,000 people
716
781
571
315
1,628
Bratislava airport was excluded from the forecast because is strongly competed by Vienna
Airport located only 50 km away.
Using the minimum between the compared airports (a rate of 571 passengers at 1,000 people),
the conclusion has been reached that Cluj-Napoca Airport has a traffic potential of 2,130,100
passengers, much above the current traffic level, probably due to the existence of the competing
airports and the presence of an insufficient number of companies and flights operated from ClujNapoca Airport.
4) Comparison with other airports in Romania.
The number of passengers flying from / to the Cluj-Napoca International Airport has varied as
shown below:
2007
2008
2009
2010
2011
2012
267,039
567,997
670,306
818,700
819,032
756,385
390,521
752,181
834,400
1,028,907
1,004,855
931,999
Growth rate
60%
93%
11%
23%
-2%
-7%
We have taken into account for comparison purposes Timisoara, Bacau and Targu-Mures
airports, which have underwent an exponential growth pursuant to the operation of the low-cost
flights, as well as small airports:
Airport
Timisoara
Cluj-Napoca
Bacau
Constanta
Catchment Area
(mil.)
1.8
3.7
1.8
1.5
No. of Passengers
(mil.)
1.38
0.93
0.39
0.065
Mobility rate
767
423
260
433
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Targu Mures
0.3
150
Cluj and Timisoara airports have underwent an exponential traffic growth after Wizzair low-cost
company commenced its operations, which generated over 500,000 passengers on each of these
airports. Using an average mobility rate of 500 passengers at 1,000 people, below that of the
studied airports, we estimate a traffic potential for Cluj-Napoca Airport of 1,865,237
passengers.
5) Projection on the basis of the number of foreign visitors and passengers using other
transport means.
The total potential of the air traffic is represented by the residents leaving Romania, nonresidents coming to Romania, both for business and recreational purposes, air passengers visiting
friends (VFR) traffic and tourists visiting the region.
The inbound traffic of passengers can be estimated using statistics referring to tourists registered
in the Northwest Region in the previous years (about 96,729 tourists yearly).
The residents in the catchment area leaving Romania use both the air flights from Cluj-Napoca,
Targu-Mures, Budapest airports and the road and railway transport means. The prevailing means
being the own cars and bus travels.
Having in view that at present several bus travels are operated daily with at least 7 passengers/
travel, which is the minimum required to justify the operation of Cluj-Napoca destination, it
follows a traffic of about 86,800 passengers, part of whom will be taken over by the flights
operated from Cluj-Napoca Airport.
Bus travels are operated by Atlassib daily, Eurolines daily, Tabita daily, Pletl daily, Kessler
daily, Saiz daily, other transporters to Spain and Italy minimum 3 times a week.
To these is added part of the bus passengers in Targu-Mures, Alba-Iulia, Bistrita, Satu Mare,
Baia Mare, Oradea and all the small localities where bus stations exist, wherefrom we estimate
that an annual current traffic of other 80,000 transported passengers.
At the same time, there is an important traffic of passengers using their own cars, much higher
than the bus traffic. An aggregate potential is thus reached of about 160,000 passengers who can
be partially taken over from these transport means.
In the case of regional airports, the cargo activity is reduced, the aircraft used having a low
cargo capacity.
The following classes of cargo could be carried out from Cluj-Napoca Airport:
- Small parcels and document;
-
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In respect of Cluj-Napoca Airport the cargo forecast has taken into account similar growth
rhythms to those of the passengers forecast in the case of the scenario without investments, and
much higher rhythms in the case of the scenario with investments in achievement of the
intermodal terminal as of 2017, according to the evolution of the European airports having made
similar investments.
8.3. RAILWAY TRAFFIC FORECAST METHODOLOGY
Generally, multiple factors are deemed to influence the passenger and cargo railway traffic
increase, however the most important ones taken into account are the national and local Gross
Domestic Product (GDP), its growth rate, GDP per capita, degree of penetration of railway
transport, level of population income in the catchment area, demographic characteristics, travel
cost.
An important stage in building the forecast model is the availability of data, for these purposes
the data used coming from CFR Calatori (CFR Passengers) and CFR Marfa (CFR Cargo)
companies, the competing companies in Romania, the domestic and international bodies of the
industry, from the National Institute of Statistics (INS).
The railway traffic forecast has been achieved in parallel with the air traffic forecast, having in
view that these transport modes will influence each other within the intermodal terminal.
8.3.1. HYPOTHESES REFERRING TO PASSENGER AND CARGO TRAFFIC FORECAST
Prior to determining the traffic volume expected in respect of the intermodal terminal on ClujNapoca Airport, the current and potential demand of the catchment will be calculated using this
methodologies:
1) Degree of penetration of railway transport.
2) GDP-based analogy.
1) Degree of penetration of railway transport.
Disregarding the regional differences pertaining to the economic development, the total railway
traffic of passengers and cargo, respectively, has been compared to the total population.
Taking into account a railway passenger traffic in Romania of 57.56 million passengers (INS
source) and a population of 22.3 million people, it followed a railway transport penetration rate
of 2,581 passengers at 1,000 people.
Having in view a catchment area of Cluj-Napoca Airport of 3,730,473, it follows a current
potential of 9,629,048 passengers.
Currently only 5,591,000 railway passengers (CFR SA source) were recorded in 2012 in ClujNapoca, about 1,499 passengers / 1,000 people, much below the degree of penetration of the
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historical and forecasted GDP increase and GDP multiplier increase in respect of the air
traffic;
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In respect of the 2016-2020 medium term forecast, average traffic growth rhythms have been
taken into account that are close to those derived from using the GDP multiplier, (increases
between 6% and 10%, the average increase derived from the GDP multiplier being 8.8%).
The current flights and passengers averages recorded in 2012 have been taken into account both
in respect of short term and medium term forecasts. In the period 2021 and 2029-2031, the
growth rate both in respect of the passengers and cargo forecasts is only 2%, having in view that
recurring economic crises will occur in accordance with the theory of economic cycles.
