Bucharest Comprehensive Transport Study

THE COMPREHENSIVE URBAN
TRANSPORT STUDY
OF
BUCHAREST CITY AND
ITS METROPOLITAN AREA
IN THE REPUBLIC OF ROMANIA
FINAL REPORT
MAIN VOLUME
CENTRAL CONSULTANT INC.

PADECO CO., LTD.
Exchange Rate : US$1.00=15,695 Lei
(June, 1999)
Table of Contents for Main Report
Part Introduction
1. Introduction................................ ................................ ................... 1-1
1.1 Study Development ................................ ................................ .......................... 1-1
1.2 Objectives of the Study................................ ................................ ..................... 1-1
1.3 Study Area................................ ................................ ................................ ........ 1-1
1.4 Structure of the Study ................................ ................................ ....................... 1-3
1.5 Study Organization ................................ ................................ ........................... 1-4
1.6 Technology Transfer ................................ ................................ ......................... 1-6
Part Existing Conditions

2. Socio-Economic Conditions ................................ .......................... 2-1
2.1 Present Situation of National Economy................................ ............................. 2-1
2.2 Socio-economic Situation in the Study Are ................................ ..................... 2-6
2.3 Physical Condition................................ ................................ .......................... 2-12
3. Existing Land Use and Environmental Condition ....................... 3-1

3.1 Present Institutional System for Urban Planning and Land Use Regulations...... 3-1
3.2 Existing Land Use and Urban Development Characteristics of Bucharest ......... 3-3
3.3 Environmental Conditions in Bucharest ................................ .......................... 3-12
4. Person Trip Characteristic ................................ .......................... 4-1

4.1 Person Trip Surve ................................ ................................ ........................... 4-1
4.2 Personal Attribute by Person Trip Survey Results ................................ ............. 4-3
4.3 Trip Production................................ ................................ ................................ . 4-5
4.4 Trip Generation and Trip Attraction by Zon ................................ ..................... 4-8
4.5 Trip Distribution................................ ................................ ............................... 4-9
4.6 Modal Split................................ ................................ ................................ ..... 4-12
4.7 Freight Movement ................................ ................................ .......................... 4-17
5. Road Facilities and Road Traffi ................................ .................. 5-1

5.1 Inter-regional Road Network ................................ ................................ ............ 5-1
5.2 Outline of the Road Conditions in the Study Area................................ ............. 5-6
5.3 Road Network Characteristics in the Study Area ................................ ............... 5-9
5.4 Existing Road Traffi ................................ ................................ ...................... 5-16
5.5 Parking Conditions ................................ ................................ ......................... 5-23
5.6 Traffic Management System ................................ ................................ ........... 5-27
5.7 Existing Problem ................................ ................................ ........................... 5-31
6. Public Transport................................ ................................ ............ 6-1

6.1 Outline of Public Transport System................................ ................................ ... 6-1
6.2 Metro................................ ................................ ................................ ................ 6-5
6.3 Tram................................ ................................ ................................ ............... 6-17
6.4 Trolley Bus................................ ................................ ................................ ..... 6-30
6.5 Bus ................................ ................................ ................................ ................. 6-39
6.6 Maxi taxi ................................ ................................ ................................ ........ 6-56
6.7 Taxi ................................ ................................ ................................ ................ 6-58
6.8 Railway ................................ ................................ ................................ .......... 6-60
6.9 Airport................................ ................................ ................................ ............ 6-65
6.10 Intermodal Facilities ................................ ................................ ....................... 6-66
6.11 Institutions and Administration ................................ ................................ ....... 6-71
6.12 Problems in Public Transport ................................ ................................ .......... 6-87
7. Problems and Issues ................................ ................................ ...... 7-1

7.1 Background of Causing Transport Problem ................................ ..................... 7-1
7.2 Overall Issues on Urban Transport................................ ................................ .... 7-4
Part Future Transport Demand
8. Socio-Economic Development Scenarios................................ ...... 8-1

8.1 Growth of the National Economy................................ ................................ ...... 8-1
8.2 Future Framework of Population in the Study Area................................ ........... 8-4
8.3 Projection of Working Population................................ ................................ ..... 8-6
9. Urban Development Patte ................................ ......................... 9-1

9.1 General................................ ................................ ................................ ............. 9-1
9.2 Basic Policy and Objectives for Urban Development ................................ ........ 9-2
9.3 Selection of Urban Development Pattern ................................ .......................... 9-2
9.4 Location Plan of Center ................................ ................................ ................... 9-6
9.5 Distribution Plan of Population and Employment ................................ ............. 9-7
10. Future Transport Demand ................................ .......................... 10-1

10.1 Method ................................ ................................ ................................ ........... 10-1
10.2 Projection of Future Trip Production................................ ............................... 10-2
10.3 Trip Generation and Trip Attraction ................................ ................................ 10-3
10.4 Trip Distribution................................ ................................ ............................. 10-5
10.5 Modal Split................................ ................................ ................................ ..... 10-8
Part Transport Master Plan

11. Transport Master Plan Formulation ................................ .......... 11-1
11.1 Planning Policy................................ ................................ ............................... 11-1
11.2 Master Plan Network Alternatives................................ ................................ ... 11-2
11.3 Transport Master Plan................................ ................................ ................... 11-29
12. Road Sector Plan ................................ ................................ ......... 12-1

12.1 Road Transport Policy ................................ ................................ .................... 12-1
12.2 Road Development Plan ................................ ................................ ................. 12-2
12.3 Traffic Management Plan................................ ................................ .............. 12-10
12.4 Other Road Related Facilities ................................ ................................ ....... 12-21
12.5 Road Project List ................................ ................................ .......................... 12-25
13. Public Transport Plan ................................ ................................ . 13-1

13.1 Measures for Formulating Public Transport Plan................................ ............. 13-1
13.2 Metro Development Plan ................................ ................................ ................ 13-5
13.3 Tram Development Plan ................................ ................................ ................. 13-9
13.4 Other Surface Public Transport Plan ................................ ............................. 13-20
13.5 Development Plan of Intermodal Facilities ................................ ................... 13-22
13.6 Operating Project ................................ ................................ ........................ 13-30
14. Evaluation of Transport Master Plan................................ ......... 14-1

14.1 Economic Evaluation................................ ................................ ...................... 14-1
14.2 Financial Analysis ................................ ................................ .......................... 14-4
14.3 Environmental Evaluation................................ ................................ ............. 14-11
15. Action Plan................................ ................................ ................... 15-1

15.1 Investment Schedule................................ ................................ ....................... 15-1
15.2 Priority Project Selection ................................ ................................ ................ 15-3
15.3 Financial Resource Plan................................ ................................ .................. 15-6
15.4 Operation and Management Plan ................................ ................................ .. 15-15
15.5 Institutional Reform Plan ................................ ................................ .............. 15-19
Part Priority Project Study

16. Inner Ring Completion with Basarab Overpass ........................ 16-1
16.1 Project Description ................................ ................................ ......................... 16-1
16.2 Basic Plan................................ ................................ ................................ ....... 16-1
16.3 Preliminary Cost Estimation ................................ ................................ ......... 16-26
16.4 Implementation Plan................................ ................................ ..................... 16-26
16.5 Project Evaluation ................................ ................................ ........................ 16-27
17. Bottleneck Piata Improvement ................................ ................... 17-1

17.2 Basic Plan................................ ................................ ................................ ....... 17-2
17.3 Project Cost Estimation ................................ ................................ ................ 17-42
18. Parking System Development in the Central Area .................... 18-1

18.2 Basic Plan................................ ................................ ................................ ....... 18-1
18.3 Construction Cost ................................ ................................ ......................... 18-11
18.4 Implementation Program ................................ ................................ .............. 18-12
19. New Public Transit Corridor Development ............................... 19-1
19.2 Basic Plan................................ ................................ ................................ ....... 19-1
20. Fare System Improvement ................................ .......................... 20-1

20.2 Basic Plan................................ ................................ ................................ ....... 20-1
List of Table
Table 2.1.1 Gross Domestic Product ........................................................................................ 2-1

Table 2.1.2 Gross Domestic Product by Categories ................................................................. 2-2
Table 2.1.3 Indices of GDP by Categories ............................................................................... 2-3
Table 2.1.4 Structure of GDP by Categories ............................................................................ 2-4
Table 2.1.5 Share of Private Sector in Economic Activity........................................................ 2-4
Table 2.1.6 Foreign Trade......................................................................................................... 2-5
Table 2.1.7 Foreign Trade by Commodity Type ....................................................................... 2-5
Table 2.1.8 Foreign Trade by Groups of Region and Countries ............................................... 2-6
Table 2.1.9 Comparison of Economic Situation with Major European Transition................... 2-6
Table 2.2.1 Population and Density in the Study Area ............................................................. 2-7
Table 2.2.2 Population and Households in the 1992 Census.................................................... 2-8
Table 2.2.3 Past Trend of Population by Sector........................................................................ 2-8
Table 2.2.4 Active and Inactive Population .............................................................................. 2-9
Table 2.2.5 Number of Working Population in Residence Place.............................................. 2-9
Table 2.2.6 Number of working Population in Residence Place and Work Place .................... 2-10
Table 2.2.7 Number of Vehicles Registered in Bucharest and the Whole Ilfov........................ 2-11
Table 2.2.8 Income and Expense of Bucharest Municipality ................................................... 2-11
Table 2.2.9 Road & Street Related Budget............................................................................... 2-12
Table 3.2.1 Population and Population Density by Zone, 1998 ............................................... 3-7
Table 3.2.2 Number of Employed Persons on Workplace Basis, 1998 .................................... 3-10
Table 3.3.1 Environmental Impact by Surface Transport Sector in General ............................ 3-13
Table 3.3.2 Total Amount of NOx Emission from Road Transport by Type in EU................... 3-14
Table 3.3.3 Projection of CO2 Emission in Europe, 1990 ........................................................ 3-14
Table 3.3.4 Table Energy Consumption by Transport Sector in Europe, 1970-1990 ............... 3-16
Table 3.3.5 Energy Consumption and Emission by Different Passenger Transport in UK ...... 3-16
Table 3.3.6 Measures to Control the Environmental Impact in EU.......................................... 3-17
Table 3.3.7 Summary Urban Environmental Issues.................................................................. 3-19
Table 3.3.8 NO2 and PM Concentrations in Bucharest ............................................................ 3-20
Table 3.3.9 SO2 Concentration in Bucharest ............................................................................ 3-20
Table 3.3.10 Lead Concentration in Bucharest......................................................................... 3-20
Table 3.3.11 Air Quality Monitoring in Bucharest, 1995-1996................................................ 3-21
Table 3.3.12 Location of Supplemental Air Monitoring........................................................... 3-23
Table 3.3.13 Emission Amount in CEE Countries ................................................................... 3-28
Table 3.3.14 Waste Generation and Disposal Capacity in Bucharest ....................................... 3-29
Table 3.3.15 Roadside Noise Level in Bucharest ..................................................................... 3-30
Table 3.3.16 Green Area Distribution by Sector....................................................................... 3-30
Table 3.3.17 EIA Requirement for Transportation Projects ..................................................... 3-32
Table 3.3.18 Matrix of Environmental Regulations by Transport Mode in Romania .............. 3-34
Table 3.3.19 Area Charge System for Heavy Vehicle ............................................................... 3-35
Table 3.3.20 Summary of Air Monitoring System in Bucharest .............................................. 3-35
Table 3.3.21 Subject Substances for Air Quality Monitoring................................................... 3-35
Table 3.3.22 Frequency of Air Quality Monitoring .................................................................. 3-36
Table 3.3.23 Example of Vehicle Taxes on New Local and Imported Car ............................... 3-37
Table 3.3.24 Vehicle Inspection Period..................................................................................... 3-37
Table 3.3.25 Measures to Control the Environmental Impact
in Transport Sector, EU and Romania................................................................. 3-38
Table 4.1.1 Number of Samples and Sample Rate ................................................................... 4-1

Table 4.1.2 Outline of Sampled Households ............................................................................ 4-2
Table 4.1.3 Expansion Rate by Sex and by Age in Bucharest Municipality ............................ 4-3
Table 4.2.1 Households and Car Ownership by Income Level, 1998....................................... 4-5
Table 4.3.1 Average Trip Production Rate ................................................................................ 4-5
Table 4.3.2 Number of Trips by Purpose.................................................................................. 4-6
Table 4.5.1 Present OD Table (Integrated 13 Zones)................................................................ 4-9
Table 4.5.2 Peak Hour OD Table .............................................................................................. 4-10
Table 4.6.1 Daily Linked Person Trips by Mode and Purpose ................................................. 4-12
Table 4.6.2 Share of Transfer between Public Transport Modes .............................................. 4-16
Table 4.6.3 Transfer Pattern between Public Transport Mode.................................................. 4-16
Table 4.7.1 Domestic Goods Transport by Mode ..................................................................... 4-17
Table 4.7.2 Number of Trucks Registered in the Municipality of Bucharest ........................... 4-17
Table 4.7.3 Number of Trucks Counted at Cordon Line .......................................................... 4-18
Table 4.7.4 Business Activity of the Companies ...................................................................... 4-21
Table 4.7.5 Number of Trucks Owned by Surveyed Companies.............................................. 4-22
Table 4.7.6 Operational Efficiency of Trucks by Sector........................................................... 4-25
Table 4.7.7 Operational Efficiency of Trucks by Vehicle Type ................................................ 4-26
Table 5.1.1 Major Interregional Roads ..................................................................................... 5-2

Table 5.1.2 Progress of Autostrada Projects ............................................................................. 5-3
Table 5.1.3 Commodity Types of Interregional Freight Traffic ................................................ 5-6
Table 5.2.1 Organizations Responsible for Roads.................................................................... 5-8
Table 5.2.2 Design Standard by Road Classification ............................................................... 5-8
Table 5.3.1 Road Length and Area in Bucharest ...................................................................... 5-9
Table 5.3.2 Comparison of Road Density, 1997....................................................................... 5-10
Table 5.3.3 Road Density by Sector of Bucharest .................................................................... 5-10
Table 5.4.1 Comparison of Traffic Inflows to the City Center ................................................. 5-18
Table 5.4.2 Peak Hour Traffic................................................................................................... 5-19
Table 5.5.1 Parking Survey Results .......................................................................................... 5-24
Table 5.5.2 Parking Spaces Managed by Two Main Companies.............................................. 5-26
Table 5.5.3 Off-Street Parking Facilities .................................................................................. 5-26
Table 5.6.1 Trolley Bus and Bus Lanes .................................................................................... 5-29
Table 5.6.2 Speed Limits in Bucharest ..................................................................................... 5-30
Table 6.1.1 Passengers of Public Transport .............................................................................. 6-2

Table 6.1.2 Table Route Patterns of Public Transport............................................................... 6-3
Table 6.2.1 Specifications of Metro Rolling Stock................................................................... 6-7
Table 6.2.2 Metro Passengers ................................................................................................... 6-9
Table 6.2.3 Metro Passengers by Station.................................................................................. 6-11
Table 6.2.4 Energy Consumption by Metrorex......................................................................... 6-12
Table 6.2.5 Fares of Metrorex Transportation, 1998 ................................................................ 6-12
Table 6.2.6 Accumulated Mileage, Cost and Income per Car-Unit km.................................... 6-13
Table 6.2.7 Revenue and Expenditure of Metrorex .................................................................. 6-13
Table 6.3.1 Tram Routes, October 1998 ................................................................................... 6-21
Table 6.3.2 Tram Fleet Characteristic, November 1998 ........................................................... 6-24
Table 6.3.3 RATB Ticket Types and Fares Applicable for Trams............................................. 6-25
Table 6.3.4 Summary of Operating Costs of Trams, 1998 ....................................................... 6-26
Table 6.3.5 Costs per Depot and Costs per Tram Kilometer, First Half 1998 .......................... 6-26
Table 6.3.6 Operating Costs of Trams at Colentina Depot, October 1998 ............................... 6-27
Table 6.4.1 Trolley Bus Routes, June 1998 .............................................................................. 6-32
Table 6.4.2 Trolley Bus Routes, October 1998......................................................................... 6-32
Table 6.4.3 Trolley Bus Fleet Characteristics, November 1998 ............................................... 6-34
Table 6.4.4 Summary of Operating Costs of Trolley Buses, 1998 ........................................... 6-35
Table 6.4.5 Costs per Depot and Costs per Trolley Bus Kilometer, First Half 1998................ 6-35
Table 6.4.6 Operating Costs of Trolley Buses at V. Luminoasa Depot, October 1998............. 6-36
Table 6.5.1 Bus Routes and Number of Operated Buses in 1998............................................. 6-40
Table 6.5.2 Vehicle Fleet Characteristics of RATB Buses ........................................................ 6-44
Table 6.5.3 Number of Buses by Depot, 1998.......................................................................... 6-45
Table 6.5.4 Passengers of Public Surface Transport ................................................................. 6-48
Table 6.5.5 Fares of RATB Transportation ............................................................................... 6-49
Table 6.5.6 Tax and Penalty of Free Ridership of RATB Transportation ................................. 6-49
Table 6.5.7 Accumulated Mileage, Cost and Income per Veh.-km........................................... 6-50
Table 6.5.8 Revenues and Expenditures of RATB.................................................................... 6-50
Table 6.5.9 RATB Investment Achievement............................................................................. 6-51
Table 6.5.10 Long Distance Bus Operation in Gara de Nord Area .......................................... 6-54
Table 6.7.1 Main Taxi Service Companies in Bucharest, 1998 ................................................ 6-59
Table 6.8.1 Railway Fares for Passengers, 1998 ...................................................................... 6-60
Table 6.8.2 Average Daily Railway Passengers by Station
in the Bucharest Metropolitan Area ....................................................................... 6-62
Table 6.8.3 Railway Passengers at Cordon Line ...................................................................... 6-63
Table 6.11.1 Revenues and Expenditures of Public Transport ................................................. 6-72
Table 6.11.2 Operational Personnel of Metrorex...................................................................... 6-73
Table 6.11.3 Metrorex’s Operating Incomes/Cost for 1997 and 1998...................................... 6-75
Table 6.11.4 Comparison of Public Transport Operation, 1995 (Metro).................................. 6-76
Table 6.11.5 Operational Personnel of the Department of Electric Cars
Operation/Bus Operation, RATB ........................................................................ 6-77
Table 6.11.6 RATB’s Assets Balance Sheet for 1997 and 1998 ............................................... 6-81
Table 6.11.7 RATB’s Liabilities and Equities Balance Sheet for 1997 and 1998 .................... 6-81
Table 6.11.8 RATB’s Operating Incomes/Costs for 1997 and 1998 ....................................... 6-81
Table 6.11.9 Comparison of Public Transport Operation, 1995 (Tram/LRT)........................... 6-82
Table 6.11.10Urban Public Transport Statistics, 1995 (Trolley) .............................................. 6-83
Table 6.11.11Urban Public Transport Statistics, 1995 (Bus).................................................... 6-84
Table 8.1.1 GDP Projection in Target Year ............................................................................... 8-3

Table 8.2.1 Projection of Future Population by Scenario......................................................... 8-4
Table 8.2.2 Population in Major Eastern European Countries and their Capital Cities ........... 8-4
Table 8.2.3 Growth Rates of Economy and Population in Eastern European Cities ................ 8-5
Table 8.2.4 Future Population................................................................................................... 8-5
Table 8.3.1 Future Number of Working Population in Residential Place................................. 8-6
Table 8.3.2 Future Number of Working Populations in Work Place......................................... 8-6
Table 9.3.1 Problems of Uncontrolled Development and Corresponding

Planning Objectives of Two Types of Controlled Development Patterns .............. 9-5
Table 9.5.1 Planned Population by Integrated Zone................................................................. 9-9
Table 9.5.2 Planned Employment by Economic Sector by Integrated Zone ............................ 9-10
Table 10.2.1 Estimated Parameters........................................................................................... 10-2

Table 10.2.2 Future Number of Passenger Cars ....................................................................... 10-2
Table 10.2.3 Future Trip Production......................................................................................... 10-3
Table 10.3.1 Parameters of Trip Generation and Attraction Model.......................................... 10-4
Table 10.4.1 Parameters of Gravity Model............................................................................... 10-6
Table 10.4.2 Future OD Table of All Trips (13 Integrated Zones)............................................ 10-7
Table 10.5.1 Parameters for Modal Split Model for “Walk” trips ............................................ 10-8
Table 10.5.2 Estimated Parameters for Modal Split Model
between Private Car and Public Transport Mode................................................ 10-9
Table 10.5.3 Future Demand for Public Transport and Private Car.......................................... 10-9
Table 11.2.1 Comparison of Future Traffic Volume and Capacity ........................................... 11-5
Table 11.2.2 Future Public Transport Demand and Capacity ................................................... 11-8
Table 11.2.3 Investment by RATB............................................................................................ 11-9
Table 11.2.4 Alternative Road Network Cases ......................................................................... 11-11
Table 11.2.5 Explanation of Four Alternatives ......................................................................... 11-22
Table 11.2.6 Future Transport Demand by Alternative............................................................. 11-22
Table 11.2.7 VOC Saving and Time Saving ............................................................................. 11-23
Table 11.2.8 Economic Costs of Alternatives........................................................................... 11-26
Table 11.2.9 Benefit from Each Alternative ............................................................................. 11-27
Table 11.2.10 Environmental Evaluation of Master Plan Alternative ...................................... 11-28
Table 11.2.11 Summary of Economic Evaluation .................................................................... 11-28
Table 11.3.1 Summary of Future Traffic Demand Crossing Ring and Radial Roads............... 11-33
Table 12.2.1 Implementation Schedule of Autostrada Projects ................................................ 12-3

Table 12.2.2 Proposed Road Projects ....................................................................................... 12-9
Table 12.5.1 Project List for Roads and Related Facilities....................................................... 12-25
Table 13.5.1 Characteristics of Major Multi-modal Facility .................................................... 13-25

Table 13.5.2 Improvement Scheme of Plaza (Metro Station)................................................... 13-28
Table 13.6.1 Project List (Public Transport)............................................................................. 13-32
Table 14.1.1 Project Cost of Master Plan ................................................................................. 14-1
Table 14.1.2 Project Benefits by Alternatives........................................................................... 14-2
Table 14.1.3 Summary of Economic Evaluation ...................................................................... 14-2
Table 14.1.4 Economic Cost and IRR of Major Project Groups .............................................. 14-2
Table 14.1.5 Sensitivity Analysis.............................................................................................. 14-3
Table 14.1.6 Saving of Fuel Consumption for Vehicles ........................................................... 14-4
Table 14.2.1 Fund Procurement Candidate .............................................................................. 14-5
Table 14.2.2 Candidate Projects for Foreign Loan ................................................................... 14-6
Table 14.2.3 Share of Transport Related Borrowings to Total Borrowings.............................. 14-6
Table 14.2.4 Estimated Necessary Transport Related Borrowings........................................... 14-7
Table 14.2.5 Candidate Projects for Private Companies........................................................... 14-7
Table 14.2.6 Revenue Increment through Passenger Increment and Fare Evasion decrease.... 14-8
Table 14.2.7 Revenue from Fuel Surcharge Tax....................................................................... 14-8
Table 14.2.8 Assignment by the Bucharest Municipality ......................................................... 14-9
Table 14.2.9 Fund Allocation from RATB................................................................................ 14-9
Table 14.2.10 Revenue from City Planning Tax....................................................................... 14-10
Table 14.2.11 Fund Procurement by Sources ........................................................................... 14-11
Table 14.3.1 Composition of Speed Related Emission Factors................................................ 14-12
Table 14.3.2 Emission Factors in Different Speed by Engine Type ......................................... 14-12
Table 14.3.3 Improvement Ratio .............................................................................................. 14-14
Table 14.3.4 Environmental Improvement Ratio...................................................................... 14-14
Table 14.3.5 Currency Units of Environmental External Cost ................................................. 14-15
Table 14.3.6 External Cost of CO2 and NOx ............................................................................ 14-15
Table 14.3.7 Project Categories by Feature .............................................................................. 14-16
Table 14.3.8 Screening of Master Plan..................................................................................... 14-18
Table 14.3.9 Scoping of Master Plan........................................................................................ 14-19
Table 14.3.10 Matrix for Scoping Classified by Project .......................................................... 14-20
Table 14.3.11 Summary of Scoping for Proposed Projects ...................................................... 14-21
Table 15.1.1 Evaluation for Priority Project ............................................................................. 15-2

Table 15.2.1 Evaluation of the Projects for the Further Study ................................................. 15-5
Table 15.3.1 Financial Implementation Plan ............................................................................ 15-8
Table 15.3.2 Financial Resources for Urban Mass Transit Railway......................................... 15-9
Table 15.3.3 Factor Value by Public Transport Mode............................................................... 15-12
Table 15.3.4 Analysis of Financial Position ............................................................................. 15-12
Table 15.3.5 Financial Position of RATB and METROREX ................................................... 15-13
Table 15.3.6 Capacity and Construction Cost of Parking Facilities ......................................... 15-14
Table 15.3.7 Result of Parking Development Project............................................................... 15-15
Table 15.4.1 Comparison of Cost Recovery Ratio
among Transport Operating Companies in European Cities............................... 15-16
Table 15.4.2 Operation and Management Plan......................................................................... 15-19
Table 15.5.1 Institutional Reform Plan..................................................................................... 15-21
Table 16.2.1 Related Road Condition....................................................................................... 16-2

Table 16.2.2 Number of Lanes at the Entrance Part of Intersection......................................... 16-2
Table 16.2.3 Traffic Demand on Basarab Overpass.................................................................. 16-8
Table 16.2.4 Road Classification .............................................................................................. 16-9
Table 16.2.5 Geometric Design Parameters.............................................................................. 16-9
Table 16.2.6 Geometrical Elements of Tram ............................................................................ 16-10
Table 16.2.7 Alternative Plans for Basarab Overpass............................................................... 16-12
Table 16.2.8 Main Span Length and Bridge Type .................................................................... 16-14
Table 16.2.9 Distance between Nose and Intersection ............................................................. 16-14
Table 16.2.10 Improvement Cost for Basarab Overpass .......................................................... 16-20
Table 16.2.11 Comparative Analysis for Basarab Overpass..................................................... 16-23
Table 16.3.1 Improvement Cost for Basarab Overpass ............................................................ 16-26
Table 16.4.1 Implementation Schedule for Basarab Overpass ................................................. 16-27
Table 16.5.1 Economic Comparison of Basarab Overpass Alternatives................................... 16-27
Table 16.5.2 Sensitivity Analysis for Alternative 4 .................................................................. 16-28
Table 16.5.3 Economic Analysis of Inner Ring Road Completion Project .............................. 16-28
Table 16.5.4 Sensitivity Analysis for Inner Ring Road Completion Project ............................ 16-28
Table 16.5.5 Environmental Benefit –Piata Basarab ................................................................ 16-30
Table 16.5.6 Matrix Table of Environmental Impacts by Project Stage-Basarab Overpass ..... 16-31
Table 17.2.1 Necessary Number of Bus Berths – Gara de Nord .............................................. 17-5
Table 17.2.2 Future Railway Passengers at Gara de Nord........................................................ 17-5
Table 17.2.3 Number of Vehicles Parked in Gara de Nord Area .............................................. 17-7
Table 17.2.4 Long Distance Buses ........................................................................................... 17-7
Table 17.2.5 Necessary Number of Berths - Obor.................................................................... 17-15
Table 17.2.6 Number of Vehicles Parked in Obor Area ............................................................ 17-15
Table 17.2.7 Necessary Number of Berths - Sudului ............................................................... 17-21
Table 17.2.8 Number of Vehicles Parked in Sudului Area........................................................ 17-21
Table 17.2.9 Related Road Conditions ..................................................................................... 17-25
Table 17.2.10 (1) Traffic Volume Capacity Analysis at Pta.Sudului......................................... 17-32
Table 17.2.10 (2) Traffic Volume Capacity Analysis at Pta.Sudului......................................... 17-33
Table17.2.11 Comparative Analysis for Sudului Intersection .................................................. 17-41
Table 17.3.1 Piata Improvement Cost Estimation .................................................................... 17-42
Table 17.3.2 Intersection Improvement Cost............................................................................ 17-43
Table 17.4.1 Improvement Schedule of Piatas ......................................................................... 17-44
Table 17.5.1 Economic Analysis of Piata Improvement........................................................... 17-45
Table 17.5.2 Sensitivity Analysis for Piata Improvement Project ............................................ 17-46
Table 17.5.3 Capacity and Construction Cost of Parking Facilities ......................................... 17-46
Table 17.5.4 Result of Parking Development Project at Three Piatas ...................................... 17-46
Table 17.5.5 Environmental External Cost of Gara de Nord.................................................... 17-49
Table 17.5.6 Environmental External Cost of Piata Obor ........................................................ 17-49
Table 17.5.7 Environmental External Cost of Piata Sudului .................................................... 17-49
Table 17.5.8 Matrix Table of Environmental Impacts by Project Pahse -Gara de Nord........... 17-50
Table 17.5.9 Matrix Table of Environmental Impacts by Project Phase- Obor ........................ 17-51
Table 17.5.10 Matrix Table of Environmental Impacts by Project Phase- Sudului .................. 17-52
Table 18.2.1 Vehicle Count Parking Survey, On-Street

and Off-Street Parking in the Central Area of Bucharest.................................... 18-2
Table 18.2.2 Parking Demand for Off-Street Facilities ............................................................ 18-6
Table 18.2.3 Off-Street Parking Facilities Plan ........................................................................ 18-7
Table 18.2.4 Parking Spaces to be Arranged On-Street............................................................ 18-8
Table 18.3.1 Construction Cost ................................................................................................ 18-12
Table 18.4.1 Parking Facilities Development Plan in the First Stage....................................... 18-12
Table 18.4.2 Parking Facilities Development Plan in the Second Stage .................................. 18-13
Table 18.5.1 Economic Evaluation of Parking System Development ...................................... 18-15
Table 18.5.2 Sensitive Analysis for Parking System Development .......................................... 18-15
Table 18.5.3 Financial Analysis of Prioritized Three
Parking Facilities in the Central Area ................................................................. 18-16
Table 18.5.4 Environmental External Costs –Parking System ................................................. 18-17
Table 18.5.5 Matrix Table of Environmental Impacts by Project Phase- Parking System ....... 18-18
Table 19.2.1 Candidate Routes for Public Transport Corridor ................................................. 19-2
Table 19.2.2 Assumed Specification of New Type Tram.......................................................... 19-3
Table 19.2.3 Directions of the Development of New Type Tram ............................................. 19-3
Table 19.2.4 Comparison of Tram Route Alternatives at Piata Unirii ...................................... 19-5
Table 19.2.5 Comparison of Tram Route Alternatives for the Section
between Piata Unirii and Piata Latina ................................................................ 19-7
Table 19.2.6 Characteristics of Track Location ........................................................................ 19-9
Table 19.2.7 Standard Cross Section Plan ................................................................................ 19-11
Table 19.2.8 Route Data Relevant to the New Type Tram Route ............................................. 19-13
Table 19.2.9 Intersections on the Route ................................................................................... 19-14
Table 19.2.10 Types of Public Transport Control System ........................................................ 19-15
Table 19.2.11 Existing Power Substantions Related to the Route
between Colentina and Alexandria ................................................................... 19-15
Table 19.2.12 Estimated Charge Level of Power Supply for the New Type Tram
on the Route between Colentina and Alexandria ............................................. 19-16
Table 19.2.13 Operation Plan of New Type Tram .................................................................... 19-17
Table 19.3.1 Project Costs Estimation...................................................................................... 19-19
Table 19.4.1 Implementation Schedule .................................................................................... 19-20
Table 19.5.1 Economic Evaluation of New Type Tram Project................................................ 19-21
Table 19.5.2 Sensitivity Analysis for New Type Tram Project ................................................. 19-21
Table 19.5.3 Outline of New Type Tram .................................................................................. 19-22
Table 19.5.4 Environmental External Costs –New Tram.......................................................... 19-23
Table 19.5.5 Matrix Table of Environmental Impacts by Project Phase- New Tram................ 19-23
Table 20.2.1 Types of Fare System........................................................................................... 20-4

Table 20.2.2 Combination Types of Fare Collection and Ticket Checking .............................. 20-5
Table 20.2.3 Ticket Types ......................................................................................................... 20-6
Table 20.2.4 Representative Liquidation Method and Cost Sharing Method........................... 20-8
Table 20.2.5 Comparison of Fare and Ticketing System.......................................................... 20-9
Table 20.2.6 Cost for the Increase of Inspectors and Decrease of Revenue Loss .................... 20-11
Table 20.2.7 Benefit of the Inspector and Decrease of Revenue Loss...................................... 20-11
Table 20.2.8 Costs for Statistical Processing............................................................................ 20-12
Table 20.2.9 Estimated Public Transport Passenger Increase
by Alteration of Fare and Ticketing System........................................................ 20-12
Table 20.2.10 Estimated Public Transport Passenger Increase by Improvement of Transfer... 20-13
by Improvement of Transferring for RATB ........................................................ 20-13
by Improvement of Transferring ......................................................................... 20-13
Table 20.2.13 Comparison of Fare and Ticketing System........................................................ 20-14
Table 20.3.1 Project Costs ........................................................................................................ 20-14
Table 20.4.1 Implementation Schedule .................................................................................... 20-14
Table 20.5.1 Economic Evaluation of Introduction of Common Ticketing System................. 20-16
Table 20.5.2 Sensitivity Analysis for Introducing the Common Ticketing System.................. 20-16
Table 20.5.3 Revenue Increase by Introducing the Common Ticketing System ...................... 20-17
Table 20.5.4 Transferring Times from Transit Assignment Result ........................................... 20-17
Table 20.5.5 Transferring Transport Number from Opinion Poll Survey................................. 20-18
Table 20.5.6 Transferring Times from Transit Assignment Result ........................................... 20-18
Table 20.5.7 Transferring Transport Number from Opinion Poll Survey................................. 20-18
List of Figures

Figure 1.3.1 Study Area............................................................................................................ 1-2
Figure 1.4.1 Study Structure..................................................................................................... 1-3
Figure 1.4.2 Study Schedule..................................................................................................... 1-3
Figure 1.5.1 Study Organization............................................................................................... 1-4
Figure 2.1.1 Past Trend of GDP ............................................................................................... 2-2

Figure 2.1.2 GDP by Category in 1997 .................................................................................... 2-3
Figure 2.2.1 Population by Sector ............................................................................................ 2-7
Figure 3.2.1 Existing Land Use of Study Area......................................................................... 3-4

Figure 3.2.2 Map for Traffic Zones and Sectors....................................................................... 3-5
Figure 3.3.1 Current Environmental Issues in Bucharest ......................................................... 3-15
Figure 3.3.2 Current Environmental Issues in Bucharest ......................................................... 3-19
Figure 3.3.3 NO2 and PM Concentration in Bucharest ............................................................ 3-22
Figure 3.3.4 Results of Supplementary Air Monitoring Study................................................. 3-23
Figure 3.3.5 Location of Supplemental Air Quality Sampling, NOx, NO2 and SO2 ................ 3-24
Figure 3.3.6 Vehicle Condition in Romania ............................................................................. 3-25
Figure 3.3.7 Fuel Sales Share in Bucharest, 1998 .................................................................... 3-25
Figure 3.3.8 Registered Vehicle Growth by Type ..................................................................... 3-26
Figure 3.3.9 Registered Vehicle Share in Bucharest, 1998....................................................... 3-26
Figure 3.3.10 CO2 Emission Source by Sector -EU12 and Romania....................................... 3-27
Figure 3.3.11 NOx Emission Sources by Sector -EU12 and Romania ..................................... 3-27
Figure 3.3.12 Emission Share by Sector in Bucharest ............................................................. 3-28
Figure 3.3.13 Comparison of CO2 and NO2 Emission per Capita............................................ 3-29
Figure 3.3.14 Comparison of Green Area Per Habitant in Major Cities .................................. 3-30
Figure 3.3.15 Road Area Ratio Comparison in Major Cities ................................................... 3-31
Figure 3.3.16 Environmental Assessment Procedure in Romania............................................ 3-33
Figure 3.3.17 Taxation Ratio on Fuel ....................................................................................... 3-36
Figure 4.2.1 Working Status by Working Category.................................................................. 4-3

Figure 4.2.2 Working Population in Residence Place .............................................................. 4-4
Figure 4.3.1 Result of Person Trips .......................................................................................... 4-5
Figure 4.3.2 Share of Trip Purpose........................................................................................... 4-6
Figure 4.3.3 Average Trip Distance by Mode........................................................................... 4-7
Figure 4.3.4 Starting Time of Trips .......................................................................................... 4-7
Figure 4.3.5 Parking Situation in the Study Area ..................................................................... 4-8
Figure 4.4.1 Trip Generation and Attraction by Zone and by Purpose..................................... 4-8
Figure 4.5.1 Trip Distribution of All Trips ............................................................................... 4-9
Figure 4.5.2 Peak Hour OD Distribution.................................................................................. 4-10
Figure 4.5.3 Integrated 13 Zones Map ..................................................................................... 4-11
Figure 4.6.1 Trip Share by Mode.............................................................................................. 4-12
Figure 4.6.2 Trip Distribution by Metro ................................................................................... 4-13
Figure 4.6.3 Trip Distribution by Tam...................................................................................... 4-13
Figure 4.6.4 Trip Distribution by Trolley Bus .......................................................................... 4-14
Figure 4.6.5 Trip Distribution by Bus....................................................................................... 4-14
Figure 4.6.6 Trips Towards City Center by Mode .................................................................... 4-15
Figure 4.7.1 Number of Vehicles Counted at Cordon Line Freight Survey.............................. 4-18
Figure 4.7.2 Concept of Typical Commodity Flow .................................................................. 4-22
Figure 4.7.3 Flow Pattern of an Industrial Company ............................................................... 4-23
Figure 4.7.4 Flow Pattern of a Construction Company ............................................................ 4-24
Figure 4.7.5 Flow Pattern of a Wholesale and Retail Company............................................... 4-24
Figure 4.7.6 Flow Pattern of a Transport Company ................................................................. 4-25
Figure 5.1.1 Nationwide Road Network................................................................................... 5-1

Figure 5.1.2 Interregional Road Network................................................................................. 5-2
Figure 5.1.3 Autostrada Projects in the Vicinity of Bucharest.................................................. 5-4
Figure 5.1.4 Interregional Traffic Related to Bucharest (Truck OD) ....................................... 5-5
Figure 5.1.5 Interregional Traffic Related to Bucharest (Passenger Car OD) .......................... 5-5
Figure 5.2.1 Existing Road Network in the Study Area ........................................................... 5-7
Figure 5.2.2 Typical Cross Section........................................................................................... 5-9
Figure 5.3.1 Number of Traffic Lanes (Bucharest) .................................................................. 5-13
Figure 5.3.2 Congested Intersections ....................................................................................... 5-15
Figure 5.4.1 Traffic Inflow to the City Center .......................................................................... 5-17
Figure 5.4.2 Traffic Volume Counted at the Crossing Point over the Dambovita .................... 5-20
Figure 5.4.3 Location of the Traffic Volume Counted at the Crossing Point
over the Dambovita ............................................................................................. 5-20
Figure 5.4.4 Comparison of Vehicle Composition ................................................................... 5-21
Figure 5.4.5 Travel Speed by Section....................................................................................... 5-22
Figure 5.4.6 Delay Duration by Reason ................................................................................... 5-23
Figure 5.5.1 Car Parking Survey Area...................................................................................... 5-24
Figure 5.5.2 Number of On-Street Parked Cars ....................................................................... 5-25
Figure 5.6.1 Signalized Intersections ....................................................................................... 5-28
Figure 5.6.2 One-Way System.................................................................................................. 5-29
Figure 5.6.3 Restriction Areas for Heavy Vehicles................................................................... 5-30
Figure 6.1.1 RATB Route Patterns ........................................................................................... 6-3

Figure 6.2.1 Existing Metro Network....................................................................................... 6-6
Figure 6.2.2 Metro Passengers by Section in 1998 .................................................................. 6-10
Figure 6.2.3 Metro Passengers by Station in 1997 ................................................................... 6-10
Figure 6.2.4 The Overground Rail and Underground Network in Bucharest
Existing Lines and Pre-1989 Expansion Plans ........... 6-15
Figure 6.2.5 Planned Metro Network ....................................................................................... 6-16
Figure 6.3.1 Schematic Representation of the Tram Network in 1970 and in 1998................. 6-17
Figure 6.3.2 Schematic Representation of the Tram Network.................................................. 6-19
Figure 6.3.3 Tram Route Network............................................................................................ 6-20
Figure 6.3.4 Trams per Hour, October 1998 Peak Hour........................................................... 6-22
Figure 6.3.5 Location of Tram Depots ..................................................................................... 6-23
Figure 6.3.6 Segregated Rights of Way for Trams.................................................................... 6-23
Figure 6.3.7 RATB Tram Passengers by Route in 1998 ........................................................... 6-29
Figure 6.4.1 Trolley Bus Route Network and Depots .............................................................. 6-31
Figure 6.4.2 Trolley Bus Passengers by Route ......................................................................... 6-38
Figure 6.5.1 Existing RATB Bus Network ............................................................................... 6-42
Figure 6.5.2 Existing RATB Express Bus Network ................................................................. 6-43
Figure 6.5.3 RATB Bus Passengers by Route in 1998 ............................................................. 6-47
Figure 6.5.4 Regional Bus Network ......................................................................................... 6-53
Figure 6.6.1 Existing Maxi Taxi Network ................................................................................ 6-57
Figure 6.8.1 Existing Railway Network ................................................................................... 6-61
Figure 6.8.2 Proposed Railway Improvement Project by ISPCF ............................................. 6-64
Figure 6.9.1 Average Number Daily of Passengers Using Otopeni Airport ............................. 6-65
Figure 6.10.1 Number of Tram, Trolley, Bus and Bus Stops (RATB, 1998)............................ 6-66
Figure 6.10.2 Standard of Location of Tram/Bus Stop of RATB ............................................. 6-67
Figure 6.10.3 Old and New Sign .............................................................................................. 6-68
Figure 6.10.4 Old and New Shelter .......................................................................................... 6-68
Figure 6.11.1 Financial Flow for RATB and Metrorex ............................................................ 6-72
Figure 6.11.2 Organization Chart of Metrorex (as of August 1999) ........................................ 6-74
Figure 6.11.3 Organization Chart of RATB (as of November 1999)........................................ 6-79
Figure 8.1.1 Future Economic Growth Scenarios .................................................................... 8-3
Figure 9.1.1 Working Process for Proposed Urban Development Pattern................................ 9-1
Figure 9.3.1 Uncontrolled Development Pattern ...................................................................... 9-3
Figure 9.3.2 Intensive Multi-centered Development Pattern.................................................... 9-3
Figure 9.3.3 Dispersed Multi-centered Development Pattern .................................................. 9-3
Figure 9.4.1 Location of Planned Centers ................................................................................ 9-7
Figure 9.5.1 Division of 8 Integrated Zones............................................................................. 9-10
Figure 10.1.1 Procedures of Future Traffic Demand ................................................................ 10-1

Figure 10.3.1 Future Trip Generation and Trip Attraction by Zone ......................................... 10-5
Figure 10.4.1 Future OD Distribution ...................................................................................... 10-7
Figure 10.5.1 Road Congestion on Existing and Do Nothing Case Road Network................. 10-10
Figure 11.2.1 Screen for Corridor Analysis.............................................................................. 11-6

Figure 11.2.2 Future Traffic Demand (Desire Line)................................................................. 11-7
Figure 11.2.3 Radial and Ring Road Formation Pattern .......................................................... 11-12
Figure 11.2.4 Ring Road Reinforcement Pattern ..................................................................... 11-12
Figure 11.2.5 Rapid Transit Axis Pattern ................................................................................. 11-16
Figure 11.2.6 Rapid Transit Axis Pattern (Tram) ..................................................................... 11-17
Figure 11.2.7 Rapid Transit Axis Pattern (Trolley Bus) ........................................................... 11-18
Figure 11.2.8 Rapid Transit Axis Pattern (Metro) .................................................................... 11-19
Figure 11.2.9 Multi Modal Axis Pattern (Tram)....................................................................... 11-20
Figure 11.2.10 Multi Modal Axis Pattern (Trolley Bus) .......................................................... 11-21
Figure 11.2.11 Objective Plans for Evaluation......................................................................... 11-22
Figure 11.2.12 (1) Road Traffic Volume in Alternative 1 ......................................................... 11-24
Figure 11.3.1 Transport Road Plan Network (Road)................................................................ 11-30
Figure 11.3.2 Transport Master Plan Network (Public Transport) ........................................... 11-31
Figure 11.3.3 Master Plan Projects Map .................................................................................. 11-32
Figure 11.3.4 Future Traffic Assignment on Master Road Network ........................................ 11-34
Figure 11.3.5 Passenger Assignment on the Master Plan Public Transport Network............... 11-35
Figure 12.2.1 Autostrada Development Plan ............................................................................ 12-3
Figure 12.2.2 Road Master Plan ............................................................................................... 12-4
Figure 12.2.3 Proposed Road Projects ..................................................................................... 12-10
Figure 12.3.1 Proposed Parking Restriction Area .................................................................... 12-12
Figure 12.3.2 Conceptual Parking Development Policy........................................................... 12-13
Figure 12.3.3 Intersection Improvement Plan .......................................................................... 12-16
Figure 12.3.4 Proposed Intersections for Synchronization....................................................... 12-18
Figure 12.3.5 Public Transport Supporting System by ITS...................................................... 12-20
Figure 12.4.1 Street Environment Improvement ...................................................................... 12-22
Figure 12.4.2 Pedestrian Priority Street Plan ........................................................................... 12-23
Figure 12.4.3 Flow of Commodities - Location of Truck Terminal: Present and Plan............. 12-24
Figure 12.4.4 Concept of Truck Terminal ................................................................................ 12-24
Figure 13.2.1 Metro Construction Projects .............................................................................. 13-7

Figure 13.3.1 Construction of Cross Center Linkage............................................................... 13-11
Figure 13.3.2 Example of Cross Center Linkage (Piata Unirii) ............................................... 13-12
Figure 13.3.3 Construction of Tram Routes ............................................................................. 13-14
Figure 13.3.4 Candidate Routes for Introduction of New Category Tram ............................... 13-15
Figure 13.3.5 Rehabilitation of Tram Infrastructure................................................................. 13-18
Figure 13.4.1 Establishment of Public Transport Routes in the Central Area.......................... 13-21
Figure 13.5.1 Concept of Multi-modal Transfer....................................................................... 13-23
Figure 13.5.2 Concept of Multi-model and Inter-modal Facilities........................................... 13-23
Figure 13.5.3 Distribution of Multi–modal Facilities............................................................... 13-24
Figure 13.5.4 Improvement of Metro Concourse and Pedestrian Network.............................. 13-26
Figure 13.5.5 Typical Section of Tram Island .......................................................................... 13-29
Figure 14.3.1 Speed Related Emission Factors for Different Engine Types (EU) ................... 14-13
Figure 14.3.2 Emission Amount of Master Plan Option-1 ....................................................... 14-13
Figure 14.3.3 Emission Amount of Master Plan Option-2 ....................................................... 14-14
Figure 14.3.4 Impact Identification Flow by Phases ................................................................ 14-17
Figure 15.1.1 General Flow for the Determination of Implementation Schedule .................... 15-1
Figure 15.1.2 Implementation Schedule................................................................................... 15-3
Figure 15.2.1 Relation between Basic Strategies and Selected Projects
to be Further Studied. ......................................................................................... 15-4
Figure 15.4.1 Key Issues Regarding Customer Satisfaction..................................................... 15-15
Figure 15.4.2 Key Issues Regarding Productivity and Cost Recovery Ratio ........................... 15-17
Figure 16.1.1 Location of Basarab Overpass ........................................................................... 16-1

Figure 16.2.1 Typical Cross Section......................................................................................... 16-3
Figure 16.2.2 Location of Transport Facilities at Basarab ....................................................... 16-4
Figure 16.2.3 Pedestrian Underpass Plan ................................................................................. 16-5
Figure 16.2.4 Traffic Volume at Intersection N. Titulescu / Calea Grivitei .............................. 16-6
Figure 16.2.5 Traffic Volume at Intersection Orhideelor / Plevnei ........................................... 16-7
Figure 16.2.6 Typical Cross Section......................................................................................... 16-10
Figure 16.2.7 Construction Gauge of Tram.............................................................................. 16-11
Figure 16.2.8 Construction Gauge of Railway ......................................................................... 16-11
Figure 16.2.9 Alternative Routes .............................................................................................. 16-13
Figure 16.2.10 Basarab Overpass Plan for Alternative 1.......................................................... 16-15
Figure 16.2.11 Cross Section of Basarab Overpass Plan for Alternative 1 .............................. 16-15
Figure 16.2.20 Traffic Volume Capacity Analysis at Basarab Overpass / Plevnei.................... 16-24
Figure 16.5.1 Emission Amount Comparison (CO2 and NOx) –Basrab Overpass ................... 16-29
Figure 17.1.1 Locations of Piata............................................................................................... 17-1

Figure 17.2.1 Design Criteria for Berths and Parking .............................................................. 17-2
Figure 17.2.2 Design Vehicle Size............................................................................................ 17-2
Figure 17.2.3 Standard Car (Standard for Designing Public Buildings for Parking NP24-97) 17-2
Figure 17.2.4 Standard for Underground Public Buildings...................................................... 17-3
Figure 17.2.5 Public Transport Routes at Gara de Nord .......................................................... 17-6
Figure 17.2.6 Bus Routes at Gara de Nord............................................................................... 17-6
Figure 17.2.7 Proposed Future Public Transport Network at Gara de Nord ............................ 17-9
Figure 17.2.8 Alternative Plan of the Tram Routes to/from the East........................................ 17-10
Figure 17.2.9 Proposed Traffic Flow Pattern at Gara de Nord ................................................. 17-10
Figure 17.2.10 Improvement Plan of Gara de Nord Area......................................................... 17-11
Figure 17.2.11 Improvement Plan of Gara de Nord Area (Detail) ........................................... 17-11
Figure 17.2.12 Underground Parking Facility Plan at Gara de Nord ....................................... 17-12
Figure 17.2.13 Parking Profile at Gara de Nord ....................................................................... 17-12
Figure 17.2.14 Present Tram Routes at Obor ........................................................................... 17-13
Figure 17.2.15 Present Bus Routes at Obor ............................................................................. 17-14
Figure 17.2.16 Proposed Traffic Flow Pattern at Obor............................................................. 17-17
Figure 17.2.17 Improvement Plan at Piata Obor Area.............................................................. 17-18
Figure 17.2.18 Underground Parking Area Plan at Obor ......................................................... 17-19
Figure 17.2.19 Passenger Crossing Alternatives at Obor ......................................................... 17-19
Figure 17.2.20 Present Tram Routes at Piata Sudului .............................................................. 17-22
Figure 17.2.21 Present Bus Routes at Piata Sudului ................................................................ 17-22
Figure 17.2.22 Proposed Traffic Flow Pattern at Piata Sudului................................................ 17-23
Figure 17.2.23 Piata Sudului Improvement Plan at Piata Sudului Area ................................... 17-24
Figure 17.2.24 Location of the Related Roads ......................................................................... 17-26
Figure 17.2.25 Typical Cross Section....................................................................................... 17-26
Figure 17.2.26 Location of Transport Facilities at Sudului ...................................................... 17-27
Figure 17.2.27 Traffic Survey Result at the Pta.Sudului .......................................................... 17-29
Figure 17.2.28 Results of Traffic Assignment at Pta.Sudului................................................... 17-30
Figure 17.2.29 Improvement Plan for Piata Sudului Intersection - First Stage........................ 17-36
Figure 17.2.30 Improvement Plan for Piata Sudului Intersection – Alternative 1.................... 17-37
Figure 17.2.31 Cross Section Plan for Alternative 1 ................................................................ 17-37
Figure 17.2.32 Improvement Plan for Piata Sudului Intersection – Alternative 2.................... 17-38
Figure 17.2.33 Cross Section Plan for Alternative 2 ................................................................ 17-38
Figure 17.5.1 Comparison of Emission Amount (CO2 and NOx)- Gara de Nord..................... 17-47
Figure 17.5.2 Comparison of Emission Amount (CO2 and NOx)- Piata Obor ......................... 17-48
Figure 17.5.3 Comparison of Emission Amount (CO2 and NOx)- Piata Sudlui ....................... 17-48
Figure 18.2.1 Parking Zones in the Central Area of Bucharest ................................................ 18-2
Figure 18.2.2 Road Classification in Terms of Road Use ........................................................ 18-5
Figure 18.2.3 Location of the Parking Development Sites....................................................... 18-7
Figure 18.2.4 Layout Plan of Parking Academiei / Doamnei................................................... 18-8
Figure 18.2.5 Layout Plan of Piata Decebal Parking ............................................................... 18-9
Figure 18.2.6 Layout Plan of Parking Balcescu ....................................................................... 18-10
Figure 18.2.7 Parking Information System .............................................................................. 18-11
Figure 18.4.1 First Stage Parking Restriction Area .................................................................. 18-13
Figure 18.5.1 Comparison of Emission Amount (CO2 and NOx) –
Parking Facility Development .................................... 18-17
Figure 19.2.1 Candidate Routes for Public Transport Corridor ............................................... 19-2
Figure 19.2.2 Improvement of Running Conditions................................................................. 19-4
Figure 19.2.3 Alternatives for Piata Unirii Area....................................................................... 19-6
Figure 19.2.4 Proposed Route at Piata Unirii........................................................................... 19-7
Figure 19.2.5 Alternatives for the Section between Piata Unirii and Piata Latina ................... 19-8
Figure 19.2.6 Proposed Locations of Tram Track .................................................................... 19-10
Figure 19.2.7 Routes Relevant to the New Tram Route ........................................................... 19-12
Figure 19.2.8 Number of Existing Tram Operation at Peak Period.......................................... 19-12
Figure 19.2.9 Improvement of Tram Control System............................................................... 19-14
Figure 19.2.10 Power Supply System for New Type Tram ...................................................... 19-16
Figure 19.2.11 Transferring between Tram and Bus ................................................................ 19-18
Figure 19.2.12 The Level of New Type Tram........................................................................... 19-18
Figure 19.2.13 Improvement Plan of Platform (1) ................................................................... 19-18
Figure 19.2.14 Improvement Plan of Platform (2) ................................................................... 19-19
Figure 19.5.1 Estimation of Emission Amount (CO2 and NOx) – New Tram........................... 19-22
Figure 20.2.1 Types of Fare Collection and Ticketing Checking ............................................. 20-7
List of Terms and Abbreviations – English and Romanian
Abbreviation English Romanian

PAT Territory Arrangement Plan Plan de Amenajare a Teritoriului
PATZ Zonal Territory Arrangement Plan Plan de Amenajare a Teritoriului Zonal
PUG General Urban Plan Plan Urbanistic General
PUZ Zonal Urban Plan Plan Urbanistic Zonal
PUD Detailed Urban Plan Plan Urbanistic de Detaliu
Urban Planning Certificate Certificatul de Urbanism
Construction Authorization Autorizatia de Construire
Regulations for Urban Planning Regulamente de Urbanism
General Regulations for Urban Planning Regulamente General de Urbanism
Local Regulations for Urban Planning Regulamente Local de Urbanism
Prefect
General Committee
County
Communal
Town
Village
MLPAT Ministry of Public Works and Territory Ministrul Lucrarilor Publice si Amenajarii
Arrangement Teritoriului
Related Bodies of Central Administration Organisme Centrale Interesate
Related Bodies in the Territory Organisme Teritoriale Interesate
MoT Ministry of Transport Ministerul Transportului
RATB Bucharest City Transport Regia Autonoma de Transport Bucuresti
SNCFR National Society of Romanian Railways Societatea Nationala de Cai Ferate
Romane
PMB Municipality of Bucharest Primaria Municipiului Bucuresti
CLMB Local Council of Bucharest Municipal Consiliul Local al Municipiului Bucuresti
GCBM General Council of Bucharest Consiliul General al Municipiului
Municipality Bucuresti
EU PHARE
CNP National Programming Committee Commisia Nationale de Prognoza
BAS Bucharest Annual Statistics Bucuresti Auar Statistic
DN National Road
Dc
Dj
B-dul Boulevard Burvardul
Road Calea
Str. Street
Motorway Autostrada
P-ta Plaza Piata
CPU Urban Planning Center
DUAT Department of Urban Planning Department Urbanism si Amenaharea
Territorilui
( ) should not be used in the report but is described for reference.

1. Introduction
1. Introduction
The background, objectives, Study area, etc. are described in this Chapter.
1.1 Study Development

In response to the request of the Government of Romania, the Government of Japan decided
to conduct the Comprehensive Urban Transport Study of Bucharest City and Its Metropolitan
Area in Romania (hereinafter referred as “the Study”).
Accordingly, the Japan International Cooperation Agency (hereinafter referred as “JICA”),

the official agency responsible for the implementation of the technical cooperation program
on behalf of the Government of Japan undertook to conduct the Study.
The preparatory study team headed by Dr. Hitoshi Ieda, was dispatched by JICA to Romania
and the Scope of Work for the Study was agreed in February of 1998. The full-scale site study
in Romania began in July 1998 and the Inception Report of the Study was submitted in
September 1998.
1.2 Objectives of the Study

The objectives of the Study are as follows:
(1) To formulate a Comprehensive Urban Transport Master Plan of Bucharest City and its
Metropolitan Area for the period up to the year 2015;
(2) To conduct a further study on priority projects and programs which should be
implemented within 2 or 3 years after the completion of the Study; and
(3) To carry out technology transfer through the implementation of the Study.
1.3 Study Area

The Study area is the “Bucharest metropolitan area” including the city of Bucharest (with an
area of 228 km2) and the nearby commuting area (365 km2). The population of the Study Area
is 2.149 million persons (1998) which accounts for about 10% of the whole country. The
Study area is indicated in Figure 1.3.1.
1-1
1.4 Structure of the Study
The structure of this Study is composed of three parts, that is, data collection and analysis of
the existing situation, formulation of the Master Plan, and the Study of priority projects.
In the first part, various traffic surveys, including the person trip survey, were conducted and
the existing traffic situation was analyzed based on the survey results, collected data, and
other information. In the second part the Master Plan was formulated to integrate the future
urban structure, road plan and public transport plan. In the last part, five projects selected
among the ones recommended in the Master Plan were studied in more detail.
Figure 1.4.1 and Figure 1.4.2 show the study sturucture and study schedule.
PART 1 PART 2 PART 3
Existing Conditions Future Transport Transport

Priority Project
Demand Master Plan Study
2 Socio-Economic
Conditions
11 Transport 16 Inner Ring

Master plan Completion
with BBasarab
3 Existing Land Formulation Overpass
Use and
Environmental
Condition
8 Socio- 17 Bottleneck
economic 12 Road Sector
Piata
development Plan Improvement
4 Person Trip Scenarios
Charasteristics
18 Parking
9 Urban 13 Public System
Development Development in the
Pattern Transport Plan
5 Road Central Area
Facilities and
Road Traffic
14 Evaluation 19 New Public

10 Future Transit

Transport of Transport Corridor
demand Master Plan Development
6 Public
Transport
20 Fare
15 Action Plan System
Improvement
7 Problems and
Issues
Figure 1.4.1 Study Structure

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Figure 1.4.2 Study Schedule
1-3
The following reports were prepared and submitted to the Romanian side.
1) Inception Report
Thirty copies (30) in English at the beginning of September 1998 after the discussion on
the contents of the Inception Report prepared in Japan
2) Progress Report
Thirty (30) copies in English in the middle of February 1999 after the preliminary
formulation of the Master Plan
3) Interim Report
Thirty (30) copies in English at the beginnig of May 1999 after the selection of the
priority projects
4) Draft Final Report
Thirty (30) copies of main report in English and thirty (30) copies of summary report in
English at the end of December 1999 after finishing the Study
5) Final Report
Thirty (30) copies of main report in English and thirty (30) copies of summary report in
English at the end of March 2000 after modifying the report based on the comments from
the Romanian side
1.5 Study Organization

To conduct the Study, JICA has organized the Study Team, headed by Mr. Takeshi Yoshida
and the Advisory Committee, chaired by Dr. Hitoshi Ieda, to give advice for the Study. The
Government of Romania has formed the Counterpart Team, headed by Mr. Nicolae Cehan
under the Municipality of Bucharest. The Municipality has organized the Steering Committee,
chaired by Mr. Paul Radu Popovat, to facilitate the progress of the Study. The Study
organization is shown in Figure 1.5.1.
Advisory Bucharest Steering

JICA
Committee Municipality Committee
JICA Study Team Counterpart Team
Figure 1.5.1 Study Organization
The members of the Study Team, JICA Advisory Committee, Romanian Counterpart Team,
Romanian Steering Committee, and related governmental officials are listed in the following
page.
1-4
1.6 Technology Transfer
During the Study period the members of the Study Team transferred various technologies
such as how to conduct the person trip survey, how to forecast the future traffic demand, how
to use the JICA STRADA, how to formulate the Master Plan, etc. These technologies were
deepened through the counterpart meetings, workshops, a seminar, and counterpart training in
Japan.
(1) Counterpart Meeting
The counterpart meetings were held almost once a week with the attendance of the members
of the Study Team and counterparts. The main topics were selected from the work items
studied during the last week. Especially the following topics were discussed in detail.
nHow to conduct the person trip survey
nResult of the person trip survey
nFuture socio-economic situation
nFuture traffic demand
nVehicle assignment on the road network
nFormulation of the Master Plan
nSelection of the priority projects
(2) Workshop and Seminar

Two workshops and one seminar were held during the Study period. At workshops the Study
Team members reported the progress of the Study, while representatives of the Advisory
Committee members including one lecturer from Japan gave lecture mainly on the Japanese
experience for the transport planning. The representative of the Romania side also gave
lecture on the Bucharest transport situation. The lectures on the Japanese experience to
establish the Master Plan contributed to transfer the important technology to the participants
from the counterpart team, public organization, and academic/research institutions at these
seminars.
In December 1999, during the last study period in Romania, a seminar was held with about
100 participants who were not only from the counterpart team and steering Committee, but
also from various organizations. The main topics were reports of the final results of the Study,
however, at the last session of the seminar the panel discussion was made under the
representatives from the Study Team, Advisory Committee, Steering Committee on the stage.
The heated discussion was made on the topics of the project fund procurement,
implementation measures of the priority projects, etc.
(3) Counterpart Training in Japan

Three persons of the Counterpart Team visited Japan to understand the Japanese planning
system and actual transport situation in urban area in large or medium-sized city in Japan.
They acquainted technological skill to formulate the Master Plan by visiting the related
organizations such as Ministry of Construction, Ministry of Transport, and several local
Municipalities. Also they made an on-site inspection for urban transport facilities to
understand the project realization.
1-6
2. Socio-Economic Conditions
2. Socio-Economic Conditions
The GDP has been growing the revolution until 1996, however, the growth rate of the
GDP has been deteriorating since then. The population has been decreasing constantly at a
rate of –0.35% during the past 7 years. The population as of 1998 was 2,149 thousand
persons. The number of vehicles registered increased rapidly to 571 thousand vehicles, of
which passenger cars accounted for 75.2 % in 1998.
2.1 Present Situation of National Economy

2.1.1 GDP
Gross Domestic Product (GDP) measured in current prices, increased from 6,029 billion Lei
in 1992 to 249,750 billion Lei in 1997, as shown in Table 2.1.1. This rapid increase in GDP
does not indicate the actual economic growth but rather the country’s high inflation rate.
Looking at the past economic trend at constant 1990 price, after declining by almost 20% in
real terms in the initial two transition years -the so called transition shock period -, the Gross
Domestic Product (GDP) registered a positive rate of 1.3% in 1993 for the first time since
1990 and reached a peak growth rate of 7.1 % in 1995. This short-term recovery proved
unstable because it was largely driven by a credit-financed expansion of output from
traditional industries. From 1996, GDP started to decline again, because of a domestic
liquidity crisis, a devaluation of the Lei, and the stagnation of the worldwide economy (See
Figure 2.1.1). In addition, in February 1997 the government adopted tighter policies, called
the “shock therapy” program of reforms, in order to achieve the liberalization of prices for
energy, agricultural products and public services; reduce tariffs; remove subsidies; and phase
out direct credit to the agricultural sector. Since most enterprises were not able to rapidly
adjust to subsidy cuts, fiscal and monetary tightening and a sharp devaluation followed. As a
result, the growth rate of GDP deteriorated to – 6.6% in 1997. The growth rate in 1998 is
estimated to be – 5.5% by the Comisia Nationala de Prognoza.
Table 2.1.1 Gross Domestic Product

(Unit : Lei bn)
Item 1992 1993 1994 1995 1996 1997
At current prices 6,029.2 20,035.8 49,773.3 72,559.7 108,391.0 249,750.0
At constant 1990 prices 681.1 690.2 714.4 765.1 788.3 736.3
Real change (%) -8.8 1.3 3.5 7.1 3.0 -6.6
Source : OECD, Short-Term Economic Indicators for the Transition Economies
Comparing the GDP in Romania with that in the east European transition economies as shown
in Table 2.1.9, the scale of GDP is not so small; however, the per capita GDP—a more
appropriate measure of economic development—is substantially lower in Romania than all
other countries except Bulgaria.
2-1
* ' 3 F R Q V WD Q WS ULF H V
GDP
800
780
760
740
720
700
680
660
640
620
1992 1993 1994 1995 1996 1997
Figure 2.1.1 Past Trend of GDP
Table 2.1.2 shows GDP by category in 1996 and 1997 in current prices. Figure 2.1.2.shows
the GDP by category in 1997. Comparing each category of GDP in 1997 with that in 1996 in
constant prices, only the two categories of “Agriculture” and “Communications” barely
maintain the same production levels of the previous year. The production levels of other
categories were lower than those in the previous year, especially, “construction” which
showed a large decrease of 22% in 1997. Industrial activities also decreased, in spite of a
sector representing the major and the most important economic activities. It is expected that
the Romanian Government will take some measures to revitalize industrial activities.
Table 2.1.2 Gross Domestic Product by Categories

(Unit:Billion lei)
Category 1996 Share 1997 Share Growth (%) 1997 Index
(%) (%) (1997/1996) (1996 price) (1996=100)
Agriculture 20,662 19.1 47,055 18.8 225 20,958 101
Industry 37,054 34.2 88,945 35.6 253 35,187 95
Construction 7,469 6.9 13,461 5.4 230 5,842 78
Trade, hotel & restaurant 10,908 10.1 23,782 9.5 251 9,476 87
Transport 7,121 6.6 17,539 7.0 282 6,220 87
Communications 2,253 2.1 7,804 3.1 347 2,252 100
Financial & banking activities 4,456 4.1 6,496 2.6 171 3,792 85
Real estate & other services 5,930 5.5 14,712 5.9 270 5,445 92
Public administration 7,625 7.0 14,356 5.7 211 6,822 90
Adjustment for imputed output -2,991 -2.8 -4,415 -1.8 170 -2,597 87
of banking services
Total economy 100,487 92.7 229,735 92.0 246 93,397 93
Tax on product 7,900 7.3 18,856 7.6
Custom duties 1,853 1.7 3,625 1.5
Subsidies on product -1,849 -1.7 -2,466 -1.0
Gross domestic product 108,391 100.0 249,750 100.0 101,232 93
Source : Comisia Nationala Prognoza
2-2
*'3E\&DWHJRULHV
6%
3%
6% 20%
3%
7%
10%
6% 39%
Agriculture Industry Construction

Trade, hotel & restaurant Transport Communications
Financial & banking activities Real estate & other services Public administration
Figure 2.1.2 GDP by Category in 1997
According to the past trend of GDP by category from 1992 to 1996 (Table 2.1.3), the
production levels of the primary (“Agriculture”) and secondary (“Industry”) sectors remained
below those of 1990. On the other hand, for “Construction” and “Services” the production
levels in 1994 and 1995 respectively exceeded those in 1990. Only “Construction” barely
maintained its 1990 production level in 1997. GDP has also never exceeded the level of 1990.
Even in 1997, GDP was only 87.1% of that in 1990.
Table 2.1.3 Indices of GDP by Categories

Item 1992 1993 1994 1995 1996 1997
Agriculture* 76.3 86.7 89.3 93.4 90.4 91.7
Industry 75.2 76.0 78.6 83.0 88.7 84.3
Construction 76.1 94.9 120.8 128.9 133.8 104.6
Services 93.8 91.7 93.8 101.4 106.2 94.3
Adjustment** 142.1 142.9 145.4 141.1 146.8 127.4
Gross domestic product 79.4 80.6 83.8 89.8 93.3 87.1
Source : Romanian Statistical Yearbook
Note:(1990=100)
Looking at the composition of GDP in Table 2.1.4, the share of GDP represented by
“Agriculture” decreased steadily from 1993 to 1997. Other activities have fluctuated; however,
during 1995 to 1997 the GDP share for “Industry” increased and that for “Services” decreased.
As a result, the GDP shares in 1997 were 35.6% for “Industry”, followed by “Services” at
33.9% and “Agriculture” at 18.8%.
Generally, with economic development, the share of service activities is expected to increase;
however, the Romanian service activities remained stagnated. This situation demonstrates that
the present Romanian economic structure has not changed much from the centrally planned
economy.
2-3
Table 2.1.4 Structure of GDP by Categories
Items 1992 1993 1994 1995 1996 1997
Agriculture* 19.1 21.0 19.9 19.8 19.1 18.8
Industry 38.3 33.8 36.2 32.9 34.2 35.6
Construction 4.8 5.2 6.5 6.6 6.9 5.4
Services 40.6 36.9 33.7 36.0 35.3 33.9
Adjustment** -4.7 -4.2 -4.0 -3.0 -2.8 -1.7
Gross value added 98.1 92.7 92.3 92.3 92.7 92.0
Taxes on product 8.1 9.3 7.7 7.7 7.3 7.6
Customs duties 1.4 1.5 1.3 1.7 1.7 1.4
Subsidies on product -7.6 -3.5 -1.3 -1.7 -1.7 -1.0
Gross domestic product 100.0 100.0 100.0 100.0 100.0 100.0
Source : Romanian Statistical Yearbook 1997
Note: (Unit : %)
At this moment privatization in the industry sector is one of the most critical issues for the
Romanian economy; however, it is proceeding very slowly. By 1996 the economic activity of
the private sector accounted for only 52% of GDP, despite the fact that the agriculture and
service sectors had already privatized to levels of 91% and 70%, respectively, as shown in
Table 2.1.5. Also share of private sector in export and import production levels accounted for
only 51.4% and 48.3%, respectively. Nevertheless, by proceeding with further privatization,
the present low share will increase.
The current restructuring plan for “Régies Autonomes” (state owned enterprises) by the
national government is expected to accelerate privatization of these major loss-making
government corporations. At present the government desire to join EU depends on the
process of a rapid privatization, abolition of various regulations and decrease of foreign debt.
Table 2.1.5 Share of Private Sector in Economic Activity

Item 1990 1991 1992 1993 1994 1995 1996
Gross domestic product 16.4 23.6 26.4 34.8 38.9 45.0 52.0
Industry 5.7 9.2 11.8 17.4 23.3 29.0 35.0

Agriculture 61.3 73.9 81.7 83.5 89.3 89.0 91.0
Construction 1.9 16.1 21.0 26.8 51.6 60.0 65.0
Services including trade 2.0 16.8 18.8 29.3 39.1 60.0 70.0
Export (FOB) 0.2 15.9 27.5 27.9 40.3 41.2 51.4

Import (FOB) 0.4 16.1 32.8 27.2 39.2 45.4 48.3
Investment 4.3 8.1 15.6 26.0 36.8 39.3 41.6
Source : National Commission for Statistics
Note: (Unit : %)
2.1.2 Export and Import

In the latter period of the Ceausescu regime, export and import activities were minimal due to
a policy to generate a trade surplus by minimizing imports to repay foreign debt. After
diverting food exports to the domestic market and drastically reducing unprofitable oil
product exports in 1990, both exports and imports increased as shown in Table 2.1.6. In 1997
exports and imports were nearly double their 1991 levels. The trade deficit decreased to
US$ 411 million in 1994, after which it increased and reached 1,980 million in 1997.
2-4
Table 2.1.6 Foreign Trade
Item 1991 1992 1993 1994 1995 1996 1997
Export (FOB) 4,266 4,363 4,892 6,151 7,910 8,084 8,431
(of which private sector) 679 1,201 1,364 2,481 3,259 4,156
(Share %) 16 28 28 40 41 51
Import (FOB) 5,372 5,784 6,020 6,562 9,487 10,555 10,411
(of which private sector) 864 1,898 1,636 2,573 4,306 5,096
(Share %) 16 33 27 39 45 48
Total -1,106 -1,421 -1,128 -411 -1,577 -2,471 -1,980
(of which private sector) -185 -697 -272 -92 -1,047 -940
(Share %) 17 49 24 22 66 38
Import (CIF) 5,793 6,260 6,522 7,109 10,278 11,435 11,280
Export (1990=100) 73.9 75.6 84.7 106.5 137.0 140.0 146.0
Import (1990=100) 58.4 62.9 65.5 71.4 103.2 114.9 113.3
Source:1991-1996 data Romanian Statistical Yearbook
Note: (Million US$)
The main export trade items are “Miscellaneous manufactured articles” and “Manufactured
goods”, which in 1997 accounted for 34.9 % and 25.6 %, respectively, followed by
“Machinery & transport equipment” at 14%. On the other hand, main import items are
“Machinery & transport equipment” and “Manufactured goods”, which in 1997 accounted for
26.5 % and 23.1 %, respectively, followed by “Mineral fuel & related materials” at 18.9 %.
The recent trend of exports and imports is shown in Table 2.1.7.
Table 2.1.8 shows major trading partners in 1997, and indicates that the EU is the largest
partner for exports and imports representing 71.3 % and 75.6%, respectively, of the total.
Among EU countries, Germany and Italy are currently Romania’s main trading partners. In
the past, the former Soviet Union was a main partner for gas, crude oil and raw material
imports; however, Russia’s importance as a trade market has decreased significantly in the
past several years.
Table 2.1.7 Foreign Trade by Commodity Type

Export (FOB) Import (CIF)
Items 1995 1996 1997 1995 1996 1997
Food & live animals 400 559 385 746 658 531
Beverages & tobacco 31 55 57 95 115 99
Crude material (Except fuels) 298 312 394 541 610 528
Mineral fuel & related materials 628 596 518 2,195 2,390 2,131
Animal, vegetable oil, fats & waxes 82 71 129 18 18 31
Chemical & related products 850 795 656 1,085 1,145 1,091
Manufactured goods 2,047 1,841 2,155 2,038 2,440 2,604
Machinery & transport equipment 1,038 1,101 1,180 2,545 2,927 2,993
Miscellaneous manufactured articles 2,511 2,737 2,943 919 999 1,125
Commodities & transactions not classified 25 17 14 95 133 147
Total 7,910 8,084 8,431 10,278 11,435 11,280
Source :Romanian Statistical Yearbook in 1998
Note: (Million US$)
2-5
Table 2.1.8 Foreign Trade by Groups of Region and Countries
Countries Export (FOB) Import (CIF)
Value (Million Share (%) Value (Million Share (%)
UD$) US$)
Total 8,431 100.0 11,280 100.0
Europe 6,010 71.3 8,530 75.6
(EU) 4,768 56.6 5,922 52.5
(Germany) 1,419 16.8 1,851 16.4
(Italy) 1,643 19.5 1,784 15.8
(France) 465 5.5 648 5.7
(Bulgaria) 57 0.7 56 0.5
(Poland) 102 1.2 90 0.8
(Russia) 250 3.0 1,356 12.0
Asia 1,466 17.4 1,584 14.0
(Turkey) 354 4.2 213 1.9
(India) 64 0.8 28 0.2
(Israel) 123 1.5 137 1.2
(Japan) 37 0.4 131 1.2
Africa 457 5.4 189 1.7
America 485 5.8 853 7.6
(U.S.A) 320 3.8 462 4.1
Oceania 13 0.2 124 1.1
Source : Foreign Trade Statistics
2.1.3 Comparison of Economy with East European Countries 1996

Among the European transition economies Romania has the second largest population after
Poland, but it ranks only fourth in terms of dollar GDP. With respect to GDP per capita,
Romania is second from the last (Bulgaria). The reason the Romanian economy is behind the
other transition economies is that Romania was a relatively closed economy in the later stages
of the Ceausescu regime. The “shock therapy” policy put in place by the government in
February 1997 should encourage the Romanian economy to increase at least to the level of
that in present Hungary or Poland.
Table 2.1.9 Comparison of Economic Situation with Major European Transition

Item Romania Bulgaria Hungary Poland Czech Slovakia Slovenia
Republic
GDP($ bn) 35.5 9.3 43.9 136.1 52.8 19.7 18.5
GDP per head ($) 1,569 1,118 4,308 3,523 5,119 3,662 9,307
Consumer price inflation (%) 38.8 123.0 23.6 21.0 8.9 5.8 9.7
Current- account balance($ bn) -2.6 -0.2 -1.7 -4.1 -4.3 -1.9 0.0
% of GDP -7.2 -0.2 -3.8 -3.0 -8.1 -9.9 -0.2
Export of Good ($ bn) 8.1 4.7 14.18 23.5 21.5 8.6 8.3
Imports of good ($ bn) -10.6 -4.6 -16.84 -26.7 -25.2 -8.8 -9.3
External debts ($ bn) 8.5 10.2 27.6 42.8 19.6 8.3 4.5
Debt-service ratio, paid(%) 12.1 18.8 35.5 10.6 9.8 13.0 6.8
Source : Country Profile Romania 1997-1998, The Economic Intelligence Unit
2.2 Socio-economic Situation in the Study Area

2.2.1 Population
The total population in the Study Area was 2,149,436 persons in 1998, of which the
population in Bucharest city occupied 93.8% (2,016,131 persons). Among six sectors of this
city, Sector 3 had the largest population with 407,060 persons (18.9), followed by Sector 2
with 382,187 persons (17.8%). The population of the portion of Ilfov in the Study Area was
2-6
only 6.2% (133,305 persons) of the total. The total area of the Study Area is 61,681 ha, of
which 36,500 ha (61.6%) belongs to Ilfov. The population density of the Study Area in 1998
was 34.8 persons/ha; however, excluding the area of Ilfov, the population density reaches
80.1 persons/ha. Among sectors, Sector 2 had the highest density at 112.6 persons/ha,
followed by Sector 3 with 106.1 persons/ha. Population and population densities in 1998 are
summarized in Table 2.2.1. The map of six Sectors is shown in Figure 3.2.2.
Table 2.2.1 Population and Density in the Study Area

(1998)
Sector* Population Share(%) Area(Ha) Density (Person/Ha)
Sector 1 238,217 11.1 7,478 31.9
Sector 2 382,187 17.8 3,394 112.6
Sector 3 407,060 18.9 3,837 106.1
Sector 4 319,344 14.9 3,405 93.8
Sector 5 269,746 12.5 3,225 83.6
Sector 6 399,577 18.6 3,842 104.0
Bucharest 2,016,131 93.8 25,181 80.1
Ilfov** 133,305 6.2 36,500 3.7
Total 2,149,436 100.0 61,681 34.8
* shown in Figure 3.2.2
** Only Ilfov within the Study Área
Source : BUCURESTI ANUAR STATISTIC
P o p u la t io n b y S e c t o r
6% S e c to r 1
11%
19% S e c to r 2
18% S e c to r 3
S e c to r 4
S e c to r 5
13% S e c to r 6
18% I lf o v *
15%
Figure 2.2.1 Population by Sector
Since the total population in Romania is about 22.7 million, the concentration of the
population in the Study area is about 10-11%. Comparing this ratio with that of capital cities
of the major European transition countries, Budapest (Hungary) is 20%, Warsaw (Poland) is
6%, and Sofia (Bulgaria) is 14%.
The population density in the Study area is almost the same as that in Vienna, Austria (38.6
persons/ha). In Vienna metro, tram, trolley bus and bus are used by the citizens as the public
transportation as in Bucharest, therefore, it is useful to observe the transport system of Vienna,
in order to improve the Bucharest transportation system for the tram track layout, ticketing
system, etc.
The average number of members per household was 2.8 persons in 1992 as shown in Table
2.2.2. The composition of working population, student and others in Bucharest was 45.9%,
18.4% and 35.7%, respectively. These composition rates did not differ significantly among
sectors.
2-7
Table 2.2.2 Population and Households in the 1992 Census
Sector Population Household Population Working population Student Others
per
household Persons % Persons % persons %
Sector 1 259,902 101,517 2.6 105,722 40.7 41,106 15.8 113,074 43.5
Sector 2 394,208 144,889 2.7 180,472 45.8 70,380 17.9 143,356 36.4
Sector 3 407,793 148,601 2.7 192,966 47.3 71,901 17.6 142,926 35.0
Sector 4 320,325 112,571 2.8 153,897 48.0 57,409 17.9 109,019 34.0
Sector 5 269,272 92,828 2.9 124,149 46.1 48,434 18.0 96,689 35.9
Sector 6 416,045 142,222 2.9 191,080 45.9 92,110 22.1 132,855 31.9
Bucharest 2,067,545 742,628 2.8 948,286 45.9 381,340 18.4 737,919 35.7
Ilfov* 127,776
Total 2,195,321
Source: Directia Generala De Statistica, Municipiului Bucuresti
Looking at the past trend of population, the total population of the Study Area has steadily
decreased from 2,195,321 persons in 1992 to 2,149,436 persons in 1998, by 45,885 persons as
shown in Table 2.2.3. The average annual population growth rate from 1992 to 1998 was –
0.35%. Within the Study Area, only Ilfov has experienced a relatively steady increase in
population with an average annual growth rate of 0.71%. These findings suggest that
population is dispersing from the central area of Bucharest to the suburban area. This can be
also understood from the fact that new shops, restaurants, entertainment centers, etc. are
locating in the city center and new houses have recently been constructed in the outskirts of
the city.
Table 2.2.3 Past Trend of Population by Sector

Sector 1992 1993 1994 1995 1996 1997 1998 1998/1992
Sector 1 259,902 259,801 247,460 248,745 245,151 241,792 238,217 -1.44
Share(%) 11.0 11.1 10.6 10.7 10.6 10.5 10.4
Sector 2 394,208 394,052 391,478 391,581 388,001 385,392 382,187 -0.51
Share(%) 16.7 16.8 16.7 16.8 16.8 16.7 16.7
Sector 3 407,793 407,630 408,437 407,869 407,441 407,684 407,060 -0.03
Share(%) 17.3 17.4 17.5 17.5 17.6 17.7 17.8
Sector 4 320,325 320,197 324,362 323,061 321,448 320,601 319,344 -0.05
Share(%) 13.6 13.7 13.9 13.8 13.9 13.9 13.9
Sector 5 269,272 269,164 268,612 270,561 270,094 270,473 269,746 0.03
Share(%) 11.4 11.5 11.5 11.6 11.7 11.7 11.8
Sector 6 416,045 415,879 420,202 412,262 405,143 401,570 399,577 -0.67
Share(%) 17.7 17.7 18.0 17.7 17.5 17.4 17.4
Bucharest 2,067,545 2,066,723 2,060,551 2,054,079 2,037,278 2,027,512 2,016,131 -0.42
Share(%) 87.8 88.2 88.1 88.1 88.0 88.0 87.9
Ilfov* 127,776 131,627 132,479 133,135 133,234 133,333 133,305 0.71
Share(%) 12.2 11.8 11.9 11.9 12.0 12.0 12.0
Total 2,195,321 2,198,350 2,193,030 2,187,214 2,170,512 2,160,845 2,149,436 -0.35
*Only for the portion of Ilfov within the Study Área
1998/1992 : shows the average annual growth rate of population from 1992 to 1998 in %.
2.2.2 Active Population and Inactive Population

Table 2.2.4 shows the active and inactive population. In 1998 the active population accounted
for 41.5% of the total population (891.7 thousand persons) and among this active population,
94.9% is “occupied (working population)” and the remaining of 5.1% is “unocupied
(unemployed)”. The working population has steadily decreased from 1992 to 1998. Judging
2-8
from the recent unfavorable economic situation, the actual number of unoccupied persons is
said to be much greater.
The number of pupils and students have increased and exceed the number of pensioners in
1998. In addition, the considerably high rate of “pensioner” of 471 thousands in 1998
characterizes the composition of population in Bucharest.
Table 2.2.4 Active and Inactive Population

Year 1992 1998
Item Persons % Persons %
Active population 1,019,351 46.4 891,685 41.5
Occupies 956,770 43.6 846,179 39.4
Unoccup 62,581 2.9 45,506 2.1
Inactive 1,175,970 53.6 1,257,751 58.5
population
Student 401,732 18.3 500,326 23.3
Pensioner 468,716 21.4 471,189 21.9
Others 305,522 13.9 286,236 13.3
Total population 2,195,321 100.0 2,149,436 100.0
Source : Bucharest Annual Statistics
Table 2.2.5 indicates the industrial composition of the working population in residential areas.
In the industrial composition the share of working population of the primary industry
increased from 1.8% in 1992 to 3.7% in 1998, reflecting a slump of economic activities in the
secondary industry. The number of working population in the secondary industry drastically
decreased by 154 thousand persons from 1992 to 1998; on the other hand, in the tertiary
industry the working population increased from 443 thousand persons to 477 thousand
persons during the same period. As a result, the share of working population in the tertiary
industry increased from 46.5% in 1992 to 56.4% in 1998. On the other hand, the share of the
secondary industry decreased from 51.7% in 1992 to 40.0 % in 1998.
In the Study Area most factories are located near terminal metro stations in the suburban areas.
Before the December 1989 revolution, most workers commuted from their apartments in the
city to these factories using mainly metro; however, the recent slump of these factories
constitutes one of the reasons for the decreasing number of metro passengers.
Table 2.2.5 Number of Working Population in Residence Place

Sector 1992 1998
Primary 16,987 30,908
Share (%) 1.8 3.7
Secondary 491,919 338,213
Share(%) 51.7 40.0
(Construction) 70,131 73,319
(Share %) 7.4 8.7
Tertiary 443,023 477,058
Share (%) 46.5 56.4
Total 951,929 846,178
Source : BUCURESTI ANUAR STATISTIC 1996, Census Data
in 1992 and Statistical Office
2-9
2.2.3 Working Population in Residence Place and Working Population in Work Place
As shown in Table 2.2.6, the working populations both in residence places and in work places
have decreased from 1992 to 1998. The working population in work places in 1998 was 901.1
thousand persons, which is larger than that of the working population in residence places by
about 55 thousands, since some persons living in the surrounding area commute to the Study
area to work. The working population is concentrated highest in Sector 1, which accounted
for almost 26% of the total figure.
Table 2.2.6 Number of Working Population in Residence Place and Work Place
Working population in residence place Working population in work place
Sector 1992 1998 1992 1998
Population Share(%) Population Share(%) Population Share(%) Population Share(%)
Sector 1 100,894 10.1 86,506 10.2 264,391 26.5 230,222 25.5
Sector 2 172,024 18.1 132,370 15.6 192,285 19.3 175,691 19.5
Sector 3 183,103 19.2 160,920 19.0 189,400 19.0 168,816 18.7
Sector 4 146,099 15.3 149,003 17.6 99,988 10.0 84,882 9.4
Sector 5 116,761 12.3 114,226 13.5 92,296 9.2 96,598 10.7
Sector 6 182,920 19.2 150,527 17.8 123,066 12.3 109,781 12.2
Bucharest 901,801 94.7 793,551 93.8 961,426 96.3 865,990 96.1
Ilfov 50,128 5.3 52,627 6.2 36,642 3.7 35,085 3.9
Total 951,929 100.0 846,178 100.0 998,072 100.0 901,075 100.0
Source : BUCURESTI ANUAR STATISTIC 1996, Census Data in 1992 and Statistical Office
2.2.4 Number of Vehicles Registered

Table 2.2.8 shows the number of vehicles registered in Bucharest and the whole Ilfov area.
The number of vehicles registered in this area is 571,453 vehicles in 1998 as shown in Table
2.2.7, which increased from 498,932 vehicles in 1995 at an average growth rate of 4.7 %.
Among this total number of vehicle registered, the number of passenger cars is 429,682
vehicles (75.2% of the total vehicles).
According to the information from the statistics department of the Bucharest Municipality, the
number of passenger cars registered in the Study Area was estimated at 411,449 vehicles,
therefore, the motorization rate was 191 vehicles per 1000 persons in the Study Area in 1998.
If excluding the office-owned passenger cars from 411,449 vehicles, the number of passenger
cars owned by households is estimated at 352,612 vehicles, since 85.7% of passenger cars are
registered by households.
Judging from 290 vehicles in Budapest and 431.1 vehicles in Vienna, more motorization is
expected to proceed in the Study Area in the near future.
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Table 2.2.7 Number of Vehicles Registered in Bucharest and the Whole Ilfov
(Unit : Vehicles)
Type of 1995 1996 1997 1998 Growth rate
vehicle (%)
Passenger car 373,170 396,746 419,664 429,682 4.8
Bus 5,710 5,622 5,522 5,470 -1.4
Truck 65,207 68,896 71,736 73,989 4.3
Motorcycle 26,123 32,553 32,384 31,504 6.4
Others 28,183 29,566 30,512 30,808 3.0
Total 498,393 533,385 559,818 571,453 4.7
Source: DIRECTIA GENERALA DE STATISTICA, MUNICIPIULUI BUCURESTI
2.2.5 National and Local Budget