Where no investments will be made to achieve the intermodal transport center, in preparing the
air traffic forecast the passenger number yearly growth rhythms taken into account are close to
those derived from using the GDP multiplier for the period 2013-2020, and much lower
subsequently, 1 percentage points smaller than in the case of the investment achievement (except
for the period 2032-2038, when the growth rhythms are equal to those of the scenario including
the achievement of the intermodal transport center, having in view that the effect of its existence
would have faded away, and the latter would already operate at almost its maximum capacity). In
the periods 2021 and 2029-2031 the growth rhythm in respect of both the passenger and cargo
forecasts is only 2%, having in view that recurring economic crises will occur in accordance with
the theory of economic cycles.
Figure 73 - Aerial view of Cluj-Napoca International Airport and the surrounding area
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2013
718,472
177,320
87,421
983,213
6%
2014
776,576
183,768
109,612
1,069,956
9%
2015
831,872
217,672
122,482
1,172,026
10%
2016
937,584
226,825
139,040
1,303,449
11%
2017
1,015,006
240,908
168,538
1,424,452
9%
2018
1,092,336
252,160
207,750
1,552,246
9%
2019
1,159,277
262,230
237,409
1,658,916
7%
2020
1,208,445
272,299
277,672
1,758,417
6%
2013
718,472
177,320
2014
776,576
183,768
2015
831,872
217,672
2016
919,200
226,824
2017
995,104
236,184
2018
1,060,520
244,816
2019
1,125,512
254,592
2020
1,173,248
264,368
87,421
109,612
122,482
139,039
165,232
197,743
219,391
249,125
983,213
1,069,956
1,172,026
1,285,063
1,396,520
1,503,079
1,599,495
1,686,741
6%
9%
10%
10%
8.7%
8%
6%
5%
Figure 74 - Passenger number forecast and growth rate for the period 2013-2020
Figure 76 - Forecast of passenger air traffic 2013 - 2020 and growth rate
2021
1,793
2.0%
2022
1,892
5.5%
2023
1,996
5.5%
2024
2,106
5.5%
2025
2,221
5.5%
2026
2,321
4.5%
2027
2,426
4.5%
2028
2,535
4.5%
2029
2,586
2.0%
2030
2,638
2.0%
Total (x1000)
Growth rhythm
2021
1,720
2.0%
2031
2,690
2.0%
2032
2,784
3.5%
2033 2034
2,882 2,983
3.5% 3.5%
2035
3,087
3.5%
2036 2037
3,195 3,307
3.5% 3.5%
2022
1,797
4.5%
2023
1,878
4.5%
2024
1,963
4.5%
2025
2,051
4.5%
2026
2,123
3.5%
2027
2,197
3.5%
2028
2,274
3.5%
2029
2,320
2.0%
2030
2,366
2.0%
2038
3,423
3.5%
Total (x1000)
Growth rate
2031
2,413
2.0%
2032
2,498
3.5%
2033
2,585
3.5%
2034
2,676
3.5%
2035
2,770
3.5%
2036
2,867
3.5%
2037
2,967
3.5%
2038
3,071
3.5%
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2013
8,216
3,224
2,002
13,442
3%
Movements
Growth rate
2014
8,632
3,224
2,511
14,367
7%
2015
9,360
4,368
2,805
16,533
15%
2016
10,819
4,412
3,217
18,447
12%
2017
11,764
4,412
3,861
20,037
9%
2018
12,815
4,937
4,667
22,418
12%
2019
13,340
4,937
5,229
23,506
5%
2020
14,075
4,937
5,997
25,010
6%
Traffic type
International
Domestic
Others
Total
Growth rate
2013
8,216
3,224
2,002
13,442
3%
2014
8,632
3,224
2,511
14,367
7%
2015
9,360
4,368
2,805
16,533
15%
2016
10,712
4,368
3,185
18,265
10%
2017
11,648
4,368
3,785
19,801
8%
2018
12,688
4,888
4,529
22,105
12%
2021
25,260
1.0%
2022
26,396
4.5%
2023
27,584
4.5%
2024
28,826
4.5%
2025
30,123
4.5%
2026
31,177
3.5%
2027
32,268
3.5%
2028
33,398
3.5%
2029
33,732
1.0%
2030
34,069
1.0%
Movements
Growth rate
2021
24,776
1.0%
Movements
Growth rate
2032
2033
35,270 36,152
2.5%
2.5%
2034
37,055
2.5%
2035
37,982
2.5%
2036
38,931
2.5%
2037
39,905
2.5%
2038
40,902
2.5%
2023
26,540
3.5%
2024
27,469
3.5%
2025
28,431
3.5%
2026
29,141
2.5%
2027
29,870
2.5%
2028
30,617
2.5%
2029
30,923
1.0%
2020
13,936
4,888
5,706
24,530
6%
2030
31,232
1.0%
2031
34,410
1.0%
2022
25,643
3.5%
2019
13,208
4,888
5,025
23,121
5%
Movements
Growth rate
2030
31,232
1.0%
2031
31,544
1.0%
2032
32,018
1.5%
2033
32,498
1.5%
2034
32,985
1.5%
2035
33,480
1.5%
2036
33,982
1.5%
2037
34,492
1.5%
2038
35,009
1.5%
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cyclical nature of the economic crises (economic crises have been forecasted for 2021 and
2029-2031;
situation of the proportion between the various types of cargo in the case of other intermodal
centers or according to specialized studies.
As follows from the previous chapter, Cluj-Napoca Municipality passengers traffic is much
below the potential of the area (depending on the methodologies used). We estimate that
pursuant to the building of the intermodal center the passenger and cargo railway traffic will
undergo a substantial increase, underwent by other airports and counties as well.
The railway traffic forecast for Cluj-Napoca Intermodal Center for the period 2013 2038 has
been prepared using the above-described methodologies and various data sources (statistics of
CFR, INS, Eurostat, studies and other domestic and international data sources).
8.4.2.1.Forecast in the scenario of implementation and NON-implementation of the intermodal
center project
The tables and charts below show on the left side of the page the centralized results of the
railway traffic forecast for the period 2013 2038 in respect of the intermodal center and on the
right side of the page the cargo traffic forecast (in tons) in the alternative of non-achievement of
the intermodal center.