At present most of the tax revenue goes first to the central government, then necessary money
is redistributed to the local government. Therefore, the Bucharest Municipality is not
financially autonomous. However, in the near future, this tax system is scheduled to be
changed to enable the Bucharest Municipality to collect and utilize tax revenues, by itself.
The state budget in Romania for 1999 is shown in the following. The income and expense are
planned to be 86,884.4 billion lei and 93,384.4 billion lei, respectively. As a special road fund,
2,000 billion lei is assigned, which occupies 2.1% of the total national expense. Loan
payments account for about 5 % of the total expense.
(Unit Billion Lei)

Income 86,884.4 Expense 93,384.4
Current Income 82,114.3 Current expense 84,633.3
Capital Income 3,585.0 Capital expense 3,497.9
Accounts receivable 1,185.1 Grant 730.9
Notes payable 4,522.3
The budget of the Bucharest Municipality was 2,665 billion lei in 1998. About 54.3% of the
total income came from the central government as shown in Table 2.2.8. As for expenditures,
the Municipality spends about 218,434 million lei (8.2% of the total expense) for road
maintenance and street repairs. This amount is not sufficient to maintain the existing transport
infrastructure to an appropriate standard.
.
Table 2.2.8 Income and Expense of Bucharest Municipality
(unit: million lei)
Items 1995 1995 1997 1998
Income 637,946 939,559 2,103,567 2,665,559
Current income 122,780 210,556 479,619 666,295
Capital income 15,269 11,422 9,700 16,505
From tax 129,836 201,710 502,007 520,990
Subsidies 370,060 515,860 1,112,239 1,448,160
Loans 0 0 0 13,600
Expense 637,946 939,559 2,103,567 2,665,550
Public authority 4,270 5,390 11,598 23,820
Social & cultural 121,198 203,225 414,811 233,737
Housing 270,611 361,813 852,415 1,226,511
Transport &communication 240,120 365,519 821,88 1,106,300
Others 1,745 3,610 2,853 20,181
Source : Municipality
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Table 2.2.9 shows the Bucharest Municipality’s budget and latest implementation amount for
road and street works in 1998. Road works (excluding the infrastructure works for
construction of dwellings) are financed by State budget, but street works are financed by the
Municipality. The continuing road works have already spent about 262,823 million lei,
however, only one-fifth of the budget was allocated. As for new works, road works take up
about 90,252 million lei, but the budget is only 1,100 million lei. This financial shortfall
should be covered by the Municipality. For the street modernization, there will be no problem
to implement the works.
In addition, the Municipality has an official duty to supervise RATB. For that duty, the
Municipality allocated 319,033 million lei in 1997.
Table 2.2.9 Road & Street Related Budget

(Million Lei)
Implemen- Budget
Road & street works
tation Total Local State
Continuing works
Road 262,825 50,511 4,301 46,210
New work
Road 90,251 1,090 0 1,100
Sreet 485 485 485 0
Source : Municipality
2.3 Physical Condition

2.3.1 Natural Conditions
Romania lies in the north of the Balkan Peninsula and borders Moldova, Ukraine, Hungary,
Yugoslavia and Bulgaria. To the east, the country faces the Black Sea. One of the main
arteries of river transportation in Europe leads from the Constanta port through the Danube to
Rotterdam, in the Netherlands.
Topographically, Romania consists of approximately 31% of mountainous areas having an

altitude of 800m or more, approximately 36% of hilly regions of 200 to 800m, and approx.
33% of plains of less than 200m above sea level.
The Study Area is located in one of the plains of less than 200 m in altitude, and its terrain is
flat and has no geographical hindrance to prevent the development of the city and the
expansion of the traffic network.
The Dambovita River crossing the city and several lakes in the north of the city demonstrates
that the surrounding areas are covered with river sediments. The fact that several earthquakes
have hit this region in the past shows that considerations for seismic activity are required in
the planning and construction of buildings and other structures.
The climate has four distinct seasons, and it is bitterly cold in winter. Bucharest has features
similar to cities in the northern region of the country.
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2.3.2 Geographic Location of Bucharest
The geographical location of Bucharest is as follows;
East Longitude - 25q 27u 15u
North Latitude - 44q 14u 05u
Above the Sea
Lowest: 56.66 m
Highest: 96.63 m
2.3.3 The Underground

The Seismic Characteristics of Bucharest Metropolitan Area are summarized below.
(1) According to STAS 11100-/1993 The seismic zoning. Romania Territory Macro
Zoning , Bucharest is located in no. 8.1 seismic intensity zone; the index 1
corresponds to the 50 year recovery period.
The seismic micro zoning of Bucharest - presented in the map - indicates that the seismic
potential is different among zones.
- The zone of maximum intensity covers the area on the right side of Dambovita
(Militari District, Glina) and the micro zones on the left side of Dambovita, such as:
16 February District, Politehnica, Sala Palatului and the micro zones around Herastrau,
Floreasca and Tei Lakes.
- The zone of medium intensity (7-8 degrees) includes the meadows of Dambovita and
Colentina rivers.
- The zone of minimum intensity (7 degrees) encompasses the high fields in the
northern and southern parts of Bucharest.
(2) According to The Design Regulation for Constructing the Residential, Social-Cultural
and Industrial Building Against Earthquakes (P-100-92), the calculation values of
Ks and Tc parameters for Bucharest, mentioned on the zoning maps are: Ks =
C = 2.20 and Tc = 1.5 seconds.
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3. Existing Land Use and Environmental Condition
3. Existing Land Use and Environmental Condition
In the Study area, the urban area extends in all directions with a (maximum) radius of
10km. A considerable amount of agricultural land still remains within the municipal
boundary. Green and water areas occupy 35% of the total area. The gross population
density is 35 persons/ha.
For environmental aspects the present environmental conditions caused by urban transport
were examined and compared to other European countries’ experiences.
3.1 Present Institutional System for Urban Planning and Land Use Regulations
3.1.1 General
At present, the Law No. 50 of 1991 (concerning the authorization of construction and some
measures for house building) is the basic law that prescribes procedure and norms for building
and land use.
The Law No. 50 of 1991 stipulates in Art. 2 that “the building permit is issued on the basis of
respecting the documents of urban and territorial development approved in accordance with
the annex, which is an integral part of this law”. The annex shows documentation for urban
planning and territory arrangement with the organizations in charge of its assent and approval.
The Territory Arrangement Plan should be prepared from “at the national level” down to “at
the communal level”. The General Urban Plan (Plan Urbanistic General, PUG) should be
prepared from “at the municipal level” to “at the village level” and for resort areas. The Zonal
Urban Plan (Plan Urbanistic Zonal, PUZ) is prepared for the central part of each level of
administrative unit and for zones of special use or protection. The Detailed Urban Plan is a set
of documents required for every construction project in the urban area and classified into two
categories: national level and local level.
The Municipality of Bucharest is now preparing its Regional Territory Arrangement Plan
(Plan de Amenajare a Teritoriului-Zonal, PATZ) that covers the Bucharest Metropolitan Area
(BMA) including the peripheral communes, as well as PUG within the municipality boundary.
3.1.2 Characteristics of PATZ

The purpose of PATZ is to assure a permanent balance between the capitalization of resources
and the protection conditions of the natural environment, considering the suitable
development of the territory and settlements. The contents of PATZ are as follows
(1) Natural framework – balance of territory utilization

(2) Economic potential
(3) Population and settlements network
(4) Infrastructure
(5) Rehabilitation, protection and conservation of environment
PATZ can be considered a master plan of BMA that shows the outline of development
including spatial use and socioeconomic development. PATZ has legal force on planning and
developing activities executed by administrative bodies, but has no binding power on a third
party. This lack of legal force on inhabitants is similar to SD (Schema Directeur) of France
3-1
and F Plan (Flachennutzungsplan) of Germany. SD (for a period of 10 – 30 years) is, in
principle, prepared by a group of communes, indicating the basic land use policies, and if
necessary, new urban areas and redevelopment areas, as well as protection areas, transport
system, water supply, sewerage and waste disposal. F Plan (for a period of 10 – 15 years) is
the land use master plan of the municipality, which shows the outline of land use for its
administrative territory, including agricultural lands, forests, recreation areas, conservation
areas and lands for social facilities, transport facilities and infrastructure.
3.1.3 Characteristics of General Urban Plan

PUG is a set of documents that show objectives, actions and development measures for the
existing or future urban areas and settlements during a determined period (usually 5 – 10
years).
The essential contents of PUG are regulations and restrictions on which basis urban
development certificates and building permits are issued inside the urban areas and
settlements concerned. The scale of maps showing regulations and restrictions is 1/1,000 to
1/5,000. PUG is usually elaborated together with the Territory Arrangement Plan and is
correlated with its provisions.
PUG contains the strategy, priorities, regulations and restrictions of urban planning applied to
land use and building use within the urban areas and settlements, concerning the following:
(1) Demarcation of urbanization promotion area
(2) Division of use zones
(3) Size, structure and distribution of population and labor force
(4) Economic potential and distribution of activities
(5) Establishment of circulation system
(6) Establishment of use zoning with control indicators such as building height, building
coverage, floor area ratio and building prohibitions
(7) Locations of public use lands and public facilities
(8) Designation of historical zones and sites
(9) Designation of construction prohibition zones
(10) Designation of rehabilitation zones
(11) Development of urban utility network system
(12) Rehabilitation, protection and conservation of environment
PUG practically corresponds to POS (Plan d’Ocupation des Sols) of France. POS (for a
period of 5 – 10 years) is a detailed land use regulation plan of the commune, prepared under
the basic policies of SD, and the scales of maps are 1/2,000 to 1/10,000. This plan has legal
binding force on inhabitants.
3.1.4 Present Situation of Bucharest Municipality for Regulation of Urban Development

After PUG will be enforced, it will have the legal force to control all the urban development
projects. But at present PUG is at the preparation stage.
Although the PUG is not yet enforced, some authorized PUZs and the road network plan
prepared by the Municipality have a controlling power on PUDs (development projects)
proposed by individuals and organizations. PUZ is a more detailed plan than PUG for a
designated urban area with the purpose of controlling shapes of buildings and land use based
on the local information. Where PUZ is enforced, development certificates and building
permits are issued by consulting the regulations of PUZ. And, if necessary, PUG can be
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revised in conformity with a PUZ. The scale of maps is 1/1,000 to 1/2,000.
PUZ has the character of B Plan (Bebauungsplan) of Germany. B Plan (for a period of about 5
years) is a detailed urban plan determining building use classification, indicators for building
use limits like building coverage, location of building/building line, designation of lands for
public facilities like roads. The scale of maps is 1/500 to 1/2,500.
For the areas without authorized PUZ, only the road network plan has the controlling power.
There are some cases in which the development body makes a proposal of PUZ for the area
surrounding their own project site. It seems that the office of chief architect judges its
propriety on a case-by-case basis.
Nowadays the economic situation is stagnant and development demand is not large. However,
when business activity recovers in future, construction demand will expand rapidly. It is
feared that disorderly building activity and urban development will increase in areas where
PUZ is not yet prepared. Therefore, the preparation and enforcement of PUG should be as
soon as possible. And for the important areas where construction activity is expected to grow
in future, PUZ should be enforced even before PUG is completed.
3.2 Existing Land Use and Urban Development Characteristics of Bucharest

3.2.1 General
The existing land use of Bucharest Municipality is graphically shown in Figure 3.2.1. For the
preparation of this map, the cooperation of the Urban Planning Center of Bucharest was very
important. The Center supplied the Study Team with the following two maps from which
information about land use was mainly obtained:
(1) Urban Functional Macro Zone (prepared by the Atelierul de Urbanism “URBIS ‘90”)
(2) Frame Regulation Regarding Building Permit for Housing and Other Buildings in
Bucharest, Town Development in Perspective (prepared by URBANA, Urban Planning
Center)
Figure 3.2.2 shows traffic zones and sectors.
3-3
Zones 2 (Cismigiu Park), 3 (Magheru Blvd. / The National Theatre), 25 (Sfantul Gheorghe
Church / The Historical Center / km 0) and 45 (The Parliament Palace) compose the present
city center of Bucharest. As common in European cities, commercial and service activities are
generally located on the ground floor, or in addition the first floor, of collective apartment
buildings except several office buildings and hotels in Bucharest. Therefore, in the city center
“Residential – collective dwellings in high apartment buildings” (colored orange in Figure
3.2.1) should be regarded as commercial area.
From the city center the urban area extends in all directions with a radius of maximum 10
kilometers. A considerable amount of agricultural land (colored pale yellow) is still left within
the municipal boundary. A large forest of Baneasa-Tunari is preserved to the north of the city
area. A series of lakes, with lakeside green areas, are located continuously from northwest to
southeast along the border of the urbanized area. In addition, there are many green and water
areas within the built up area. These areas in all occupy 35% of the city total. Considering the
municipal population of 2 million, Bucharest features a compact urban area with
comparatively rich green and water spaces.
According to Table 3.2.1, the total population of the Study Area is 2,149,436 and the gross
population density is 35 persons/ha. While the adjacent 13 communes have low densities of 3
to 7 persons/ha, the population of Bucharest Municipality is 2,016,131 and its gross
population density is 80 persons/ha.
3.2.2 Residential Area

As seen in Figure 3.2.1, there are two types of residential area; Type A (Collective dwellings
in high apartment buildings): Colored orange, and Type B (Dwellings mainly on lots):
Colored yellow.
Although some residential areas of Type A (other than the above-mentioned type in the city
center) are located adjacent to the center within the inner ring road, typical ones are mainly
constructed near the large-scale industrial zones called “Industrial Platform” located in the
east, west and south of the city. These apartment houses with 11-15 stories were intended to
accommodate the employees of the industrial platforms.
As shown in Table 3.2.1, net population densities of Zones with residential area of Type A
only vary from 181 persons/ha of Zone 70 (Cetatea) to 601 persons/ha of Zone 67 (Apusului).
Although Zone 51 (Rahova) and Zone 59 (Crangasi) include small portions of Type B, these
zones show high population densities of more than 1,000 persons/ha. Judging from the
population densities of other zones with a mixture of Types A and B, the population densities
of Type A can be considered between 500-1,000 persons/ha.
3-6
Table 3.2.1 Population and Population Density by Zone, 1998
Zone Midyear Zone area Residential area (ha) Population density

no. population (ha) Type A Type B Total Gross(p/ha) Net(p/ha)
1 11,575 127 16 43 59 91 196
2 8,947 58 16 0 16 154 559
3 9,418 75 16 18 34 126 277
4 9,118 102 12 38 50 89 182
5 13,005 81 20 28 48 161 271
6 8,206 85 4 37 41 97 200
7 18,403 114 19 32 51 161 361
8 28,611 338 19 126 145 85 197
9 5,447 1,152 3 46 49 5 111
10 36,828 544 75 100 175 68 210
11 11,085 661 63 50 113 17 98
12 39,654 450 0 155 155 88 256
13 10,144 435 13 148 161 23 63
14 27,776 3,256 18 87 105 9 265
Sector 1 238,217 7,478 294 908 1,202 32 198
15 48,204 263 32 106 138 183 349
16 17,672 82 17 30 47 216 376
17 18,654 172 23 75 98 108 190
18 32,386 205 25 45 70 158 463
19 13,701 173 7 37 44 79 311
20 53,930 268 65 49 114 201 473
21 66,671 396 115 31 146 168 457
22 71,174 537 60 62 122 133 583
23 31,256 721 67 50 117 43 267
24 28,539 577 0 231 231 49 124
Sector 2 382,187 3,394 411 716 1,127 113 339
25 10,888 84 29 12 41 130 266
26 11,866 120 27 44 71 99 167
27 24,492 184 62 12 74 133 331
28 26,023 167 53 32 85 156 306
29 78,547 414 184 10 194 190 405
30 76,941 338 96 57 153 228 503
31 46,015 445 110 0 110 103 418
32 67,641 278 146 10 156 243 434
33 40,804 490 54 28 82 83 498
34 23,843 609 0 141 141 39 169
35 0 708 0 0 0 0
Sector 3 407,060 3,837 761 346 1,107 106 368
36 13,825 153 15 50 65 90 213
37 12,993 186 27 33 60 70 217
38 33,883 231 47 25 72 147 471
39 61,205 333 99 75 174 184 352
40 8,189 584 10 4 14 14 585
41 71,376 178 121 0 121 401 590
42 62,807 350 153 19 172 179 365
43 32,336 313 0 54 54 103 599
44 22,730 1,077 15 148 163 21 139
Sector 4 319,344 3,405 487 408 895 94 357
45 12,519 176 13 22 35 71 358
46 12,260 164 22 21 43 75 285
47 10,286 112 19 20 39 92 264
48 11,758 209 42 31 73 56 161
49 11,144 138 11 42 53 81 210
50 21,261 162 49 15 64 131 332
51 68,673 92 54 1 55 746 1,249
52 28,419 226 27 29 56 126 507
53 8,530 386 0 77 77 22 111
54 24,561 528 22 112 134 47 183
55 10,923 166 9 65 74 66 148
56 24,554 199 32 76 108 123 227
3-7
Zone Midyear Zone area Residential area (ha) Population density
no. population (ha) Type A Type B Total Gross(p/ha) Net(p/ha)
57 24,858 667 40 87 127 37 196
Sector 5 269,746 3,225 340 598 938 84 288
58 18,931 217 22 46 68 87 278
59 38,916 67 28 8 36 581 1,081
60 20,410 291 40 1 41 70 498
61 46,558 334 81 5 86 139 541
62 10,879 398 32 8 40 27 272
63 12,169 623 2 116 118 20 103
64 10,909 128 48 0 48 85 227
65 35,316 138 61 2 63 256 561
66 36,390 126 64 0 64 289 569
67 55,336 179 92 0 92 309 601
68 57,853 227 83 1 84 255 689
69 47,210 233 73 5 78 203 605
70 8,700 881 48 0 48 10 181
Sector 6 399,577 3,842 674 192 866 104 461
Bucharest 2,016,131 25,181 2,967 3,168 6,135 80 329
71 10,581 2,770 4
72 27,097 3,620 7
73 21,942 7,240 3
74 24,564 9,680 3
75 17,569 6,460 3
76 7,078 1,900 4
77 7,375 1,510 5
78 17,099 3,320 5
Part of ilfov 133,305 36,500 4
Study area 2,149,436 61,681 35
Residential areas of Type B include those for higher income and for lower income. The
former is located mainly in the central part and, recently, in the northern part of the city, while
the latter in the northeastern and southwestern parts.
Old but well maintained detached houses built near the city center compose a high-class
residential area. Lands in the northern part with rich green and water spaces are generally
recognized as better areas for residential development and middle to higher income families
prefer to build their new houses there. Accordingly, the urbanization pressure is strong in the
northern direction even under the stagnant economic situation.
The northeastern Type B residential area in Zone 24 (Colentina) and the southwestern one in
Zone 54 (Ferentari) are typical lower income detached house areas. Roads in these areas are
scarcely paved except main streets and community service facilities such as daily shopping
facilities, schools and hospitals are insufficiently provided. Houses are not of high quality but
comparatively well maintained.
According to Table 3.2.1, net population densities of Zones including residential area of Type
B only vary from 111 persons/ha of Zone 53 (Prelungirea Ghencea) to 256 persons/ha of Zone
12 (Soseaua Chitila). The density of 599 persons/ha of Zone 43 (Progresul), which has
residential area of Type B only, appears to be too high and should be checked. Zone 13
(Bucurestii Noi), including Type A, shows the lowest density of 63 persons/ha. Generally, the
population density of Type B can be regarded as 50-250 persons/ha.
3.2.3 Industrial Area

Before the revolution, nearly 30 industrial platforms were developed in and around Bucharest
Municipality. The industrial platform is an industrial complex composed of several factories
belonging to various industrial categories, mainly located outside the Inner Ring Road. In
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addition, many small-scale factories are scattered within the urban area as seen in Figure
3.2.1.
In the process of transition from a planned economy to a market oriented one, many of state
enterprises located in the industrial platform have lost their management staff and the number
of employed persons has decreased almost to half. Some factories have stopped production
activities and have no prospect to reopen. However, other industrial platforms such as Pipera
located in Zone 23 (Strandul Tei) have succeeded in introducing foreign investment,
maintained production and minimized the employment decrease.
It is considered an important theme of urban and economic planning is to relocate factories

from the central part of the city to vacant sites or bankrupted factories’ sites within the
industrial platform, as well as to revitalize stagnant platforms by introducing foreign capital
into them.
3.2.4 Commercial/Service Area

Commercial/service areas are not clearly shown in Figure 3.2.1. In the city center, however,
considerable accumulation of commercial/service activities is found with administrative and
cultural/educational facilities (classified as institutional: colored dark blue in the map). Along
the main streets, a variety of hotels, restaurants, theatres, department stores, supermarkets and
specialty shops are located continuously.
According to Table 3.2.2, which shows the number of employed persons by zone on a
workplace basis, 106,876 persons work in the city center (Zones 2, 3, 25 and 45). 84,371
persons (78.9% of the total) are engaged in the tertiary sector. The total land area of the city
center is 393 ha, of which 158 ha is regarded as “Workplace Area”, excluding “Green Area”,
“Rivers/Lakes”, “Vacant Lot”, “Cemetery” and “Agricultural Land”. While the average gross
employment density is 272 persons/ha (517 persons/ha in Zone 25), the average net
employment density on the workplace area reaches 676 persons/ha (1,060 persons/ha in Zone
25).
Within Zone 45 and the adjacent Zone 27 (Nerva Traian), widely spread vacant lots are left.
And along B-dul Unirii a series of apartment buildings remain half-completed, because the
recent stagnant economic situation has forced their construction to be suspended. In order to
utilize these vacant lots and half-finished apartment houses and to create a new city center, the
Municipality is studying a development project called “Bucharest 2000”.
Gara de Nord is an urban core formed in front of the railway terminal of Gara de Nord, where
national and international trains to and from Bucharest are daily arriving and departing.
According to Table 3.2.2, the total number of working persons in Zone 4 (Gara de Nord) is
22,544, of which 72.2% (16,288 persons) belong to the tertiary sector. The gross employment
density is 221 persons/ha and the net one is 347 persons/ha.
Obor is the present largest popular market place in Bucharest. It is located in Zone 21 (Obor)
but its boundary as a commercial/service center is hard to delimitate. The total of the tertiary
sector employment in the Zone is 14,269 persons (see Table 3.2.2). Most of them can be
assumed to work in the commercial area. In addition, the Industrial Platform-Obor (with a
comparatively good economic achievement) is located in the same Zone, with a secondary
sector employment of 17,286, which is larger than that of the tertiary sector. Accordingly,
Obor is an important employment center of commerce and industry.
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Targ International located near Presei Libere is an exhibition complex where international
fairs and other international-scale events are sometimes held. It is located in Zone 10 (The
Exhibition Complex), which is a large zone with an area of 5.44 square kilometers is divided
into various land uses. The institutional area of 56 ha can be regarded as the present
international center zone. It is still low density and vast vacant lots are left adjacent to it. .
Other points and streets shown on the map are market places and commercial/service areas
with some characteristics of their own.
Generally speaking, the city center has a considerable scale of accumulation and appears to be
providing people with vivid commercial and service activities even under the present severe
economic conditions. However, the formation of hierarchical structure of sub centers and
incubation of service centers with specific functions seem to be insufficient in Bucharest.
Table 3.2.2 Number of Employed Persons on Workplace Basis, 1998
Zone Employed persons on workplace basis Zone Workplace Employment Density

no. Primary Secondary Tertiary Total area (ha) area (ha)* Gross (p/ha) Net (p/ha)
1 379 3,499 11,605 15,483 127 72 122 215
2 152 2,176 13,088 15,415 58 20 266 771
3 443 4,658 20,140 25,241 75 38 337 664
4 560 5,695 16,288 22,544 102 65 221 347
5 93 3,047 9,964 13,105 81 48 162 273
6 128 2,853 7,070 10,051 85 46 118 219
7 128 1,701 4,614 6,443 114 54 57 119
8 636 6,586 20,684 27,906 338 170 83 164
9 128 2,078 5,236 7,442 1,152 524 6 14
10 1,767 8,975 16,148 26,890 544 317 49 85
11 1,394 5,249 12,700 19,342 661 174 29 111
12 134 3,052 3,265 6,451 450 201 14 32
13 257 2,904 3,726 6,886 435 235 16 29
14 1,994 10,053 14,974 27,022 3,256 612 8 44
Sector 1 8,194 62,526 159,502 230,222 7,478 2,576 31 89
15 2,113 8,834 20,531 31,478 263 140 120 225
16 1,253 3,085 6,970 11,308 82 47 138 241
17 611 3,264 4,797 8,672 172 99 50 88
18 351 8,727 7,027 16,105 205 80 79 201
19 0 3,847 8,615 12,463 173 73 72 171
20 248 4,137 8,533 12,919 268 150 48 86
21 969 17,286 14,269 32,523 396 241 82 135
22 563 11,230 7,904 19,697 537 180 37 109
23 951 9,460 5,431 15,841 721 238 22 67
24 654 4,074 9,957 14,685 577 350 25 42
Sector 2 7,713 73,944 94,034 175,691 3,394 1,598 52 110
25 1,201 10,268 31,982 43,451 84 41 517 1060
26 0 2,955 6,945 9,900 120 71 83 139
27 0 5,754 4,100 9,853 184 91 54 108
28 0 6,463 8,347 14,811 167 92 89 161
29 284 7,691 9,928 17,903 414 207 43 86
30 278 6,633 5,923 12,833 338 256 38 50
31 284 19,572 5,573 25,429 445 353 57 72
32 161 4,977 4,677 9,816 278 171 35 57
33 0 5,208 3,320 8,528 490 193 17 44
34 303 5,846 2,297 8,447 609 323 14 26
35 0 5,813 2,030 7,844 708 307 11 26
Sector 3 2,512 81,181 85,124 168,816 3,837 2,105 44 80
36 129 3,056 8,214 11,399 153 69 75 165
37 502 6,065 5,303 11,871 186 85 64 140
38 204 1,958 3,149 5,311 231 85 23 62
39 328 5,586 5,422 11,337 333 174 34 65
40 129 1,174 1,853 3,157 584 93 5 34
41 204 1,217 2,393 3,815 178 121 21 32
3-10
Zone Employed persons on workplace basis Zone Workplace Employment Density
no. Primary Secondary Tertiary Total area (ha) area (ha)* Gross (p/ha) Net (p/ha)
42 756 5,562 9,691 16,009 350 219 46 73
43 438 1,740 2,051 4,228 313 196 14 22
44 338 13,633 3,784 17,755 1,077 376 16 47
Sector 4 3,029 39,991 41,862 84,882 3,405 1,418 25 60
45 554 3,054 19,161 22,769 176 59 129 386
46 145 3,979 9,801 13,926 164 74 85 188
47 0 2,868 2,686 5,554 112 63 50 88
48 140 5,627 5,105 10,872 209 133 52 82
49 0 4,208 2,245 6,453 138 92 47 70
50 375 7,672 4,736 12,783 162 120 79 107
51 481 3,537 5,278 9,296 92 55 101 169
52 0 418 1,432 1,850 226 113 8 16
53 89 551 1,520 2,161 386 175 6 12
54 112 1,019 3,211 4,342 528 234 8 19
55 0 203 974 1,177 166 78 7 15
56 246 1,055 1,592 2,893 199 108 15 27
57 145 1,022 1,355 2,523 667 212 4 12
Sector 5 2,287 35,214 59,097 96,598 3,225 1,516 30 64
58 479 3,665 5,534 9,679 217 111 45 87
59 327 1,951 4,900 7,178 67 36 107 199
60 242 13,796 8,412 22,451 291 208 77 108
61 116 5,627 7,375 13,118 334 188 39 70
62 100 1,093 1,688 2,881 398 58 7 50
63 0 1,476 1,584 3,060 623 146 5 21
64 0 334 546 880 128 51 7 17
65 574 3,767 5,371 9,712 138 109 70 89
66 227 984 2,133 3,344 126 71 27 47
67 242 3,467 5,791 9,501 179 92 53 103
68 142 3,631 3,559 7,333 227 168 32 44
69 232 1,018 2,878 4,129 233 107 18 39
70 627 10,357 5,532 16,517 881 309 19 53
Sector 6 3,308 51,167 55,306 109,781 3,842 1,654 29 66
Bucharest 27,043 344,023 494,924 865,990 25,181 10,867 34 80
71 85 1,793 5,377 7,255 2,770 3
72 802 979 2,668 4,449 3,620 1
73 188 1,459 991 2,638 7,240 0
74 1,375 4,191 1,911 7,477 9,680 1
75 1,053 2,113 2,693 5,859 6,460 1
76 211 1,228 432 1,870 1,900 1
77 605 689 616 1,910 1,510 1
78 1,035 1,254 1,338 3,627 3,320 1
Part of ilfov 5,354 13,706 16,025 35,085 36,500 1
Study área 32,397 357,729 510,949 901,075 61,681 15
* Workplace Area is the total from "Residential Area Type A" to "Special Land Area" in Table 3.2.1
3.2.5 Urban Development Characteristics

Based on the above-mentioned present situation of main land use and the existing transport
network (details are described in other related chapters), the characteristics of urban
development pattern of Bucharest are summarized as follows:
(1) Transport Network

x Imperfect radial/ring road network (nine radial roads, two half ring roads and an outer
ring road on the outskirts of the urban area)
x Interregional/international railroad terminal of Gara de Nord on the inner ring road and
an outer ring railroad transporting freight to and from factories along it
x Metro, as the most important public transport system, connecting the city center with
industrial/residential areas in each direction (radial), and a ring line under the inner
ring road connecting district centers such as Gara de Nord and Obor
x Route networks of other public transport modes, such as tram, trolley bus and bus, not
3-11
forming simple patterns and insufficient interconnection among public transport
modes including metro.
(2) Locations and Qualities of Urban Activities

x Compact urban area
x Concentration of high-class commercial, educational/cultural, medical/welfare and
administrative activities, and historical structures in the city center
x Dilapidation of old residential buildings in the city center and transformation of them
into commercial buildings
x Suspended construction of a considerable number of apartment buildings in the city
center
x Changing relationship between home and work place, from near to far, brought about
by collapse of expected function for combined development of industrial platform and
high-rise apartment houses due to the recent stagnant situation of industrial activities
x Existence of old high-rise apartment houses, and of residential areas without sufficient
daily and social service facilities
x Existence of medium/small scale factories within residential/commercial areas
x Medium to higher class residential and second house development in the suburban
areas
x Recent location of large scale commercial centers for higher income classes with
private vehicles in the suburban areas
x Location of private freight distribution facilities on the outskirts of the urban area.
x Existence of vast vacant lots in the city center as well as in other parts of built up areas
x Comparatively rich green and water spaces within the urban area
x Agricultural lands and large scale forests in the suburban area
3.3 Environmental Conditions in Bucharest

This chapter examines environmental conditions in Bucharest with the emphasis on relating to
urban transport and how to control the urban environment. The chapter comprises
environmental impact by urban transport, the context of urban transport environment in EU
countries, environmental aspects in Bucharest and environmental regulation mainly. A
comparison between European countries’ experiences in Bucharest’s context must be valuable
in order to enhance the current environmental condition in Bucharest.
3.3.1 Overview of Environmental Impacts in Urban Transportation

The transport sector is a key of urban environmental quality and global environment.
Transport is a major contributor to pollution today and different forms of transport are the
main source of NO2 and CO, which are major pollutants of the urban environment. The
adverse effects of pollution on human health are most acute in urban areas where most people
live. On the other hand, the transport sector contributes to enhance economic activities and
convenience at the same time.
In order to mitigate these impacts, their causes shall be identified and countermeasures shall
be taken. Table 3.3.1 shows environmental impacts caused by the transport sector in general.
Remarkable aspects of environmental impact from transport sector are from road transport,
especially vehicle emission at the operating stage, and some others such as water quality, soil
and topographical and natural condition in pre-construction and construction stages.
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Table 3.3.1 Environmental Impact by Surface Transport Sector in General
Air Water Soil/ topography landscape/ nature
Road transport xCombustion of fossil xdraining oils, salts and xRoad construction> xconstruction materials
fuel > Emission of solvent>pollution of degradation of land and aggregate, road
Nox, CO, CO2, VOCs, surface and ground by land appropriation> construction>
SPM-air pollution, water emission of harmful decreasing landscape
health obstacle xNox, SO2 emission> substances by xinfrastructure> split of
xNox, VOCs> acidity transport>risk of community and
photochemical smog xRoad> impact on accident>soil disturbance for wild
xUtilization of fuels and water circulation contamination and animal activity
addictive >lead and health obstacle
VOC’s emission xfeet, oil, buttery, used
xroad transportþair tire left> industrial
pollution, /noise> waste issue
health obstacle
Rail transport xpower generation for xRailway line>change xdisturbance by traffic> xinefficiency by old
electric locomotive> of hydrological system risk of accident technology
emission for the air xrail facility>
xdiesel locomotive disturbance for wild
>emission for the air animal activity
xsteam locomotive (coal
fuel)>emission for the
air
Source: Environment in Europe 1997, EEA
3.3.2 Context of Urban Transport Environment in EU

In Western European countries, air pollution and global environment have suffered from the
transport sector and several mitigation measures have been taken. From this point, this
context is reviewed focusing on vehicle emission, energy consumption, and alleviation
measures.
(1) Emission from Transport Sector

Notable environmental impact from the road transport sector are vehicle emissions such as
Nitrogen Oxide (NOx), Carbon Monoxide (CO), Volatile Organic compounds (VOCs), lead
and Particulate Matters (PM). Those substances affect not only ambient air quality directly but
also some substances cause adverse pollution such as photochemical smog. The nature of
each substance is as follows:
1) NOx Emission from Road Transport

In the case of EU countries, light gasoline vehicles that is account for at approximately 70%
of total vehicles produce 56% of total NOx emissions. Approximately 2% of total vehicles
that is diesel vehicles, including bus, emits 34% of total NOx emissions. It is therefore true
that approximately 90% of total NOx emission is caused by road transport especially from
vehicles.
From limited information from Central and Eastern Europe, however, increasing motorization
after the end of the cold war in 1989, is projected to increase emissions rapidly. In the case of
Poland, the total emission of NOx will be doubled by the year 2000 compared to the year
1989 level. One of the effective engine technologies, catalytic system has been introduced for
mitigation of harmful vehicle emissions. It is projected that after introduced emission controls
are introduced, 20% to 30% of total NOx emission will be reduced in all of Europe. For
reference purpose following table shows the total amount of NOx emission from road
transport by type in the year 1990 in EU countries. Gasoline passenger cars and heavy diesel
vehicles emit 56.2% and 33.6 % of the total NOx amount respectively.
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Table 3.3.2 Total Amount of NOx Emission from Road Transport by Type in EU
Engine type Registered Share (%) NOx (1000 Share (%)
vehicle (in tones/year)
thousand)
Diesel engine: passenger car/ light vehicle 20,496 12.4% 414 7.2%
Diesel engine: heavy vehicle/ bus 3,780 2.3% 1,926 33.6%
Gasoline engine: passenger car/ light vehicle 115,241 69.9% 3,228 56.2%
Gasoline engine: <3.5 tones heavy vehicle/ bus 785 0.5% 77 1.3%
Other type of vehicle including motorcycle 24,529 14.9% 94 1.6%
Total 164,831 100.0% 5,739 100.0%
Source: Environment in Europe 1997, EEA Note: data shown is as of year 1990
2) Green House Effects (Carbon Dioxide)

The transport sector causes on Green House effects from gas from vehicle emission contained
CO2, N2O and CH4. In Western Europe, emission of CO2 by the transport sector is responsible
for 25-30% of total CO2 emission while in the Eastern Europe; it is 7-11% (Czechoslovakia,
Hungary, Poland) because of the public transport oriented policy developed in the past.
Table 3.3.3 Projection of CO2 Emission in Europe 1990

Transport mode CO2 projection
Passenger transport '/pass-km
Passenger car 133-200
Bus 35-62
Rail 39-78
Air 160-465
Freight transport '/ton-km
Truck 207-280
Railway 39-48
Inner water 40-66
Air 1160-2150
Source: Environment in Europe 1997, EEA
In the case of EU (1990), road transport dominates at approximately 80% of total CO2
emission. In other words, 1/3 of total CO2 caused by transport is from freight transport and
45% is from passenger cars.
3) Carbon Monoxide (CO)

The greatest volumes in absolute terms of toxic emissions are from CO created through
incomplete fuel combustion in petrol engines. Emission estimated by transport sources vary
between 30 and 90% of total CO emission. In EU, emissions of CO are produced by
petrol-powered passenger cars particularly in urban areas, while in Central and Eastern
Europe, stationary sources are also considered. CO has significant human health impact
especially interfering with absorption of oxygen.
4) Volatile Organic Compound (VOCs)

VOC emissions contribute to the build up of Tropospheric Photochemical Oxidants. They
arise from incomplete fuel combustion, the evaporation of fuel from petrol based engines and
service stations. Road transport, estimated to produce 35-45% of VOCs in the late 1980s in
the EU.
5) Particulate Matters (PM)

Mainly diesel engine are associated with 30-70% of PM more than gasoline engines.
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Particulate matters can remain in the air for considerable periods of time and contribute to
particulate smog. Particles are also damaging to health, particularly those particles fine
enough to remain within the lungs.
(2) Characteristics of Speed Related Emission

The amount of emission of each substance is related to vehicle speed, which means engine
combustion ratio. It is apparent that all of the figures of speed related emission factors show
that emission amounts are higher especially at lower vehicle speeds.
CO Emission by Speed (EC) HC Emission by Speed (EC)
12
90
80 CO non-catalyst 10 HC non-catalyst
Emission Amount (g/km)

70

CO catalyst HC catalyst
60
8
CO disel HC disel
50 6
40
30
4
20 2
10
0
0
5 15 25 35 45 55 65 85
5
75
15
25
35
45
55
65
75
85
95
5
95 105 115 125
10
11
12
Vehicle Speed (km/h) T ravel Speed (km/h)
NOx Emission by Speed (EC) CO2 Emission by Speed (EC)

7 NOx non-catalyst
NOx catalyst 700
6
NOx disel CO2 non-catalyst
600
5 CO2 catalyst
500 CO2 disel
4
400
3
300
2
200
1
100
0
0
5
5
15
25
35
45
55
65
75
85
95
5
10
11
12
5
5
15
25
35
45
55
65
75
85
95
5
10
11
12
T ravel Speed (km/h)
T SP Emission by Speed (EC)

0.6
T SP non-catalyst
0.5 T SP catalyst
T SP disel
0.4
0.3
0.2
0.1
0
5
15
25
35
45
55
65
75
85
95
105
115
125
Figure 3.3.1 Current Environmental Issues in Bucharest
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(3) Energy Consumption in Transport Sector
Transport has become a major consumer of non-renewable energy sources since the beginning
of 1970s. In EU, road transport accounts for over 80% of oil consumption of the transport
sector. The following table shows trends in energy consumption by transport in different parts
of Europe over the last 20 years. Energy consumption doubled between 1970 and 1990 in EU.
In Central Europe, the increase of total energy used in transportation is far more modest,
however, gasoline products for road transport increased 50% between 1970 and 1990.
In the total sector of energy consumption, the transport sector in EU shared 31.9% in 1990
while the transport sector in Central Europe held 12.8% in 1990, though after the end of the
cold war in Central Europe, energy consumption due to increasing vehicle ownership has
been accelerating rapidly.
Table 3.3.4 Table Energy Consumption by Transport Sector in Europe 1970-1990

EU EFTA Central Europe
1970 1990 1970 1990 1970 1990
Total energy consumption by transport sector (Mtoe) 111.4 229.6 16.8 28.3 30.5 34.1
Gasoline product (Mtoe) 107.2 226.0 16 27.2 21.9 31.8
Oil products in road transport (Mtoe) 86.7 191.7 11.8 22.5 19.6 28.5
Energy consumption rate in transport sector 18.6% 31.9% 20.1% 26.3% 13.1% 12.8%
Source: Environment in Europe
Moreover, there have been improvements in road vehicle efficiency in Europe. During the
period 1970 to 1990, average fuel consumption of a new car in the EU decreased from 10
liters to 8.2 litters per 100 kilometers. Current technologies and weight reduction could have
reduced fuel consumption by more than a third, although such improvement in efficiency has
been written off by increases in vehicle ownership.
Furthermore, in a comparison of energy consumption and emissions by different passenger

transport shown in Table 3.3.5, the buses consume the same amount of energy as all rail
transport and passenger cars consume 2.5 times the bus energy use. Also regarding emission
factors, most harmful substances are considered to arise from public transport modes such as
bus, and rail is considered as environmentally efficient.
In Bucharest, the current share of total passenger trips depending on public transport is 75%.
Details of public transport sectors are subway (16%), tram (36.1%), trolley bus (11.8%) and
bus (36.1%). In this regard, only bus consumes fuel directly and emissions for the private car
ratio are less compared to other European cities,.
Table 3.3.5 Energy Consumption and Emission by Different Passenger Transport in UK

Type Energy use CO2 NOx SO2 CO HC VOCs
Road transport (KJ/passenger km) (g/passenger-km)
Passenger car 2,000 150 2 0.05 10 1.5 2
Bus 800 40 1 0.1 0.5 0.1 0.5
Rail
All rail 800 80 0.6 0.3 0.2 0.2 0.3
Diesel 800 80 1.5 0.2 0.2 0.1 0.5
Electric 800 80 0.5 1.0 0.02 0.001 0.001
Note: KJ;kilo-joules (1j=107erg=0.239Cal.)
Source: The Environmental Impact of Railway (T.G.Carpenter)
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(4) Environmental Alleviation for Transportation in EU
Action to alleviate the environmental consequences for transport has been taken in EU
countries. A variety measures have been including technical and non-technical approaches.
The encroachment of transport on the environment and on the quality of life has been
significantly reduced. Further improvements are possible through advanced technology and
better maintenance. Mandatory emission standards combined with regular in-service controls
emerged as the universal strategy to combat air pollution from road transport.
A common problem for policy makers in Europe is how to respond to the twofold issues of
growing transport demand and how this demand can be allocated to different transport modes.
There is need to consider the more wide-ranging use of different strategies including
economic instruments as a way to curb growth in transport demand in order to meet the
environmental targets.
(5) Measures to Control the Environmental Impact in EU

In order to optimize the mitigation of environmental impact in transportation, in the EU, the
following measures shown in Table 3.3.6 have been carried out based on EU Directives or
regulations in each country or cities.
Table 3.3.6 Measures to Control the Environmental Impact in EU

Technical Measures: Economic Instruments:
Emission standards on CO, VOCs, NOx and PM Internalization of external costs for all transport
for all kind of motor vehicles; modes through taxes and fees (e.g. energy tax,
Fuel quality standards concerning lead, sulfur and fuel tax, road pricing and parking fees);
benzene; Differentiated purchase taxes (e.g. leaded and
Noise standards for motor vehicles. unleaded fuel)
Construction measures: Scrap benefits to encourage owners to replace
Low noise asphalt, noise protection walls along older polluting vehicles with cleaner vehicles
major roads equipped with engines;
Integration of transport infrastructure into Differential circulation taxes (e.g. in EU)
landscape; Others:
Bridges and tunnels for animals crossing roads Regular in-service emission tests for vehicles;
and railways; Time restrictions on transport movements (e.g.
Transport Planning and Traffic Management: bans on night and weekend driving for heavy
Provision and improvement of public transport vehicles);
facilities; Lowering and enforcement of speed limits for
Provision of separate cycling tracks and along the vehicles
roads and in cities; Encouraging for smooth driving behavior;
Restriction of car use in inner cities and Educational campaigns;
residential areas through pedestrian zones, speed Car pooling;
limitation, parking restriction, road safety Staggered working hours;
measures, alternate odd and even number plate Carrying through existing resolution (e.g. ECMT
access; resolution on transport and environment (No.66)
Extension of rail, waterway and combined and power and speed (No.91/5) and conventions
transport; (e.g. Sofia protocol in NOx emission)
Bans on through traffic.
Source: Environment in Europe, 1997, EEA
(6) EU Opinions on Each of the Applications for Membership

The Commission presents its communication "Agenda 2000", together with opinions on each
of the applications for membership. This publication constitutes the Commission’s
comprehensive response to requests from the European Council meeting in Madrid in
December 1995. The documents "Agenda 2000", taken together, offer a clear and coherent
3-17
vision of the Union as it enters the 21st century.
In the environmental section on Romania shown in the box below, the EU recommended
priorities and intermediate objectives as follows:
Short Term:
Continue transposition of framework legislation
Establishment of detail approximation programs
Implementation strategy related to individual acts
Medium Term:
Development and monitoring and implementation control structure and capacities
Continuous planning and implementation of approximation programs related to
individual acts
Air and water sector were to be improved
In addition, the recommendation for the overall environmental section on Romania is to

improve administrative capacity to deal with environmental issues in a market economy
Hence, EU has recognized that particular attention for Romanian environmental issues should
be given to administrative capacity and financing strategy.
Enlarging the European Union, Accession Partnership – Romania
4. Priorities and Intermediate Objectives
4.1 Short-term (1998)
Environment: continue transposition of framework legislation, establishment of detailed approximation
programmes and implementation strategies related to individual acts. Planning and commencement of
implementation of these programmes and strategies.
4.2 Medium-term
Environment: including the development of monitoring and implementation control structures and
capacities, continuous planning and implementation of approximation programmes related to
individual legal acts. A particular emphasis should be given to the air and water sectors.
Environmental protection requirements and the need for sustainable development must be integrated
into the definition and implementation of national sectoral policies.
Annex: Recommendations for Action

3.6 Quality of Life and Environment
Environment
Major efforts must be undertaken to advance the very low level of formulation environmental
legislation. There is a need to improve administrative capacity to deal with environmental issues in a
market economy. Particular attention should be given to the quick transposition of framework
directives dealing with air, waste, water and the Integrated Pollution Prevention and Control directives,
as well as the establishment of financing strategies for legislation in the water, air and waste sectors
requiring major investments.
Overall, Romania will have to place higher priority on environmental issues, significantly increase
related finance and develop its administrative and financing capacity. A considerable effort must be
made to develop adequate implementation and enforcement structures. Public awareness with regard
to the environment field must be stimulated.
Source: Enlarging the European Union, Accession Partnership – Romania, EU, 1997
3.3.3 Environmental Aspects in Bucharest

Present environmental conditions in Bucharest in accordance with previous viewpoints are
examined such as general environmental issues, pollution and environmental legal
framework.
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(1) Environmental Issues in Bucharest
Current environmental issues are shown in Figure 3.3.2. The issues mainly consist of six
fields-air pollution, noise, soil contamination, and degradation of green area, waste disposal
and water quality. Related to transport among these are air pollution from vehicle emission,
noise from transport and industrial activities, soil contamination from lead contained in
gasoline and green areas occupied by parked cars.
Figure 3.3.2 Current Environmental Issues in Bucharest
Table 3.3.7 Summary Urban Environmental Issues

Environmental
Condition Causes
issues
1. Air pollution
1) NO2
NO2, 0.03-0.055 mg/m3 (std: 0.1) in 24hrs
Vehicle emission (75%

Lower than STD level non-conformed with EURO2)
2) CO2
CO2, 0.2 to 0.3 mg/m3 (std: 0.15) in 24hrs
transport and industrial activities
3) SO2
SO2, 0.02 mg/m3 (std;0.06 mg/m3 ) in central,
Industrial activities (thermal power
and 0.01 mg/m3 in fringe area plants, chemical factory, etc.)
2. Emission
NOx, 60% form transport,85kg/psn/year
automobile

CO2, 18% from transport, 4,686kg/psn/ year
industrial activities
3. Urban noise
Roadside, 60-75 dB(A)
Transport activities

Commercial and industrial activities
4. Soil
lead contamination (1.2µg/m3, std:0.7µg/m3)
Emission contained lead
contamination
Fuel sales share (leaded59%, unleaded7.2%,
disel 33.85)
5. Green area
12.2 sqm./habitant (std: 26sqm.)
Insufficient parking space in
degradation residential área

Solid wastes
(2) Ambient Air Quality in Bucharest

Several institutes have carried out air quality measurement in different purposes and using
different methods, but that information has not been unified. One of the environmental
3-19
responsible organizations in Bucharest called Bucharest Environmental Protection Agency
(EPA Bucharest), the Ministry of Water, Forest and Environment, had carried out an air
monitoring survey in 1997, and Romania Auto Register (RAR), Ministry of Transport has also
carried out air quality monitoring. In addition, the Study Team carried out supplemental air
quality monitoring in order to obtain current air quality conditions.
In summary, air quality in Bucharest shown in Table 3.3.8 is neither polluted by NO2 nor SO2
(24 hrs. value). PM and pb in PM concentration exceed the standards sometimes. Those
substances are higher in concentration in the central part of the city, which has higher traffic
volumes and congestion.
Table 3.3.8 NO2 and PM Concentrations in Bucharest

30 minutes value 24 hours value Annual value
NO2 (•g/m3) PM (•g/m3) NO2 (•g/m3) PM (•g/m3) NO2 (•g/m3) PM (•g/m3)
Standard 300 500 100 150 10 75
EPA Bucharest 1997 32-57 264-430 30-55 200-300 70 300
RARw 1995-96 55.7-385.6 133.4-349.5 51.7-176.3 78.9-127.8 - -
JICA Study team - - 17-91 - - -
Source: EPA Bucharest, Romanian Auto Register, MOT and JICA Study team
Concentration of SO2 in the central part is rather low, that is 1 3rd of the standard (annual) in
central part and 1 to 6th of standard in fringe area respectively according to EPA measurement.
JICA Study team’s measurement also shows lower concentration.(see Table 3.3.9.)
Table 3.3.9 SO2 Concentration in Bucharest

SO2 (•g/m3)-1997
30 minutes value 24 hours value Annual value
Standard 750 250 60
EPA (Central part) - - 20
EPA(Fringe area) - - 10
JICA Study team - 4-45 -
Source: EPA Bucharest and JICA Study team
Regarding lead (pb) concentration in PM, it has a higher concentration level, 1.2 •g/m3 in 24
hrs, level than the standard (0.7•g/m3 the 24 hrs value) shown in Table 3.3.10. The highest
concentration is in the Acumulatrul area, which is the central part of the city.
Table 3.3.10 Lead Concentration in Bucharest

pb (•g/m3) in 24 hrs value -1997
Starndard 0.7
Bucharest área 1.2
Acumulatrul área 10.21
Source: EPA Bucharest
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1) Air Quality Monitoring by EPA Bucharest
According to EPA Bucharest’s information, NO2 concentration in EPA’s Laboratory
(University Area: central part of the City) does not exceed the standard level (0.1mg/m3 in 24
hours) that varies from 0.03 to 0.055 mg/m3 in Monthly Average. The Monthly Maximum
concentration, NO2 ranges form 0.06 to 0.13 mg/m3 in 24 hours value. There is a little
seasonal fluctuation so that it is rather lower from October to December, while it is rather
higher concentration from April to June.
Regarding PM concentration in the central part of the city the same NO2 sampling point,
concentration values range from 0.2 to 0.3 mg/m3 in 24 hours value which is nearly double
the concentration compared to the standard (0.15 mg/m3). There is also seasonal fluctuation
so it is rather lower in June and July.
In a comparison between Bucharest and other European cities, Bucharest is less polluted
especially NOx, SO2 and CO2. On the other hand, Bucharest is more polluted with particulate,
lead and VOC than other European cities.
2) Air Quality Monitoring By RAR

There is another air quality monitoring result carried out by the Romanian Auto Register
shown in Table 3.3.11 and Figure 3.3.3. The results show that O3, NO2 CO and PM
concentrations at the some points exceeded both 24h and 30 minutes average permissible
levels especially in the central part of the city, while the other pollutants are within
permissible levels.
Table 3.3.11 Air Quality Monitoring in Bucharest 1995-1996

24 h Average 30 min. Average
Zone O3 NO2 CO PM O3 NO2 CO PM
(•g/m3) (•g/m3) (mg/m3) (•g/m3) (•g/m3) (•g/m3) (mg/m3) (•g/m3)
Standard 30 100 2 15 100 300 6 500
Blv balcescu 20.8 176.3 6.9 102.9 78.8 319.9 23.1 169.9
Baneasa airpot 62 55.7 2.3 106.3 122.3 181.5 6 349.5
Colentina iesire 21.8 105.2 2 115.2 73.4 385.6 3.5 256
Colentina zona suveica 26.7 113.3 1.5 127.8 51.9 237.6 2.8 338.6
Militari iesire 18.2 51.7 1.6 96 139.6 208.4 3.6 211.5
Blv.kogalniceanu 25.5 96.5 2.1 78.9 38.7 55.7 1.4 133.4
Blv kogalniceanu-lic.lazar 29.5 65.6 1.3 97.9 62.6 178.4 4.2 167.9
Bucrestii noi- laromet 57.6 56.3 1.4 99.4 129.8 116.8 3.2 197.5
Source: Romanian Auto Rregister
3-21
NO2 Concentration 1995-1996 PM Bucharest 1995-96
450 400
24 h Average NO2 24 h Average PM

400 30 min. Average NO2 350 349.5
385.6 338.6 30 min. Average PM
350
300
319.9
300
256
NO2 (micro.g/m3)
250
PM (micro.g/m3)
250
237.6 211.5
200 197.5
200 208.4
169.9 167.9
176.3 181.5 178.4
150
150 127.8 133.4
115.2
113.3 116.8 100 102.9 106.3
99.4
100 105.2 96.5 96 97.9
78.9
65.6
50 55.7 51.7 55.7 56.3 50
0 0
Blv.Kogalniceanu
Blv.Balcescu
Colentina iesire
Militari iesire
Colentina zona Suveica
Blv.Kogalniceanu-
Baneasa Airpot
Bucrestii Noi- LAROMET
Blv.Balcescu
Blv.Kogalniceanu
Colentina iesire
Colentina zona Suveica
Militari iesire
Blv.Kogalniceanu-
Bucrestii Noi-
Baneasa Airpot
LAROMET
Lic.Lazar
Lic.Lazar
Locations
Locations
Figure 3.3.3 NO2 and PM Concentration in Bucharest
3) Supplemental Air Quality Monitoring by the Study Team

The Study Team carried out roadside air quality monitoring of NO2, NOx and SO2 for 20
locations including one benchmark in order to measure the current concentration of pollutants
in a supplementary saving in November 1998 shown in Table 3.3.12. Three (3) monitors
including background point were lost and seventeen (17) monitors were processed for
chemical analysis. The locations of the point are mainly set in heavy traffic roadside in the
city and the results of the monitoring of each substance are shown in Figure 3.3.4 and Figure
3.3.5. Sampling point No.20 is considered as benchmark instead of the last point.
The results is an average concentration within the monitoring period of November 17- 9, 1998,
exposure duration from 45 to 60 hours. The monitoring results are summarized as follows:
NO2: central part of the city shows higher concentration level. In comparison between Air
Quality Standard in 24 hours value and the results, the results show less than permissible level
(0.1 mg/m3).
NOx: central part of the city and along the arterial roads, especially northern part shows
higher concentration level. Vehicle emission contributes to this result due to a majority of
non-catalyst cars.
SO2: central part of the city, shows higher concentration level. It is doubtful about that the
fuel contains a higher S ratio the heating plant in the city. In comparison between Air Quality
Standard in 24 hours value and the results, the results show that it is less than the permissible
level (0.25 mg/m3).
3-22
Table 3.3.12 Location of Supplemental Air Monitoring
No. Sampling location No. Sampling location
1 Colentina / mihai bravu 11 B-dul. elisabeta / b-dul. magheru
2 Crangasi / splaiul independentei 12 B-dul. dacia / b-dul. magheru
3 Viilor cosbuc 13 Grivita / ion mihalache
4 Buc. – pitesti / valea cascadelor 14 Sos. berceni / ring road
5 Buc. –ploiesti / poligrfiei 15 Theodor pallady / nicolae grigorescu
6 Titulescu aviatorior 16 Brancoveanu / sos. magurele
7 n/a 17 Buc. - ploiesti / ring road
8 Basarabia / mihai bravu 18 Bucuresti – branesti / ring road
9 Giurgiului / oltenitei 19 Colentina / fundeni
10 Sos. alexandriei / sos. antiaeriana 20 Herastrau park
NO2 NOx
0.110 1.200
MPL
0.100 1.013 1.033
0.091
1.000
0.090 0.082 0.083
0.080
0.080 0.074 0.075
0.071
0.065 0.800 0.721 0.725
0.070 0.682
NOx (mg/m3)
NO2 (mg/m3)
0.060 0.053 0.055 0.598

0.053
0.600 0.549 0.510
0.050 0.043 0.043
0.040 0.041
0.410 0.394 0.401
0.040
0.030 0.400
0.294 0.308
0.030
0.017 0.219
0.020 0.171 0.174
0.200
0.096
0.010
0.000 0.000
0 .000 0.000 0.000
0 .000
0.000 0.000
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
Sampling locations Sampling Locations
SO2
0.050
0.045
0.045
0.038
0.040
0.035 0.032
0.030 0.029
0.029
SO2 (mg/m3)
0.030 0.028
0.026
0.025
0.020 0.018 0.017 0.018

0.016
0.013 0.014
0.015 0.012 0.012
0.010
0.004
0.005
0.000 0.000
0 .000
0.000
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
Sampling Locations
Figure 3.3.4 Results of Supplementary Air Monitoring Study
3-23
Location of Air Quality S ampling
NO2, NOx, S O2
Results of Air Quality S ampling
NOx unit: ppb
17 150

5 20

299
13 19 116
118

6 1 18
2 176
91

162
8
4 11 87
304

3
10 9 51
121
16 64
201
15

Study Area Study Area

14 28


NO2 unit: ppb
S O2 unit: ppb
21.1 6

36
10
27 6 6
31.8
25.7 10 10 13 9
39.1
39.7
26
44.4 5 16
21
4 5
14.8 34.6
5 11
19.4
40.3
Study Area
Study Area 4
8.2
Figure 3.3.5 Location of Supplemental Air Quality Sampling, NOx, NO2 and SO2
4) Vehicle Condition and Fuel Sold in Bucharest

Related to air pollution, vehicle condition can be an important factor. According to survey
results of Romanian Auto Register, 76.3% of total registered vehicles in Romania from
1995-1997 do not conform with EURO2 standard and 23.7% conform as shown in Figure
3.3.6. In detail, 77% of passenger cars and 80% of buses were non-conformity vehicles.
3-24
Vehicle Condition in Bucharest 1995-1997
conformed
23.7%
non-conformed
76.3%
Figure 3.3.6 Vehicle Condition in Romania
Moreover, for fuel sold in Bucharest in 1998, leaded gasoline, unleaded gasoline and diesel
oil shares are 59%, 7.2% and 33.8% respectively. For sold gasoline, leaded gasoline shares
89.1% while leaded gasoline is 0.9%. This large share of leaded sales is related to
non-conformed vehicle share.
Fuel Sales Share in Bucharest 1998
Disel Oil
33.8%
Leaded
Gasoline
59.0%
Unleaded
Gasoline
7.2%
Source: PET ROM
Figure 3.3.7 Fuel Sales Share in Bucharest, 1998
5) Growth of Vehicle Number

Growth of registered vehicles from year 1995 to year 1998 is 4.7% on average shown in
Figure 3.3.8. Especially growth of passenger car, truck, trailler and mortorcycle are higher
constantly through out the period.
3-25
Growth of Vehicle Number 1995-1998
50.0%
40.0% 39.5%
30.0%
Growth Ratio (%) 95-96
20.0% 96-97
16.1%
97-98
10.0% 6.3% 8.8% 8.7%
6.6%
5.0% 6.8%
5.8% 1.8% 3.7% 5.4%
3.3%
2.4% 1.6% 1.5% 1.5%
0.0% 0.8%
-0.1% 0.3%
1.1% -2.1% -1.5% -0.3%
-0.7% -0.6%
-0.7%
-2.7%
Passenger Car
Microbus
Bus
Van
Special van
T ruck
T ractor
Motorcycle(large)
Motorcycle(small)
T railer
Semi T railer
-2.9% -1.7%
-3.2%
-7.5%
-10.0%
Source: Bucharest Municipality Vehicle T ype
Figure 3.3.8 Registered Vehicle Growth by Type
From the viewpoint of vehicle type share, passenger vehicle dominates 75% of total registered
vehicles in 1998 shown in Figure 3.3.9. So the volume and condition of passenger cars should
be considered as a major source of pollution in order to mitigate air pollution in Bucharest.
Registered Vehicle Share in Bucharest, 1998
Motorcycle(L) Motor cycle(S) T railer

4.0% 2.52% Semi T railer
1.6%
0.54%
T ruck T ractor
0.02% 2.33%
Special van
1.21%
Van
11.71%
Bus
0.67%
Microbus
0.29%
Passenger Car
75.19%
Figure 3.3.9 Registered Vehicle Share in Bucharest, 1998
(3) Emission Amount

CO2 and NOx emissions are considered as green house effects and air pollution respectively.
In EU12 countries, the transport sector contributes 18.1% of total CO2 emissions while in
Romania, the road transport sector contributes only 2.3%, which is 1/9 of EU12 share shown
in Figure 3.3.10.
3-26
CO2 Emission in EU12 Countries CO2 Emission in Romania
Other mobile
Waste treatment
and disposal Agriculture
sources and
Nature
Public power, machinery
1.4% 0.7% 6.2% Road transport
cogeneration and 3.9%
Other mobile 2.3% Public power,
district heating
sources and 25.6% cogeneration
machinery and district
2.9% heating
Road transport 34.5%
18.1%
Industrial
Extraction and combustion
distribution of 38.4%
fossil fuels
0.5% Commercial,
institutional and
residential
Production combustion Commercial,
processes Industrial 17.7% institutional
4.7% combustion and residential
22.3%
combustion
20.9%
Figure 3.3.10 CO2 Emission Source by Sector -EU12 and Romania
Regarding NOx emissions, the road transport sector in EU12 antilates 50.9% of total NOx
emission while the road transport sector in Romania is 9.2% as shown in Figure 3.3.11, which
is 1 10th of the EU12.
NOx as NO2 Emission in EU 12 Countries

NOx as NO2 Emission in Romania
Waste treatment Agriculture Public power,
Nature cogeneration and Waste treatment Agriculture
and disposal 0.3%
0.4% and disposal 2.1%
0.9% district heating
Other mobile 3.8% Public power,
18.3%
sources and cogeneration and
machinery district heating
Commercial,
12.0% 30.6%
institutional and
residential Other mobile
combustion sources and
3.8% machinery
Industrial 34.0%
combustion Commercial,
11.2% institutional and
residential
Production combustion
processes 5.4%
Road transport
1.6% Industrial
50.9% Extraction and
Road transport Production combustion
distribution of
9.2% processes 11.8%
fossil fuels
3.2%
0.6%
Figure 3.3.11 NOx Emission Sources by Sector -EU12 and Romania
In comparison between Bucharest’s CO2 emission share by sector shown in Figure 3.3.12, the
transport sector contributes 18% of the total emission amount. This is double the share
compared to national level, which is nearly the same as the EU12.
3-27
CO2 Emission Source in Bucharest
Others
14%
T ransport
18%
T hermal Power
68%
Figure 3.3.12 Emission Share by Sector in Bucharest
Moreover, only one substance in Romania, SO2, exceeds EU12 average in total amount, this is
139% of EU12 average shown in Table 3.3.13. The other substances, NMVOC, CO2 and NO2
are less than the EU12 average.
Table 3.3.13 Emission Amount in CEE Countries

in k.tones NMVOC CO2 SO2 NOx as NO2
EU12 average 1,160 100% 234,841 100% 945 100% 938 100%
Bulgaria 394 34% 91,054 39% 2,008 212% 361 38%
Czech republic 294 25% 157,527 67% 1,863 197% 773 82%
Hungary 148 13% 60,841 26% 905 96% 191 20%
Poland 1,295 112% 414,920 177% 3,273 346% 1,446 154%
Slovakia 237 20% 50,639 22% 542 57% 227 24%
Romania 769 66% 171,110 73% 1,311 139% 546 58%
Source: EEA1996
Furthermore, considering another aspect of CO2 and NOx, the annual CO2 emission per capita
in Bucharest and Romania are 4,686 kg/year and 7,538 kg/year respectively. This aspect is
lower than that of EU12. On the other hand, NO2 emission in Bucharest and Romania are 85
kg/year and 24 kg/year respectively.
3-28
CO2 Emission per capita
NO2 Emisiion Per Capita
18,000
15,294 90 85
16,000
80 75
14,000
70
12,000 10,712 10,749
kg/capita/year
60
9,207
kg/capita/year
10,000
7,538 50
8,000 37
5,965 37
40
6,000 4,686
30 24
4,000 19
20 16
2,000
10
0
0
Bucharest Romania EU12 Bulgaria Czech Hungary Poland
Bucharest Romania EU12 Bulgaria Czech Hungary Poland
Source:EPA and EEA
Figure 3.3.13 Comparison of CO2 and NO2 Emission per Capita
Bucharest’s data shows that it is more than three times the national one, for industrial and
road traffic centered activities.
(4) Water Quality

The most important aspect of water quality in Bucharest is insufficient water treatment
facilities for domestic and industrial waste water. These are waste water degrades water
quality and encourages eutrophication in down stream of Dambovita river system and lakes.
For the transport sector, depots are required by regulation to treat their residual water before it
is discharge to of the sewage system. At present, depots have been carry out primary treatment
such as extracting oil from the residual water.
(5) Wastes
4,500 tons of daily waste are generated in Bucharest while daily disposal capacity is 100 tons,
so the remaining waste is dumped at a landfill site Ochiul Boului-Glin, which has quite a
limited capacity. In the transport sector, i.g., RATB depots have been trying to recycle solid
wastes.
Table 3.3.14 Waste Generation and Disposal Capacity in Bucharest

Daily wastes
Daily wastes 4,500 tones
Daily disposal capacity 100 tones
Annual disposal capacity 25,000 tones
(6) Noise
Noise monitoring of 35 streets in Bucharest was carried out under the INCERC study shown
in Table 3.3.15. 20 out of 35 streets were over 75 dB(A) caused by commercial, transport,
industrial, etc., activities. According to roadside noise standards, arterial road (category I) is
75-90 dB(A) so that the current condition is within the local standard level due to higher level
of standard.
3-29
Table 3.3.15 Roadside Noise Level in Bucharest
Sound level dB(A) Number of street exceeded
60-65 dB(A) 1
66-70 dB(A) 6
71-75 dB(A) 8
75-over dB(A) 20
(7) Green Area

There is 2,453 ha of green area in Bucharest including parks, which form 9.7% of the total
Bucharest area. There are 12.2 sqm./habitant while the regulation (P41/73) stipulates 26
sqm./habitant. The current condition of green area per habitant is higher than that of Paris
(11.8 sqm./habitant), and it is nearly half of London (25.3 sqm./habitant).
Table 3.3.16 Green Area Distribution by Sector

Area (ha) Share per habitant (sqm)
Sector 1 429 17.5% 18.0
Sector 2 542 22.1% 14.2
Sector 3 395 16.1% 9.7
Sector 4 473 19.3% 14.8
Sector 5 280 11.4% 10.4
Sector 6 334 13.6% 8.3
Bucharest total 2,453 100.0% 12.2
Distribution of green area is shown in Table 3.3.16, Sector 2 has the largest green area and
Sector 1 has the largest green area per habitant, which is 18.0 sqm/habitant. Referring to
major cities in the world, Bucharests green area ratio is of medium level as shown in Figure
3.3.14.
Green Area/habitant Comparison
Tokyo 5.2
New York 29.1
Paris 11.8
London 25.3
Bucharest 12.2
0 5 10 15 20 25 30 35
sqm./habitant
Figure 3.3.14 Comparison of Green Area Per Habitant in Major Cities
In addition, regarding road area ratio, Bucharest is 12.7% of total municipal area, which is
lower than that of Paris (20.0%), London (16.6%) and Tokyo (15.2%) shown in Figure 3.3.15.
3-30
Road Ratio Comparison
T okyo (23 Word) 15.2
London 16.6
Paris 20.0
Washington DC 25.0
Bucharest 12.7
0 5 10 15 20 25 30
Road Ratio (%)
Figure 3.3.15 Road Area Ratio Comparison in Major Cities
(8) Environmental Information System

This is an on going process. EPA Bucharest has a plan to create an environmental
information system to integrate a systematic monitoring system and to store these data in
corroboration with Bucharest municipality.
3.3.4 Environmental Legislation in Romania

According to EU’s Agenda 2000, various kinds of environmental legislation have been
formulated and issued. This section discusses legislation related to the transport environment
such as environmental protection law, environmental impact assessment, environmental
standards, environmental monitoring system, area pricing system, vehicle inspection system,
etc.
(1) Environmental Protection Law (EPL)

Ministry of Water, Forests and Environment (MWFE) stipulated Environmental Protection
Law (137/1995) in order to enhance environmental protection in the nation. The law focuses
on major public interests based on the principles and strategic elements that lead to a
sustainable development of society.
The laws consists of five chapters as follows:

Chapter 1 General Principles and Provisions
Chapter 2 Regulation of Economic and Social Activities Having an Environmental Impact
Chapter 3 Protection of Natural Resources and Conservation of Biodiversity
Chapter 4 Prerogatives and Responsibilities
Chapter 5 Penalties
Chapter 2 give the regulations permitting procedures regarding environmental impacts caused
by economic and social activities. The subject project for EIA is shown in Appendix II.
Regarding transportation projects with activities that are subject to the procedure for EIA the
issuing of the environmental agreement and/or permit is shown on the following table.
3-31
Table 3.3.17 EIA Requirement for Transportation Projects
Category Subjects
Road traffic Highways
Main roads with busy traffic
Other main roads; all roads within protected area
Parking for stationing (lands or buildings) for more
than 300 cars
New public transportation lines
Rail traffic New rail roads lines
Other rail instruction, including doubling or
expending of existing lines
Water navigation Harbor installation for ships belonging to public
shipping companies
Industrial harbors with fixed loading and
unloading installations
Recreation harbors with more than 100 places for
mooring
Navigable routs
Air navigation Airport
Airdrome, with exception of heliports
Heliports in protected area
(2) Environmental Impact Assessment Guideline

In addition, to these above mentioned procedure and conducting the EIA, a guideline titled
“Permitting Procedure for Economic and Social Activities Having an Environmental Impact
(Order 125/1996) “according to the Environmental Protection Law (137/1995) has been
prepared. Definition of Environmental Agreement and Environmental Permit are explained as
follows:
1) Environmental Agreement
The technical and legal act that establishes the conditions for implementation of a project or
an activity from the environmental impact point of view
2) Environmental Permit
The technical and legal act that establishes the conditions and operating parameters for
existing activities and for new ones, on the basis of the environmental agreement
The procedure for EIA consists of the preliminary stage, the main stage, the analysis and
validation stage. The environmental protection authority shall organize and decide on the
application of the stage of the procedure as shown in figure 3.3.16. The Environmental
Agreement and Permit is valid for a maximum five years.
3-32
Application of EIA Procedure that
Includes Project Description to
Environmental Protection
(EPA)
Identification of
Protection in the Project, and to judge
that EIA is necessary or not
Yes No
Evaluation of the Scope of

Participating with EPA or Local
Administration
Yes No
Preliminary Review of the Report by

EPA
Public Notification and Hearing of

the Report
To Issue Environmental
or Permit by EPA
Figure 3.3.16 Environmental Assessment Procedure in Romania
(3) Environmental Standards Related to Transport

Environmental standards related to transportation are formulated by Ministry of Water,
Forests and Environment, Ministry of Transport, Ministry of Public Works, Ministry of Health,
Bucharest Municipality, etc.. The standards explain maximum permissible level of each
environmental factor, regulation of chemical ingredients, development restriction and so on.
Those standards are classified by environmental factors shown in Table 3.3.18 and amended
after 1989 in accordance with EU and other International Organization’s support, which cover
all environmental factors. Especially EU directives are taken in account for further progress to
become a member of the European Union.
An important aspect among environmental standards is that EURO2 (EU Directives 96/44),
which regulate emission from vehicles in order to mitigate emission level. This standard also
effects periodical vehicle inspection.
3-33
Table 3.3.18 Matrix of Environmental Regulations by Transport Mode in Romania
Vehicle Railway Ambient
Petrol Diesel
Trolley bus Metro Tram Railway
engine engine
1. Airquality
STAS
12574-87
1) Ambient air quality - - - - - -
STAS
9490/78
RNTR 1 RNTR 1
2) Emission - - - - -
EURO2 EURO2
* *
3) Fuel standard STAS STAS - - - - -
12574-87 12574-87
2. Noise
SR13342,
SR13342, SR13342, SR13342, SR13342, 1996
1) Ambient noise level - -
1996 1996 1996 1996 STAS
6926/15-76
2) Sound level
STAS
STAS 10009/88 STAS
- Ambient noise - - - -
10009/88 NTR 10009/88
2367/85
STAS
6156-86
-The noise upon the
- - - - - - 6161/1-89
buildings
6161/2-89
6161/4-89
- The noise in the urban
- - - - - - 6161/3-89
areas
3. Vibration
1) Vibrations upon the
- - - - - - SR 12025-2
buildings
2) Vibrations produced by STAS
- - - - - -
the traffic 12025/1-81
4. Area charge
1) Traffic flow Law 118/96 - - - -
5. Historical heritage
1) City plan - - - - - - GPU
Note: * “Technical Conditions for the Atmosphere Protection” (Annex 4) - MFWE
(4) International Agreement

Romania is one of the countries which ratified International Protocol on Climate Change
(IPCC) as a transition country. The government has provided an action plan for reducing
Green House Effects.
(5) Road Pricing Regulation

1) Area Charge System for Heavy Vehicles in the City
There is a tool (Law 118/96) that effect on mitigating emissions from heavy vehicles in
central part of the city. This regulation subjects to more than 3.5 tons freight vehicle
(authorized vehicle weight of freight). The vehicle is prohibited to enter the controlled zone
from 6:00 hours to 20:00 hours. If it is necessary to enter the zone, user charge system is
applied and the charge system was amended from 1st of October 1998 described below.
3-34
Table 3.3.19 Area Charge System for Heavy Vehicle
New charge
Old charge
(from Oct.1,1998)
One day permission 5,000 Lei 50,000 Lei
One month permission 25,000 Lei 500,000 Lei
Note: 1US$=9,000 Lei
In addition, the Municipality Police have a more comprehensive proposal according to the
regulation follows:
Schedule Regulation
7.00-10.00 Charge system
10.00-17.00 Prohibit to enter the zone
17.00-20.00 Charge system
Source: Municipality Police
(6) Existing Monitoring System

There are 21 stationary and 3 mobile air quality monitoring stations in Bucharest belonging to
different organizations shown in Table 3.3.20. Mainly, MFWE is active on ambient air quality
monitoring. Subject substances and frequency of monitoring vary in each organization.
Table 3.3.20 Summary of Air Monitoring System in Bucharest

Air quality monitoring system
Stationary Mobile
1. Environmental protection agency (EPA) of 5 1
bucharest, MFWE
2. Environmental engineering research 5 1
Institute (ICIM), MFWE
3. Publichealth Inspectorate (direction) 5 0
4. LACECA 4 0
5. Physical atmosphere laboratory (in 1 0
afumati)
6. Municipality of bucharest 0 1
7. Romanian auto register, ministry of 1 Lab belonging to RAR 4 Labs for the vehicles emissions
transport 60 Labs which signed franchise measurements
contracts with RAR 1 Lab also for the atmospheric
measurements
Table 3.3.21 Subject Substances for Air Quality Monitoring

Subject substances
Stationary monitoring Mobile monitoring
1. Environmental protection agency (EPA) of SO2, NO2, NH3, CH2O, O3, Pb, SO2, NOx, CO, O3, HCH, PM
bucharest, MFWE Cd, Zn, Cu
2. Environmental engineering research SO2, NO2, NH3 NOx, SO2, CO, O3, TSP
Institute (ICIM), MFWE
3. Public health Inspectorate (direction) SO2, NO2, CO, Pb, PM -
4. LACECA SO2, NO2, NH3 -
5. Physical atmospherelaboratory (in afumati) No measurements, just estimating the pollution using the measurements
made by Romanian Auto Register
6. Municipality of bucharest - NOx, HC, NH3, CO, H2S, SO2, O3,
dust
7. Romanian auto register, ministry of CO, NOx, HC, particles from the CO from the atmosphere
transport vehicles CO, NOx, HC, particles from the
vehicles
3-35
Table 3.3.22 Frequency of Air Quality Monitoring
Subject substances
Stationary monitoring Mobile monitoring
1. Environmental protection agency - Continuously, during 2-4 day
(EPA) of bucharest, MFWE periods, between 1995-1997
2. Environmental engineering research No periodical measurements, but only some studies from time to
institute (ICIM), MFWE time; the most recent one – in 1995
3. Public health inspectorate (direction) 4-5 days/week; 24 h/day -
4. LACECA - -
5. Physical atmosphere laboratory (in No air monitoring
afumati)
6. Municipality of bucharest Once a week
7. Romanian auto register, ministry of Frequency imposed by RNTR 1 Permanently, if the
transport and HG 778/1995 (de cautat) meteorological conditions permit
the equipment to be used
(7) Taxation System Related to Vehicle and Fuel

The government levies a certain amount of taxes from vehicle purchasing and owning, and
the purchase fuels. That revenue is spent for the general account budget and special account
budget for roads. Regarding expenditure for environmental protection, this idea has not been
introduced yet.
1) Vehicle Fuel Tax

The Government has levied a tax on vehicle fuels such as leaded, unleaded gasoline and
diesel oil. The taxation ratios among those fuels are the same as shown in Figure 3.3.17 that is
25% of oil price. VAT (22%) is also charged on fuel so that total tax ratio reaches 32% of total
fuel price.
Taxation Ratio of Fuel
VAT (22%)
15%
Fuel T ax
(25%)
17%
Oil Price
68%
Figure 3.3.17 Taxation Ratio on Fuel

2) Vehicle Taxes
When purchasing and owning a vehicle, five kinds of taxes are charged according to the
taxation system shown in Table 3.3.23. This system varies depends on engine capacity, and
distinguishes a locally made car and imported car. A notable aspect of this system is whether
or not a vehicle meets EURO2. It is apparent that EURO2 vehicles have an advantage in the
market, however, there is not much difference in less than 2L engine car between a EURO2
conforming vehicle and a non-conforming vehicle.
3-36
Table 3.3.23 Example of Vehicle Taxes on New Local and Imported Car
Tax New car Imported car
1. Road tax 10% 5%
2. Import tax
1) Custom duty 18% (EU)
2) Custom commission 0.5%
3) Surcharge tax 4%
4) Excise 1% (1.4L normal)
0% (1.4L euro2)
3. Vehicle tax 72,000 Lei (1.4L)
4. Registration
1) Registration fee 8,300 Lei
2) Registration certificate 75,000 Lei
3) Number circuration 70,000 Lei
5.VAT 22%
Source: RAR
(8) Vehicle Inspection System

There is sufficient vehicle inspection regulation managed by Romanian Auto Register,
Ministry of Transport due to the introduction EU directives on Emission shown in Table
3.3.24. Private and commercial vehicles including taxi and bus shall be inspected every 2
years and every 6 months respectively and trucks are inspected every year.
Table 3.3.24 Vehicle Inspection Period

Vehicle type Inspection period
Motorcycles every 2 years
Freight vehicles < 3.5 t every 2 years
Passenger cars (private) every 2 years
Taxi every 6 months
The cars belonging to the driving schools every 6 months
Trucks > 3.6 t every year
Bus every 6 months
Source: RAR
1) Comparison between EU and Romania of Measures to Control the Environmental

Impact in the Transport Sector
Romania has been taking various technical and economic measures according to EU’s
experiences in order to mitigate environmental impacts from the transport sector especially
from road transport shown in Table 3.3.25. Most of the ideas come from EU directives
modified for current Romanian conditions. However, enforcement of those regulations such
as for vehicle inspection are rather difficult due to the current economic situation.
Providing stringent regulation for emission control, the EURO2 standard was applied in
January 1999, however, it takes time to upgrade existing registered locally made vehicles,
which do not conform to EURO2.
In order to enhance the environmental protection capacity, continuing sufficient transport

planning, an enlightened policy and management capacities including funding public
transport, efficient transport facilities, traffic control system, etc., should be further taken into
taken in account.
3-37
Table 3.3.25 Measures to Control the Environmental Impact
in Transport Sector, EU and Romania

EU Romania/Bucharest
Technical measures:
1. Emission standards on CO, VOCs, NOx and PM for all
RNTR 1 – Romanian auto register
kind of motor vehicles;
Air quality standard – STAS 12574-87
2. Fuel quality standards concerning for lead, sulfur and
“Technical conditions for the atmosphere protection”annex
benzene; 4) – MFWE

Gasoline features (STAS 176-80) and diesel oil features
(STAS 240-80)
3. Noise standards for motor vehicle.
Only for the type approval executed by romanian auto
register.

Regulation 51- EU (with the amendments 51.01 and
51.02), adopted identically after the european legislation
Construction measures:
1. Low noise asphalt, noise protection walls along major
No legal regulations
roads
2. Integration of transport infrastructure into landscape;
For the road transports, there is the govern ordinance no.
43/1997
3. Bridges and tunnels for animal crossing roads and No legal regulations
railways;
4. Transport planning and traffic management;
For the road transports, there is the govern ordinance no.
44/1997
5. Provision and improvement of public transport facilities;
There are some decisions, made by local authorities
6. Provision of separate cycling trucks and along the roads No legal regulations
and in cities;
7. Restriction of car use in inner cities and residential areas
There are some (local) decisions, made by local authorities
through pedestrian zones, speed limitation, parking
restriction, road safety measures, alternate odd and even
number plate access;
8. Extension of rail, waterway and combined transport; Ordinance 42/1997
Ordinance 43/1997 – Juridical regime of the roads
Ordinance 44/1997 – Road transports
Law 129/1996 – Railway transport
Govern decision HG 190/1997 – Activity contract of
SNCFR
9. Bans on through traffic -
Economic instruments:
1. Internalization of external costs for all transport modes
Law 118/1997 (regarding the setting up of a special fund
through taxes and fees (e.g. energy tax, fuel tax, road pricing for the public roads); there are some taxes for the use of
and parking fees); danube – Black sea cannel and for the civil airports.

There are some parking taxes in the urban zones, locally
established (for bucharest – decision DPG 1558/1994)
2. Differentiated purchase taxes (e.g. leaded and unleaded Only for the gasoline (the unleaded one is cheaper)
fuel)
3. Scrape benefits to encourage owners to replace older
For the moment, there are only some small discounts for
polluting vehicles with cleaner vehicle facilitated catalyst; the excises paid for the imported cars that respect EURO2.
4. Differential circulation taxes (e.g. in EU)
Law 118/1996 (roads tax), completed by the govern
ordinance 72/1998
3-38
Others:
1. Regular in-service emission tests for vehicles; RNTR 1 – Romanian auto register – the technical periodic
inspections, according to the minister of transport order
353/1998
2. Time restrictions on transport movements (e.g. bans on Local authorities decide these restrictions locally. For
night and weekend driving for heavy vehicles); bucharest there are some decisions regarding the freight
heavy vehicles (HCLMB 18/1992, HCLMB 18/1993, DPG
67/1993)
3. Lowering and enforcement of speed limits for vehicles Decision of modifying and completing the decree no.
328/1966 (march, 1999)
4. Encouraging for smooth driving behavior; There are no legal regulations; there are only some measures
for punishing the contravention (road code)
5. Educational campaigns; There is no plan at a national level. Locally, the road police
and the NGOs have some actions from time to time
6. Car pooling; -
7. Staggered working hours; There is a contract signed with dalli parking company
8. Carrying through existing resolution (e.g. ECMT EU directives, i.g. EURO2
resolution on transport and environment (No.66) and power
and speed (No.91/5) and conventions (e.g. Sofia protocol in
NOx emission)
3-39
4. Person Trip Characteristics
4. Person Trip Characteristics
A person trip survey was conducted through home interviews on 90,272 persons. The
average trip production was 2.7 trips per day. For the composition of the trip purpose, “To
Work” trips account for the largest share of 24.7%. For the composition of the transport
mode, the share of public transport was 34.0% and that of private cars, 18.8%. Large trip
generation appears in traffic zones along the Inner Ring Road and Middle Ring Road, on
the other hand, large trip attraction concentrates on central zones. Concerning the trip
distribution, passenger cars and buses come from all directions, but metro users are from
the South and Southeast, and tram users from the North and Southeast.
4.1 Person Trip Survey

4.1.1 Sampling
The sampling of the person trip survey was conducted on the basis of the household data
obtained from the Census survey in 1992 under the sample rate of 5.0% in the Bucharest
municipal area and 3.0% in the Ilfov area within the Study area. As a result, in the Bucharest
municipal area 37,130 households were selected and in Ilfov 1,173 households were selected.
The total number of households selected for this person trip survey was 38,303 households
and the sample rate was 4.9% as shown in Table 4.1.1.
Table 4.1.1 Number of Samples and Sample Rate

Area* Traffic zones No. of household No. of samples Sample rate (%)
Sector 1 1-14 101,517 5,076 5 .0%
Sector 2 15-24 144,876 7,244 5 .0%
Sector 3 25-35 148,601 7,430 5 .0%
Sector 4 36-44 112,571 5,629 5 .0%
Sector 5 45-57 92,828 4,641 5 .0%
Sector 6 58-70 142,213 7,111 5 .0%
Bucharest 1-70 742,606 37,130 5 .0%
Ilfov 71-78 39,113 1,173 3 .0%
Total 1-78 781,719 38,303 4.9 %
Note : * Area of each sector is indicated in Figure 3.2.2.
During October through mid-December 1998, the surveyors visited selected households and
interviewed each family member on their travel behavior in one day. In the case that the
surveyors did not meet household members even after visiting the object households three
times, other households were visited according to the rules determined by the sampling
method. The survey result of the sampled households is indicated in Table 4.1.2.
4-1
Table 4.1.2 Outline of Sampled Households
Sector No. of No. of family No. of family No. of persons No. of car No. of non-car
households members members more interviewed ownership ownership
than 5 years old households* households*
Sector-1 5,014 12,296 11,967 11,686 1,852 3,156
Sector-2 7,133 18,521 17,921 17,321 2,614 4,509
Sector-3 7,331 19392 18,724 18,109 2,444 4,883
Sector-4 5,603 15,026 14,564 14,142 1,949 3,650
Sector-5 4,584 12,654 12,095 11,612 1,524 3,055
Sector-6 7,155 18,664 18,090 17,574 2,521 4,627
Bucharest 36,820 96,553 93,361 90,444 12,904 23,880
Ilfov * 1,176 4,050 3,875 3,758 386 783
Total 37,996 100,603 97,236 94,202 13,290 24,663
Note : * Excluding unknown data on car ownership
The number of actually surveyed households was 37,996 households (36,820 households in
the Bucharest municipal area and 117 in the Ilfov area), which was smaller than the targeted
number of 38,303 households by 1,483 households. The main reasons were as follows:
Most of the answers to the questions on the survey sheet were not completed;
Most of the family members refused to participate in the interview.
As a result, the effective sample rate was 4.8% in the Study Area (4.96 % in the Bucharest
municipal area and 3.0% in the Ilfov area) , since the estimated numbers of households in
1998 were 742,606 in the Bucharest municipal area and 39,113 households in the Ilfov area.
The number of interviewed persons was 94,207 persons, which is smaller than the number of
persons more than 5 years old by 3,034 persons. These persons could not be interviewed
because of the following reasons:
He or she was not in the house because of business trips outside the Study area, visit to
relatives or stay in the hospital;
He or she refused to participate in the interview.
4.1.2 Expansion
With the number of the above interviewed persons and the actual number of population in
1998, the expansion rate was determined by age and by sex. As a result, the expansion rate
was 22.6 for male and 21.6 for female as shown in Table 4.1.3.
4-2
Table 4.2.1 Households and Car Ownership by Income Level, 1998
Total Average
Income class No. of Rate of
No. of Accumulate income Accumulate income
(1,000 lei / owned cars ownership
households (%) (1,000 lei / (%) (1,000 lei /
month) (vehicles) (%)
month) month)
<500 13,833 38.5 2,561,200 3.1 185 2,167 15.7
500 - 1,000 7,097 58.3 4,993,050 9.2 704 2,375 33.5
1,000 – 1,500 5,025 72.3 6,118,400 16.6 1,218 2,411 48.0
1,500 – 2000 2,443 79.1 4,244,150 21.8 1,737 1,450 59.4
2,000 – 5,000 2,782 86.9 7,757,850 31.2 2,789 2,173 78.1
5,000 – 10,000 181 87.4 1,085,500 32.5 5,997 215 118.8
10,000 - 30,000 4,163 99.0 43,411,600 85.3 10,428 2,096 50.3
30,000+ 369 100.0 12,059,150 100.0 32,681 275 74.5
Total 35,893 82,230,900 2,291 13,162 36.7
4.3 Trip Production

4.3.1 Number of Person Trips
The total number of daily trips in the Study Area is 5,765,600 trips as shown in Figure 4.3.1.
Among all these trips, residents within the Study Area make up about 99.0%. Internal trips
account for 97.5%, and 3.8% are trips between points inside and outside of the Study Area
(i.e., internal-external and external-internal trips). The number of external to external trips is
very little.
Total Trips (5,766)
5,621
145
2 Unit : 1,000
i
Figure 4.3.1 Result of Person Trips
4.3.2 Trip Production Rate

The total number of daily trips generated from and attracted to the Study Area is about 5.7
million trips. Since the population of 5 years old and over is 2.1 million persons, the average
trip production (gross rate) is 2.68 trips per person per day. The shares of persons who made
trips and persons who did not make any trips during the survey day were 73.4% and 26.2%;
therefore, the average net trip production becomes 3.3 trips per person per day. As shown in
Table 4.3.1, the male’s trip production rate is slightly higher than that of the female.
Table 4.3.1 Average Trip Production Rate

Item Male Female Total
Number of trips 2,763,227 3,002,373 5,765,600
Population 1,011,053 1,138,383 2,149,436
Gross trip rate 2.73 2.64 2.68
4-5
All M odes
W alk
B icycle
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Taxi
M axi Taxi
C ar
R ail
B us

Trolley B us
Tram
M etro

ÀÊË¸Åº¼wÂÄ
Figure 4.3.3 Average Trip Distance by Mode
4.3.5 Starting and Arriving Time of Trips

Figure 4.3.4 shows the starting time of trips by mode. Most trips start between 7:00 and 8:00,
which indicates the morning peak hour for every transport mode except “Others”. The
morning peak ratio is about 12-16% of the trips. On the other hand, the evening peak is
considered between 16:00 and 17:00 and its peak hour is around 8-10%. The peak hour of
“Others (almost walk trips)” is between 11:00-14:00.