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Cargo (tons)
Growth rate
2013
963
6%
2014
1,048
9%
2015
1,148
10%
2016
1,292
13%
2017
1,615
25%
2018
2,584
60%
2019
3,877
50%
2020
5,234
35%
Cargo (tons)
2013
963
2014
1,048
2015
1,148
2016
1,259
2017
1,368
2018
1,473
2019
1,567
2020
1,653
Growth rate
6%
9%
10%
10%
9%
8%
6%
5%
Table 33 - Cargo air traffic forecast for the intermodal center 2013-2020
Cargo (tons)
Growth rate
2021
6,804
30%
2022
8,505
25%
2023
10,206
20%
2024
11,737
15%
2025
13,498
15%
2026
14,848
10%
2027
16,333
10%
2028
17,966
10%
Table 36 - Cargo air traffic forecast for the intermodal center 2013-2020
2029
19,762
10%
2030
21,739
10%
Cargo (tons)
2021
1,686
2022
1,762
2023
1,841
2024
1,924
2025
2,011
2026
2,081
2027
2,154
2028
2,229
2029
2,274
Growth rate
2%
5%
4%
5%
5%
3%
4%
3%
2%
Table 34 - Cargo air traffic forecast for the intermodal center 2021-2030
Cargo (tons)
Growth rate
2031
22,826
5%
2032
23,967
5%
2033
25,165
5%
2034
26,424
5%
2035
27,745
5%
2036
29,132
5%
2037
30,589
5%
Table 37 - Cargo air traffic forecast for the intermodal center 2021-2030
2038
32,118
5%
Cargo (tons)
2030
2,319
Growth rate
2%
2031
2,366
2032
2,425
2033
2,485
2034
2,548
2035
2,611
2036
2,677
2037
2,744
2038
2,812
2%
2%
2%
3%
2%
3%
3%
2%
Table 35 - Cargo air traffic forecast for the intermodal center 2031-2038
Table 38 - Cargo air traffic forecast for the intermodal center 2031-2038
Figure 82 - Cargo air traffic forecast for the intermodal center 2013-2038
Figure 83 - Cargo air traffic forecast for the intermodal center 2013-2038
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Air - rail;
Rail - road.
2013
964
0
2014
1,049
9%
0
2015
1,149
10%
0
2016
1,292
13%
1,034
26
103
2017
1,615
25%
1,131
9%
48
88%
194
88%
2018
2,585
60%
1,551
37%
207
327%
827
327%
2019
3,877
50%
1,939
25%
388
88%
1,551
88%
2020
5,234
35%
2,617
35%
523
35%
2,094
35%
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Total intermodal
cargo
Growth rate
Plane truck
intermodal cargo
Growth rate
Train plane
intermodal cargo
Growth rate
Railway truck
intermodal cargo
Growth rate
2021
2022
2023
2024
2025
2026
2027
2028
2029
2030
6,804
8,506
10,207
11,738
13,498
14,848
16,333
17,966
19,763
21,739
30%
25%
20%
15%
15%
10%
10%
10%
10%
10%
3,402
4,253
5,103
5,869
6,749
7,424
8,167
8,983
9,881
10,435
30%
25%
20%
15%
15%
10%
10%
10%
10%
6%
748
1,021
1,327
1,643
2,025
2,227
2,450
2,695
2,964
3,478
43%
36%
30%
24%
23%
10%
10%
10%
10%
17%
2,654
3,232
3,776
4,226
4,724
5,197
5,717
6,288
6,917
7,826
27%
22%
17%
12%
12%
10%
10%
10%
10%
13%
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2031
2032
2033
2034
2035
2036
2037
2038
22,826
23,968
25,166
26,424
27,745
29,133
30,589
32.119
Growth rate
Plane truck intermodal
cargo
Growth rate
Train plane intermodal
cargo
Growth rate
Train truck intermodal
cargo
Growth rate
5%
5%
5%
5%
5%
5%
5%
5%
10,728
10,785
11,073
11,362
11,653
11,944
12,236
12.848
3%
1%
3%
3%
3%
3%
2%
5%
3,880
4,314
4,782
5,285
5,549
6,118
6,730
7.066
12%
11%
11%
11%
5%
10%
10%
5%
8,217
8,868
9,311
9,777
10,543
11,070
11,624
12.205
5%
8%
5%
5%
8%
5%
5%
5%
The share of the three types of transport will change over time. If there is currently only cargo
flow between air and road transport, implementation and development of the intermodal center
will increase gradually to other flows, namely air - rail and rail - road.
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The forecasted share of the 3 types of cargo transport (plane truck, plane train and train
truck) in 2013, 2020, 2030 and 2038 will be as follows:
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(x1000)
No. of passengers without intermodal center
No. of passengers with intermodal center
2013
2020
2025
2030
2038
983
1,687
1,758
2,021
2,221
2,366
2,638
3,071
3,423
The forecast of the additional passenger traffic directly or indirectly generated by the
implementation of the intermodal terminal (calculated as difference between the scenario with
project implementation and the scenario without project implementation) is as follows:
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Passengers (x1000)
2013
0
2014
0
2015
0
Passengers (x1000)
2031
277
2032
286
2016
18
2024
143
2033
297
2017
28
2025
170
2034
307
2026
198
2035
318
2018
49
2027
229
2036
329
2019
59
2020
72
2038
352
Table 44 - Additional passenger traffic generated by the implementation of the intermodal center 2013 - 2038
Figure 92 - Additional passenger traffic generated by the implementation of the intermodal center 2013 2038
The cargo traffic forecasted to be achieved in 2020 is 5,101,363 kg, and 31,303,606 kg in 2038.
Where the project is not implemented, the cargo traffic forecasted for 2020 is 1,653,313 kg and
2,812,607 kg in 2038.