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Figure 4.3.4 Starting Time of Trips
4-7
4.6.2 Transfer between Public Transport Modes
Table 4.6.2 shows the share of transfer between public transport modes. The transfer from bus
to bus indicates the highest share 33.1%, followed by transfer between bus and tram.
Passengers using metro and trolley bus do not transfer each other so much (only 1.6%). As a
result, transfer facilities between bus and bus or between bus and tram should be improved.
The improvement of transfer facilities is also necessary for big Piatas such as Obor, Sudului,
Unirii, etc., because many passengers concentrate in these areas.
Table 4.6.2 Share of Transfer between Public Transport Modes

(Unit : %)
(Unit : %) Bus Trolley bus Tram Metro
Bus 33.1 5.5 21.9 6.5
Trolley bus 1.5 3.9 1.6
Tram 13.8 5.1
Metro 7.1
There are many transfer patterns for one trip as shown in Table 4.6.3. Among these transfer
patterns, the “Bus to Bus” and “Tram to Tram” pattern account for a large share. More than
three times transfer pattern are very few, however, the patterns of “Tram-Tram-Tram”, “Tram-
Tram-Metro” and “Trolley-Tram-Tram” have a relatively large share.
Table 4.6.3 Transfer Pattern between Public Transport Mode
Pattern First mode Second mode Third mode Forth mode Share(%)
1 Bus Bus 26.3
2 Trolley bus Trolley bus 2.3
3 Tram Tram 21.1
4 Metro Metro 12.0
5 Bus Bus Bus 0.1
6 Trolley bus Trolley bus Trolley bus 0.1
7 Tram Tram Tram 1.1
8 Bus Trolley bus 0.7
9 Bus Tram 2.6
10 Bus Metro 0.6
11 Trolley bus Tram 12.0
12 Trolley bus Metro 4.3
13 Tram Metro 14.3
14 Bus Bus Trolley bus 0.0
15 Bus Bus Tram 0.1
16 Bus Bus Metro 0.0
17 Trolley bus Trolley bus Tram 0.3
18 Trolley bus Trolley bus Metro 0.0
19 Tram Tram Metro 0.8
20 Bus Bus Bus Trolley bus 0.0
21 Bus Bus Bus Metro 0.0
22 Bus Bus Bus Metro 0.0
23 Trolley bus Trolley bus Trolley bus Tram 0.0
24 Trolley bus Trolley bus Trolley bus Metro 0.0
25 Tram Tram Tram Metro 0.0
26 Bus Trolley bus Trolley bus 0.0
27 Bus Tram Tram 0.3
28 Trolley bus Tram Tram 0.9
4-16
4.7 Freight Movement
4.7.1 Statistics of Freight Transport
(1) Domestic Goods Transport by Mode
Table 4.7.1 describes the volume of goods carried by domestic transport in Romania, from 1991 to
1996. The total weight of goods carried decreased from 1,187 million tons in 1991,to 737 million tons
in 1993. Afterwards, it slightly increased to 796 million tons in 1996. According to this table, the role
of road transport is quite high and it has consistently maintained 80 percent of the total goods carried.
Table 4.7.1 Domestic Goods Transport by Mode

(Thousand tons)
Year 1991 1992 1993 1994 1995 1996
Total 1,186,947 865,790 736,737 756,611 764,843 795,752
Railway transport 146,273 111,419 98,961 99,179 105,131 105,040
12.3 12.9 13.4 13.1 13.7 13.2
Road transport 993,992 719,226 593,432 621,257 616,044 649,746
83.7 83.1 80.5 82.1 80.5 81.7
River transport 8,249 6,198 7,074 9,405 14,392 14,142
0.7 0.7 1.0 1.2 1.9 1.8
Sea transport 22,316 14,133 23,819 10,669 13,047 11,936
1.9 1.6 3.2 1.4 1.7 1.5
Air transport 13 47 35 46 46 26
0.0 0.0 0.0 0.0 0.0 0.0
Transport through pipelines 16,104 14,767 13,416 16,055 16,183 14,862
1.4 1.7 1.8 2.1 2.1 1.9
(2) Number of Trucks Registered

The number of trucks in the Municipality of Bucharest, registered with the traffic Police, is
shown in Table 4.7.2, compared with the total number of registered vehicles, (which includes
the number of motorcycles). While the share of the number of trucks is about 14 percent in
each year, the number of trucks has been increasing by 3.5 to 5.4 percent annually.
Table 4.7.2 Number of Trucks Registered in the Municipality of Bucharest
1993 1994 1995 1996 1997

Type of vehicles (Veh.) (%) (Veh.) (%) (Veh.) (%) (Veh.) (%) (Veh.) (%)
Utility van(pick-up) 26294 6.1 29844 6.4 32417 6.7 35530 7.0 37454 7.0
Mixed use truck 1791 0.4 2527 0.5 3014 0.6 3757 0.7 4381 0.8
Special truck 29332 6.8 29864 6.4 29697 6.1 29561 5.8 29772 5.6
4330 1.0 4559 1.0 4648 1.0 4750 0.9 4775 0.9
Trailer
Vehicle for freight total 61,747 14.4 66,794 14.4 69,776 14.4 73,598 14.4 76,382 14.2
(Annual growth) 100 108 113 119 124
Total registered vehicle 428215 463507 484150 511084 536347
(Annual growth) 100 108 113 119 125
(3) Freight Vehicle Volume at Cordon line

The following table provides a survey of the freight vehicle traffic counted at the cordonline.
The highest freight vehicle volume was counted 2,523 vehicles at Point-3 on DN2 which
connects the industrial area in the western part of the Study area and central area of the City.
The numbers of freight vehicles at Point-8,9,11,12 and 13 were counted about 2,000.
4-17
Table 4.7.3 Number of Trucks Counted at Cordon Line
Cordon Survey Total Number of Trucks Counted
location hour vehicles During 24 Rate During Rate
counted or night time
14 hr. (%) 12 hr. (%)
period period
Point-1 24h 25,211 1,674 6.6 355 21.2
Point-2 14h 2,287 315 13.8
Point-3 24h 21,548 2,523 11.7 736 29.2
Point-4 14h 6,418 824 12.8
Point-5 14h 3,793 5221 13.7
Point-6 14h 2,624 307 11.7
Point-7 14h 1,472 114 7.7
Point-8 24h 9,588 1,940 20.2 424 21.9
Point-9 14h 6,816 1,750 25.7
Point-10 14h 2,327 265 11.4
Point-11 24h 17,867 1,991 11.1 513 25.8
Point-12 14h 8,273 1,940 23.4
Point-13 14h 8,788 1,982 22.6
Point-1
25,211 (1,674)
Point-13
8,788 (1,982)
Point-2
2,287 (315)
Point-12
8,273 1,940) Point-3
21,548 (2,523)
Point-11 Point-4
17,867 (1,991) 6,418 (824)
Point-10
2,327 (265)
Point-9
6,816 (1,750)
Point-6
2,624 (307)
Point-8 Point-7 Point-5

9,588 (1,940) 1,472 (114) 3,793 (521)
Number of Vehicles
Total (Trucks)
Figure 4.7.1 Number of Vehicles Counted at Cordon Line Freight Survey
4-18
4.7.2 Freight Movement Survey
A small-scale yet comprehensive freight survey was conducted to better understand the
magnitude of truck trips generated by different types of companies, the utilization of trucks
for different commodity types, and the actual movement of trucks in and around Bucharest.
This survey involved a series of detailed interview questionnaires carried out on-site at 100
companies (80 in Bucharest Municipality and 20 outside of Bucharest but within Ilfov) in
November and December 1998.
(1) Selection of Companies

There are a number of data sources providing lists of companies: commercial registration,
truck registration database at Traffic Police, truck operation license database at Ministry of
Transport, and company database complied by the Statistics Department. After much analysis,
it was concluded that the company database available from the Statistics Department was the
most useful and reliable. In the selection of the 100 companies, company data was initially
obtained from all companies ranked in the first 25 in terms of 1997 annual revenues by
economic sector. These company lists were compiled separately for Bucharest Municipality
and Ilfov.
The 19 economic sectors are as follows:
- Agriculture
- Forestry
- Fishing
- Mining
- Processing Industry
- Electrical Energy, Thermal Energy, Gas, and Water
- Construction
- Wholesale and Retail, Including Motor Vehicle Maintenance and Repair
- Hotels and Restaurants
- Transport and Warehousing
- Post and Telecommunications
- Financial Services and Banking
- Real Estate
- Public Administration
- Education
- Medical/Health
- Other Community, social, and Personal Service Activities
- Activities of Persons Employed within Households
- Activities of External Organizations
Data provided on each company included (1) ownership type, (2) social capital, (3) annual
1997 revenues as reported by the Treasury Department, (4) number of vehicles, (5) number of
salaried employees, (6) number of contract (i.e., non-salaried) employees, (7) company
address, telephone number, and fax number, and (7) economic activity division code. There
are five company ownership categories/1) state-owned, (2) mixed or combination of state
and private, (3) private, (4) cooperative, and (5) other.
The 100 companies were then chosen with respect to company economic activity division,
company size in terms of annual revenue, company ownership type, vehicle fleet size, and
4-19
geographical location such that a broad representation of companies that generate truck trips
would be selected. Many economic activity divisions were not represented in the selection of
companies because these divisions do not contain companies that generate a significant
number of truck trips.
Typical economic sectors that were considered less important for the freight survey in
Bucharest and Ilfov include forestry, fishing, hotels and restaurants, financial services and
banking, education, and medical/health care. The most significant economic activity sectors
for truck trips are processing industry, construction, and transport and warehousing.
(2) Questionnaire
Five different sets of questionnaires were used for the freight survey: 1) business entity
questionnaire, 2) commodity inflow questionnaire, 3) commodity outflow questionnaire, 4)
truck operation questionnaire, and 5) fleet operation questionnaire for transport companies.
Pilot tests of the questionnaires were conducted at a few companies prior to finalization of the
survey sheets.
1) Business Entity Questionnaire

The Purpose of this questionnaire is to obtain information on the profile of the business entity
chosen for the freight survey. This questionnaire included the following types of information:
- number of employees, acreage/hectarage of site, and facility floor space of all offices
- relationship between commodity flow and business transactions
- address, type, and scale of the facilities for commodity flow located at the sites apart from
the place where the current business entity is located
- general information on main products inbound and outbound in terms of percentage of
total tonnage
- locations of main origins and destinations of freight traffic attracted to and generated from
the office and percentages of these in terms of total inflow and outflow tonnage
- general information on the frequency of commodity flow
- general information on main transport modes used for commodity flow
- number of vehicles owned and number of vehicles surveyed
2) Commodity Inflow and Outflow Questionnaires

The Purpose of these questionnaires is to obtain information on the commodity flow handled
by the business entity chosen for the freight survey. These questionnaires included the
following types of information:
- type of commodity, tonnage

- address, facility type, company ownership type, and economic activity type (industry
type) of the facility(at both the origin and destination of commodity movements)
- transport mode at starting or arrival point and owner of transport means
- transshipment activities between origin and destination
- frequency of transport for each freight shipment
3) Truck Operation Questionnaire

The purpose of this questionnaire is to obtain information on the truck movements operated
by the business entity chosen for the freight survey. This questionnaire, completed by those
4-20
who actually operated the trucks or managed their operations, included the following types of
information:
- type of truck and maximum loading capacity
- address, facility type, company ownership type, and economic activity type (industry
type) of the facility at arrival places
- arrival and departure times
- types off commodities loaded and unloaded and their tonnage
- trip purpose to the destination
4) Fleet Operation Questionnaire for Transport Companies

The purpose of this questionnaire is to obtain additional information on the truck movements
of transport companies (i.e., commercial trucking companies) chosen for the freight survey.
This supplementary questionnaire included information on all regular routes operated by the
transport company, including origin, destination, frequency of truck trips, commodity tonnage,
and main commodity types.
4.7.3 Outline of Freight Survey Result

(1) Companies Interviewed
Although the survey was conducted at the selected 100 companies, answers from 98
companies had been collected and processed in a database by the end of January. The
industrial activities of the companies are shown in Table 4.7.4, and as shown twelve transport
companies answered. About 3,500 freight vehicles are owned by these companies in total,
while the number of heavy trucks and special trucks is over 2,000 or 57 percent of the total
number as shown in Table 4.7.5. The twelve transport companies possess 1,000 vehicles in
total.
Table 4.7.4 Business Activity of the Companies
No. of
Industrial sector answers (%)
Agriculture 1 1.0
Industry 45 45.9
Construction 15 15.3
Wholesales 4 4.1
Retail 7 7.1
Financial/Insurance 0 0.0
Transport/Comm. 12 12.2
Electricity/Water 1 1.0
Services 4 4.1
Public adm. 0 0.0
Others 9 9.2
Total 98 100.0
4-21
Table 4.7.5 Number of Trucks Owned by Surveyed Companies
Vehicle type No. of vehicles
Very light truck (less than 1.5t) 418
Light truck (1.5t-3.5t) 282
Medium truck (3.5t-10t) 724
Heavy truck (more than 10t) 1,009
Special vehicle 1,023
Total 3,456
(2) Typical Flow Pattern of Freight Trucks

A typical flow pattern of commodities in Romania is conceptually shown in Figure 4.7.2,
which also explains the relation between the flow of commodities and transport points.
Companies have the different role through this flow according to their activity by industrial
sector. An industrial company, for example, transports materials of its products to a factory,
and it needs to transport the products to a wholesale company, to a retail company or directly
to shops. On the other hand, a wholesale/retail company buys products made by the factory
and stocks them in its warehouse, and it sells and delivers the commodity to a retail company
or shops.
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Figure 4.7.2 Concept of Typical Commodity Flow
The typical flow diagrams of commodities by type of company activity obtained by the
survey are presented in the following pages.
The commodity flow for industrial companies is shown in figure 4.7.3. A truck leaves the
terminal first and carries commodities from a factory to the firm’s warehouse. This trip is
usually made by heavy trucks. On the other hand, light trucks transport the commodities from
the warehouse to retail companies or shops. The trucks makes a “going to and bank” trip, or a
round trip, between shops according to the amount and type of commodities which are being
4-22
carried. As shown in figure 4.7.4, trucks owned by a construction company have a travel
pattern very similar to those in an industrial company, although their trips are mostly “going
to and bank” trips. Long distance trips are covered by heavy trucks outside of the
Municipality of Bucharest, while light trucks cover inside of thee Municipality, as the
commodities are carried over a relatively short distance. The commodity flow for a wholesale
and retail company is displayed in figure 4.7.5, and that for a transport company is shown in
Figure 4.7.6. The commodity flow for a transport company is essentially a combination of the
trips which can be seen in the other type of companies.
5JQR
6TWEM
6GTOKPCN
5JQR
(CEVQT[
5JQR
9CTGJQWUG
5JQR
Figure 4.7.3 Flow Pattern of an Industrial Company
4-23
%QPUVTWEVKQP
(CEVQT[
5KVG
6TWEM
6GTOKPCN
%QPUVTWEVKQP
(CEVQT[
5KVG
+PFWUVTKCN %QPUVTWEVKQP
%QORCP[ 5KVG
9CTGJQWUG
+PFWUVTKCN %QPUVTWEVKQP
%QORCP[ 5KVG
Figure 4.7.4 Flow Pattern of a Construction Company
9CTGJQWUG
(CEVQT[ 6TWEM
6GTOKPCN
9CTGJQWUG
5JQR
9CTGJQWUG 9CTGJQWUG
5JQR
Figure 4.7.5 Flow Pattern of a Wholesale and Retail Company
4-24
(CEVQT[ 9CTGJQWUG
6TWEM
6GTOKPCN
5JQR 1VJGTU
Figure 4.7.6 Flow Pattern of a Transport Company
(3) Others
1) Operational Efficiency
Table 4.7.6 and Table 4.7.7 describe the operational efficiency of trucks based on the answers
obtained from the freight survey. The average number of vehicle trips range from 2.25 in the
agriculture sector to 4.8.6 in wholesale. Although the average distance per vehicle trip is
almost 300km, the average efficiency is less than 50%, meaning that trucks are empty for half
on the round trip.
Table 4.7.6 Operational Efficiency of Trucks by Sector
Total Kilometer- Average

No. vehicles No. of trips Average no. No. of kilometer- age without kilometer- Average
Activity surveyed surveyed of trips answers age load age by trip efficiency
Agriculture 4 9 2.25 4 323 141 80.8 43.7
Industry 374 1,275 3.41 311 87,549 38,192 281.5 43.6
Construction 188 632 3.36 158 17,873 8,285 113.1 46.4
Wholesale 69 335 4.86 67 13,728 6,394 204.9 46.6
Retail 38 121 3.18 33 7,057 3,226 213.8 45.7
Financial - - - - - - - -
Transport 157 537 3.42 135 129,129 58,833 956.5 45.6
Electricity 8 20 2.50 5 169 81 33.8 47.9
Service 65 257 3.95 63 9,024 3,821 143.2 42.3
Public - - - - - - - -
Others 42 119 2.83 38 8,977 4,417 236.2 49.2
Total 945 3,305 3.50 814 273,829 123,390 336.4 45.1
4-25
Table 4.7.7 Operational Efficiency of Trucks by Vehicle Type
Total Kilometer- Average

No. vehicles No. of trips Average no. No. of kilometer- age without kilometer- Average
Vehicle type surveyed surveyed of trips answers age load age by trip efficiency
Light truck 156 487 3.12 128 20,644 9,176 161.3 44.4
Medium truck 343 1336 3.90 288 63,622 30,733 220.9 48.3
Heavy truck 306 990 3.24 287 174,769 76,251 609.0 43.6
Special truck 102 309 3.03 76 9,389 4,652 123.5 49.5
Total 907 3122 3.44 779 268,424 120,812 344.6 45.0
4.7.4 Existing Freight Movement Problems
Consistent with city regulations, there is no wholesale company in the central area. Almost
all major wholesale and other large markets are located along the radial trunk road outside of
the inner ring road, such as Sos. Colentina and B-dul Iuliu Maniu, and some of them are
located in the northern part of the Study Area, outside the outer ring road.
These locations avoid the attraction of trip made by heavy trucks into the central area and
ensure quick access to national roads connecting to adjacent countries. However, the
excessive concentration of wholesale and other large markets will generate and attract lots of
heavy trucks according to the economic growth, so that the severe traffic congestion might
occur without consideration of appropriate road plan and truck terminal plan.
In addition, at present the truck movement is basically allowed to pass within the central area
of the Study area for only night time. This regulation does not cause the traffic congestion by
loading or unloading on streets during day time in the central area. Therefore, this regulation
should be continued hereafter.
4-26
5. Road Facilities and Road Traffic
5. Road Facilities And Road Traffic
In this chapter, the existing conditions of road facilities and road traffic are analyzed. At
first the outline of the interregional road network, which is mainly located outside the
study area, is briefly summarized to clarify the traffic situation of Bucharest in Romania.
Secondly the road conditions in the study area are studied to grasp the present situation and
identify the existing problems.
5.1 Inter-regional Road Network

5.1.1 Existing network
Romania is situated at a transit corridor between Central Europe and Eastern Europe and the
Middle East. In 1985 Romania joined the European Accord on Large International Transport
Roads, which was signed in Geneva in 1975. Following this, the major national roads in
Romania have become a part of the European road network. Namely, Constanta, facing the
Black Sea, is the entrance point from the Middle East to Central Europe via Budapest, the
capitalof Hungary. Giurgiu located about 50 km south of Bucharest, is also another entrance
from the Balkans as well as the Middle East to Moldova or Kiev of the Ukraine.
Bucharest is situated at the intersecting point of such international transport corridors as
Constanta – Bucharest – Brasof - Oradea – Budapest, Giurgiu – Bucharest – Kiev etc..
Figure 5.1.1 Nationwide Road Network
5-1
The Figure 5.1.1 shows the major interregional road network in the vicinity of Bucharest.
These roads are a part of the international road network mentioned above, linking Bucharest
with the surrounding cities such as Ploiesti, Buzau, Calarasi, Giurgiu, Pitesti etc..
For the major interregional roads outside of Bucharest, the competent authority is the Ministry
of Transport. The actual design, construction, and maintenance of interregional roads is
managed by the National Road Administration, a subordinate organization of the Ministry of
Transport, in the corresponding district of the project.
Table 5.1.1 shows the length and width of the interregional roads. All the roads are paved and
generally well maintained. Most of them are 4-lane roads.
Table 5.1.1 Major Interregional Roads

Length Width No of
Road No. Route
(km) (m) Lanes
DN1 Buc*Otopeni*Ploiesti 44.2 17 4
DN1A Buc*Buftea 7.2 9*11 2
DN2 Buc*Afumati (Urziceni) 9.4 16 4
DN3 Buc*Lehlie 58.2 9*11 2
DN4 Buc*Oltenita 58.8 9*11 2
DN5 Buc*Ad.Copaceni 12.9 17*19 4
DN6 Buc*Mihailesti 13.9 17*19 4
DN7 Buc*Titu 4.1 9*11 2
Autostrada Buc*Sfalsit 95.9 24*26 4
DN65B Autostrada*Pitesti 7.5 17*19 4
Source: Ministry of Transport
DN1A
DN1
DN7 DN2
Autostrada DN3
DN6
DN5
DN4
Figure 5.1.2 Interregional Road Network
5-2
5.1.2 Future Development
With regard to the priority international corridors in Europe, the Pan European Motorway
Network Plan was proposed as elaborated by an order of the European Commission for
Transportation. The Plan includes the following network;
- Berlin/Nurenberg – Praha – Budapest – Bucharest – Constanta – Istanbul – Athens
- Helsinki – Moscow - Kiev – Odessa – Bucharest - Istanbul
In accordance with this Plan, a nationwide motorway development plan was identified and
prepared by the Government of Romania. Bucharest will be linked with major cities in the
neighboring countries by expressways.
Based on the national motorway network development plan, the Ministry of Transport is
promoting the development of the Autostrada projects. The present status of the projects in
the vicinity of Bucharest is summarized in the Table 5.1.2 and Figure 5.1.3.
Table 5.1.2 Progress of Autostrada Projects

Autostrada Total Project Length Constr.Cost
No. Present status
Name Length Section (km) U$’000/km
Bucharest- D/D for
1 201 km Lehliu 50 4
Constanta Buc.-Fetesti
Centra
2 58 km Same as left 10 F/S
Bucharest Sud
Bucharest –
3 43 km Same as left 4 F/S
Giurgiu
Bucharest-
4 168 km Ploiesti 60 12 Pre-F/S
Brasof
Bucharest-
5 468 km Craiova 200 5 Under study
Timisoara
Bucharest-
6 463 km Buzau 120 4 Under study
Suceava
In addition to the above projects, the following road projects are on-going.
a. Reinforcement of DN1 for the section near Ploiesti.
- improvement of the pavement etc.. (almost completed)
b Improvement of DN1A for the section Bucharest - Ploiesti
- improvement of vertical and horizontal alignment (F/S approved)
c. Improvement of DN3 for the section Bucharest - Lehliu
- improvement of shoulders, draining system etc.. (F/S approved)
5-3
Figure 5.1.3 Autostrada Projects in the Vicinity of Bucharest
5.1.3 Interregional Traffic related to Bucharest

Interregional traffic characteristics can be obtained from the cordon line interview survey.
The Figure 5.1.4 and Figure 5.1.5 show the major OD (the highest 10 OD each) of the
interregional traffic. Although freight vehicles tend to have more long haul trips than
passenger cars, the main OD in terms of volume is almost the same for both vehicle types;
major trips are those between Bucharest and neighboring regions such as the Ploiesti-Brasof
area, the Pitesti-Craiova area, the Giurgiu area and Urziceni-Focsani area.
International traffic is not so large, only the freight traffic from/ to Turkey is prominent.
The freight traffic from/to Constanta is not large as well, -only about 180 vehicles per day.
The through traffic also is not large, -the OD with the largest volume is between the Urziceni-
Focsani area and the Pitesti-Craiova area for both freight and passenger vehicles.
As shown in Table 5.1.3, the most commonly transported commodities in terms of trip
frequency are construction materials (24%) and miscellaneous manufactured articles (11%).
If the five agricultural product categories are combined, this figure becomes the most
significant at 35%. Light trucks are used most frequently for transporting agricultural
products, while heavy trucks are used most frequently for transporting construction materials.
Long vehicles with trailers have a relatively high share of trips involving haulage of fuels and
miscellaneous manufactured articles.
5-4
Figure 5.1.4 Interregional Traffic Related to Bucharest (Truck OD)
Figure 5.1.5 Interregional Traffic Related to Bucharest (Passenger Car OD)
5-5
Table 5.1.3 Commodity Types of Interregional Freight Traffic
Commodity Type Truck Type Average
Light Truck Medium Truck Heavy Truck Long Vehicle
(1.51-3.5t) (3.51-10t) (>10t) (w/trailer)
Fresh fruits, vegetables 7% 5% 2% 3% 5%
Refrigerated and frozen foods 11% 8% 3% 5% 7%
Other processed foods 18% 10% 6% 8% 11%
Beverages 10% 5% 3% 8% 6%
Other agricultural products 6% 6% 6% 7% 6%
Metal products 6% 9% 7% 4% 7%
Construction materials 9% 24% 48% 17% 24%
Machinery, equipment 6% 5% 4% 5% 5%
Fuels 1% 5% 3% 11% 4%
Chemicals, chemical products 9% 7% 5% 8% 7%
Misc. manufactured articles 12% 10% 7% 18% 11%
Other 5% 8% 5% 6% 6%
Total 100% 100% 100% 100% 100%
Note: The percentage shows the trip frequencies
5.2 Outline of the Road Conditions in the Study Area

5.2.1 Network Pattern
The road network in Bucharest is basically formed by a radial and ring road pattern.
The major roads are the nine radial roads centering on the Piata Universitatii and the two half
ring roads located about 3 and 5 km respectively from the center. These major roads are
mainly more than 6 lanes with a width of 21 m or greater. In addition, an outer ring road with
2 lanes is located at the outskirts of the urban area of Bucharest City, and it is mainly used for
freight trucks at present.
Figure 5.2.1 shows the existing road network in the study area.
In the central area, the major streets are B-Dul Magheru / Nicolae Balcescu / Bratianu and
Calea Victoriei, running in the North-South direction. For the East-West direction, B-dul
Unirii and B-dul Regina Elisabeta / Carol I function as arterials.
As for the suburban and rural areas, there are roads connecting with the surrounding major
cities such as Ploiesti, Constanta, Giurgiu, and Pitesti. In addition to the major inter-city
highways, there is an expressway (so-called Autostrada). Based on the expressway
development plan, an autostrada was constructed between Bucharest and Pitesti, and a new
autostrada toward Constanta is now under construction.
5.2.2 Road Conditions and Intervals

The total road length in the city of Bucharest is approximately 1,900 km, of which 160 km is
trunk roads according to the Municipality. The total road area is about 21 square km, about
80% of which is paved with either asphalt, concrete or stone. Except for the major arterials,
the road surface is generally not in a satisfactory condition due to insufficient maintenance
work.
The interval or spacing of the trunk roads in the central area (inside the inner ring) is about 1
km for the E-W direction, and 2 to 3 km for the N-S direction. This indicates that the density
of trunk roads in the N-S direction is very low compared to the E-W direction. As for the
surrounding area, the interval becomes greater, -about 3 to 4km for both directions.
The interval of local streets generally ranges from 70m to 300m depending on the district and
direction.
5-6
Particularly in the winter season, congestion becomes heavier due to the slippery road surface
and the piles of snow along the roadside. These congested points are found particularly in the
N-S direction of the central area, where through traffic is usually mixed with local or district
traffic, since the interval or spacing of main roads is too large.
5.2.5 Organizations Responsible for Roads

The organizations responsible for the road network in the study area are the Municipality of
Bucharest and the Ministry of Transport. The former is responsible for roads inside the Outer
Ring Road, whereas the latter is responsible for roads outside the Outer Ring Road.
Network planning for the Municipality is undertaken by the Urbanization Department in
collaboration with the Urban Planning Center. The approval of the plan and its execution is
decided through discussions in the Traffic Committee of the Municipality. As for the actual
implementation and maintenance work, the Street Administration of the Municipality is
responsible.
With regard to the roads outside the Outer Ring, at the planning stage, the Ministry of
Transport is in charge. As for design, construction and maintenance, the National Road
Administration, which is a subordinate organization of the Ministry of Transport, is
responsible. The National Road Administration is composed of the district offices of
Bucharest, Sibiu, Brasov, Constanta and others.
Regarding traffic management, -planning is undertaken by the Urban Planning Center of the
Municipality, and implementation and maintenance are performed by the Street
Administration. The traffic police provide information and advise on the site.
Table 5.2.1 Organizations Responsible for Roads
Project Stage Inside of Outer Ring Outside of Outer Ring
Dept. of Urbanization
Road network planning Ministry of Transport
Urban Planning Center
National Road
Designing Urban Planning Center
Administration
National Road
Construction Street Administration
Administration
National Road
Maintenance Street Administration
Administration
5.2.6 Design Standard

Urban roads are classified into 4 categories according to the national standard (STAS10144/1-
80).
Category I is the most important arterial road with 6 lanes or more.
Category II is a secondary major road with 4 lanes.
Categories III and IV are collectors and minor service roads with one or two lanes. The
traffic intensity in the standard seems to be very low, perhaps because it was prescribed about
20 years ago.
Table 5.2.2 Design Standard by Road Classification
Width of Carriage Way Design Speed Traffic Intensity
Category No. of Lanes
(m) (km/hr.) (pcu / day)
I Arterial 6 21.0 60 More than 6,000
II Semi-arterial 4 14.0 50-60 3,000-6,000
III Collector 2 6.0-7.0 40-50 300-3,000
IV Local Service 1 3.0-3.5 25 Less than 300
Note: Design speeds are those for flat area.
Source: National standard STAS 10144/1-80
5-8
Based on the above classification, the standards for design elements such as maximum
gradient, visible distance, lane width etc. are set forth in the national standard (STAS
10144/3-81).
The cross sections of each category of roads in the urban area are shown as a design standard
in the STAS 10144/1-80. The typical cross sections for Category I and II are as depicted in
Figure.5.2.2. The width of each traffic lane is set up as 3.5 m for Category I and II, and 3.0 to
3.5m for Category III and IV .
¸Ë¼¾ÆÉÐw
1>5 2.0 21.0 2.0 1>5
¸Ë¼¾ÆÉÐw
1>4 1.5 14.0 1.5 1>
Figure 5.2.2 Typical Cross Section
5.3 Road Network Characteristics in the Study Area

5.3.1 Road Length and Area
The total road length in the city of Bucharest is about 1,940 km as of 1998 as shown in Table
5.3.1. Although road length by road category is not available, the road length by surface type
is shown.
Table 5.3.1 Road Length and Area in Bucharest
Total Road Total Road
Surface Type
Length (km) Area (km2)
Asphalt 634 8.42
Concrete 241 2.64
Macadam 318 2.13
River Stone 281 3.27
Other Pavement 3 0.1
Sub-total 1477 16.56
Ballast 390 3.33
Clay 77 0.76
Total 1944 20.65
Source: Municipality of Bucharest
According to the above table, the pavement ratio in terms of road length is 76% for the whole
city. The main roads are mostly paved with asphalt or concrete, while the minor local streets
in residential areas are not always paved even with stone.
5-9
Table 5.3.2 presents a comparison of road densities, (the road length per unit area) among a
number of major cities in the world. The road density of Bucharest seems to be at a low level
when compared to other European cities.
Taking the road area ratio (the road area per unit area), the indicator in Bucharest becomes
almost the same level as Vienna or Tokyo. This implies that the width of each road is
comparatively wide but that the density of the road network as a whole is not sufficient.
The road density data by Sector in Bucharest are also available. As shown in Table 5.3.3, the
road density of Sector 6 is extremely low, -less than half of the average for the whole city.
Even in the case that the area of urban use is taken instead of the total area, the same results
are obtained. Sector 6 is less developed in terms of the density of paved roads as well.
On the other hand, the districts with relatively high road densities are Sector 4 in terms of the
total road length and Sector 2 in terms of the paved road length.
Table 5.3.2 Comparison of Road Density, 1997

City Rd.Length Total area Urban area Rd.Density Rd.Density
km km2 km2 to T otal A to Urban A
Paris 1,601 105 95 15.2 16.9
Madrid 3,215 607 - 5.3 -
Brusel 2,068 162 103 12.8 20.1
Vienna 2,776 415 134 6.7 20.7
Istanbul 5,013 5,220 1,950 1.0 2.6
Berlin 5,192 891 271 5.8 19.2
Munik 5,283 - 311 - 17.0
New York 10,079 833 645 12.1 15.6
Tokyo 23,224 2,187 1,075 10.6 21.6
Bucharest 1,944 228 219 8.5 8.9
Note: (1) T otal area is the total city planning area.
(2) Urban area is the total city planning area excluding water,forest, etc..
Source: Major city of the World 1997
Table 5.3.3 Road Density by Sector of Bucharest
Sector
Indicators 1 2 3 4 5 6 Total
Road Paved (km) 395 261 268 252 195 106 1477
Length Unpaved (km) 45 34 41 313 0 34 467
(km) Total (km) 440 295 309 565 195 140 1944
Area of Sector (km2) 68 30 33 32 28 37 228
Road Density (km/km2) 6.47 9.83 9.36 17.66 6.96 3.78 8.53
Paved Rd Density (km/km2) 5.81 8.70 8.12 7.88 6.96 2.86 6.48
Source : Municipality of Bucharest
5-10
5.3.2 Characteristics of Major Roads
(1) B-dul Magheru / Balcescu / Bratianu / Cantemir
This is the busiest street in Bucharest, connecting Pta.Victoriei, Pta.Romana and Pta.Unirii in
the N-S direction. Shops, hotels, theaters, etc., line both sides of the street. A university and
the city's largest shopping center are also located in the central area along this road. The
number of traffic lanes varies from 6 to 8 depending on the section.
(2) Calea Victoriei

Calea Victoriei is the major street running parallel with B-dul Magheru / Balcescu, connecting
Pta.Victoriei and Pta.Universitatii.
Historically valuable buildings, hotels and boutiques, etc., are located on both sides of the
street. The central area along the street is the financial center of Bucharest. The street is one
way from North to South.
(3) Regina Elisabeta / Carol I / Protopopescu / Iancului

The main street in the E-W direction, connecting the Cotroceni area, city center and a
residential area at Iancului. Many small shops and services are located along the street in
addition to the Municipality office and University in the central area. The road is one way
west of Calea Victoriei.
(4) B-dul Unirii

B-dul Unirii is a wide E-W street constructed in the Ceausescu era as a symbolic road,
connecting the Parliament House, Pta.Unirii and Pta.Alba Iulia. Tall and modern buildings as
well as half-constructed apartment buildings which line both sides of the street, and
Government offices such as ministries which are also located near the Parliament house.
(5) Stefan Cel Mare / Mihai Bravu

These streets consist of Inner Ring Road which is located at about 2.5 km ~ 3 km from
Pta.Unirii. Along the roadside are mainly building complexes composed of small shops,
restaurants and services for daily life and residences. The number of lanes is six excluding the
tram lines located in the center of the road.
(6) Sos. Kiseleff

This road connects the north area of the Metropolitan region including Otopeni airport with
Pta.Victoriei, the entrance point to the center. Along the street is a high income residential
area.
The road is one way from north to south.
(7) B-dul Iuliu Maniu

This arterial stretches from Cotoroceni area to the Militari residential area in the west and
further links with the Autostrada to Pitesti. The road sides are mainly occupied by high rise
apartment buildings. The number of lanes is six.
5-11
(8) Splaiul Independentei
There is a river called Dambovita dividing the city into a north part and a south part. This
road is a pair of one way streets along both sides of the Dambovita. Each one-way street has 3
lanes.
5.3.3 Road Width

Road width generally varies by road section, ranging from 7m to 68 m. The widest roads are
B-dul Aviatorilor, B-dul Theodor Pallady and B-dul Camil Ressu. In addition to the 6 lane
carriage way and wide sidewalks, either tram lines or wide green belts are provided for these
roads. And for some sections, local service roads are provided at the sides of the main
carriageways.
On the other hand, there are many narrow roads, where sometimes sidewalks are not provided.
As long as these narrow streets are used as local residential roads, no problems arise.
However, some small roads are used as trunk roads with high volumes of through traffic. For
example, Str.Buzesti, which connects Pta Victoriei with Str.Stirbei Voda and Eroilor, is a
narrow street and serves exclusively for tram tracks without providing carriage way for the
section between Calea Grivitei and Stirbei Voda. Nevertheless, it is used by through vehicular
traffic due to the lack of an alternative route.
The lane width is generally 3.5 m per lane in the case of trunk roads. The number of lanes is
generally more than 4 lanes for the arterial and semi-arterial roads, most of which are two-
way. The one-way system is applied to the following main roads; Calea Victoriei,
Sos.P.D.Kiseleff, B-dul Regina Elisabeta, etc. The number of lanes for the main roads is
shown in Figure.5.3.1.
Another point to be noted regarding the number of lanes is that they are not continuous over
the whole stretch of road. In the case of radial roads, the number of lanes normally does not
change or diminish with respect to the distance from the center, corresponding to the traffic
volume. Rather, the number of lanes changes irrespective of traffic intensity, sometimes
increasing and/or decreasing suddenly. This situation is not desirable from the viewpoint of
improving traffic flow.
5-12
Road, and the other seven are located either on the Inner Ring Road or in the city center. Most
of them are grade separated by having an underpass on the main road with the heavier traffic
volume.
- Unirii : underpass: B-dul Unirii / B-dul Cantemir
- Muncii : underpass: Mihai Bravu / Calarasi
- Obor : underpass: Mihai Bravu / Colentina
- Pta.Victoriei : underpass: Nicolae Titulescu / Victoriei
- Giulesti : interchange: Crangasi / Giulesti
- Lujerului : underpass: Iuliu Maniu / Lujerului
- Mircea Voda : underpass without access: Mircea Voda / Marasesti
(2) Rotary Intersections

There are also many rotary intersections. In most cases, there are multi-legged intersections,
with 5 legs or more. Although traffic management becomes difficult when the traffic volumes
increase, most intersections have been saved from a serious condition through several
improvement measures, such as constructing an underpass or direct passage of a major
crossing road and reducing the inflow by applying a one-way system. The major rotary
intersections are Pta.Unirii, Obor, Mihai Bravu/ Burebista, Pantelimon / Iancului, Pantelimon
/ Basarabia, Pta.Charles De Gaules, Pta.Presei Libere and Pta. George Cosbuc.
(3) Congested Intersections

The following intersections are relatively congested, and their locations are shown in Figure
5.3.2.
1) Pta.Universitatii
In addition to the fact that various urban functions are concentrated near the intersection, two
major arterial roads cross at this point; therefore, traffic volumes on the two roads are heavy.
2) Mihai Bravu / Ferdinand I

Both roads have heavy vehicular traffic volumes as well as tramlines and trolley buses.
Particularly, the traffic from Mihai Bravu in the north eastbound to Ferdinand I and the
opposite direction is extremely heavy. Since the route no. 1 tramline turns from Mihai Bravu
to Ferdinand I at this intersection, the turning movement of tramcars and the movement of
vehicles cross each other. This crossing serves as a congestion point.
3) Mihalache / Turda
The road width is narrow for both roads. In addition to tram lines running on both roads, the
traffic volumes are considerably high. Although left turns are prohibited at the intersection,
traffic congestion is quite serious.
4) Razoare / Drumul Taberei

This intersection has 5 legs, and traffic volumes are rather heavy on all the roads. The
tramlines run from/to B-dul Timisoara to/from Str. Progresului. The movement of vehicles
from Timisoara or Drumul Taberei to Razoare crosses with the tram car movement. Heavy
vehicle traffic and the design of this crossing are the causes of the congestion.
5-14
5.3.5 Road Maintenance
The maintenance work of the roads inside the Outer Ring Road is undertaken by the Street
Administration of the Municipality. The sectorial administration office, responsible for each
sector of Bucharest, is in charge of the actual maintenance work under the supervision of the
Street Administration. The Street Administration is responsible not only for road maintenance
but also for all the related facilities such as installation of traffic signs, signals, street lamps
and provision of parking spaces on the roadside etc.. Due to the shortage of financial
resources, road maintenance is not sufficiently carried out. Even for arterial roads, road
surfaces are heavily damaged and many holes and cracks can be found particularly on the
Inner Ring Road, and the main radial roads outside the Inner Ring Road mainly caused by
heavy vehicles. The lane markings and zebra crossings are not clear, -almost invisible, or
non- existent. Heavy vehicles are often overloaded, however, there is no system to check
overweight at present. The traffic police, who are regarded as the responsible organization,
check only the permit of the trucks required for entering the central area.
5.4 Existing Road Traffic