(tons)
Cargo without intermodal center
Cargo with intermodal center
2013
2020
2025
2030
2038
963
0
1,653
5,234
2,011
13,498
2,319
21,739
2,812
32,118
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The forecast of the additional cargo traffic directly or indirectly generated by the implementation
of the intermodal center (calculated as difference between the scenario with project
implementation and the scenario without project implementation) is as follows:
Cargo (tons)
Cargo (tons)
2021
5,118
Cargo (tons)
2013
0
2022
6,743
2031
20,460
2014
0
2023
8,365
2015
0
2024
9,813
2032
21,542
2033
22,680
2016
33
2017
247
2018
1,112
2019
2,309
2020
3,581
2025
2026
2027
2028
2029
2030
11,487 12,767 14,179 15,737 17,489 19,420
2034
23,876
2035
25,134
2036
26,456
2037
27,845
2038
29,306
Table 46 - Additional cargo traffic generated by the implementation of the intermodal center 2013 - 2038
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Figure 94 - Additional cargo traffic generated by the implementation of the intermodal center 2013 - 2038
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At the same time, in accordance with the Europe 2020 strategy which states the reduction of CO2
emissions for road vehicles, it is necessary to transfer a segment of freight transport from road to
rail transport and inland waterways, along with some other measures proposed.
The development of logistics freight platforms on the airports situated in the neighborhood of the
major intermodal transportation hubs, represents European or international connection points and
ensures their connection to the respective intermodal terminals.
The development of the road, rail, ports and airports systems in order to achieve the connections
with the regional hubs ensure the improvement of cooperation with the neighboring regional
markets.
The development of those intermodal centres in the immediate vicinity of logistic parks and
industrial platforms (existing or potential) must be supported to generate positive effects on local
and regional economy by reducing the costs of transport and logistics of economic operators, as
well as by reducing the impact of transport on environment (decongesting road transport
networks and reducing the gas emissions produced by the means of road transport).
The optimal solution for the route and the length of the railway line shall be determined through
the performance of several studies.
9.3. GENERAL INDICATIONS FOR THE DESIGN OF THE INTERMODAL
TRASPORTATION INFRASTRUCTURES
The aim of the design of a new intermodal hub is to highlight the relationships between the
different components, in order to strengthen the mutual connections, creating a synergy between
the parts.
This preliminary work verifies the feasibility of the projects which intend to resolve punctually
the nodes of intermodal exchange, and which are interconnected and organized by a masterplan
of Clujs airport area.
The study evaluates two main aspects:
- The single nodes considered as horizontal connections which resolve the relationships
between the different transportation modalities;
- The vertical connections between the nodes which regulate the relationships at different
scales of intervention (international, national, regional and local).
The nodes of the intermodal system here taken into considerations are the following:
- Air/rail
- Air/road
- Road/rail
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The general indications which regulate the design are the following:
9.3.1. PASSENGERS INTERCHANGE NODES
-
Choice of the correct node dimensioning in order to avoid clogging, cues, accidents;
Efficient and attractive passengers terminals in order to incentive the use of means of
transport different from the car;
Maximum flexibility during the development phases, to allow an ease translation into design
of the potential changes of market demands and terminals and nodes design criteria.
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9.4. BENCHMARKING
Airports are, by definition, interchange nodes which are connected to their own consumer base,
often granted by the sole road infrastructures: the discussions and dissertations about the airports
considered as multimodal centers and interchange nodes are for sure a high priority. The need to
directly connect the railway lines to the airport areas is taking more and more importance: this
comes from a growing attention towards the environmental aspects, and consequently the
external general costs connected to the transportation theme (congestion problems, energetic
drainage, emissions and environment costs), which translates into several benefits for the airport
operators and passengers/users themselves.
Among the European airports already featuring a meaningful air/rail intermodality history we
can point out:
- Amsterdam-Schiphol;
- Frankfurt;
- Paris-CDG.
Which are strongly characterized by a strong policy of integration with the railway line and in
particular with the High Speed Train service (respectively Thalys, ICE and TGV).
It is also interesting to highlight the examples of Heathrow (London) and Arlanda (Stockholm)
which are provided with a fast and efficient connection to the surrounding urban centers through
dedicated railway lines. Moreover, there are other examples of airports featuring railway or
subway connections to the regional local network.
Concerning the short-range or refueling flights heading to the main airports, very significant
progresses have been done in Germany, where the High Speed Trains carries the 45% of all the
Lufthansa passengers in the segment between Colonia and Frankfurt (AIRail service).
With AIRail, the substitution of the national short-range flights (at a loss) with rail segments, and
the use of the precious slots previously occupied by these flights at the Frankfurt Airport in favor
of much more lucrative long-range flights, contribute to the profitability of the service.
In Switzerland, the Fly Rail Baggage Service allow the passengers heading to Zurich, Geneva
and Basil airports to register their luggage and to get their check-in card in several rail stations.
In the Netherlands, the so-called train-taxi concept represents a successful example of
integration of the taxi service, gained through an integrated fare system: fixed fee for train users.
In Karlsruhe, in Germany, the urban trams use the same railway as the commuter trains which
connect the city center to the Karlsruhe surroundings.
In Helsinki, every new project of building development foresees a strong integration of
infrastructural elements since the very first planning phases: the station building is constructed in
the initial phase, creating the conditions for an easy and comfortable use of common ways of
transportation.
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Another good example of a modern connection/switching point is the Avenida de Amrica in the
Spanish capital city. Re-opened to the public in 2000, in this enormous exchange platform where train, subway and coaches lines converge - the number of users has grown by 30% since
the first year after the restoration works.
The following comparative analysis describes and comments the infrastructural equipment
dedicated to passengers and freight relatively to different means of transportation (rail lines, road
presence): the transportation modalities, their infrastructures and the connection between them
are described.
The selected airports share some characteristics with the Cluj Airport (dimensions or
transportation aspects), and are located in a macro regional environment characterized by a high
density of mobility infrastructures and by a growing inclination to public transport use.
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LYON
The Lyon/Saint-Exupry airport represents an example of integration between a medium-scale
airport (its the fourth airport if we consider the passengers traffic in France) and the TGV High
Speed railway service. Its located 20km from the city center.
8,4
Mppa (2012)
- REGIONAL RAILWAY LINE (LyonAlps Maritimes segment);
- TGV High speed Railway service linea
di (LGV Paris Lyon Torino/Marseille
segment).
Lyon/Saint-Exupry is one of the rare airport platforms characterized by a relevant ease of access
thanks to the efficiency of its intermodal hub. Among its development priorities, the
intermodality node is a critical subject for Lyon airport authority: its planned to implement the
service offer with the integration of the TER service (Train Express Rgional) - which is located
10km far from the airport area - before 2020.
Before 2015 its also planned to develop the Lyon railway network to support high speed freight
trains (Carex project): this development plan will be implemented with the connection between
the airport and the LGV Lyon-Turin new segment which will be opened in 2023, and which will
be a part of the so-called Corridor 5 Lisbon-Kiev.
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COPENHAGEN
The Kastrup airport its located in a strategic position, between Copenhagen and the Oresund
bridge leading to Malmo (Sweden): therefore, the service user base trespasses the national
boundaries, and the railway and road services have been adapted as a consequence. The
Copenhagen airport is located 9km from the city center and 37 Km from Malmo.
23,3
Mppa (2012)
The Lufthavnen subway station is located at the end of Terminal 3, and it's protected by the
terminal's roof. The subway shuttles every 4/6 minutes both during the day and the evening;
during the night the waiting time is about 15/20mins. The duration of the travel from Norreport
central station to Copehnagen Airport is 15 minutes.
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PISA
The Galileo Galilei International airport of Pisa is the first airport base in Tuscany considering
the number of passengers, and the second airport of Central Italy after the Roma-Fiumicino
Airport. Its located 1km from the city center.
4,4
Mppa (2012)
The Pisa port of call was the european regional airport with the closest rail terminal (connected
by a protected pathway measuring less than 40m in length): nowadays an ongoing project plans
to substitute the local train service between the airport and the central station, with a People
Mover line.
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FRANKFURT
Its the most relevant european intermodal complex connected to the highway and railway lines.
The Frankfurt Am Mein Airport its the largest German airport (57.520.001 passengers in 2012
and 2.23 million tons of freight) and the eleventh in the world. The airport structure is made up
of four runways. Its located 12km from the city center.
57,52
Mppa (2012)
Among the others, the connection to the railway line is the most important element to grant the
hub intermodality functionality; moreover, this is a distinguishing feature of the freight node, if
we consider the lack of airports featuring an efficient air/rail intermodality.
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LILLE
The Lille Lesquin Airport is located at the crossing of several transportation services, which
makes it extremely easy to reach. Its position is very strategic thanks to the proximity to Belgium
and to the city center, located 9 km away.
1,14
Mppa (2009)
The consumer base estimated for this airport is 150 million people, the largest number of users in
Europe, accessible in distribution within 24/48h (France, Benelux, England). The airport is
moreover located in barycentric position in respect to the 6 most important European cargo hubs:
Paris, London, Bruxelles, Amsterdam, Frankfurt and Luxemburg.
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BUCAREST BNEASA
The Bucarest Baneasa Airport is the historic airport of the city. Its been the only airport of
Bucarest until the sixties, when the Henri Coanda node was opened. The air traffic has being
increasing exponentially thanks to the low-cost flights: in 2007 the traffic reached the million of
passengers. The airport is located 8.5km from the city center.
1,8
Mppa (2008)
A new connection between the airport and the subway line is planned: the new segment will connect the
Central Railway Station (Gara de Nord) with the Otopeni Airport, including stops inside the city center
(Piaa Universitii) and in the Baneasa Airport.
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10. DESIGN
SOLUTION
FOR
INTERMODAL
TRANSPORTATION INFRASTRUCTURES
10.1. FUNCTIONAL RELATIONSHIPS
We now analyze specifically the intermodal nodes components which characterize the design
project, subdivided per function: passengers/freight.
10.1.1. PASSENGERS: RAILWAY STATION
The railway station is part of the complex air/rail/road network dedicated to passengers.
10.1.2. PASSENGERS: PEDESTRIAN PATHWAY
The pedestrian pathway connecting the air terminal and the new train station makes the
passengers rail/air interchange more easy.
10.1.3. PASSENGERS: NEW PARKING LOTS
The new short-stop and long-stop parking areas allow the road/air passengers interchange, but at
the same time they also feed the road/rail passengers interchange in correspondence to the new
long-term parking lot.
10.1.4. FREIGHT: AIR-CARGO
Cargo airport will be a one-piece building.
10.1.5. FREIGHT: CFR CARGO
The area dedicated to the freight road/rail exchange is located on the east side of the airport. This
location is easily connected to the most important roadway and along the line between the city
and the industrial area which will be connected by a new metro (in planning by the
municipality).
In the new cargo area it will be possible to stock train in pause.
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10.2. CONCEPT
The definition of the design leanings is based on two main scale levels:
- general planning and localization of the interventions;
- punctual design of each intervention.
In relation to the above-mentioned scales, the planning individuates the following themes:
- passengers interchange node;
- freight interchange node;
- inner circulation and parking lots;
- support services: hotel;
- support Services: photovoltaic park and cogeneration plant.
10.2.1. PASSENGERS INTERCHANGE NODE
The passengers interchange node is made up of a railway station, the passengers air terminal and
its foreseen extension, and a vantage pedestrian walkway which connects the two rail/air
exchange nodes. The same element connects these poles with the main circulation system (road
and highway, long and short-term parking lots, taxi stops, bus stops, etc.).
10.2.2. FREIGHT INTERCHANGE NODE
The functional features which characterize the area are mainly the following:
- accessibility to the taxi areas system and to the runway, and the total independence of the
DESIGNERS: Association AMC-POOL-SEA-SMA
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maneuvering spaces dedicate to passengers traffic; this theme moves primarily from the
presence and positioning of the pre-existing military base functions, which allow to plan the
development of the new complex to grow in parallel to the runway: in this way it is possible
to achieve the optimal freight movement during the stocking and the load/unload operations
from and to trucks;
rail/road interchange outside the air side; the proximity to the highway track and the
feasibility of the connection to the railway network using an existing line, allow to plan a
very large complex within the same time preserves a good compatibility with the
environment, mostly in terms of environmental preservation in spite of a perfect intermodal
functionality.