5.4.1 Daily Traffic Volumes
(1) Traffic Inflow to the Center
The existing traffic volumes on major roads can be roughly gauged from the traffic surveys
such as Cordon Line Survey and Screen Line Survey conducted in November 1998.
The Figure 5.4.1 shows the daily traffic inflow to the city center from the outside.
At the Outer Ring Road, the total amount of vehicle inflow from the outside of Bucharest is
found to be about 61,000 veh./day. Particularly large inflows are observed at Sos.Bucuresti-
Proiesti, Sos.Colentina and B-dul Iuliu Maniu. The high traffic volumes can be explained by
two factors; One is that these roads are connected to major radial roads, National Road No.1,
No.2 and the Autostrada for Pitesti respectively. The other is that urbanization is expanding
toward the North, Northeast and West. The latter factor seems to be more important, since the
composition rate of passenger cars is very high, representing nearly 90 % of the total traffic.
At the Inner Ring Road, the total amount of traffic inflow from the outside increases to about
250,000 veh./day, which is more than 4 times the traffic volume at the Outer Ring Road. This
fact indicates that although the expansion of the urbanized area is proceeding toward the
outside of the Outer Ring Road, most of the densely populated area still remains inside the
Outer Ring Road, namely within approximately 8 km radius from the city center.
The traffic volumes of the major roads at the Inner Ring Road are not so different from these
obtained at the Outer Ring Road. Namely, the daily traffic inflow ranges from 15,000 vehicles
to 25,000 vehicles.
5-16
The Table 5.4.1 shows the comparison of the traffic inflows by direction between those at the
Outer Ring and the Inner Ring. In general, both the traffic inflows by direction do not seem to
be proportional. The following reasons can be pointed out.
1) The main portion of the traffic at the Inner Ring Road originates from the densely
populated area located between the two ring roads.
2) The Inner Ring Road is functioning for dispersing the traffic inflows from the outside
areas.
3) There are several sub-centers around the Inner Ring Road such as Pta.Obor, Presei Libre,
Pta.Victorie and Pta.Sudlui etc., absorbing some traffic inflow from the outside and
generating other traffic in different directions.
Table 5.4.1 Comparison of Traffic Inflows to the City Center

Traffic Inflow Traffic Inflow
Direction from
At Outer Ring Road At Inner Ring Road Remarks
City Center
(veh/day) (veh/day)
North 13,000 50,000 Some traffic are mixed
Northwest 10,000 12,000 At the Inner Ring
West 9,000 51,000
-ditto-
Southwest 4,000 28,000
South 6,000 21,000
-ditto-
Southeast 3,000 22,000
East 4,000 45,000
-ditto-
Northeast 12,000 21,000
TOTAL 61,000 250,000
Note: 1) The traffic volume at the Inner Ring Road includes those estimated by using the results of traffic assignment
2) Calea Grivitei is disconnected due to the construction work for metro.
(2) Distribution of Traffic crossing Dambovita

The Dambovita River is running through the city center from the northwest to the southeast,
dividing the built up area of Bucharest into two regions. Therefore, the traffic volume
crossing the Dambovita shows one of the typical characteristics of traffic flow inside the built
up area.
The Figure 5.4.2 shows the daily traffic volume counted at each crossing point over the
Dambovita based on the screen line survey. From the traffic count, the following findings can
be pointed out.
1) The total traffic volume crossing the Dambovita river is found to be approximately
500,000 vehicles per day for the total of both directions. This traffic volume makes up
about 40% of the total vehicle trips generated in the study area.
2) The most prominent feature of the traffic crossing over the Dambovita is the extremely
high concentration of traffic to Pta.Unirii, located at the center of the city. It
accommodates more than three times as much traffic as any other crossing point. In fact,
the number of vehicles observed at Piata Unirii (143,000 veh/day) represents nearly 30%
of the total traffic volume crossing the river.
This fact implies that main streets are concentrated at Pta.Unirri but there are no other
broad crossing streets with sufficient capacity in the central area.
3) Another feature is the high share of passenger cars to the total traffic volume. The
composition rate of passenger cars is found to be 93 % of the total volume crossing the
river.
It tends to be lower in accordance with the distance from the city center, it occupies 97%
at Pta.Unirii, while only about 60% at the Outer Ring Road.
4) There is a general trend of a morning peak period (07:30-08:30) in the northbound
direction and a corresponding afternoon peak period (15:30-16:30) in the southbound
5-18
direction. This indicates that there are more work places located at the northern side of
the Dambovita than the southern side.
5.4.2 Traffic Characteristics

(1) Peak Hour Traffic Volume
The peak hour varies depending on the location and the type of road. Table5.4.2 shows the
total peak hour traffic volumes observed on the main radial roads at the crossing points with
the Inner Ring Road and the Outer Ring Road.
In case of inflow to the city center, the peak hour traffic is observed in the morning, whereas
for the outflow, the peak is found in the evening at both the ring roads. It is also noted that the
peak time at the Inner Ring is one hour earlier than that at the Outer Ring in the inflow case,
and that the latter is two hours earlier than the former in the outflow case. This is because the
composition rate of freight vehicles is relatively high at the Outer Ring, and their movement
has a peak at the corresponding time.
As for the peak hour ratio to the daily traffic volume, there is not much difference between the
two ring road observation points, ranging from 7% to 9%.
Table 5.4.2 Peak Hour Traffic

Main Radial Roads Main Radial Roads
Observed at Inner Ring Observed at Outer Ring
Type of Traffic
Traffic Peak Traffic Peak
Volume Hour Volume Hour
Peak Hour Traffic
(vehicles / hr.) 12,700 8:00 a.m. 4,700 9:00a.m.
Total Traffic
Daily Traffic * *
Inflow
(vehicles / day) 156,000 9:00 a.m. 61,000 10:00a.m.
To Center
Peak Ratio
(%) 8.1 7.7
Peak Hour Traffic
(vehicles / hr.) 10,800 17:00 5,400 15:00
Total Traffic
Outflow
Daily Traffic * *
(vehicles / day) 146,000 18:00 61,000 16:00
From Center
Peak Ratio
(%) 7.4 8.8
Note: The traffic volume is calculated from the cordon line survey results.
5-19
(2) Vehicle Composition
Vehicle composition of main roads differs by location, particularly between the roads inside
and the roads outside the Inner Ring Road. The reason is the traffic zone system for freight
vehicles, which restricts trucks from entering the area inside the Inner Ring Road without a
specific permit.
The Figure 5.4.4 shows the comparison of vehicle compositions at just inside the Inner Ring
Road and at the Outer Ring Road. Passenger cars make up about 95% of the total traffic
volume in the case of inside the Inner Ring, while they decrease to 84% in the case of the
Outer Ring Road.
For freight vehicles, on the other hand, the composition rate is only 2% in the case of inside
the Inner Ring, and occupies 14% at the Outer Ring.
Inside the Inner Ring Road At the Outer Ring Road

| | |
|
|
|
¸É «ÉÌºÂ ÌÊ ¸É «ÉÌºÂ ÌÊ
Figure 5.4.4 Comparison of Vehicle Composition
(3) Travel Speed

In general, the average speeds within the Inner Ring Road are, on average, 8-10 kph lower
than the average speeds outside the Inner Ring Road as shown in Figure 5.4.5. The afternoon
speeds are the lowest, with an average of 24.4 kph within the Inner Ring Road and 32.3 kph
outside the Inner Ring Road, reflecting lower speeds in the central area. The overall average
speed for all survey time periods consisting of morning, noon and evening peak hours and for
the full lengths of the routes combined was determined to be 32.6 kph (compared to 27.6 kph
within the Inner Ring Road and 36.1 kph outside the Inner Ring Road).
5-21
Inner Ring Road Outer Ring Road
| | |
|
|
|
| |
Red Traffic Light or Policeman’s Signal

Congestion
Pedestrian Crossing the Road
Other
Figure 5.4.6 Delay Duration by Reason
5.5 Parking Conditions

5.5.1 General
The parking problem in Bucharest should be analyzed from two aspects: one is the lack of
parking facilities in the central area combined with the densely populated residential area and
the other is on-street parking, which reduces effective traffic capacity and sometimes can
serve as an obstacle for the passage of vehicles and pedestrians.
Because of the shortage of parking facilities, regulations regarding on-street parking are not
strict in Bucharest. Generally parking is not prohibited along most streets except for sections
designated as "No Parking" or "No Stopping". Further, parking on the sidewalk is not illegal
unless the vehicle blocks the entire width.
There are road side parking spaces organized (identified) by either one of the following: the
Road Administration, the Sectorial Administration Office or private companies. In addition,
there are off street parking spaces including underground facilities mainly operated by private
companies.
5.5.2 Parking Survey

In order to find the on-street parking conditions, a parking survey was carried out during the
period from mid-October to the end of November, 1998. The main purpose of the survey was
to estimate the approximate parking demand in the central area. The survey area is the central
area illustrated in Figure 5.5.1. The survey was made by simply counting the total number of
parked cars on the street during the hours 9:30-11:30 and 17:00 -18:30. Since business and
commercial facilities are concentrated in this area, the morning survey period time may be
regarded as the peak parking time.
5-23
high-demand spots scattered outside the central area, such as Obor, Gare de Nord and Drumul
Taberei. According to reports from the two companies, the total number of roadside parking
spaces is 675 and 391 respectively. By comparing these figures with those in Table 5.5.2, the
share of Dalli's parking spaces can be obtained. In Zone 1, Dalli's share is about one third of
the total.
Table 5.5.2 Parking Spaces Managed by Two Main Companies
Type of Other
Company Zone 1 Zone 2 Zone 3 Zone 4 Total
Facility Area
On Street 594 48 110 30 593 1,375
Dalli Off Street 343 286 65 45 344 1,083
Total 937 334 175 75 937 2,458
On Street - - - - 391 391
PS Off Street - - - - 278 278
Total - - - - 669 669
On Street 594 48 110 30 984 1,766
Total Off Street 343 286 65 45 622 1,361
Total 937 334 175 75 1,606 3,127
Source: Dalli and PS
Parking spaces managed by the two companies are normally charged on an hourly, daily or
monthly basis. Table 5.5.3 presents the operator interview results of off-street parking
facilities located in the control area. The largest parking facility in the table is the one located
underground below B-dul Bratianu and operated by a private company, Ciclop. The
occupancy rate is considerably high for all of the facilities, particularly since they are almost
full at capacity during the daytime. According to the report from the Municipality, the average
occupancy rate in October 1998 was 79.8 %. The past record shows an increasing tendency of
occupancy.
Table 5.5.3 Off-Street Parking Facilities
Parking Company Parking Occupancy Rate
Location
Capacity Name Charge Peak Hr. Off Peak Average
2300 lei/h
120%
Balcescu 55 Dalli 320,000 30-40% 80%
(11:30-14:00)
lei/month
Balcescu 60 Intercontinental Only Guests - - 60%
Balcescu 20 Theater - - - 50%
2300 lei/h
Independen 110%
70 Dalli 320,000 - 70%
tei /Peco (8:00-15:00)
lei/month
Calea
50 Hilton Hotel Only Guests - - 40%
Victoriei
180,000/m
Under-
(person) -
Ground of 1,300 Ciclop - 90%
200,000/m
Bratianu
(company)
20,000/day
Under- 150,000/m
Ground of 1,000 PS (person) - - 95%
Obor 200,000/m
(company)
Source: Study Team
The other on-street parking spaces are arranged by either the Road Administration or
Sectorial Administration Office.
The number of parking spaces arranged by the Road Administration is not available. Those
arranged by the Sectorial Administration Office are usually approved and registered by the
Office as for residential use.
5-26
The survey results include all types of roadside parking. Therefore, the difference between the
arranged parking spaces in Table 5.5.1 and the total on-street spaces of the private companies
in the corresponding areas is theoretically considered to be the spaces identified by either the
Road Administration or the Sectorial Administration Office. However, the number of actual
parked vehicles at the companies' spaces seems to exceed the "capacity" which is reported by
the company, sometimes nearly double. The reason may be that more than 50% of the
collected parking fees should be paid to the Municipality. Therefore, the parking spaces of the
Road Administration and Sectorial Office should be somewhat less than the difference stated
above.
The parking fee charged by the Sectorial Office is 5,000 lei per month as of Nov.1998. The
collected fee is exclusively spent for the management of the Sectorial Office. On the other
hand, the parking space identified by the Road Administration is not charged at present.
5.5.4 Parking Restrictions

For certain road sections, car parking is prohibited. There are two types of noticeboards for
the prohibition: one is "No parking" and the other is "No stopping". Both notices are valid for
the road section within 50 m (before and after) of the board. These boards are mainly installed
in areas near special buildings such as hotels, hospitals or certain public use facilities on
arterial streets. Installation of the board is made by the Road Administration based on the
conditions of the road and the surrounding building use.
The supply of parking facilities is not sufficient; therefore, strict policies regarding on-street
parking cannot be reasonably applied in Bucharest.
Generally, roadside parking is not illegal except for the above situation. Therefore, when cars
are parked on both sides of a street, two-way traffic becomes extremely difficult if the street is
not wide enough. Even in the case of illegal parking, the fine is only 15,000 lei as of
November 1998. Because this fine is relatively low, illegal parking was often observed while
undertaking the parking survey mentioned above.
5.6 Traffic Management Sysytem

5.6.1 Traffic Signal
During the years from 1995 to the present, the development of traffic signals in Bucharest has
progressed remarkably; the number of traffic signals has doubled, some vehicle detectors
have been installed, and radio control was started at six intersections.
At present, there are 240 signalized intersections, of which about 70 % are equipped with
French-made controllers, and are capable of adjusting the signal phases automatically by
computer aid.
However, the cycle time and the signal phase are fixed at all intersections. The cycle time
varies from 60 seconds to 110 seconds depending on the characteristics of each intersection.
The signals are working for 24 hours at 30 major intersections, while the others are fixed as a
yellow light during the night time from 23:30 to 05:30.
The cycle time is to be changed to 90 seconds at maximum, since long waiting times irritate
drivers and sometimes make them misunderstand that the signal is out of order. A detailed
study on the improvement of signal phases at each intersection should be undertaken, but
there has been no progress at present due to a shortage of manpower and funds.
According to the Road Administration of the Municipality of Bucharest, even for the
intersections with detectors (except for Militari), the installation does not seem to be effective,
since the vehicles are continuously detected with high traffic volumes.
5-27
Synchronization is also possible for the above French-made signals. According to the Road
Administration, coordinated signal times were implemented along the Inner Ring Road for the
Stefan Cel Mare section (Dorobanti – Str. Polona); however, this measure was suspended
with the introduction of a one-way system.
The total number of intersections to be signalized is 400; therefore, signal installation is
required at the remaining 160 intersections. The installation of detectors is also required,
particularly to control incoming traffic to the center in the morning peak during weekdays,
and outgoing traffic on Sundays. However, these plans are now pending due to a shortage of
funds.
The Figure 5.6.1 shows the signalized intersections in Bucharest.
Figure 5.6.1 Signalized Intersections
5.6.2 One-Way System

The one-way system was introduced to increase the effective traffic capacity of roads in the
central area, where roadside parking has prevented the traffic from smoothly flowing and
sometimes even vehicle passing movements. Among several alternative plans, the present one
was adopted by the Traffic Committee. Most of the one-way modifications have been carried
out based on the original plan, but the rest are still under consideration. The present one-way
system is illustrated in Figure 5.6.2.
The one-way system in Bucharest is generally unbalanced. For example, Regina Elisabeta is
an arterial street in the E-W direction. This street has been changed to one way from the east
to west, whereas the neighboring one way street in the opposite direction is Lipscani, which is
a small local street and its length is too short to function as a pair road. The one-way pair for
the N-S direction in the central area is also unbalanced in terms of the number of lanes; the
number of northbound lanes seems to be low, and the traffic survey results at the screenline
5-28
demonstrate that the northbound traffic volume is higher than the southbound traffic volume
at the center.
Figure 5.6.2 One-Way System
With regard to bus lanes, they have been introduced on only a short stretch of a few roads
because of the insufficient number of vehicle lanes. The main roads, with exclusive bus lanes,
are B-dul Regina Elisabeta and B-dul Dacia, where the one-way system has been adopted.
Only buses and trolley buses can use the lane, which is for the opposite direction of the
designated one way direction. (i.e., contraflow lane)
Table 5.6.1 Trolley Bus and Bus Lanes

Road Name Bus or trolley Section Length(m)
Regina Elisabeta Bus and Trolley Kogalniceanu– Academiei 1050
Dacia Bus and trolley Dorobantilor- Icoanei 150
Iancu Cavaler de Flondor Trolley Ferdinand I- 150
Unirii Bus Pta.Unirii- Mircea Voda 600
Source : Municipality of Bucharest
5.6.3 Other Traffic Management System

(1) Restrictions for Heavy Vehicles
At present a restriction system for heavy vehicles is practiced in Bucharest. Vehicles
exceeding 5 tons are not allowed to enter into the area within the inner ring road without a
permit. The main reasons for this restriction are low truck speeds and the public nuisance
such as air pollution of the heavy vehicles.
5-29
to make a rotary type traffic flow at some intersections, even in case that the intersection is
not a rotary type.
Accordingly, the intersections, where the left turn prohibitions are applied, would have the
following conditions.
- The traffic volume is considerably heavy for both the streets.
- The intersection is not a rotary type.
- The road width is too narrow to install a left-turn lane.
The major intersections with left turn prohibition are the intersection of B-dul Dacia with
Calea Victoriei, the intersection of B-dul Ion Mihalache with Str.Turda.
5.7 Existing Problems

(1) Road Network
The problems of the road network in the study area are mainly explained by the following
three factors;
One is that the road network in Bucharest has not been properly developed as a whole.
Historically it seems to have been expanded by district, therefore, the road network is often
discontinuous in terms of road width and functions. For instance, a broad street in a certain
district used as a trunk road suddenly changes to a narrow local street in the next district. It is
also explained by many T type junctions of arterial roads. The sudden change of width affects
the pedestrian sidewalk conditions as well.
The second reason is that the network development could not adequately follow up the
urbanization progress due to the shortage of financial resources. Accordingly the arterial road
network including the ring roads is still incomplete, partly caused by physical difficulties such
as railway lines. In some densely populated residential zones, the road network has not been
sufficiently developed. Hence, the road density is still at a low level compared to other
European cities.
The third reason is that a part of the network has been destroyed by redevelopment in the
Ceausescu era. By constructing gigantic buildings in the central area, several major roads
have vanished. In addition, the large buildings standing continuously along the B-dul Unirii
block the traffic in the north – south direction.
(2) Traffic Management

Traffic congestion is mainly found at major intersection areas. Although it is partly caused by
the network structure whereby major roads converge onto those intersections such as Pta.
Unirii, Obor, Victoriei etc., but it is also caused by inadequate traffic management regarding
road use. This problem consists of the following two factors;
The most fundamental factor is the lack of a traffic management strategy for how to use the
limited road space effectively. For instance, on-street parking is a serious problem particularly
in the central area. Wherever possible, vehicles are parked irrespective of the roles the
corresponding road has to play from the network viewpoint. The priority of the road users,
either public transport or ordinary traffic or pedestrians should be different depending on the
location and the type of the road. Based on the strategy for road use, various traffic
management measures such as parking restriction, the revision of one way system, the
improvement of intersections including the change of traffic signal control, the provision of
more pedestrian spaces etc. should be applied.
Another factor is the shortage of traffic management related facilities; For instance, there are
many non-signalized intersections causing traffic disorders. As for the signalized intersections,
the traffic signals can not change the signal phases in accordance with the traffic variation
5-31
because of old controllers and lack of detectors. The shortage of parking facilities is also
reducing the possibility or effectiveness of the traffic management measures.
(3) Institutional and Legal Framework

1) Financial problem
Due to the shortage of financial resources, the investment in road development is limited. For
the inter-city roads, a special road fund mainly derived from fuel tax has been approved in
1998. However, there are no special sources for developing urban streets. The budget for the
road maintenance is also insufficient.
An additional financial resource should be considered ; for example, the vehicles parked at
the road side can be charged for developing new parking spaces etc..
2) Coordination among organizations

As for the Municipality, the traffic committee function for coordination of the various
sections related to urban transport. However, coordination between the Municipality and the
Ministries seems to be insufficient, particularly, the coordination with the Ministry of
Transport is important in various aspects such as road network planning, construction, and
maintenance work.
3) Traffic enforcement
The enforcement of traffic regulation by traffic police is not very strict in Bucharest. The
violation of traffic laws is frequent; e.g. driving of private cars on the exclusive bus lanes or
on one way streets in the opposite direction, and illegal parking. The fine for illegal parking
also seems to be very low, only 15,000 lei as of November 1998, which is lower than the
parking charge per day. Institutional arrangements for reducing illegal traffic activities should
be considered.
5-32
6. Public Transport
6. Public Transport
In this chapter, the existing conditions of public transport traffic, facilities, operation and
management are analyzed. At first the outline of the public transport system is briefly
summarized to clarify the public transport situation in Bucharest City and its Metropolitan
area. Then analyses were made by mode, namely, metro, tram, trolley bus, bus, maxi-taxi,
railway, air transport. Also inter-modal facilities and transferring system were analyzed
because of their importance for the public transport system as a whole. Existing conditions
of an institutional and administrative nature were also analyzed by mode. Finally based on
these analyses, the problems were identified.
6.1 Outline of Public Transport System

6.1.1 Composition of Public Transport
Public transport within the urban area of Bucharest is provided by four major mass transit
modes: metro, tram, trolley bus and bus. The bus services include a small number of express
lines. These modes are supplemented by maxi-taxis, which are minibuses running on fixed
routes, and ordinary taxis. While there are several above ground railway stations within the
urban area, in practice they are not used to any significant extent for urban transport.
Urban public transport in Romania is generally under the responsibility of local government.
Thus, in Bucharest the responsibility for the surface modes of public transport lies with the
Municipality, which has in turn devolved the responsibility to the principal public transport
operator, RATB. However, the Bucharest metro is the responsibility of an enterprise of the
Ministry of Transport called Metrorex.
Compared with other public transport modes, recently the decrease of metro passengers is
outstanding. Also the number of surface public transport passengers showed the tendency to
decrease, when statistical adjustment for exclusion of data discrepancy is taken into account.
In the first half of 1998, 388.7 million passenger journeys were estimated by RATB to have
been made by RATB services. This figure is based on ticket sales and therefore excludes fare
evaders, estimated by CIE Consult to be up to 25 percent. Holders of one-line season tickets
were estimated to make 50 journeys per month, holders of two line season tickets 100
journeys and holders of all line season tickets 150 journeys. Out of the total of 388.7 million
journeys, 159 million (or 41 percent) were estimated to have been made by holders of free
passes. Holders of full fare season tickets were estimated to have made 82 million journeys
(21 percent) and holders of half fare season tickets 75 million journeys (19 percent). The
remaining 73 million journeys (19 percent) were made by passengers holding single journey
tickets (Table 6.1.1).
6-1
Table 6.1.1 Passengers of Public Transport
1990 1991 1992 1993 1994 1995 1996 1997
Metro 1,000pass./year 246,825 244,356 207,496 172,040 172,605 164,418 152,900 151,295
1,000pass./day 676 669 568 471 473 450 419 415
100 99 84 70 70 67 62 61
Trams 1,000pass./year 236,100 267,200 345,800 281,900 264,900 244,500 340,600 316,400
1,000pass./day 647 732 947 772 726 670 933 867
100 113 146 119 112 104 144 134
Trolleys 1,000pass./year 53,300 73,700 99,600 111,400 88,300 78,700 110,900 103,000
1,000pass./day 146 202 273 305 242 216 304 282
100 138 187 209 166 148 208 193
Buses 1,000pass./year 147,000 226,500 299,900 289,600 275,700 252,000 340,600 316,400
1,000pass./day 403 621 822 793 755 690 933 867
100 154 204 197 188 171 232 215
Total 1,000pers./year 683,225 811,756 952,796 854,940 801,505 739,618 945,000 887,095
1,000pers./day 1,196 1,555 2,042 1,871 1,723 1,576 2,170 2,016
100 119 139 125 117 108 138 130
Source: Annual Report, Metrorex and RATB
Note: Number of passengers of RATB modes in 1996 and 1997 includes those passengers free of charge.
Number of passengers excludes fare evaders.
6.1.2 Network
Until the early 1970’s, the public transport system developed in a radial and concentric pattern
typical of many Central European cities. Primary radial and circumferential services were
provided by trams, supplemented by trolley buses. Buses provided feeder services,
intermediate connecting services and local services.
The primary network was largely oriented towards the city centre, with many through lines. In
addition, there was a circular line around the city centre served by both trams and buses.
In the early 1970’s, a number of circumstances resulted in a fundamental change in the pattern
of the public transport system. The demolition of a large part of the city centre and the
construction of a new government quarter resulted in the truncating of many services on the
periphery of the central area. The construction of industrial complexes around the periphery
of the city and of new residential areas between the city centre and the periphery resulted in a
reorientation of transport demand. The construction of a metro system resulted in the closure
of parallel tram and bus services.
The resulting network forms the basis of the services currently provided.
Existing routes of surface public transport are categorized into 7 route patterns.
Though the routes of trolley bus and bus reach the central district of Bucharest, no tram route
reaches the central district (Figure 6.1.1).
Detailed descriptions of the networks and characteristics of individual mass transit modes are
presented in subsequent sections of this chapter.
All modes suffer from poor inter-modal connection facilities, poor passenger facilities, lack of
passenger information, poor state of infrastructure, poor state of vehicles, lack of planning
tools.
6-2
Concerning transferring, in general the public transport modes are not well connected with
those supplied by other public transport service suppliers. Especially concerning the
transferring between metro and surface public transport modes, although the function is well
developed at Gara de Nord or Sudului, the role of the surface public transport modes is not
apparently recognized as a feeder service transport.
Regarding surface public transport, some fifteen RATB transfer terminals are located in
Bucharest and 6 autogaras for regional buses other than those served by RATB are located
within Bucharest. However the connection between the RATB terminals and autogara is not
well arranged, though generally bus or tram routes are provided to connect RATB terminals
and autogara.
Even in the case of the RATB network, there are some routes which force passengers to
transfer in spite of the possibility of delineating the direct access route to the central area. The
transferring facilities, passenger facilities and information facilities are generally poor.
6.1.3 Role of Each Public Transport Mode

Out of four major public transport modes, metro has the largest transport capacity of 912
passengers per train operating at 3 minute intervals in the peak period. Tram trains are
generally composed of 2 or three rolling stock and the average capacity is around 210
passengers for a three-car train. In some section it can be observed that trams are densely
operated on the same track at less than one-minute intervals in the peak period.
Each public transport mode generally operates from 5 a.m. to 11 p.m., therefore the operation
hours are regarded to be long.
Metro is playing the major role as a transport means for commuting, business and other
passengers in the Bucharest Metropolitan area because of its large transport capacity, rapidity,
punctuality and safety. The following is assumed to be the detailed role of the tram.
- Liner transport mode with moderate capacity between residential areas and work areas
- Transport mode to correspond to the transport demand within the business area
- Transport mode to connect with major regional transport facilities corresponding to the long
distance transport demand
Though tram is somewhat inferior to metro in terms of capacity, operating speed, punctuality
and safety, a historically dense network was established in Bucharest Metropolitan area, and it
is playing a significant role as a passenger transport mean for commuting, business and so on.
The expected role of the tram is assumed to be a public transport means to meet the demand
that is not large enough for mass public transport means. However the demarcation of the
function between metro and tram is not clearly identified and competition and duplication
with metro is emerging in Bucharest Metropolitan area. Presently, the tram is not fully
realizing its special functions compared with bus and trolley bus.
Trolley bus has disadvantages of relatively large energy consumption per transport capacity
unit compared with tram and of relatively large required cost for facilities despite little
difference from bus regarding transport capacity. However it is functioning to serve as
transport means for access to the center of the city and to serve as a feeder transport means
to connect with tram or bus in the peripheral area.
In Bucharest Metropolitan area, a large passenger volume is transported by bus. It is

functioning not only as an area servicing means but also as a major public transport means for
the transport demand such as access to the central area.
6-4
Following roles are taken care of by buses:
- Area servicing public transport mode to meet the demand for transport between areas
beyond the capacity of taxis.
- Transport mode together with rail transit to apply the feeder transport demand which is not
large enough for rail transit
On the other hand, it serves as a trunk public transport mode in areas where large public
transport demand exceeds the capacity of trams or where no rail transit is supplied in spite of
large transport demand.
6.1.4 General Opinion of the Public Transport

As part of the household interview survey, a subset of about 500 people was selected
randomly to respond to a public transport opinion survey. Respondents were asked to state
whether they agreed or disagreed with a number of statements about various aspects of public
transport in Bucharest. The statements were both positive and negative. The survey was
designed to elicit responses on a scale of 1 (strongly agree) to 5 (strongly disagree). In
addition, an open question was included to permit respondents to highlight any other aspect of
public transport that was of concern to them.
From the results of this survey, the perception of public transport may be summarised as
follows. In general, there is a lack of information. Public transport is expensive and
uncomfortable. It is not convenient to change from one mode to another and the attitude of
staff is poor. Buses are generally preferred to trams, although neither mode is regarded as
providing a reliable service. The routes are not well adapted to demand. If available, metro is
the preferred mode, providing a fast service. The length of time between trains did not seem
to be a big issue. However, in general speed does not appear to be a concern, with no mode
regarded as slow. There would appear to be an indifferent opinion on the fact that there are
several different ticketing systems.
The highest number of occurrences of the response ‘don’t know’ was for statements referring
specifically to the characteristics of the metro. Such responses tended to be made by those
who did not use or did not have access to metro services.
The open question asked respondents whether they had any particular comments to make
about public transport in Bucharest. Among those responding to these questions, many
reiterated statements from the previous question e.g. that the waiting time for public transport
was too long and that a higher frequency was necessary. This was in fact the most frequent
response to the open question. Comments relating to other aspects of public transport which
arose frequently included the following:
x vehicles should run to a schedule (i.e. at fixed times, not fixed intervals)
x vehicles should be heated in winter
x vehicles should be cleaner
x the attitude and behaviour of ticket inspectors is bad
x old vehicles should be replaced
x services are overcrowded.
6.2 Metro
6.2.1 Network
After the preliminary study on the construction of metro from 1972 to 1975, the organization
for the metro was established in February, 1975 and design work and construction work were
started with Romanian-made equipment.
The metro was proposed with a background where the transport capacity was 600,000
6-5
Table 6.2.1 Specifications of Metro Rolling Stock
Unit type: B-B+B-B with mono motor bogie

Gauge: 1,435 mm
Electricity supply: Jointly use of third rail and catenary (depot)
Body scale: 18.6m(L) x 3.1m(w) x 3.6m(h)
Regulated capacity: 34 seats +166 standees
Weight: 36 tons
Bogie: Air-spring
Axle box suspension: Chevron spring
Wheel base (car): 12.3 m
Wheel base (bogie): 2.2 m
Wheel diameter: 910 mm
Driving method: Right angle cardan drive (two shaft driving by one motor)
Main motor power: 185 kW x 4 /unit (DC 750V)
Control system: Electro-pneumatic cam shaft controller with dead-man device
Braking system: Electro-pneumatic straight air brake equipment (jointly use of dynamic brake),
disk brake assembly
Safety installation Wayside color light signal (without ATS and ATC)
Train radio system: Inductive wire radio system
Supplementary power source: 72 Ah (110v-24v)
Air-conditioning: No heating, no fan, and no cooling system
Maximum speed: 80 km/h
Average operating speed: 36 km/h
Acceleration: 4.32 km/h/s
Source: METROREX
6.2.2 Cars
The cars used for Metro were completely manufactured by ASTRA Vagoane Arad in
Romania.
The average age of rolling stocks of Metrorex is about 10 years and the life expectancy is
assumed at 24 years. The rolling stocks are operated in double car units and trains are
principally composed of 3 double car units. The rolling stocks were made in mono-motor
bogie type with main motor power of 185 kW (750V DC) and 1,435 mm track gauge.
Passenger capacity is designed as 34 seats and 166 standees (Table 6.2.1). The number of
available rolling stocks amounts to 251 double car units in 1997. Out of these car units, 197
car units were usable and 180 car units were actually operated in 1997.
The number of trains operated on each line were 40 trains and 18 trains for M1 and M3 lines,
and M2 line respectively.
6.2.3 Infrastructure
The designed inner diameter of standard Metro tunnel is 5.7 m with a concrete thickness of 35
cm. This concrete was designed to bear the compressive strength of 500 kg per sq. cm. For
double tracks, a rectangular shape tunnel was adopted. The standard inner width and height of
this rectangular shape tunnel is 8.5m x 4.7m with concrete thickness of 0.8 to 1.0 m.
According to the Metrorex information, the tunnel is being electrolytically corroded.
The Metro rails are set at 7.8m to 19.6m below the surface and generally 12 m depth was
adopted.
There are 41 stations on the Metro routes and generally two entrances and one ticket office
are provided at each station. The length of the platforms is in the range of 135 to 175 m and
island platforms were adopted at 15 stations and opposite platforms were adopted at 25
6-7
stations. Granite and marble were used for walls, floors, poles at stations, and were seemingly
good in terms of quality, durability and environmental aspect. Escalators were equipped in the
case of over 5m difference between floor levels, however most of these escalator facilities are
currently dismantled. On the platform, speakers, clocks, emergency button, TV screens are
generally provided.
According to the SYSTRA Study (“Project of Modernization and Rehabilitation of Metro of

Bucharest”) in 1996 the rail suspension condition was not good and required grinding.
Three depots IMGB, Pantelimon and Militari are serving for metro operation. At IMGB and
Militari depots workshops coexist. Pantelimon depot covers M1 and M3 lines to which 169
car-units belong, and IMGB depot serve the M2 line to which 82 car-units belong.
Regarding the safety facilities, wayside color light signal with automatic block system was
provided, however Automatic Train Protection system and Automatic Train Control System
are not used as yet. As a safety facility, INDUSI 160 was introduced.
Two different voltages AC 10 KV (50Hz) and AC 20 KV (50Hz) are supplied to 41
substations, and an electric power dispatch center which would monitor these power sub
stations was established. However high speed circuit breakers were not equipped at the power
station.
Basic characteristics of the infrastructure are as follows.
Gauge: 1,435 mm
Power transmission line: third rail 750V DC (overhead contact line 750V DC at depot)
Track:
- Rail sleeper 60 kg/m, 49 kg/m
twin block concrete (tunnel section)
wood (UIC-49, 60)
- Ballast concrete
Minimum curve radius: 150m
Maximum gradient: 3.5%
Signaling and Safety automatic block system, wayside color light signal
systems: dead-man device
punctual speed controller
Power supply system:
- Substations 41
- Receiving voltage 10KV AC (50Hz), 20KV AC (50Hz)
Station facilities:
- Elevator not provided
- Escalator provided for 80 % of stations
- Automatic ticketing not provided
- Monitoring TV provided at each station
Train dispatcher: radio communication system between train and
train dispatcher center
Electric power dispatcher: central controlling
6.2.4 Performance
Following numbers of programmed trains are operated for each line in November 1998.
M1 line (Industriilor – Republica) 222 trains a day (both directions)
M2 line (IMGB – Pipera) 362 trains a day (both directions)
M3 line (Dristor 2 – Republica) 292 trains a day (both directions)
Other than above, 68 shuttle trains between Pantelimon and Republica are operated. Those
trains are operated at average headway of 4 to 5 minutes in peak periods (6 – 8 AM. and 3 – 5
PM.) and 8 to 10 minutes in off peak period. The schedule speed is 36 km./h.
6-8
The number of Metro passengers is decreasing since 1990. From 1990 to 1997 some 40 %
decrease in the number of passengers was observed. In 1997 the total number of yearly
passengers was 151.3 mil passengers per year, and this was translated into 450 thousand
passengers a day (Table 6.2.2). It was observed that the number of passengers is decreasing
not only by metro but also by other public transport means. It is said that the dissemination of
private vehicles and economic stagnation in 1990s are the main causes of this tendency.
Especially motorization is regarded as the primary factor of rapid decrease in captive riders.
The number of Metro stations with over 10 thousand passengers getting on amounts to 11 and
are located at central district on M2 and M3 line. Piata Unirii station was used by the largest
number of passengers and Universitatii station and Gara de Nord station followed in that
order (Table 6.2.3 and Figure 6.2.2).
A Metro passenger survey to get detailed information on the metro passenger traffic at peak
periods was conducted on weekday by the JICA Study Team with assistance of METROREX.
A Representative train was chosen in each direction of each line. The survey results showed
that high passenger density was observed between Piata Romana and Eroii Revolutiei of M2
line with over 1,000 passengers on board in total of both directions. And the section between
Eroilor and Politehnica also showed over 1,000 passengers on board Presently, the number of
passengers in suburban areas near terminals is low. The section between Obor and Dristor of
M2 line which is located on the inner ring road had a relatively low number of passengers
showing less than 500 (Figure 6.2.3).
Table 6.2.2 Metro Passengers
1990 1991 1992 1993 1994 1995 1996 1997
Total (1,000 246,825 244,356 207,496 172,040 172,605 164,418 152,900 151,295
passengers/year)
(1,000 676 669 568 471 473 450 419 415
passengers/day)
Index (1990=1000) 100 99 84 70 70 67 62 61
Source: Metrorex
6-9
Table 6.2.3 Metro Passengers by Station
Yearly Passengers (pax./year) Average Daily Passengers (pax./day) Ave. Increase

Rate
1996 1997 1998 1996 1997 1998 1996-1998
(Jan.-Aug.)
1 Industriilor 1,331,963 1,158,106 505,530 3,649 3,173 2,080 -23.7%
2 Pacii 2,343,107 2,057,063 769,201 6,419 5,636 3,165 -28.0%
3 Gorjului 812,854 711,362 370,275 2,227 1,949 1,524 -17.2%
4 Armata poporului 4,462,419 4,136,035 2,269,450 12,226 11,332 9,339 -12.4%
5 Politehnica 1,968,676 1,796,958 916,397 5,394 4,923 3,771 -16.1%
6 Eroilor 5,885,365 5,495,379 2,450,535 16,124 15,056 10,085 -19.8%
7 Izvor 2,775,814 2,731,325 1,495,099 7,605 7,483 6,153 -9.7%
8 Piata unirii 1 8,981,289 7,720,683 3,579,312 24,606 21,153 14,730 -22.2%
9 Timpuri noi 3,406,723 3,462,944 1,964,377 9,333 9,488 8,084 -6.6%
10 Mihai bravu 2,528,414 2,229,880 1,154,359 6,927 6,109 4,750 -17.0%
11 Dristor 1 4,713,626 4,863,564 2,695,301 12,914 13,325 11,092 -6.8%
12 Nic.grigorescu 8,335,870 8,356,328 4,495,083 22,838 22,894 18,498 -9.5%
13 Titan 4,070,565 4,003,749 1,918,511 11,152 10,969 7,895 -14.8%
14 C. georgian 2,716,609 2,708,547 1,357,301 7,443 7,421 5,586 -12.5%
15 Republica 2,938,115 2,607,582 1,012,066 8,050 7,144 4,165 -26.5%
16 Antilopa 48,282 346,746 119,631 792 950 492 -14.1%
17 Grozavesti 3,019,762 3,063,898 1,550,399 8,273 8,394 6,380 -11.3%
18 Semanatoarea 1,076,924 1,201,680 533,543 2,950 3,292 2,196 -10.9%
19 Crangasi 5,342,712 5,473,605 3,109,329 14,638 14,996 12,796 -6.1%
20 Basarab 2,009,647 1,782,935 889,586 5,506 4,885 3,661 -18.2%
21 Gara de nord 8,553,307 8,166,547 3,763,670 23,434 22,374 15,488 -17.6%
22 Depoul IMGB 269,363 302,004 160,297 738 827 660 -4.1%
23 IMGB 628,517 722,382 398,643 1,722 1,979 1,641 -1.1%
24 Aparatorii patriei 3,050,276 3,149,596 1,813,830 8,357 8,629 7,464 -5.1%
25 Piata sudului 6,811,476 7,181,373 3,681,259 18,662 19,675 15,149 -8.8%
26 C. Brancoveanu 3,262,214 3,467,154 1,747,367 8,938 9,499 7,191 -9.0%
27 Eroii revolutiei 5,196,135 5,207,013 2,917,217 14,236 14,266 12,005 -7.8%
28 Tineretului 3,591,783 3,605,844 1,705,480 9,841 9,879 7,018 -14.3%
29 Piata unirii 2 6,683,571 6,600,560 3,253,468 18,311 18,084 13,389 -13.6%
30 Universitatii 8,807,621 9,101,873 4,598,781 24,130 24,937 18,925 -10.4%
31 Piata romana 6,209,318 6,431,055 2,804,839 17,012 17,619 11,543 -15.5%
32 Piata victoriei 1 1,715,655 1,829,647 1,067,800 4,700 5,013 4,394 -2.8%
33 Aviatorilor 3,397,912 3,630,266 1,993,393 9,309 9,946 8,203 -5.3%
34 Aurel vlaicu 2,941,756 2,922,142 1,720,260 8,060 8,006 7,079 -6.1%
35 Pipera 1,523,218 1,506,931 532,411 4,173 4,129 2,191 -24.0%
36 Piatavictoriei 2 3,970,289 4,349,629 2,373,124 10,878 11,917 9,766 -4.2%
37 Stefan cel mare 3,046,449 2,971,191 1,613,120 8,346 8,140 6,638 -10.5%
38 Obor 7,087,039 6,876,799 2,994,332 19,417 18,841 12,322 -18.8%
39 Iancului 2,992,342 2,886,301 1,490,671 8,198 7,908 6,134 -13.0%
40 Piata muncii 1,948,144 2,176,319 1,186,655 5,337 5,963 4,883 -3.2%
41 Dristor 2 2,444,519 2,302,264 1,238,483 6,697 6,308 5,097 -12.5%
Total 152,899,640 151,295,259 76,210,385 10,429 10,110 7,649 -13.7%
Source:METROREX
6-11
Table 6.2.4 Energy Consumption by Metrorex
1994 1995 1996 1997
Total consumption 153,616 147,300 152,276 151,591
Train traction 95,144 102,270 91,861 97,084
Source: Metrorex
6.2.5 Fares, Revenues and Expenditures

(1) Fares
The types of tickets socially issued comprise daily tickets (valid for two trips), one-day card,
commuter tickets (for 10 trips), and season tickets (valid for one month) (Table 6.2.6). For
ticketing, magnetic strip card system has been introduced.
The tariff of seasonal tickets for the socially weak (students and others) are set at half of the
normal ticket. In 1998 the daily ticket valid for two trips costs 3,300 lei and it was raised
over 700 percent from 450 lei in 1995.
Metrorex tariffs are characterized by legally approved vast free passengers for those of Metrorex
personnel and retired personnel, their families, SNCFR members, disabled, war veterans, collaborators,
police staffs, etc. However in 1997 the grant of free access to Metro for SNCFR personnel was
abolished
(2) Operating Cost

Owing to the recent frequent revision of Metro tariffs, the cost revenue ratio has been
improved. However even now, revenue from passenges is hardly comparable to the operating
cost. In 1997 revenue, excluding the subvention per car-unit km, was about 38 % of operating
cost per car-unit km. Revenue per passenger was estimated as 713 lei and it was also about
38 % of 1,864 lei per passenger, that is, the operating cost per passenger (Table 6.2.6).
(3) Subsidy
At present a high proportion of Metrorex’s finance is subsidized by the Central Government.
In 1997 Metrorex’s financial accounts showed that the revenue received from passengers was
just over one third of its estimated costs. However this rate improved slightly compared with
the one in 1996 because of frequent revision of tariffs (Table 6.2.7).
For capital expenditure, Metrorex also received additional finance for capital expenditure for
renewal and desired extension of network and vehicle fleet.
Table 6.2.5 Fares of Metrorex Transportation, 1998

Ticket type Normal Discount
(students, etc.)
Daily tickets
2 trip card 3,300
One day card 6,600
Commutation ticket
10 trip card 15,000
Seasonal tickets
One month card 70,000 35,000
Source: METROREX
6-12
Table 6.2.6 Accumulated Mileage, Cost and Income per Car-Unit km
1994 1995 1996 1997
Accumulated mileage (mil. car-unit km.) 18,365 18,903 18,280 19,019
Metro Passengers (mil. passengers) 182,l960 174,282 168,745 151,295
Revenue 1) (mil.lei) 16,646 29,396 43,732 107,814
Expenditure (mil.lei) 60,980 87,289 122.,596 282,028
Revenue per car-unit km. (lei/car-unit km.) 906 1,555 2,392 5,669
Revenue per passenger (lei/passenger) 91 169 259 713
Cost per car-unit km. (lei/car-unit km.) 3,320 4,618 6,707 14,829
Cost per passenger (lei/passenger) 333 501 727 1,864
Source: Metrorex
Note: 1) Subsidies are not excluded.
Table 6.2.7 Revenue and Expenditure of Metrorex

(mil.lei)
1990 1991 1992 1993 1994 1995 1996 1997
Revenue
Revenue from passenger 468 488 1,805 5,033 15,728 28,115 40,254 100,275
Subvention 192 2,055 6,427 20,684 42,103 51,500 73,225 160,613
Others 1 7 36 196 918 1,281 3,478 7,540
Total 661 2,550 8,267 25,913 58,748 80,896 116,957 268,427
Expenditure
Personnel expenditure 356 1,387 4,536 13,313 31,791 44,889 64,141 143,163
Expenditure for material 362 1,053 4,408 14,280 28,514 41,177 56,839 133,153
Others 6 120 85 818 675 1,224 1,616 5,712
Total 725 2,560 9,029 28,411 60,980 87,289 122,595 282,028
Source: Metrorex
6.2.6 Future Plan