The location of the freight node was chosen according to CFR and Municipality and without
changing the intended use of area.
The project, which also integrates a part of some existing buildings, is ordinated into modular
structures which allow the project itself to be flexibly adapted even in the final phases of the
construction: in this way, the demands of the different operators which may change during the
developing phases will be equally satisfied. To provide a wider logistic offer, we plan to build
either long and short-spanned structures, in order to create functional warehouses and offices.
The structural flexibility is also conceived to host advanced technological, mechanical and
informatics networks. It is also possible to subdivide and separate all of the planned buildings
into functional modular sub-units, so that both small and big economical operators will find a
properly-sized space for their needs.
10.2.3. CIRCULATION AND PARKING LOTS NOT INCLUDED IN THE ECONOMICAL
FINANCIAL PLAN
The main objectives regarding the parking lots theme are:
- make the free spaces in front of the airport more efficient;
- build up a new long-term parking.
10.2.4. SUPPORT SERVICES: HOTEL NOT INCLUDED IN THE ECONOMICAL
FINANCIAL PLAN
The addition of a hotel to the airport compound must be extimated in relation to the
dimensioning of the service structures and to the traffic analysis.
10.2.5. SUPPORT SERVICES: PHOTOVOLTAIC PARK AND COGENERATION PLANT
The choice to provide a photovoltaic park and a cogeneration plant to the airport system is
determined by the need to auto-production of energy deriving by either renewable (photovoltaic)
or assimilated (cogeneration), in order to meet the new inner energetic demand related to the
DESIGNERS: Association AMC-POOL-SEA-SMA
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airport expansion.
The proposal of the photovoltaic solution is related to the availability of the minimum surface
required for the installation of the photovoltaic field, and also to the fact that this kind of system
produces renewable energy without any polluting emissions. Moreover, the photovoltaic system
can also be considered as a source on income for the Airport Authority, since the exceeding
amount of energy can be sold, if we consider the favorable current financial conditions.
The Proposal of a cogeneration plant is related to the necessity of an efficient use of the fossil
fuel (natural gas), which can be realized through the use of cogeneration: it allows the
simultaneous production of both electricity and heat. Moreover, if combined with absorption
groups, its possible to use the heat produced during the summer to obtain cold energy for the
air-conditioning system.
10.3. EVALUATED ALTERNATIVES
The definition of the design alternatives is based on two main scale levels:
- general planning and localization of the interventions;
- punctual design of each intervention.
New passenger terminal inside the airport area not included in the present study. The
terminal could directly connect the passenger terminal to the airplanes;
Connection between the old and new passenger terminals with a people mover or moving
walkway lines not included in the present study. The new terminal will be a separate
building from the existing one. In order to connect the two terminals - the older one to the
new one and vice-verse a people mover or moving walkway line are considered as a solution;
Connection between the airport passengers terminal and the new railway passengers station
included in the present study. We plan to develop a dedicated passage for passengers to
connect the new railway passenger station and the airport terminal;
Cargo area for the airport - included in the present study. We have been considered two
airport cargo areas: the first one is dedicated to freight handling from the airplane to the
trucks and vice-verse with a hangar cargo, a second one for freight storage into containers.
The two areas will be reciprocally connected with concrete platforms and to the main traffic
with dedicated roads. Airport Cargo Area extension is considered about 100,000sqm with a
potential additional area of 110,000sqm;
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Co-financed by European Union - Trans-European Transport Network (TEN-T)
Cargo area for the railways - included in the present study. For the requested turn-over of 700
ton/day we forecast n.2 rails for the trains composition. The freight village area has been
considered for trains measuring 750m in length, for an global area extension of about
400,000sqm;
Development of the connections between the airport cargo area and the freight village area included in the present study. New roads, underpasses and an overpass will be carried out to
connect rail and air cargo areas to the currently available roads. These new types of
infrastructures will be important to cut off the traffic in the main roads. No level crossings
have been considered in order to reduce dangerous situation;
New areas for short and long term parking inside and outside airport area included in the
present study but not in the economical evaluation. Long term parking lots will be developed
in areas further from the terminals immediately after the short parking lots, inside the airport
property. They can also be developed in an area located close to the railway passenger
station. Connections to the main streets will be done through the existing viability; the
connection to the airport will be through a tunnel road. In the following phase, the final
proposals will be analyzed in detail: the internal viability is planned to be mainly constituted
by one-way roads in order to minimize as much as possible the internal airport traffic. During
the design phase will be evaluated the exact necessary number of parking places also taking
in consideration the contribution of other private vehicles that they will park in the area like
taxi, bus, minivan, etc. Parking area considered is about 150,000/220,000 sqm (~ 4900 / 7200
parking places);
Hotel / commercial area included in the present study but not in the economical evaluation.
A new hotel located in the area in front of airport zone is suggested. Other areas dedicated to
a mall or for minor commercial purposes con be as well considered instead of the hotel. A
new connection between the Hotel / commercial area and the passenger railway station to
airport terminal is forecast with the same passage hereinbefore mentioned;
Area for green energy system supply - included in the present study. A green energy supply
system must be considered, in order to cover part of the necessary energy of the airport.
Green energy considered area is about 40,000sqm.
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The concept started from the observation of the existent situation. We considered that the most
important activity to be done on that area would be a general redesign of the most corrupted
sites. In order to transform and enhance the site, our programmed activities can have positive
after-effects.
Concerning the general planning alternatives and localization of the interventions, we have
analyzed the following scenarios.
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+
Economic estimation: the spare of public
money is 100%.
No local, regional
development.
or
over-regional
nor
no
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+
Centralization of the passengers connection
between rail station / airport and viability.
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+
The connection between freight area and airport
cargo area is carried out with a dedicated overpass.
none
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The passengers rail station is located on South of the railway line, along which a twin platform
roof will be realized.
The passengers will reach the tracks using a new underpass; the pedestrian walkway is reachable
from the station using a direct escalator, a panoramic escalator or the elevators.
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10.4.1.2.
The evaluated design alternatives for the optimal position for the walkway, with or without
height gap during the length of the track.
Moreover, the alternatives have compared the two solutions featuring an assisted (moving
carpets or funicular shuttle) or non-assisted pedestrian walkway.
For this specific decision, we have analyzed several peculiar benchmarks, following reported.
First alternative: different levels of altitude for the passage and consequent minor comfort
Second alternative: constant level of altitude and thin linear structure with large vertical supports
Third alternative: constant level of altitude and large linear structure with small vertical supports
Three alternatives for pedestrian passage
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ISTAMBUL
DUBAI
PROVIDENCE
MANCHESTER
FRANCOFORTE
LAS VEGAS
MEXICO
DETROIT
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DUSSELDORF INTERNATIONAL
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BARI
Length between airport and train station: 2 km (with a new station over the railway bridge)
Type of pedestrian connection: subterranean tunnel
The new railway lines connecting Bari to the Palese Airport opened to the public on July 2013.
The new segment departs from the old railway lines property of the Ferrovie del Nord Barese
Authority (FNB) near the Fesca San Girolamo stop, to rejoin the old track near Bitonto, in the
peripheral urban area border of Bari. Two new railway stations have been realized on the new
segment: the first one, Aeroporto, serves the Karol Wojtila stop, directly connected by a
subterranean tunnel; the second one, Europa, located in a zone where a strong urbanistic
expansion is taking place. The new rail track, in the end, does not only connect the airport to the
station of Bari Centrale, but also allows the users to get to the Palese airport from every urban
center served by the Ferrovie del Nord Barese network.
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CAGLIARI AIRPORT
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PISA
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Pedestrian connection between the new train station and the airport.
More easy access to the airport through two roundabouts on Traian Vuia Road.
Photovoltaic park.
Vehicular connection between the two cargo area (air one and train one).
New Hotel.
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THE
MAIN
COMPONENTS
OF
THE
The relationships between the main components of the intermodal hub taken into consideration
in the present study are the following:
Air-rail-road passengers interchange realized through the construction of a pedestrian
walkway
Air-road and road-rail interchange realized through the construction of new road sections
connected to the existing road main network.
10.7.1. PASSENGERS PEDESTRIAN WALKWAY
The passengers intermodal node is characterized by the presence of an assisted pedestrian path
featuring tapis roulants between the air terminal and the new railway station. This connection is
about 290m in length and overpasses the main transit infrastructures running by and entering the
airport, which are the Traian Vuia road and the railway lines. Therefore, this connection is
articulated as a vantage path characterized with no significant height gaps all along its length;
some minor height gaps are filleted by slopes.
Nearby the airport, the walkway joins the first floor of the building connecting the departures and
arrivals terminals.
The presence of vertical connectors (staircases to be used in case of fire and elevators)
strategically located every 40m allows the walkway users to reach other important interchange
nodes: the short-term parking lots, and the bus and taxi stops.
DESIGNERS: Association AMC-POOL-SEA-SMA
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Nearby the train station, a system of escalators and elevators panoramically connect the walkway
with the square in front of the station, with the station itself, with the bus station and with the
square in front of the hotel and the new long-term parking area.
250
40
P
P
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Centura Apahida-Valcele
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m.u.
Current
requirement
GWht
5.9
GWhe
3.0
The development of the airport station, relatively both to the intermodal infrastructures which are
the subject of the project, and the natural growth of the airport, leads to estimate a doubling of
the initial energetic requirements, intended to be covered with:
-
Photovoltaic ground system with Pp (Peak Power) = 2MW, for the auto-production of
electric energy, to be possibly sold to the public network, if we consider the favorable current
financial conditions;
Cogeneration plant Tp (Thermic Power)=1MW Ep (Electric Power)=0.8MW, for the autoproduction of electric energy and the integration of the necessary thermic energy. Combined
with the installation of absorption chillers in the new buildings allows to use the produced
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heat also during summertime for the production of cooling energy, allowing the cogenerator
to run continuously over the year, safe for the necessary maintenance stops, which grants to
achieve the break-even point in the shortest time possible.
m.u.
Future
requirement
GWht
6.0
GWht
4.0
GWht
10.0
GWhe
2.1
GWhe
GWhe
6.2
-2.3
GWhe
8.3
Energy Type
Notes
The proposed technical solutions allow to comply with the evolution of the airport extension
without increasing the gas consumption for the thermic centrals, but only for the cogenerator.
They also allow to achieve a full electric energy self-sufficiency, selling to the network the
exceeding part of the produced renewable energy coming from the photovoltaic system. A
traditional solution featuring boilers+electric alimentation from network would lead to an energy
requirement of 10GWh of thermic energy from natural gas and of 6GWh of electric energy to be
purchased from the network.
Regarding the greenhouse gases emissions, the proposed solution allows a significant reduction
if compared to the traditional solution, with a saving of about 1,850 equivalent tons of CO2 at
operating speed, as shown in the following table:
m. u.
Proposed
solution
Traditional
solution
CO2eq t
2,599
CO2eq t
1,558
CO2eq t
1,199
1,998
TOTAL emissions
CO2eq t
2,757
4,597
CO2eq t
3,956
6,595
Emissions Type
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The sequence is set according to functional sections that are structured not to interfere with
airport operations and to meet the needs related to the implementation of infrastructure projects
on time.
11.1.2. ORIGIN/DESTINATION ANALYSIS
In order to show the relationship between each part of the intermodal chain, we traced a
schematic representation of the Intermodal Nodes of the International Airport of Cluj, as it will
appear in a future scenario (after 2020) when all the additional structures will be completed. The
scheme graphically sums up all the potential origins/destinations and the relations they establish
within the Node System; the origins and destinations are considered both at a local and
national/international scale. It is interesting to point out how, within the Node System, how the
Airport Terminal, the train station and the cargo terminal with its annexed rail freight village will
become veritable attractor poles, and consequently real destinations during the travel, feed by
the different transportation modalities which link them.