Current Metro network plan was initially proposed in the 1970s to cater for presumed urban
and regional transport demand. The total length of Metro for urban transport (Metroul urban)
was 146.8 km, out of those lines only 56% of the total was completed and construction was
started on 5% before 1989. After 1989 construction was suspended. The total length of the
metro for regional transport (“Metroul regional”) was 115 km, and no construction work has
started as yet (Figures 6.2.4 and 6.2.5).
The projects officially announced at present as most important investments in "The Most
Important Future Investments" are the following.
1. 18 EMU-s AC drive modernization

Present EMU-s having disadvantages of high energy consumption, low reliability of operation,
frequent replacement of parts and materials, large work force requirement for maintenance are
to be modernized from DC drive to AC drive asynchronous motors acted on by IGBT
inverters, using the existing bodies.
2. Construction of the M4 line (1 May - Laromet)

This line is planned to extend the section between Gara de Nord and Laromet which is now
under construction with the length of 3.1 km and 2 stations as the second part of the
construction work of M4 line.
6-13
3. Construction of the section between Nicolae Grigorescu and Linia de Centura
This line is planned with length of 3.9 km and 4 stations between Nicolae Grigorescu and
Linia de Centura to connect with the existing M3 line.
4. Construction of the M5 line (Drumul Taberei - Universitate)

The section between Drumul Taberei and Universitate is to be constructed at the first stage to
form the M5 line between Drumul Taberei and Pantelimon.
5. Construction of the line between Pajura and Otopeni

This line is planned to provide faster connection between Gara de Nord and the Baneasa and
Otopeni Airports with 14 km length and 11 stations.
6. Construction of line between Rahova and Colentina

This line is planned to form the radial metro line network to the southwest with a length of
15.4 km and 22 stations.
7. Construction of southern ring metro line (Crangasi - Dristor 2)

This line is designed to form the ring route in the southern part of the Bucharest Municipality
between Crangasi and Dristor 2 with 17.3 km and 19 stations.
8. Construction of the M4 line (Gara de Nord - Gara Progresul)

This line is planned to form the southern section of the M4 line between Gara de Nord and
Gara Progresul with 11.1km length and 13 stations.
6-14
6.3 Tram
6.3.1 Network
Since the opening of the metro, the tramway is intended to provide a complementary network
of services in densely trafficked medium and long distance corridors. However, it does not
provide access to or across the city center. Instead, radial lines link up with an incomplete
circumference line at some distance from the central area. To a large extent, this results from
the destruction of a large area of the city center since the mid 1970s for the new government
district, prior to which tram routes did cross the central area.
A schematic representation of the tram network in 1970 and 1998 is shown in Figure 6.3.1.
This is based on a conceptual plan of the tram network drawn up by CIE Consult.
1970 1998
Inner tram ring Tram lines
City City
Centre Centre
Radial tram lines

Residential areas
Industrial areas
Source: after CIE Consult / Regional Consulting (1998) Pre-Investment Study for Bucharest Urban Transport,
Draft Final Report, Fig C.1.
Figure 6.3.1 Schematic Representation of the Tram Network in 1970 and 1998
The figure shows the 1970 network as consisting of an inner ring route and radial routes, some of
which crossed the city centre. In the 1998 network, a reduced number of radial lines is shown and they
no longer cross the city centre. The inner ring is shown as being no longer continuous, with lines
coming in from outer urban areas, traversing a section of the ring and then turning outwards again
along another radial line. The essential role of the routes is shown to be to link together residential and
industrial areas.
While the concept provides some broad indications of the form of the tram network, it only
really applies to the south-west quadrant of the city.
Figure 6.3.2 shows a less conceptual plan of the network, while still retaining a schematic
representation of the lines. The objective of this diagram is to provide an understanding of the
basic pattern of tram services.
6-17
A key feature of the network is the semi-circular routes along the inner ring line. These are
shown in red in the figure. Two sets of routes run radial from southern outer-urban locations
to the inner ring, then split towards the east and the west, traversing the inner ring from the
south of the city to the Gara de Nord. There is no direct service provided between the north
and west sectors of the ring. Some of the routes leave the inner ring in the north to provide
radial links to outer-urban areas.
These routes are supplemented by a number of radial routes. In the southern sector of the city,
there are radial routes that run through from south east to south-west. They are shown in
yellow in the figure. Some of these routes from the east branch to the inner ring in the south.
In the south-west quadrant of the city, there are pairs of radial lines from suburban locations
linked together by short sections of the inner ring. They are shown in blue. There are also
radial lines from outer-urban locations to the city centre, to the Gara de Nord and to the inner
ring.
In the north west quadrant there are radial lines from outer-urban locations to the Gara de
Nord and city center, shown in gray. There is also an outer ring in this quadrant.
In the north east quadrant, there are radial lines from outer-urban locations to the city centre.
They are shown in green. Some of these are linked together in the centre. There are also links
from outer-urban locations to the Gara de Nord via the inner ring.
The actual route network is shown in Figure 6.3.3. In the first half of 1998, the total length of
tram route in service was 305.6 km, excluding lines in depots. It should be noted that the
services differ slightly during the summer period compared with winter. The service is also
reduced by about a third at weekends. The summer network of 1998 was made up of 36 routes.
The current winter weekday network is made up of 38 routes, details of which are shown in
Table 6.3.1.
There are 555 permanent tram stops at which passengers board and alight. The average
distance between stops is 0.55 km.
The numbers of units on each route are shown in Table 6.3.1. Figure 6.3.4 shows the
maximum number of units on each section of the tram network in the peak period.
The routes are operated from eight depots, as identified in Table 6.3.1. The location of these
depots is shown in Figure 6.3.5.
The only priority measures that exist for trams are the segregated rights of way that occur
along several routes. The locations of these segregated rights of way are shown in Figure
6.3.6. There are other sections of road where the carriageway is generally wide enough for
trams to be effectively segregated, even though there is no physical barrier. A greater respect
for the right of way of trams appears to be achieved when there is one traffic lane for trams
and at least two traffic lanes for other vehicles.
Even when other vehicles are not allowed to use lanes reserved for trams, they often do so.
Vehicles are frequently observed travelling along the tram lane to bypass queuing traffic at
traffic lights, including driving through the tram stop. This latter action is specifically
prohibited and is particularly dangerous to waiting tram passengers.
6-18
20,31
20,31
20,31 555
45
45
45
45
45 15
15
33
24
24
24
24

15
15
15
15 3
333
14
14
14
14
14
14
14
18
18
18
16,36
16,36
16,36
18
18
17
18
42
42
21
42
42
42 333
66666
3333 41
41 17
17
32 4
32
32
32
32
32 44
44
44 41 21
21
21
21
2,11,44
2,11,44
2,11,44 9
999
99
2,11,44
2,11,44
2,11,44 18
18
18
18
18
25
25
25
25
25
25 25
25
25
25
25
25
25 18
36
36
11111
36
36
36
36
21
21
21
21
21
21
36
36
36
36
36
36
36 21
21
21
21
21
21
21
25
25
25
25
25
25
9999 26
26
26
26
26
26
26 28 9
999
99
21
21
21
21
21 47
47 9 28
28
28
28 28
28 20
20
20
21 47
47
47 28 28 20
28
28
28 20
20

12 47 46,52
46,52
61
61
61 46,52 35
35
35
35
35
35 12
12
12
12
12
12
61
61
61 25
25

6
6134 25
25
25
34 25 9
999
99 13 13
13
13
13
13
13 3
33
33
33 52
31,4534

999 31,45
31,45
31,45
31,45 24
24
24
24 35
35
35
35
35
35 12
52
52
26
26 9
9 9
99 12
12
12
12 27
27
27
27
27
27
12 2736 15
15
15
25
25 26
26
26
26 9
9
99 9
99
9 36
363615
15
15 24 24
24
24
24
24
25
25
25
25 22
22
22
22 14 31
31
31
31 16 24 18
18
18
47
47
47
47
47
47 20
20 14
14 16
16
16 18
18
18
18

35
35
35 20

42
42 35
35
35
35 99
9 5
5 55
5
42 37
37
37 18
18 9 5 55
5
35
37 41
41
41
41 18
41
41 18
18
18 24
24
24
24
24
24
88888 35
35 44 19
19
19
19
19
19 5,14,46
5,14,46
5,14,46
5,14,46
3544
35
35 14
14

22
22
22 44
44 14
14
14 32

22
22
22
22 32
32 13
13
1313
13
13 13
13
13
13
13
13
13
35
35
35 14
14
14
14
14 21
21
32
32
32 13
26
26
26 14 21
21
21 16
16 16.36
16.36
16.36
47,48
26
26
26 41
41
41
41 22
22
22 16
16
16 16.36
22
22
22
22 3232
32
32 24
24
24
24
24
36
36 24

47,48
47,48
47,48 36
36
36
36
11
11
11
11
11 34
34
34
34
34
34
34 34
34
34
34
34
34
34 23,50
23,50
23,50
23,50
23,50

41
41 46
46
46
46
46 26
26
26 11 27
27
41 46 26
26
26 27
13
13
13
13
13
13
56
56
56
56
56
56 5555
55
6666 17
17
17
17
17
17
40
40
40
40 66
6666
22
22
22
22
22
22
22
55
55
55
5151
51
5151
51 49
49
49
49
49
49 27
27
27
2727
27
27 30
30
30 38
38
18
18
18
18
18
18
40
40
40

32,37
32,37 38 40
40
40
32,37 50

47
47 50
50
50 15,19,27,38
15,19,27,38

47 18
18 15,19,27,38

22222 47
47
47 18
18
18 18
18
18
18
18
18 19
19
19
19
15,30
15,30
15,30 777 13 13
13
13
65
65
65
65
65
65 35
35
35

35
35
35
35
8,18,23,58
8,18,23,58
8,18,23,58
18
18
18
18
18
18
1,9,11,34
1,9,11,34
1,9,11,34
47
47
47
47
47
47
7,12,17
7,12,17
7,12,17
7,12,17
29
7,12,17
29
29
29
2
222
22
29
29
29
29
29

Figure 6.3.3 Tram Route Network
6-20
Table 6.3.1 Tram Routes October, 1998
1-way Route Average Frequency Capacity
length Vehicle No. of time speed max min (max
Route From To Depot (km) type vehicles (mins) (km/h) (veh/hr) (veh/hr) places/hr)
1 Cartier Colentina Giurgiului Colentina 12.2 V3A-93 6 55 13.3 3.2 2.1 998
2 Depoul RATB Alexandria Cartier 16 Februarie Alexandria 12.5 V3A 9 49 15.2 5.3 3.4 1588
5 Sos. Bucuresti Granitul SA Colentina 15.9 V3A-93 21 68 14.0 9.0 4.9 2844
6 Gara de Nord Bd. Expozitiei Buc. Noi 5.9 EP/V3A 4 25 14.2 4.4 3.3 1467
7 CFR Progresul (suspended)* Sura Mare Giurgiului 4.1 V3A (14)* 17 14.5 22.1 15.0
8 Zetarilor Depoul RATB Militari Militari 15.0 T4R 18 55 16.3 9.5 6.3 2842
9 ROMPRIM SA (suspended)* Gara Basarab 8.5 V2A (12)* 37 13.8 9.2 4.5
11 CFR Progresul Cartier 16 Februarie Alexandria 16.4 V3A 9 62 15.8 4.2 0.9 1266
12 CFR Progresul Gara Basarab Alexandria 12.2 V3A 34 50 14.6 19.6 12.5 5885
14 Granitul SA Piata Sf. Gheorghe Colentina 8.0 V3A-93 12 38 12.6 9.1 5.2 2880
15 Depoul RATB Alexandria Complex RATB Titan Alexandria 17.6 V3A 20 60 17.6 9.7 6.3 2903
16 Platforma Industriala Pipera Republica SA Victoria 14.1 EP/V3A+V3A-93 27 58 14.6 13.5 8.9 4385
17 CFR Progresul Bd. Lacul Tei Giurgiului 14.7 V3A 13 60 14.7 6.3 3.4 1902
18 Piata Rahova CFR Progresul Giurgiului 7.9 V3A 6 33 14.4 5.2 3.4 1565
19 Complex RATB Titan Giurgiului Titan 13.1 V3A 16 47 16.7 9.8 6.1 2939
20 Laromet SA Mezes Buc. Noi 8.7 EP/V3A 12 37 14.1 9.5 6.2 3126
21 Cartier Colentina Piata Sf. Gheorghe Colentina 7.6 V3A-93 21 33 13.7 18.3 11.6 5770
23 Zetarilor FAUR - Poarta 4 Alexandria 13.8 V3A 9 55 15.1 4.7 2.6 1333
24 Cartier Damaroaia Gara de Nord Buc. Noi 7.4 EP/V3A 4 31 14.3 3.4 2.7 1238
27 Complex RATB Titan Baba Novac Titan 8.2 V3A 3 30 16.4 2.9 1.9 871
29 CFR Progresul CFR Centura Jilava Giurgiului 2.7 V3A 1 10 16.2 2.5 0.0 750
30 Depoul RATB Alexandria Ilioara Alexandria 10.8 V2A/2S+V3A/2S 9 41 15.7 5.9 3.9 1503
31 Gara de Nord LAROMET Victoria 8.0 EP/V3A 6 34 14.0 5.1 3.3 1697
32 Depoul RATB Alexandria Piata Unirii Alexandria 5.7 V3A 16 21 16.1 21.8 13.6 6545
34 Giurgiului Gara de Nord Dudesti 14.5 V3A+VTF/VTM 36 59 14.7 18.0 13.3 4725
35 Depoul RATB Militari Calea Plevnei Militari 12.6 T4R 16 48 15.8 9.8 6.7 2939
36 Republica SA Platforma Industriala Pipera Colentina 13.0 V3A-93 9 47 16.5 5.5 3.5 1741
37 Depoul RATB Alexandria Calea Plevnei Alexandra 10.5 V3A 6 46 13.7 3.9 1.2 1161
38 Complex RATB Titan P-ta Titan Titan 3.6 EP/V3A 9 13 16.6 18.0 11.3 5940
41 Piata Presei Libere Cartier T. Vladimirescu Victoria 9.4 EPV3A+V3A-93 30 38 14.8 22.5 14.3 7236
42 Depoul RATB Militari Bd. Expozitiei Militari 13.3 T4R 5 53 15.1 2.7 1.1 839
44 Cartier 16 Februarie Calea Plevnei Buc. Noi 7.1 EP/V3A 12 29 14.6 12.0 8.0 3960
45 Mezes Gara de Nord Buc. Noi 7.4 EP/V3A 14 30 14.8 13.6 8.4 4471
46 Granitul SA Gara de Nord Victoria 11.0 V3A 11 46 14.3 7.0 5.0 2106
47 CET Vest Militari Calea 13 Septembrie Militari 8.4 T4R 2 55 9.2 2.0 0.0 600
48 CET Vest Militari Calea 13 Septembrie Militari 8.4 T4R 2 55 9.2 2.0 0.0 600
50 FAUR - Poarta 4 Giurgiului Dudesti 8.9 VTF/VTM 9 35 15.2 7.3 4.8 1642
52 Baicului Gara de Nord Victoria 7.4 4 34 13.1 3.3 2.5 1100
373.4 441.0 1540.0 14.5 95357
Source: RATB data NB Routes suspended
6-21
15
15
15
15 3333
14
14
14
14 18
18
18
18
18
18
18
32
32 4444 3333
32
32
25
25
25
25 9999 18
18
18
18
Legend
Legend
36
36
36
36 25
25
25
25
21
21
21
21
36
36
36
36
21
21
21
21 1 - 15 vehicles/hour
25
25
25
25
999 26 26
26
26
2626 28
28 99999 16 - 30 vehicles/hour
21
21
21
21 50 999
50
50
50
50
50
50 28
28
28
28 28 20
28
28
28 20 9
20
20
42
42
42 28
28
28 32
32
32
32
32
3232 35
35
35
25
25
25
42
42 28
17
17
17
17
17
17
17
999999
13
13
13
13
13
13
13
35
35
35 12 12
12
12
12
12
12 333333
3
31 - 45 vehicles/hour
25 26
26
26 35
35
35
26
26
2626 999999 3512 12
12
18
18
18
18
18
27
12 27
27
27 15
27
27 15
15
15
15
15 24 46 - 60 vehicles/hour
22
22
22 18 9999 31 31
31
31
31
31
31 16 24
24
24
24
24
47
47
47 22
22
22 16
16
16 18
18
18
18
18
18
18
47 35
35
35 9999
35 555555 60 + vehicles/hour
24
24
24
24
24
22
22
22
22
41
4141
41
4141 18 18
18
18
18
18 24
19
19
19
14
14 1313 13
13
13 19
19
19
19
14
14 32
32
32 13
1313
13 13
13
13
13
26
26
26
26 41
41
41 32
4444 41 22
22
22
22 24
24
24
24 12
12
12
36
36
36 34
34
34
34 34
34
34 12
36 555 11
11
11 34
46
46
46
46 26 5
26
26
26 11
13
13
13
13 40
40
40
40
56
56
56
56 6666 22
22
22
22
17
17
17
17 6666
55
55
55
55
55
55
55
51
51
51
51 18
18
18
18
49
49
49
49 27
27
27
27 40
40
40
40
47
47
47
47 65
65
65
65
18
18
18 13
13
13
13
18
63
63
63
63
35
35
35
35
47
47
47
47
2222222
Figure 6.3.4 Trams per Hour, October 1998 Peak Hour
6-22
Bucurestii Noi
Colentina
Victoriei

Militari

Dudesti

Alexandria Titan
Progresu
Figure 6.3.5 Location of Tram Depots

Figure 6.3.6 Segregated Rights of Way for Trams
6-23
Table 6.3.2 Tram Fleet Characteristics, November 1998
V3A V3A-2S EP/V3A V2A V2A-2S V3A-93
Year of first manufacture 1972 1972 1976 1981 1985 1994
Country of manufacture Romania Romania Romania Romania Romania Romania
Type Double Double Motor unit Articulated Articulated Double
articulated articulated + trailer articulated
Number of bogies 4 4 2+2 3 3 4
Number of doors 4 4 each side 3+3 3 3 each side 5
Number of seats 42 42 20 + 20 = 40 32 28 33
Maximum standing places 258 258 145 + 145 = 184 172 267
290
Maximum capacity 300 300 165 + 165 = 216 200 300
330
Maximum speed (km/h) 70 70 70 65 65 55
Total vehicles in fleet 181 6 117 41 8 140
Av. no. motor units in 142 5 80 31 8 120
service
V3A-H T4R VTF VTM VTM

Year of first 1997 1974 1956 1956 1956
manufacture
Country Romania Czech Germany Germany Germany
of manufacture holland republic
Type Double Double Motor unit Motor unit Motor unit +
articulated motor unit + trailer + trailer trailer
Number of bogies 4 2+2 2+2 2 bogies + 3 3 axles + 3

axles axles
Number of doors 5 3+3 3+3 3+3 3+3
Number of seats 32 23 + 23 = 46 33 + 33 = 66 26 + 32 = 58 28 + 32 = 60
Maximum 268 125 + 125 = 79 + 79 = 158 92 + 69 = 161 92 + 69 = 161
standing places 250
Maximum capacity 300 148 + 148 = 112 + 112 = 118 + 101=219 120+101 = 221
296 224
Maximum speed 60 65 70 70 70
(km/h)
Total vehicles 3 130 9 24 11
in fleet
Av. no. motor 3 95 8 24 3
units in service
Source: RATB (1998) The Activity of RATB (1997), Technical Characteristics of RATB Vehicles and RATB Data
6.3.2 Vehicles
In November 1998 there were on average 519 tram units in daily service, out of a total fleet of
670 units. The characteristics of the fleet are shown in Table 6.3.2. The type of tram used on
each route is shown in Table 6.3.1.
6.3.3 Passenger Facilities

Across the whole tram network, facilities for passengers are generally of a very rudimentary
nature.
Stops are located either at the side of the road or in the centre of the road. When stops are
located at the side there is generally no particular problem of safety, since passengers alight
directly to or board directly from the pavement. However, when stops are located in the centre
of the road, passengers are exposed to danger from other road users.
At most centrally located stops, platforms provide space for waiting and ease boarding.
6-24
However, the platform is generally rather narrow (about 1.5m) and may not be sufficient
when large numbers of passengers are boarding or alighting. The platform also tends to be
rather low, at about 20 cm. Since the trams in use have very high floors, this makes boarding
and alighting difficult, especially for the old, infirm or passengers with children or shopping.
The platforms generally have no protection in the form of guard-rails to protect them from
other traffic. Some centrally located stops do not have pedestrian crossings or traffic signals
adjacent to them so that passenger must cross in front of other traffic unaided.
When no platform is provided, passengers must wait at the side of the road until a tram arrives,
then cross the area of the road used by other traffic. Although other traffic is legally obliged to
stop behind a stationary tram at a tram stop, the potential danger is increased. Furthermore,
the lack of platform increases the inconvenience of boarding and alighting for the old and
infirm.
Whatever the type of stop, the other facilities provided tend to be very basic or non-existent.
There is usually a sign indicating the stop and the tram routes which pass, but there is often no
further information about the routes such as route plans, timetables etc.. Few stops have
protection from the weather. Integration with other modes is often poor, with long distances to
bus stops or metro stations.
The conditions inside older vehicles are often very poor, with uncomfortable seating,
inefficient heating, poor lighting and a generally run-down atmosphere.
6.3.4 Ticketing System, Fares and Revenue Control

A common ticketing system operates for trams, urban buses (excluding express buses) and trolley
buses. Tickets are purchased from kiosks before boarding the tram. Inserting them in one of the ticket
punches located in the vehicle then validates on board single journey tickets. Multi-journey tickets and
season tickets (“abonaments”) are also available. Free travel passes are provided to RATB employees
and collaborators. The range of tickets applicable to trams and corresponding fares are shown in Table
6.3.3.
Table 6.3.3 RATB Ticket Types and Fares Applicable for Trams
Ticket type Fare (Lei)
June 1998 Nov 1998
Single ticket One route 1400 1500
Full fare season tickets One route 34000 38000

(valid one month) Two routes 58000 60000
All routes 84000 85000
Half-fare season tickets One route 17000 19000

for students, pensioners, Two routes 29000 30000
handicapped etc. All routes 42000 42500
Source: RATB
A person caught without a valid ticket is fined a penalty of 75000 Lei. About 11000 persons
per month are caught and fined. This represents less than one person fined per controller per
day. However, evidence from surveys conducted by CIE Consult suggests that the incidence
of fare evasion may be 25 percent or more. There is an indication that either the productivity
of the controllers is very low, or that there is widespread collusion between passengers and
controllers.
If a person is caught without a valid ticket, he is obliged to pay the fine on the spot to the
controller or within 48 hours at one of several RATB offices. If the person fails to pay the
penalty, a civil charge may be brought against the offender for 150000 Lei. However, the
procedure is rather cumbersome and is not often pursued.
6-25
6.3.5 Operating Costs
Indicative costs have been taken from information provided by RATB supplemented by data
in “The Activity of RATB - Statistical data on the first half of 1998”. The data shows that the
cost per vehicle kilometre is 8525 Lei and per passenger place kilometre is 44 Lei. A
summary of the costs is shown in Table 6.3.4. It should be noted that the cost allocated to
energy is based on a theoretical division between trams and trolley buses and cannot actually
be measured.
Table 6.3.4 Summary of Operating Costs of Trams, 1998

Cost (thousand Lei)
total per veh.km per place.km* %
Materials 56,858,000 2.421 0.0125 28.4
Energy 34,430,000 1.466 0.0076 17.2
Labour 74,993,000 3.188 0.0165 37.4
Maintenance 22,800,000 0.972 0.0050 11.4
Depreciation 10,079,000 0.426 0.0022 5.0
Tax 947,000 0.043 0.0002 0.5
Other 59,000 0.009 0.0 0.1

Total 200,166,000 8.525 0.0440 100.0
Source: RATB (1998) The Activity of RATB Tables 1.8 & 7.3.3
* assuming 8.5 passengers per m2
Total costs per depot and costs per tram kilometre for the first half of 1998 are shown in Table
6.3.5.
Table 6.3.5 Costs per Depot and Costs per Tram Kilometer, First Half 1998
Depot Cost (Lei million) Kilometres Cost per km Vehicle type kms per type
(Lei)
Buc. Noi 12,578.519 1,492,839 8425.91 EP/V3A 1,492,839
Victoria 17,368.780 1,971,519 8809.85 V3A 362,492
V3A-93 20,911
EP/V3A 1,588,116
Dudesti 14,406.364 1,556,745 9254.16 V3A 895,678
VTF/VTM 661,067
Alexandria 28,246.478 3,104,924 9097.32 V2A 1,222,519
V3A 844,724
V3A-93 1,037,681
Colentina 20,215.213 2,207,549 9157.32 V3A 49,980
V3A-93 2,157,569
Militari 22,227.693 3,177,280 6995.83 T4R 3,177,280
Giurgiului 12,408.642 1,593,407 7787.49 V3A 1,593,407
Titan 13,364.157 1,620,137 8248.79 V3A 1,620,137
Administration* 1,765.792
TOTAL 142,581.638 16,724,400 8525.37
Source: RATB
* The administration cost is for all trams and trolley buses in all depots and head office costs.
A more detailed breakdown of costs has been provided by RATB for the Colentina tram depot.
This is shown in Table 6.3.6.
6-26
Table 6.3.6 Operating Costs of Trams at Colentina Depot, October 1998
Cost (million Lei) % of total
I Materials 811.131 25.6
- raw materials 188.971
- fuel 6.657
- electricity, water 605.086
- inventory items 9.339
- consumable items 1.078
II Services provided by third parties 389.198 12.3

- repairs 2.343
- servicing 0
- telephones etc. 3.093
- other 383.762
III Taxes 8.184 0.3
IV Personnel 1107.113 34.9

(1) salaries 803.317
of which:
- operations 498.546
- maintenance 277.812
- administration 26.959
(2) social security 303.796
V Depreciation 855.069 27.0
VI Exceptional charges 0
TOTAL 3170.695 100.0
Kilometres 375147
Cost per kilometre 8451.88
Source: RATB
6.3.6 Route Operating Costs and Revenues

An analysis has been carried out of the operating costs and revenues of the tram network by
route. The analysis is based on information supplied by RATB, the route loading survey and
assumptions derived from the CIE Consult study.
The operating costs by type of tram and by depot were derived from information provided by
RATB (see section 6.3.5 above). For the purposes of this analysis, costs of administration
were excluded.
Multiplying the cost per tram kilometre derived the costs per route by the route length.
Revenues on each route were estimated by multiplying the average revenue per passenger by
the total number of passengers using each route.
The average revenue per passenger was estimated on the basis of the number of RATB
passengers and revenues. RATB estimate that in the first half of 1998, there were 388.7
million passengers. This number was based on the number of individual tickets and season
tickets sold, and on the number of free passes issued. It is assumed that 50 trips per month are
made by holders of single line season tickets, 100 trips by holders of two line season tickets
and 150 trips by holders of all line season tickets.
However, it is known that there is a certain level of fare evasion. CIE Consult estimate that
this may be as high as 25 percent (Fig. F.60). If this is so, then the total number of passengers
becomes 518.
6-27
The total revenue in the first half of 1998 was 513686.6 million Lei. However, this includes a
subsidy of 368599.7 million Lei. The revenue from ticket sales was, therefore, 145086.9
million Lei. Thus, the average revenue per RATB passenger was 280 lei.
The number of passengers boarding on each tram route was calculated from the tram
passenger loading survey. For each route and each direction, this was multiplied by the
number of trams per hour and the average fare per passenger to give an estimate of the
revenue per route in each direction in the peak hour.
The analysis of the above costs and revenues shows that the total estimated operating costs in
the peak hour are 56.784 million Lei, while the revenues are 39.607 million Lei. Thus, a
deficit of 17.2 million Lei is incurred per hour and revenues cover 70 percent of the operating
costs. Furthermore, it has been suggested by RATB that the level of fare evasion of 25 percent
may be too high. In this case, the revenue per passenger would be higher and revenues would
cover a greater percentage of operating costs. In fact, if fare evasion was non-existent (or
eradicated), revenues would cover 95 percent of operating costs.
(RATB assumes that 50 trips per month are made by 1 line season ticket holders, 100 trips by
2 line holders and 150 by all line holders. Check in the person trip survey whether this is
reasonable. If the number of trips is less, the revenue per trip should be increased.)
The above analysis has been validated against data for the whole of the first half of 1998.
During this period, the total revenue of RATB was 145087 million Lei (as explained above).
The number of passenger journeys made by tram was 167.1 million out of a total of 388.7
million, i.e. 43 percent (RATB Table 9.1). The estimated revenue for trams was, therefore, 43
percent of 145087 million Lei i.e. 62387 million Lei.
The calculated revenue per peak hour is 39.312 million Lei (albeit for the month of
November). If it is assumed that the daily profile of tram use is similar to the daily profile of
metro use, then the peak hour represents about 10 percent of the total number of passengers
carried during the day. If it is assumed that the passenger volumes at weekends are 66 percent
of the volumes on weekdays, then the total revenue for a six-month period in 1998 may be
estimated to be 65352 million Lei. This figure is remarkably close to the estimated revenue
derived from RATB data in the preceding paragraph.
Routes 2, 5, 12, 18, 19, 41, 45, 47 and 52 would appear to cover their operating costs in the
peak direction. Route 21 would appear to cover its operating costs in both directions (Figure
6.3.7).
It may be argued that revenues should include the amount received in subsidy to cover free or
half price passes. This is about 30 percent of the total subsidy i.e. 110580 million Lei. If this
is added to the total revenue from fares, the revenue per passenger becomes 493 Lei. In this
case revenues for the whole tram network become 1.08 times the operating cost.
6-28
6.4 Trolley Bus
6.4.1 Trolley Bus Network
Trolley buses are intended to provide a feeder network of short distance services. However,
they also provide a high-density service across the city center along an east - west axis and to
the Gara de Nord. The pattern of these services is typically from the inner suburbs, across the
city center to a point on the far side of the center, or simply across the city center. Trolley
buses have recently been used to replace tram services at the extremes of certain tram routes
within the inner ring road because vibrations were damaging old buildings. The current trolley
bus routes are shown in Figure 6.4.1.
The routes are operated from four depots, as identified in Tables 6.4.1 and 6.4.2. The location
of these depots is shown in Figure 6.4.1.
Prior to the mid-1970s, trolley bus routes also ran north-south, connecting the suburbs to the
centre via what is now Bd. Gh. Magheru. All that remains of these routes is the feeder
services to Piata Sudului and Clabucet. The pattern of the east-west routes was very similar to
that of today.
Two roads have sections which are bus only in one direction; on Bd. Dacia (150 m) and Bd.
Regina Elisabeta (1050 m). A section of Str. Iancu Cavaler de Flondor is trolley bus only in
both directions. However, this is not respected by drivers of other vehicles. These are the only
special facilities that exist for trolley buses.
Poor road conditions have an adverse effect on trolley bus speed, passenger comfort and
operating costs. Specific problems for trolley buses are that bad road surface conditions may
cause the contact to jump off the overhead cable.
6-30
Figure 6.4.1 Trolley Bus Route Network and Depots
6-31
Table 6.4.1 Trolley Bus Routes, June 1998
Vehicle No. of
Route From To Depot length time speed max min (max
type vehicles
(km) (mins) (km/h) (veh/hr) (veh/hr) places/hr)
61 Master SA Pta. Rosetti Bujoreni 9.8 SAURER 9 38 15.5 7.0 2.3 764
62 Gara de Nord Liceul Ind. Auto Bujoreni 9.3 DAC 117E 12 31 18.0 11.3 3.6 1226
66 Spitalul Fundeni Vasile Parvan V. Luminoasa 7.8 Astra 415T 21 34 13.8 17.8 11.5 2893
69 Valea Argesului Baicului Bujoreni 12.4 DAC 117E 18 55 13.5 9.5 5.6 1544
70 Bd. Basarabia Vasile Parvan V. Luminoasa 8.9 ASTRA 415T 11 38 14.1 8.4 5.2 936
71 Valea Argesului Gara de Nord Bujoreni 7.8 DAC 117E 9 33 14.2 7.9 5.2 1294
73 Turnu Magurele Piata Sudului Berceni 2.0 DAC 117E 5 10 12.0 11.5 8.3 1881
74 Bd. Alexandru Obregia Piata Sudului Berceni 2.2 DAC 117E 6 12 11.0 12.0 8.0 1956
76 Piata Resita Piata Sudului Berceni 2.8 DAC 117E 14 13 12.9 27.1 16.9 4417
79 Bd. Basarabia Gara de Nord V. Luminoasa 9.7 ASTRA 415T 14 48 12.1 8.6 4.2 960
85 Baicului Gara de Nord V. Luminoasa 7.6 ASTRA 415T 11 34 13.4 9.3 6.6 1270
86 Stadionul Lia Manoliu Gara de Nord V. Luminoasa 7.0 DAC 117E 9 37 11.4 7.1 4.6 1158
87 Dridu Carpati Buc. Noi 2.1 DAC 117E 6 11 11.5 15.0 9.2 2445
90 Valea Ialomitei Stadionul Lia Manoliu V. Luminoasa 12.7 ASTRA 415T 9 57 13.4 4.5 1.5 734
91 Valea Ialomitei Piata Rosetti Bujoreni 8.2 DAC 117E 9 40 12.3 6.6 4.4 1073
92 Barajul Dunarii Vasile Parvan V. Luminoasa 8.6 ASTRA 415T 9 38 13.6 6.8 4.4 766
93 Valea Ialomitei Gara de Nord Bujoreni 7.4 DAC 117E 9 31 14.3 8.4 5.6 1375
96 Tacerii Gara de Nord Bujoreni 6.5 SAURER 9 26 15.0 10.2 6.9 1661
97 Strandul Straulesti Carpati Buc. Noi 4.2 DAC 117E 10 18 14.0 15.8 10.2 2574
137.0 200 604 13.6 30927
Table 6.4.2 Trolley Bus Routes, October 1998

Vehicle No. of speed
Route From To Depot length time max min (max
type vehicles (km/h)
(km) (mins) (veh/hr) (veh/hr) places/hr)
61 Master SA Pta. Rosetti Bujoreni 9.8 SAURER 9 38 15.5 7.0 2.3 764
62 Gara de Nord Liceul Ind. Auto Bujoreni 9.3 DAC 117E 12 34 16.4 10.3 6.1 1677
66 Spitalul Fundeni Vasile Parvan V. Luminoasa 7.8 Astra 415T 27 34 13.8 22.8 14.8 2555
69 Valea Argesului Baicului Bujoreni 12.4 DAC 117E 19 55 13.5 10.0 6.1 1630
70 Bd. Basarabia Vasile Parvan V. Luminoasa 8.9 ASTRA 415T 9 38 14.1 6.8 4.4 766
71 Valea Argesului Gara de Nord Bujoreni 7.8 DAC 117E 9 33 14.2 7.9 5.2 1294
73 Turnu Magurele Piata Sudului Berceni 2.0 DAC 117E 5 10 12.0 11.5 8.3 1881
74 Bd. Alexandru Obregia Piata Sudului Berceni 2.2 DAC 117E 6 12 11.0 12.0 8.0 1956
76 Piata Resita Piata Sudului Berceni 2.8 DAC 117E 14 13 12.9 27.1 16.9 4417
79 Bd. Basarabia Gara de Nord V. Luminoasa 9.7 ASTRA 415T 12 42 13.9 8.4 4.1 938
85 Baicului Gara de Nord V. Luminoasa 7.6 ASTRA 415T 12 34 13.4 10.1 6.6 1136
86 Stadionul Lia Manoliu Calea Victoriei V. Luminoasa 7.7 DAC 117E 9 34 13.6 7.7 5.0 1257
87 Dridu Carpati Buc. Noi 2.1 DAC 117E 6 11 11.5 15.0 9.2 2445
90 Valea Ialomitei Stadionul Lia Manoliu V. Luminoasa 12.7 ASTRA 415T 17 57 13.4 8.5 2.9 952
91 Valea Ialomitei Piata Rosetti Bujoreni 8.2 DAC 117E 9 40 12.3 6.6 4.4 1073
92 Barajul Dunarii Vasile Parvan V. Luminoasa 8.6 ASTRA 415T 9 38 13.6 6.8 4.4 766
93 Valea Ialomitei Gara de Nord Bujoreni 7.4 DAC 117E 9 31 14.3 8.4 5.6 1375
96 Tacerii Gara de Nord Bujoreni 6.5 SAURER 15 27 14.4 16.4 9.8 1784
97 Strandul Straulesti Carpati Buc. Noi 4.2 DAC 117E 12 18 14.0 19.0 10.2 3088
137.7 220.0 599.0 13.8 31754
6-32
6.4.2 Vehicles
In November 1998 there were 249 trolley buses allocated to routes, out of a total fleet of 288
units. The characteristics of the fleet are shown in Table 6.4.3.
The types of vehicle are described in the following paragraphs. It should be noted that the
total passenger capacities quoted are as specified by RATB. However, the capacity in terms of
standing passengers is somewhat subjective, depending on what is regarded as an acceptable
crush-loading capacity. In general, RATB use a crush-loading capacity of 8.5 persons per
square metre.
The DAC 117E (and EA) is the old standard trolley bus of RATB. There are 111 of these
buses in the fleet, accounting for some 39 percent of the total. It is an articulated bus dating
from 1980 (and 1989 for the EA), with three axles and four doors. It was manufactured in
Romania. The vehicle has 34 seats and a total capacity of 162 passengers.
The Astra - Ikarus 415T is the new standard trolley bus of RATB and accounts for some 35
percent of the fleet. It is a rigid bus with two axles and three doors dating from 1997. The
body is manufactured by Ikarus in Hungary and the engine by Astra in Arad, Romania. The
vehicle has 26 seats and a total capacity of 100 passengers. There are 100 Astras in the fleet.
The price of a new Astra is of the order of USD 400,000 (including VAT at 22 percent).
The DAC 217E and 317E are more recent variants of the DAC 117E. There are thirty-eight
217s in the fleet and one 317. The 217s date from 1990, has 39 seats and a total capacity of
156 passengers. The 317 dates from 1993, has 38 seats and a total capacity of 155 passengers.
The DAC 212ECS is a rigid bus with two axles and three doors dating from 1989. The bus
was manufactured in Romania and there are 4 in the fleet. They have 24 seats and a total
capacity of 100 passengers.
The DAC 312E is a more recent variant dating from 1995. There are 2 of these vehicles in the
fleet. They have 22 seats and a total capacity of 95 passengers.
The ROCAR 412 dates from 1998 and the ROCAR 512 from 1997. There is one 412 in the
fleet and nine 512s. Each has 20 seats and a total capacity of 105 passengers. The price for a
new ROCAR is USD 220,000 (including VAT at 22 percent).
The rest of the trolley bus fleet is made up of 22 Saurers. They were manufactured in
Switzerland as diesel powered buses dating from 1968. They were used in Switzerland for 20
years, then imported to Romania. They were used initially in Bucharest as diesel powered
buses, then later modified as trolley buses. They have 30 seats and a total capacity of 104
passengers.
There is also one double articulated trolley bus with four axles in the fleet, operating on route
69. However, no reference is made to this in the inventory of vehicles.
As with the trams, the condition of vehicles is closely related to their age. Some of the oldest
trolley buses are in very poor condition. Conversely, the Astra trolley buses are in very good
condition, and are maintained so through the maintenance checks carried out each time the
vehicle returns to the depot.
6-33
Table 6.4.3 Trolley Bus Fleet Characteristics, November 1998
DAC 117E / EA Astra Ikarus 415T DAC 217E DAC 317E DAC 212ECS
Year of first manufacture 1980 / 1989 1997 1990 1993 1989
Country of manufacture Romania Hungary/Romania Romania Romania Romania
Type Articulated Rigid Articulated Articulated Rigid
Number of axles 3 2 3 3 2
Number of doors 4 3 4 4 3
Number of seats 34 26 39 38 24
Maximum standing places 128 74 117 117 76
Maximum capacity 162 100 156 155 100
Maximum speed (km/h) 52.5 60 60 60 60
Total vehicles in fleet 111 100 38 1 4
Av.no.vehicles in service 100 94 26 1 4
DAC 312E ROCAR 412 ROCAR 512 SAURER

Year of first manufacture 1995 1998 1997 1968
Country of manufacture Romania Romania Romania Switzerland/Romania
Type Rigid Rigid Rigid Rigid
Number of axles 2 2 2 2
Number of doors 3 3 3 3
Number of seats 22 20 20 30
Maximum standing places 73 85 85 74
Maximum capacity 95 105 105 104
Maximum speed (km/h) 60 60 60 50
Total vehicles in fleet 2 1 9 22
Av. no. vehicles in service 2 1 5 16
Source: RATB (1998) The Activity of RATB, RATB (1997) Technical Characteristics of RATB Vehicles and RATB data
6.4.3 Passenger Facilities

Apart from the fact that buses always stop at the side of the road, the section on tram
passenger facilities described in section 6.3.3 above applies equally to trolley buses.
However, it should be noted that the Municipality is currently (January 1999) installing bus
shelters with lighting and seats at many city centre bus and trolley bus stops. They incorporate
panels for advertising to offset the cost, and may be considered to be of an appropriate design.
At major stops, route information panels are also being installed. If these facilities are
maintained in good repair and cleaned regularly, they will go a long way towards providing
the minimum necessary passenger facilities.
Nevertheless, a general attitude of disregard for passengers and other pedestrians has been
shown during the implementation phase. For several weeks before the shelters themselves
were installed, support posts were left protruding approximately 20 cm from the pavement,
providing a hazard to passengers and other pedestrians, particularly at night. Since the
installation of the shelters, the trenches to the electricity supply have so far only been
temporarily refilled, presenting a further hazard.
6.4.4 Ticketing System, Fares and Revenue Control

The ticketing system, fares and system of revenue control are the same as for trams, described in
section 6.3.4 above. However, the Astra buses are equipped with electronic ticket validation units
which print the time and date on each ticket.
6.4.5 Operating Costs

Indicative costs have been taken from information provided by RATB supplemented by data in “The
Activity of RATB - Statistical data on the first half of 1998”. The data shows that the cost per vehicle
6-34
kilometre is 7384 Lei and per passenger place kilometre is 84 Lei. A summary of the costs is shown in
Table 6.4.4. It should be noted that the cost allocated to energy is based on a theoretical division
between trams and trolley buses and cannot actually be measured.
Table 6.4.4 Summary of Operating Costs of Trolley Buses, 1998

Cost (thousand Lei)
total per veh.km per place.km* %
Materials 16,693,000 1.492 0.0169 20.2
Energy 11,341,000 1.019 0.0115 13.8
Labour 38,315,000 3.434 0.0389 46.5
Maintenance 8,203,000 0.731 0.0083 9.9
Depreciation 7,414,000 0.665 0.0075 9.0
Tax 417,000 0.037 0.0004 0.5
Other 21,000 0.007 0.0 0.1
Total 82,404,000 7.384 0.0837 100.0
Source: RATB (1998) The Activity of RATB Tables 1.8 & 7.3.3
* assuming 8.5 passengers per m2
Total costs per depot and costs per trolley bus kilometre for the first half of 1998 are shown in
Table 6.4.5.
Table 6.4.5 Costs per Depot and Costs per Trolley Bus Kilometer, First Half 1998
Depot Cost (Lei million) Kilometres Cost per km (Lei) Vehicle type kms per type
V. Luminoasa 22,437.586 2,704,770 8295.56 DAC 112E 12,696
DAC 117E 80,081
DAC 117EA 1,412,387
DAC 212ECS 119,757
DAC 217E 232,978
DAC 312E 36,598
512E 118,546
ASTRA 691,727
Buc. Noi 3,875,618 504,978 7674.82 DAC 117E 504,978
Berceni 5,574,423 613,973 9079.26 DAC 117E 893,605
SAURER 20,368
Bujoreni 16,577,578 2,732,034 6045.89 DAC112E 125,627
DAC 117E 1,255,767
DAC 217E 770,385
SAURER 580,255
TOTAL 48,405,205 6,555,755 7383.62
Source: RATB
A more detailed breakdown of costs has been provided by RATB for the V. Luminoasa trolley
bus depot. This is shown in Table 6.4.6.
6.4.6 Route Operating Costs and Revenues