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2016
Airport pax
terminal
Urban and
Regional
area
Air
cargo
International
destinations
Parking area
National
destinations
Bus station
Road connection
Taxi
Train
station
2019
Airport
pax
terminal
Urban and
Regional
area
Air
cargo
International
destinations
Parking area
Walking
passage
Bus station
National
destinations
Road connection
Taxi
Train
station
2024
Urban and
Regional
area
Airport pax
terminal
Air
cargo
International
destinations
Parking area
Walking
passage
Bus station
National
destinations
Road
connection
Taxi
Train
station
Train
cargo
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1. FIRST PHASE:
1.a. AIR CARGO
The development of a surface of 125,000sqm in the airport area into a cargo area is required. The
surface proposed to become the air cargo area is located at the end of the existing runway. The
cargo area will be formed by a platform for cargo airplanes, an air cargo warehouse, a loadingunloading platform for vehicles and a parking lot.
To avoid the overload of the existing power supply unit, a second power supply connection
serving all the airport facilities will be realized.
The following images shows the number of the chapter corresponds to the buildings made during
that phase (example: chapter 1.a. in equal to 1a in the figures).
1a
2. SECOND PHASE:
2.a. RAIL PASSENGERS TRAVELLERS STATION
The next step foresees the construction of the train station (Cile Ferate Romne - CFR) which
will be located across the airport, in the current area of CFR freight transport and CFR
infrastructure. The investment includes the realization of a CFR train station for passengers, of
two secondary railways, three platforms and separate access ways for the airport, DN1C (Traian
Vuia Street) and the Apahida-Vlcele ring road.
DESIGNERS: Association AMC-POOL-SEA-SMA
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3. THIRD PHASE:
3.a. FREIGHT VILLAGE - CFR CARGO
A surface of 154,000sqm for CFR cargo is provided; it will be located in the CFR marshalling
yard area from Apahida. The surface specified for CFR cargo will benefit from CFR freight
station with platforms and freight unloading enhancements from CFR to vehicles, access ways
and internal secondary roads for vehicles; the area will be also enriched with especially intended
enhancements such as administrative buildings.
3.b. AIRPORT HOTEL
The new hotel will be opened to both the passengers and the rest of the population; it will be
placed next to the future CFR passengers train station, in the area situated between the existing
railway and Cantonului Street. The new building will have a direct connection with the airport,
through a new underground passage. The proposed construction will be equipped with
approximately 150 rooms, commercial spaces and will dispose of facilities for meetings and
conferences.
3.c. PARKING LOTS FOR LONG-TERM STOPS
Given the proximity to the airport of the area chosen for the site of the hotel and the area
intended for CFR passengers train station, the performance of a parking lot for long-term stops
was taken into consideration; it will also serve the CFR passengers train station and the airport.
The parking lot will be placed near the CFR passengers train station, near the hotel, in the area
situated between the existing railway and Cantonului Street. It will have a total surface of
74,000sqm.
3.d. PARKING LOTS WITHIN THE AIRPORT
Three parking lots will be performed, at the ground level within the airport. A parking lot will
have the surface of 111,000sqm and will be positioned in the southern central part of the airport
area, nearby the area provided for AIR cargo, and two parking lots with a total surface of
31,000sqm which will be positioned in front of the terminals.
3.e. VEHICLE TRAFFIC PLANNING WITHIN THE AIRPORT
In order to perform the connection between terminals, parking lots, AIR cargo area and access
way from the three roundabouts from DN1C (Traian Vuia Street) the performance of some inner
roads dedicated to car traffic within the airport is provided.
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12. RESTRICTIONS,
INDICATIONS
PRESCRIPTIONS
AND
GENERAL
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The buildings already existing within the boundary normated by the Preliminary Masterplan,
designed as Existing buildings to be preserved must be conserved or refurbished/extended in
relation to their new role and function both in the general design boundary of the Node and,
specifically, relatively to the reference component.
- Existing airport (including the curb and underlying pedestrian walkway);
- Heating Central;
- Existing road track, to be preserved as indicated in the general plan.
12.2.1.2.
From a functional point of view, the current system of access to the Airport will be preserved as
the sole main entrance (even when the development will be completed).
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12.2.1.3.
Restricting projects
Indicates all the upper-level restricting projects, in reference of which the design of the single
components will have to be subordinated, coordinated and harmonized with.
- New runway;
- Airport expansion;
- New Hotel and airport facilities within the airport boundary.
12.2.2. SERVITUDE
12.2.2.1. Water servitude
The project will define if the canal treatments root which nowadays currently provide the
disposal of the rain water will be buried or kept open air.
12.2.3. PARAMETERS
12.2.3.1. Maximum allowed height within the plot boundary (expressed in meters above the sea
level)
As defined by the Local Town Plan.
The designer must respect the maximum allowed heights as indicated in the Masterplan, but also
the maximum heights parameter fixed in the Obstacles Plan.
12.2.3.2. Maximum number of above-ground storeys
The attached project also indicates the maximum number of above-ground storeys allowed,
subordinated to the persistence of the restrictions concerning the maximum heights allowed.
In case of buildings not touching the ground floor, like the pedestrian walkway, the underlying
open space is not to be taken into consideration.
12.2.3.3. Maximum amount of covered area (percentage of the plot area)
Its the area covered by the buildings, as defined in the Municipality Building Code.
12.2.3.4. Green areas (minimum area expressed in percentage of the plot area)
The green area extension is expressed in percentage of the plot surface, and includes all the green
areas located inside the parking lots and in the pedestrian paths of the corresponding lot.
12.2.3.5. Index of buildability
Its a numeric value which represents the comparison between the Gross Floor Area and the plot
area. All the parking lots at ground floor, the vertical connections, the underground buildings and
their skylights used for natural lighting are not taken into consideration in the calculation of the
Index of Buildability.
DESIGNERS: Association AMC-POOL-SEA-SMA
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