An analysis has been carried out of the operating costs and revenues of the trolley bus
network by route. The analysis is based on information supplied by RATB, the route loading
survey and assumptions derived from the CIE Consult study.
The operating costs by depot were derived from information provided by RATB. For the
purposes of this analysis, costs of administration were excluded.
6-35
Table 6.4.6 Operating Costs of Trolley Buses at V. Luminoasa Depot, October 1998
Cost (million Lei) % of total
I Materials 598.887 14.6
- raw materials 82.737
- fuel 10.640
- electricity, water 480.960
- stocks 23.229
- consumables 1.321
II Services provided by third parties 186.178 4.5

- repairs 0.400
- servicing 0
- telephones etc. 2.536
- other 183.242
III Taxes 12.826 0.3
IV Personnel 1337.485 32.5

(1) salaries 963.983
of which:
- operations 692.270
- maintenance 245.094
- administration 26.619
(2) social security 373.502
V Depreciation 1978.544 48.1
VI Exceptional charges 0
TOTAL 4113.920 100.0
Kilometres 481766
Cost per kilometre 8539.25
Source: RATB
Multiplying the cost per trolley bus kilometre derived the costs per route by the route length.
Revenues on each route were estimated by multiplying the average revenue per passenger by
the total number of passengers using each route.
The average revenue per passenger was estimated on the basis of the number of RATB
passengers and revenues. RATB estimate that in the first half of 1998, there were 388.7
million passengers. This number was based on the number of individual tickets and season
tickets sold, and on the number of free passes issued. It is assumed that 50 trips per month are
made by holders of single line season tickets, 100 trips by holders of two line season tickets
and 150 trips by holders of all line season tickets.
However, it is known that there is a certain level of fare evasion. CIE Consult estimate that
this may be as high as 25 percent (Fig. F.60). If this is so, then the total number of passengers
becomes 518.
The total revenue in the first half of 1998 was 513686.6 million Lei. However, this includes a
subsidy of 368599.7 million Lei. The revenue from ticket sales was, therefore, 145086.9
million Lei. Thus, the average revenue per RATB passenger was 280 lei.
The number of passengers boarding on each trolley bus route was calculated from the trolley
bus passenger loading survey. For each route and each direction, this was multiplied by the
number of trolley buses per hour and the average fare per passenger to give an estimate of the
revenue per route in each direction in the peak hour.
6-36
The analysis of the above costs and revenues shows that the total estimated operating costs in
the peak hour are 19.1 million Lei, while the revenues are 11.0 million Lei. Thus, a deficit of
8.1 million Lei is incurred per hour and revenues cover 58 percent of the operating costs. It
has been suggested by RATB that the level of fare evasion of 25 percent may be too high. In
this case, the revenue per passenger would be higher and revenues would cover a greater
percentage of operating costs.
(RATB assumes that 50 trips per month are made by 1 line season ticket holders, 100 trips by
2 line holders and 150 by all line holders. Check in the person trip survey whether this is
reasonable. If the number of trips is less, the revenue per trip should be increased.)
The above analysis has been validated against data for the whole of the first half of 1998.
During this period, the total revenue of RATB was 145087 million Lei (as explained above).
The number of passenger journeys made by trolley bus was 54.5 million out of a total of
388.7 million, ie. 14 percent (RATB Table 9.1). The estimated revenue for trolley buses was,
therefore, 14 percent of 145087 million Lei ie. 20312 million Lei.
The calculated revenue per peak hour is 11.0 million Lei (albeit for the month of November).
If it is assumed that the daily profile of trolley bus use is similar to the daily profile of metro
use, then the peak hour represents about 10 percent of the total number of passengers carried
during the day. If it is assumed that the passenger volumes at weekends are 66 percent of the
volumes on weekdays, then the total revenue for a six-month period in 1998 may be estimated
to be 18176 million Lei. This figure is close to the estimated revenue derived from RATB data
in the preceding paragraph.
Only routes 61, 62 and 66 would appear to cover their operating costs in the peak direction
(Figure 6.4.2).
6-37
6.5 Bus
6.5.1 RATB Bus
Hereafter representative meaning will be given to long distance bus including regional bus
other than RATB bus, international bus and inter-city buses. RATB is also providing services
to the nearby cities, towns, villages and communes from Bucharest. Those buses are to be
called RATB regional bus.
The naming of those types of buses are shown below:

a) Long distance bus
a1) Regional bus (operated by private company to serve the local area to/from Bucharest)
a2) Inter-city bus (operated by private company to serve between Bucharest and other
cities)
a3) International bus (operated by private company to serve between Bucharest and other
foreign cities)
b) RATB regional bus (operated by RATB to serve between Bucharest and neighboring
areas)
(1) Network
The bus network in the Bucharest Metropolitan area and its surroundings are composed of
RATB (Regia Autonoma de Transport Bucuresti) buses, regional buses, international buses
and maxi taxis. Other than international buses those buses are designed to accommodate to
the regional services, local services, and feeder services.
In 1998 the 122 RATB bus routes are served in Bucharest and its surrounding area with total
length of some 1,400 km.
The network is densely established in the urbanized area with some exceptions, for instance in
the eastern part of the inner ring road or in the area near Bucharest Basarab station. In those
areas the access to the bus route is beyond walking distance.
RATB bus network is largely in a radial pattern from the city center to the peripheral areas in
the Bucharest Municipality, and some routes reach to the Communas beyond the city
boundary. Each route is basically in a linear shape, and circular pattern routes are not adopted
(Figure 6.5.1 and 6.5.2). The route length mostly ranges from 3 km to 20 km averaging 11.4
km (one way). The average number of buses operated on the route varies 7 (summer season)
to 8 (winter season) (Table 6.5.1).
6-39
Table 6.5.1 Bus Routes and Number of Operated Buses in 1998
Line no
Route Length
No. of Buses Headway Schedule
(one Depot
Route (operated) (min.) Speed
direction)
(km) summer winter V1 V2 V3 (km./h)
1 100 Republica - CFR Bucuresti Sud 4.7 8 9 Titan 4 5 6 17.7
2 101 Doamna Ghica - FAUR 10.1 20 21 Floreasca 3 4 7 16.8
3 102 Bd. Basarabia - Giurgiului 12.1 30 32 Titan 2 4 7 19.1
4 104 Vatra Luminoasa - P-ta Operei 8.1 21 24 Pipera 3 3 5 14.8
5 105 P-ta Presei- Valea Oltutui 14.7 19 20 Militari 4 6 7 19.4
6 110 Gara de Nord - CFR Pipera 11.5 4 4 Pipera 20 20 26 18.2
7 112 Sos.Chitilei - CFR Pipera 14.5 5 6 Floreasca 17 20 27 17.3
8 116 Timpuri - Progresul 8.9 9 12 Alexandria 5 6 11 16.2
9 117 P-ta Unirii - Cart . Salaj 7.4 13 15 Alexandria 3 4 6 18.5
10 122 Universitate - Ghencea 8.1 6 6 Militari 10 12 15 16.8
11 123 Gara Basarab - CET Sud 9.3 13 15 Ferentari 4 6 6 15.9
12 125 REMAT - Metalurgiei 8.4 3 3 Ferentari 20 20 0 20
13 126 Lahovary - Cart. Ghencea 8.2 5 6 Militari 10 13 17 16.9
14 131 Aero Baneasa - P-ta Romana 8.2 14 15 Nordului 3 4 6 18.1
15 133 Gara Basarab - Timpuri Noi 11.4 15 18 Nordului 4 6 8 16.3
16 135 CET Sud - CFR Pipera 13.7 21 21 Pipera 4 5 10 17.1
17 136 Pod Izvor - Militari 8.3 7 8 Militari 7 9 11 17.7
18 137 MASTER SA - Universitate 8.4 0 12 Militari 7 8 10 16.8
19 139 Zetarilor - P-ta Leul 7.4 22 30 Ferentari 3 2 5 17.1
20 141 IMGB Vulcan - Zetarilor 10.8 7 11 Ferentari 7 8 14 19.6
21 143 Baicului - Bucur Obor 4.6 5 6 Titan 6 8 9 16.1
22 144 Danubiana - sos. Viilor 10.1 6 6 Titan 11 13 17 18.3
23 146 Granitul - Com. Pantelimon 3.1 3 3 Titan 10 10 30 18.3
24 147 Granitul - Ferma Pantelimon 4.2 1 1 Titan 30 30 50 19.2
25 150 Militari - Comuna Chitila 15.2 2 2 Alexandria 60 60 60 22.8
26 152 Chiajna - Lujerului 7.6 6 6 Alexandria 8 10 12 18.9
27 153 Voluntari - Republica 10.6 7 7 Titan 10 13 15 18.2
28 154 GLINCARN - Piata Sudului 9 4 6 Ferentari 10 10 15 19.3
29 155 Pod Afumati - Inst. Oncologic 8.2 8 8 Floreasca 7 8 9 18.2
30 163 Magazile CFR - Giulesti Sarbi 4.1 2 2 Alexandria 15 15 15 18.8
31 164 Mezes - Chitila 7.5 8 9 Alexandria 5 6 9 20.5
32 167 CINESCOPE - Baneasa SA 8.8 2 2 Floreasca 30 30 60 21.1
33 168 Lahovary - Valea Argesului 10 18 21 Floreasca 3 4 5 17.7
34 171 Jilava - Progresul 7.7 3 3 Ferentari 14 14 14 23
35 173 Viilor - Valea Argesului 8.8 9 10 Alexandria 6 8 13 17
36 178 Apusului - Sala Palatului 9.6 21 23 Militari 2 3 5 19.1
37 180 P-ta Operei - CET Vest 9.7 6 7 Militari 8 10 26 20.8
38 181 I.N.M.B. - Camil Ressu 3.8 2 2 Titan 15 15 30 16.1
39 182 Inst. Oncologic - Gara Basarab 12.7 14 16 Nordului 5 7 9 17.7
40 200 Dobroiesti - Republica 4.5 1 1 Titan 30 30 60 20.5
41 201 Bucur Obor - Pipera 5.1 2 2 Floreasca 18 18 39 17.6
42 203 Dumitrana - Cart. T. 14.7 2 2 Alexandria 45 45 90 22.1
Vladimirescu
43 204 CFR Centura – Cart. T. 15.2 2 2 Alexandria 46 46 92 21.2
Vladimirescu
44 205 BIOTERRA – Gara de Nord 9.2 7 8 Nordului 7 9 12 17.3
45 206 Ghencea - IFA Magurele 10 3 3 Alexandria 18 20 28 23.1
46 214 Darasti – Ghencea 15.6 2 2 Alexandria 45 45 90 23.4
47 220 P-ta Rahova – IMGB Vulcan 10.7 7 9 Ferentari 12 12 18 18.9
48 221 Ghencea - CET Vest 6.1 2 2 Alexandria 20 20 23 19.3
49 226 13 Septembrie - Foisor 7.8 14 15 Alexandria 5 6 8 16
50 232 P-ta Unirii - Alex. Obregia 9.3 8 11 Ferentari 8 7 10 18
51 233 Aurel Vlaicu - Baneasa SA 8.6 1 1 Floreasca 60 60 0 20.6
52 241 Metalurgiei - IMGB Vulcan 3.5 4 4 Ferentari 6 6 15 21
53 242 Metalurgiei - P-ta de Gros 2 1 1 Ferentari 15 15 0 20
54 244 Danubiana - P-ta Sudului 7.5 4 6 Ferentari 8 10 10 18.8
55 246 RATB Titan - Granitul 7.5 5 5 Titan 9 13 26 20.5
56 252 Lujerului - Com. Rosu 7.6 1 1 Alexandria 51 51 50 22.7
57 253 Spitalul Fundeni - FAUR 8.7 7 8 Titan 8 10 12 18.6
58 254 GLINCARN - RATB Titan 4.9 1 1 Titan 60 60 0 18.2
59 261 Vatra Noua - P-ta Presei 5.2 3 3 Floreasca 20 20 30 21.6
60 268 Universitate - Valea Argesului 9.1 7 7 Militari 9 11 12 18.1
61 275 PECO Jilava - Timpuri Noi 10.4 3 3 Ferentari 24 24 36 17.7
6-40
Line no
Route Length
No. of Buses Headway Schedule
(one Depot
Route (operated) (min.) Speed
direction)
(km) summer winter V1 V2 V3 (km./h)
62 282 Gara de Nord - Doamna Ghica 11.1 18 20 Pipera 4 5 6 15.9
63 300 Clabucet - N. Balcescu 6.2 20 21 Pipera 2 3 5 18.5
64 301 Baneasa SA - P-ta Romana 12 13 12 Pipera 6 6 11 19.5
65 302 Sos. Magurele - SOMIC 6.1 1 1 Alexandria 34 40 60 24.5
66 303 Varteju - Ghencea 13.5 6 6 Alexandria 11 14 17 23.9
67 304 Laromet - P-ta Presei 14.5 6 6 Floreasca 15 18 45 20.2
68 305 Gara de Nord - Valea Oltului 9.6 4 4 Militari 16 23 66 18
69 311 P-ta Rosetti - FAUR 9.8 24 26 Titan 2 3 4 18.9
70 312 P-ta Unirii - Metalurgiei 7 10 12 Ferentari 4 5 6 19.1
71 313 Bd. Corneliu Coposu - 8.4 14 15 Ferentari 4 5 6 19.3
Metalurgiei
72 323 Timpuri Noi - Zetarilor 6.2 7 9 Ferentari 6 7 9 16.9
73 330 Barajul Dunarii - P-ta Presei 12.3 2 23 Pipera 3 4 5 18
74 331 Damaroaia - Lahovary 8.1 22 22 Nordului 2 3 5 17.4
75 335 Aeroport Baneasa - Barajul 14.7 14 15 Pipera 6 8 14 18.6
Dunarii
76 336 P-ta Rosetti -Apusului 8.5 24 25 Militari 2 3 5 17.3
77 346 Granitul - Neferal 5.4 5 6 Titan 6 7 7 22.9
78 368 Laovary - Valea Oltului 10.5 27 30 Floreasca 2 3 6 17.5
79 385 Drumul Sarii - P-ta Unirii 7 14 15 Militari 3 4 7 16.8
80 401 Branesti - Granitul 12.9 3 4 Titan 30 30 45 18.4
81 407 Mihailesti - Tacerii 17.5 6 6 Alexandria 13 13 20 29.2
82 408 Domnesti - Ghencea 13 4 4 Ferentari 17 17 35 26
83 409 Afumati - Inst. Oncologic 13.7 3 3 Titan 26 26 83 24.2
84 410 Balaceanca - Granitul 14.8 3 4 Titan 22 22 45 23.3
85 412 Petrachioaia - Inst. Oncologic 20.7 1 1 Titan 101 117 117 29.6
86 415 Fierbinti Targ - Inst. Oncologic 42.9 1 2 Floreasca 100 100 200 28.6
87 416 Moara Vlasiei - Inst. Oncologic 28.9 2 2 Floreasca 70 70 140 26.7
88 417 Stefanesti - Inst. Oncologic 13.2 2 2 Floreasca 40 40 40 22.6
89 418 Berceni - P-ta Sudului 13 4 4 Ferentari 15 17 32 26.9
90 419 Vidra - P-ta Sudului 15.4 3 3 Ferentari 28 46 42 24.3
91 421 Zurbaua - Lujerului 15.2 6 6 Alexandria 15 18 28 20.3
92 428 Teghes - Ghencea 16 1 1 Ferentari 131 131 131 10.1
93 429 Granitul - Belciugatele 21 1 1 Titan 100 110 110 24
94 430 Islaz - Granitul 18 1 1
95 432 Sindrilita - Inst. Oncologic 17.7 1 1 Titan 92 92 92 26.6
96 438 Clinceni - Ghencea 14 1 1 Alexandria 70 70 70 25.5
97 439 Clinceni - Alexandria 10.5 1 1 Alexandria 60 60 60 25.2
98 444 Saftica - P-ta Presei 18.3 2 2 Floreasca 60 60 0 20
99 445 Tunari - Aurel Vlaicu 9.6 2 2 Floreasca 30 30 60 19.9
100 448 Sitaru - P-ta Presei 40.5 4 4 Floreasca 45 45 90 28.6
101 449 Corbeanca - P-ta Presei 14 12 12 Nordului 6 7 10 22.1
102 450 Spit. Balotesti - P-ta Presei 23 5 5 Floreasca 25 31 31 25.1
103 451 Moara Vlasiei - P-ta Presei 30.5 5 5 Floreasca 29 30 50 26.1
104 452 Caldarusani - P-ta Presei 35.5 1 1 Floreasca 0 0 0 0
105 454 Ganeasa - Inst. Oncologic 17.2 1 1 Titan 104 104 104 22.9
106 456 Olteni - Ghencea 9.3 1 1 Alexandria 60 60 60 22.3
107 458 Ciorogarla - Lujerului 16.9 4 4 Alexandria 25 25 31 21.1
108 459 Tangnau - Granitul 17.5 4 4 Titan 22 22 45 27.6
109 460 Buftea - Laromet 11.8 12 12 Alexandria 5 6 10 23.6
110 466 Glina - RATB Titan 5.7 2 2 Titan 30 30 60 21.2
111 471 Copaceni - Progresul 12 2 2 Ferentari 32 32 32 25.7
112 472 Progresul - Adunati Copaceni 15.3 3 3 Ferentari 25 25 26 25.5
113 473 Progresul - Vidra 18 3 3 Ferentari 30 30 45 27
114 475 Tunari - Baneasa SA 6.5 2 2 Floreasca 30 30 0 13.8
115 601 Rosetti - Crangasi 6.5 3 4 Militari 30 30 0 15.6
116 605 Gara Basarab - Grivita 5.5 5 6 Nordului 5 7 12 20.6
117 618 Zetarilor - sos. Giurgiului 1.8 Ferentari 10 10 0 13.5
118 781 P-ta Resita - P-ta Romana 10 9 11 Metalurgiei 6 8 0 19.4
119 782 P-ta Rosetti - Granitul 6.5 4 4 Metalurgiei 13 17 0 19.5
120 783 P-ta Unirii - Aero Otopeni 18 8 8 Pipera 12 14 12 27
121 784 Platf. Metalurgiei - P-ta Romana 9.3 7 7 Metalurgiei 8 12 0 16.4
122 785 Bucur Obor - MASTER SA 11.5 7 8 Metalurgiei 12 20 0 16.4
Total 1,391.40 839 953 2,645 2,817 3,533 2,421.50
Average 11.4 7 8 22 23 29 19.8
Source: RATB
Note: Operation program is for weekdays.
6-41
(2) Fleets
The inventory number of RATB buses is 1,281 in 1998 and out of those buses 1,232 buses are
in operation. A double-axle diesel-engine bus with three doors is typical among RATB buses.
Over 60 % of the buses are Romanian-made represented by ROCAR buses, and other buses
were made in Spain, Hungary, Holland, Greece and France (Table 6.5.2). According to the
data from the RATB, new buses are purchased every year and average vehicle age of RATB
buses is 6 to 8 years old. This figure makes quite a contrast to the ages of regional buses
operated by private companies, which can not afford to purchase new fleets. When operated
mileage has reached 500,000km, the buses are sent to the URAC for general overhaul and
renovation.
Table 6.5.2 Vehicle Fleet Characteristics of RATB Buses
Category Vehicle Type
ROMAN IKARUS DAF ROCAR ROCAR ROCAR ROCAR SAVIEM DAC IK-4 UD112
112 UDM 260-50 SB 220 UL70 U412-230 U412-220 U412-260 117
Production Romania Hungary Holland Romania Romania Romania Romania France

Spain
Greece
Body size (mm) 11,210(l) 110,000(l) 11,690(l) 12,000(l) 120,000(l) 120,000(l) 120,000(l) 120,000(l)
2,500(w) 2,500(w) 2,500(w) 2,500(w) 2,500(w) 2,500(w) 2,500(w) 2,200(w)
3,080(h) 3,040(h) 3,020(h) 2,960(h) 3075(h) 3,075(h) 3,075(h) 2,700(h)
Passenger capacity (seats) 32 22 30 24+1 24+1 24+1 25+1 42
Pasenger capacity (standees) 68 80 64 80 80 80 75 20
Cabin space (sq.m) 9.6 10.6 8.7 10.0 10.0 10.0 9.3 4.0
Maximum capacity (pers.) 8.5 113 112 104 109 109 109 104 76
pers./sq.m
No. of doors 3 3 3 3 3 3 3 3
Engine capacity (cc) 10,344 10,350 8,661 6,871 6,871 6,871 6,871 7,258
Fuel type diesel diesel diesel diesel diesel diesel diesel diesel
HP metric 192 192 217 230 230 220 260 156 272
Fuel consumption (l/km) 35,0 30,5 30,0 33,5 33,5 30,0 30,0 24,0
Maximum speed (km/h) 70 70 76 75 75 75 75 60
Tare weight (kg) 9,180 9,000 10,670 10,700 10,950 10,730 9,630 9,000 7,200
ESA - - - - - - - - - - -
No. of axles 2 2 2 2 2 2 2 2 3
Source: RATB
6-44
(3) Infrastructure
- Ticketing office
Three types of ticketing facility are provided for RATB transport. The first is called cabs,
located at the end of routes with RATB staffs to check the operation schedule and also to sell
the tickets and passes. There are 88 cabs in the RATB service area and 62 cabs are used for
buses. The others are called ticket sales boxes and fare card offices. 180 ticket boxes, 40
magnetic card offices and 63 seasonal ticket offices were distributed mainly along the RATB
routes in the RATB servicing area in 1998. Tickets are not basically available on the RATB
bus.
- Depot
There are 8 depots for RATB buses. Each depot has its own routes and buses to administer.
Therefore depots are considered as basic units of operations. The scale of depots is relatively
large having over 100 buses. These depots are exclusively used for buses and not used for
trams and trolleys (Table 6.5.3).
- Stops
There are 1476 bus stops in the RATB servicing area. Mostly these stops are not equipped
with shelters. Out of these stops, only 252 common stops for bus and trolley have shelters and
are used for advertisements.
- Traffic controll system
ATS (automatic transport assistance system) has been partly introduced since 1984 to adjust
the interval of bus service on the route. This system is composed of radio-controlled
transponder, remitter, and computers. The location of bus is detected by transponder and
displayed on the screen at the control center. And the command for the bus operation
adjustment is transmitted to the bus by radio. This ATS was only applied for the 11 bus routes
that belong to the Militari Depot and 6 trolley routes that belong to the Bujoreni Depot. This
system is monitored and operated at the central controll center. At the control center 33 staff
are engaged in the monitoring and operational work in three shifts.
Table 6.5.3 Number of Buses by Depot, 1998
Floreasca Ferentari Nordului Alexandria Militari Titan Pipera Berceni 2 ETA Total
Inventory number 182 213 131 177 151 186 171 70 1281
Available number 176 194 131 167 151 173 171 69 1232
ROMAN 112 UDM 102 146 119 1 146 514
IKARUS 260-50 42 48 48 27 165
DAF SB 220 65 171 236
ROCAR UL70 5 5
ROCAR U412-230 15 15
ROCAR U412-220 20 20
ROCAR U412-260 32 65 110 207
SAVIEM 69 69
DAC 117 0
IK-4 1 1
UD112 0
Planned number for 136 148 112 128 132 124 148 30 958
operation
Engaged number in 145 153 114 132 132 142 149 51 1018
operation
Engaged number on route 136 149 112 130 132 126 148 30 963
Source: RATB
6-45
(4) Performance
RATB buses are operated quite frequently on the trunk routes. Average headway of buses on
these routes at peak period is less than 5 minutes.
According to the official data on the number of passengers, an increase in the number of
passengers from 1995 to 1996 is observed. However this increase is mainly due to the change
of the definition of passengers in the statistical data, namely, after 1995 legally granted free
ride passengers on RATB are included in the number of passengers in the statistical data.
Therefore it can be pointed out that the number of passengers of RATB bus has been
decreasing after 1992. RATB statistics from ticket sales indicate that 316 million passengers
were transported by RATB bus in 1997. This is translated into 867 thousands passengers per
day. In addition, approximately 5% of passengers who were considered as free riding children
till 5 years of age and illegal fare dodgers need to be counted as actual RATB bus passengers
(Table 6.5.4).
Regarding fare evasion the small survey results in the "Pre-investment Study for Bucharest Urban
Transport,” CIE CONSULT funded by EU Phare, 1998 revealed that about 25% to 30% of the
passengers evaded fares.
In this study, a passenger survey was conducted in November 1998 with the help of RATB.
This survey was designed to get more clear information on passengers getting on and off the
RATB buses in peak periods by each route. This survey revealed that the bus use by route
varies considerably and there are considerable RATB bus routes on which passengers are
scarce (Figure 6.5.3). The routes less than 5 passengers per km are mainly located in the outer
area of central districts and relatively low population density areas serving industrial areas.
On the contrary high passenger density RATB bus routes are the routes going to the central
area of Bucharest.
6-46
Table 6.5.4 Passengers of Public Surface Transport
1990 1991 1992 1993 1994 1995 1996 1997

Trams 1,000pers./year 236,100 267,200 345,800 281,900 264,900 244,500 340,600 316,400
1,000pers./day 647 732 947 772 726 670 933 867
100 113 146 119 112 104 144 134
Trolleys 1,000pers./year 53,300 73,700 99,600 111,400 88,300 78,700 110,900 103,000
1,000pers./day 146 202 273 305 242 216 304 282
100 138 187 209 166 148 208 193
Buses 1,000pers./year 147,000 226,500 299,900 289,600 275,700 252,000 340,600 316,400
1,000pers./day 403 621 822 793 755 690 933 867
100 154 204 197 188 171 232 215
Total 1,000pers./year 436,400 567,400 745,300 682,900 628,900 575,200 792,100 735,800
1,000pers./day 1,196 1,555 2,042 1,871 1,723 1,576 2,170 2,016
100 130 171 156 144 132 182 169
Source: Annual Report, RATB

Note: Number of passengers in 1996 and 1997 includes those passengers free of charge.
Number of passengers excludes fare evaders.
(5) Fares, Revenues and Expenditures

- Fares
Flat fare system is basically applied to the RATB buses similarly to other RATB trams and
trolleys. For long distance RATB buses and express RATB buses, different flat fares are
applied (Table 6.5.5).
Long distance fares are applied for those routes with a length beyond 30 km. Six long
distance RATB buses are operated presently in the north and northeast direction to Saftica,
Balotesti, Moara Vlasiei, Stitaru, Fierbinti, and Manastirea Caldarusani. Five express buses
are operated to the north (Otopeni Airport), south (Piata Sudului), east (Granitul) and west
(MASTER SA).
Three types of tickets valid for one day are issued and various types of season tickets are also
available in terms of duration of validity, area of validity.
The fare for an one-day ticket valid for one route in urban and suburban areas is 1,500 lei. The
fare for long distance buses valid for one day and one route is 5,000 lei. Double fare is 2
fares? Adopted for express buses except the route between Otopeni Airport and Piata Unirii
that offers 4,000 lei for a ticket valid for one day and one trip.
Discount tickets are granted to students and aged passengers at half of normal ticket fares.
Tickets valid for one day are available at ticket booths and seasonal tickets are only available
at ticket offices. Those booths and offices are located in the RATB bus service area near the
routes and are not available on the RATB bus. The magnetic tickets are not used for RATB
buses except express buses. The passengers are obliged to punch their tickets on the RATB
bus to prove the use of the ticket and to invalidate the ticket for the next use. The free riders
without any privilege are to be taxed or penalized (Table 6.5.6).
- Operating cost
The operating cost of RATB bus was estimated at 6869.85 lei per vehicle-km in 1998, and this
was about half of those of trams and trolleys. Regarding the cost per trip, it was estimated at
1689.0 lei per trip in the case of RATB buses. Though this figure had a relative advantage
over trams and trolleys, much difference could not be identified.
6-48
The revenue, excluding subsidies, per passengers, showed that these were about 26 % of cost
in 1997 and much improvement was not observed in recent years (Table 6.5.7).
- Revenues and expenditures
Though the number of passengers of RATB bus is decreasing, the revenues are remarkably
increasing at current prices, and total expenditures in the bus sector are also increasing.
Consequently the financial condition of RATB bus operation is still suffering a large deficit.
Compared with tram and trolley, the financial condition of bus operation is seemingly inferior
to that of tram (Table 6.5.8 and 6.5.9).
Table 6.5.5 Fares of RATB Transportation

lei/person
Ticket type Normal Discount
(students etc.)
Daily tickets
One way ticket (valid for one route in urban and suburban area) 1,500
Business entity employee ticket (valid for one route in suburban and 2,500
suburban area)
One day ticket (valid for all routes in urban area) 7,000
Season tickets
One week ticket (valid for all routes in urban area) 28,000
15 days ticket (valid for all routes in urban area) 58,000
One month ticket (valid for one route in urban area) 38,000 19,000
One month ticket (valid for two routes in urban area) 60,000 30,000
One month ticket (valid for all routes in urban area) 85,000 42,000
One month ticket (valid for one route in suburban area) 40,000 20,000
One month ticket (valid for two routes in urban and suburban area) 70,000 35,000
One month ticket (valid for all routes in urban and suburban area) 90,000 45,000
One month ticket for the employees of the business entities (not nominal) 230,000
(valid for all routes in urban and suburban area)
One month ticket 140,000 70,000
(valid for all routes including long distance routes in urban and suburban
area)
Source: RATB
Note: One month tickets are not available on special routes, express routes)
Table 6.5.6 Tax and Penalty of Free Ridership of RATB Transportation

Type of free ridership (lei/person)
Tax for free ridership (without valid ticket) in 48 hours 75,000
Penalty for free ridership (without valid ticket) 150,000

Source: RATB
6-49
Table 6.5.7 Accumulated Mileage, Cost and Income per Veh.-km
1990 1991 1992 1993 1994 1995 1996 1997

Accumulated mileage (1,000. 44,500 46,200 54,100 54,800 61,200 66,400 65,900 67,900
veh.-km.)
Bus passengers 1) (mil .passenge 147 227 300 290 276 252 341 316
rs)
Revenue 2) (mil.lei) 378 440 1,214 4,888 17,600 28,886 44,408 90,497
Expenditure (mil.lei) 837 2,251 7,151 22,716 59,281 103,277 167,191 342,626
Revenue per (a) (lei/veh.-km.) 8 10 22 89 288 435 674 1,333
veh.-km.
Revenue per (b) (lei/passenger) 3 2 4 17 64 115 130 286
passenger
Cost per veh.-km. (c) (lei/veh.-km.) 19 49 132 415 969 1,555 2,537 5,046
Cost per passenger (d) (lei/passenger) 6 10 24 78 215 410 491 1,083
(b)/(d) 0.45 0.2 0.17 0.22 0.3 0.28 0.27 0.26
Source: RATB
Note: 1) Number of passengers in 1996 and 1997 includes those passengers free of charge.
2) Subsidies are not included.
Table 6.5.8 Revenues and Expenditures of RATB

1998
(Jan.-Jun.)
Tram
Total expenditure 705 1,897 6,024 19,137 49,942 87,006 144,851 282,609 201,688
Revenue 375 436 1,205 4,854 17,478 28,685 44,099 88,999 65,144
Subsidies 421 1,670 5,476 16,388 38,130 67,837 113,572 227,900 158,498
Balance 91 209 657 2,105 5,666 9,516 12,821 34,289 21,953
Trolley
Total expenditure 289 778 2,472 7,854 20,496 35,706 56,117 118,501 82,901
Revenue 122 141 391 1,573 5,663 9,294 14,289 28,975 21,209
Subsidies 137 544 1,783 5,336 12,414 22,086 36,977 74,200 51,604
Balance -31 -93 -299 -945 -2,418 -4,326 -4,851 -15,326 -10,088
Bus
Revenue 378 440 1,214 4,888 17,600 28,886 44,408 90,497 65,663
Subsidies 421 1,670 5,476 16,388 38,130 67,837 113,572 227,900 158,498
Balance -38 -142 -461 -1,439 -3,551 -6,555 -9,211 -24,228 -15,218
RATB Total
Total expenditure 1,831 4,926 15,647 49,707 129,718 225,990 368,159 743,736 523,968
Revenue 874 1,017 2,810 11,315 40,742 66,865 102,796 208,471 152,016
Subsidies 980 3,883 12,735 38,113 88,674 157,760 264,122 530,000 368,600
Balance 23 -26 -103 -279 -303 -1,365 -1,241 -5,265 -3,352
Source: RATB
6-50
Table 6.5.9 RATB Investment Achievement
(mil.lei)
1990 1991 1992 1993 1994 1995 1996 1997
Total Investment 255 1,891 2,305 20,783 54,504 75,811 120,101 340,287
Transport means 139 1,684 2,003 19,633 53,709 72,481 111,633 301,098
- buses (veh,) 124 396 46 42 85 92 64 111
- trolleys (veh,) 38 42 12 11 2 2 2 54
- tb, SAURER 18 4
- modern. t.w. 5 30 44 31
Source: RATB
(6) Plan
In 1997 RATB has published a report, “Ground public transport development strategy until
year 2000 and, in the future, until 2010”.
The announced main objective of RATB for the horizon of the next ten years in this report is
to satisfy the public transport demand of approximately 3 million trips/day with a crowding
rate of 6 passengers/sq.m.
To this end the following measures have been announced:
a) Improving the transport network
- the public transport network will consist mainly of a tram network, metro and, additionally,
a network of busses and trolley buses;
- the main network, which satisfies most of the transport demand, will extend only to large
residential areas;
- a secondary network will be considered on those routes where it is necessary.
b) Modernization of repairing facilities
- modernization of tram tracks;
- building of depot with 100 places capacity for trams;
- modernization of the trolleys contact network;
- building of 2 depots having a capacity of 150 places each.
c) reconfiguration of the vehicle fleet
- modernization of V3A vehicles;
- low floor tram launching;
- purchasing 300 trolleys;
- purchasing of 200-300 buses;
d) Modernization of the maintenance and repair technologies
- modernization and refurbishing the maintenance and repair facilities in all the depots;
- modernization of Repair Plant;
e) Traffic management improvement
- expansion of automated real time monitoring system for public transport vehicles;
- facilities for public transport means such as priority lighting, exclusive lanes, traffic
priorities;
- improving the passenger information system
6-51
RATB is a partner in two European projects, CAPTURE and DANTE undertaken as part of
the European Union DGVII Road Transport Research Program. In both projects RATB is the
only partner from the former communist countries and has an important disseminating role
within Central and Eastern European countries. RATB is performing the research work with
full support of the Bucharest Municipality.
The results of the research are periodically reported to the general coordinator of the project
(Transport and Travel Research Ltd.). The conclusions will be disseminated to other European
cities.
a) CAPTURE Project
This project is assessing the strategies and existing restrictions regarding the implementation
of physical measures designed to effect a modal shift from cars to public transport. The
CAPTURE evaluation is based on impact analysis and traffic, social, attitudinal indicators
before and after the implementation of the physical measures in 11 European cities (Brescia,
Bucharest, Copenhagen, Manchester, London, Madrid, Mytilini, Orvieto, Rome, Tampere,
Vitoria).
Taking into account the necessity of traffic improvement in Bucharest and considering the
increase of the motorization and urban pollution rates, RATB suggested the implementation of
some physical measures proved to be needed and feasible. The coordination process of the
implementation and financing these measures are performed by the Municipality, which has
the competency and the authority to collaborate with institutes, governmental bodies and
agencies involved in transport field.
For Bucharest, the measures are referring to traffic reorganization within "Unirii" square (an
area of 0.8 sq.km.), introducing an exclusive lane for public transport on "Unirii" Blvd. (a
corridor of 4.2 km), introducing a trolley bus line on "Iuliu Maniu" Blvd. and improving
inter-modal transfer between underground and surface public transport.
Before the implementation of the above mentioned physical measures, a set of measurements
were performed in order to measure the pollution and noise levels, the public transport
performances and to assess public opinion. The before survey was accomplished by RATB
and PROED SA.
Out of those projects, the rearrangement of the public transport at Piata Unirii is in progress
and partly implemented. The exclusive lane for Unirii Avenue between Mircea Blvd. and
Piata Unirii (direction Piata Unirii) was completed. The construction of round-about with
parking spaces was completed.
b) DANTE Project
DANTE is an eighteen months project with the aim of assessing strategies to avoid the need
to travel. The experiments will be conducted in seven European cities (Bristol, Brescia,
Enschede, Aalborg, Lesvos, Zurich and Bucharest) and two interurban corridors (Bristol-Bath,
Brescia, Verona).
The project will focus on six types of strategy, to be used individually or in combination:
switching strategies (modal, time and location switching) and substitution strategies (use of
technology to replace a trip, linking activities through multipurpose trips, and trip
modification).
The research program for Bucharest (together with CURS as subcontractor of RATB)
comprise: the causality, motivations and tendencies of changing the modal split as a result of
the change in the business activity of the industrial areas, increase of the semi-circle trips,
increase of the traffic demand due to the commercial, residential, industrial and leisure areas
development, correlation between public transport strategy and parking management.
6-52
Out of six autogaras, SC Autotrans Calatori Filaret SA manages four autogaras and Autogara
Rahova and Autogara Militari are managed by different private companies, respectively.
SC Autotrans Calatori Filaret SA administers about 185 routes, and Autogara Militari
administers 29 routes. Autogara Rahova serves the southern part of the region, to the Danube
and Autogara Militari serves the northwest part of the region.
Buses are usually operated from 6 a.m. to 9 p.m. The frequency of bus operation on each
route is quite low due to the sparse transport demand.
Though the extension of routes into the central district of the city is preferable for the
passengers, bus operators are not positive about making the extension for fear of a strong
competitor, RATB, with respect to the fare and waiting time.
The terminals for the long distance buses other than RATB and autogaras are in direct liaison
with the Bucharest Municipality.
Company Location Destination

- Calea Grivitei all around the country
Touring, Double T Gara de Nord Germany
Viego, Double T Calea Victoriei-Piata Operetei-
Piata Eroii Revolutiei Giurgiu
Sos. Berceni Oltenia
Calea Dorobanti Germany
Toros Sos. Viilor-Antiaeriana Istanbul
In Gara de Nord area following inter-city buses are operated:
Table 6.5.10 Long Distance Bus Operation in Gara de Nord Area
5:00 7:00 9:00 11:00 13:00 15:00 17:00 19:00 21:00

7:00 9:00 11:00 13:00 15:00 17:00 19:00 21:00 23:00
Northward of the country departure 3 4 8 7 4 4 2

arrival 3 6 3 4 9 2 4 1
Eastward of the country departure 1 3 1 1

arrival 1 2 1 2 1
Westward of the country departure 1 9 2 5 6 6 3

arrival 8 8 4 2 2 4 4
Source: RATB
Hereafter the characteristics of regional buses connecting autogaras are stated.
(2) Fleets
The buses put in use for regional bus service based on autogaras are old and obsolescent large
buses and have many disadvantages in terms of comfort compared to RATB buses. On an
average, the buses are put out of service “put out of service” after 500.000 km which
represents a wear level of 80%.
6-54
On some routes the actual transport demand is not large enough to meet the transport capacity
of large buses. The bus companies are planning to replace large buses with microbuses with
15, 20 or 25 seats to permit many departures on a given route and at different time from the
same place. However budgetary constraints prevent them from realization of this idea.
(3) Infrastructure
There are 6 autogaras: Filaret, Obor, Grivita, Aeroport Baneasa, Militari, Rahova in
Bucharest.
As stated these autogaras are situated outside of the centre of the city with their own areas of
service due to the former strategy of regional bus service.
The areas of autogara are in general large enough for the function of terminals. The area of
Autogara Militari is 22,000 sq.m. The Autogara Filaret has more than enough space for
cleaning and maintaining buses and parking. However, the buildings and facilities have not
been modernized as yet. The bus berths are generally not well equipped with shelters.
Though the busses usually run from 6 a.m. to 9 p.m. the public relations, ticket selling are a
24-hour operation at Autogara Filaret.
Opinion on the relocation of autogara differs by the respondents at each autogara. For the
increase of the regional bus passengers, the relocation of autogara to the transport nodal
points was protested, and on the other hand, negative opinion on the relocation of autogara to
the center of the city was protested because of the creation of more serious congestion
problems.
(4) Performance
No accurate data is available regarding the number of passengers due to lack of statistical
integration of transport performance of each bus company and partly, the accurate reporting of
the number of the passengers by the driver.
At the autogaras under the administration of the SC Autotrans Calatori Filaret SA, 10,000
passengers/day was roughly estimated, and 500 passengers/day at Autogara Militari. These
numbers of passengers are reported to be on the decrease every year.
The following reasons for the decrease of transported passengers were pointed out by the
personnel concerned in the regional bus companies.
- leveling of living standard
- decrease of commuters due to the rise of unemployment
- abolition of restrictions on weekend vehicle use
- change in former monopolistic transport market
- piracy of the transport companies without license (it was estimated 20-30 % of total
regional bus transport demand was encroached by transport companies without
license.)
- increase of the number of cars due to relaxation of the car purchase formalities
And it was stressed that private cars and private microbuses are recognized as strong
competitors to the regional buses. The increase of transport demand for regional bus was not
expected as long as the unemployment rate is still increasing in Bucharest. The following
ways for improving the situation were mentioned.
- replacement of autogara to inside the city (close to Gara de Nord station)
- comfort improvement (better vehicles)
- governmental or municipal subsidies
6-55
(5) Fares, Revenues and Expenditures
The fares depend on the distance determined by the bus companies. Each bus company can
set their own tariffs. In the case of the SC Autotrans Calatori Filaret SA, 140 lei/km for an
ordinary ride is adopted and it is gradually decreased according to the route length. For
charter rides, 4,850 lei/Km is adopted. The tickets are sold at each autogara, and on the bus
for passengers who take regional buses on the road. Bus companies for fear of losing
customers, are not thinking of raising fares.
6.6 Maxi Taxi

6.6.1 Network
A public transport means using microbuses called maxi taxi is being operated in Bucharest.
These maxi taxis were first introduced before 1989 to cope with the transport demand at night
to cover the RATB bus operation that was not served after 11 PM. After the introduction of
maxi taxi the advantages of this transport mode, that is, the ease of driving on congested roads
and the faster service compared with large buses became the main advantage of the operation
of maxi taxis. There are 12 maxi taxi routes with a length of 3 to 15 km. Out of these maxi
taxi routes, some routes serve the same section as others. In the sections Unirii - Lahovari, sos.
Mihai Bravu - com. Voluntari, sos. Alexandria - Dep. Alexandria and Bd. Alex. Obregia -
Piata Sudului, plural maxi taxi routes are provided (Figure 6.6.1).
Those maxi taxis are operated from 6 a.m. up to 11 p.m. with an interval of 20 to 30 minutes.
Other than the above, some maxi-taxis are operated as regional buses (ex.: Filaret – Vama
Giurgiu, Pacii – Bolintin Vale).
6-56
6.6.2 Fleets
The transport capacity of the microbuses for maxi taxis varies from 9 to 22 seats and the fleet
characteristics are the following:
a) 9 seat microbus:
length = 4,350 (mm)
width = 1,690 (mm)
height = 1,950 (mm)
power = 62 (kW)
b) 22 seat microbus:
length = 6,500 (mm)
width = 2,100 (mm)
height = 2,510 (mm)
power = 77.3 (kW)
Romanian made microbus, TV 35 and TM 35M have become superannuated. In recent years
imported second hand microbuses without air-conditioning were generally put to in use for
transport business by maxi taxi companies. Two hundred and three microbuses are operated in
the maxi taxi business today.
There are no facilities regarding the operating system such as central operating system, bus
location system, etc.
Regarding road use, there are no exclusive lanes or special parking permission. The taxi stops
are checked and approved by the Technical Traffic Committee of the Municipality of
Bucharest. The locations of taxi stops are generally different from those of RATB. However
the maxi taxis are operated more flexibly, in fact, usually passengers can take and get off the
maxi taxi anywhere along the route.
As for the parking, ALLEGRO maxi-taxi SA Company has its own depot at 4, Chitila-Triaj
St., Sector 6 and park their cars in this depot. All the other companies have approval for their
parking lots from the Technical and Traffic Safety Committee of Bucharest Municipality,
based on the contracts signed between the vehicle owner and other private companies that can
offer parking spaces.
6.6.4 Activities
The number of passengers using maxi taxi is compiled in each private maxi taxi company and
no statistical data is available at present.
6.6.5 Fares
The fare system is based on tickets sold by the maxi i.e. taxi driver. The price for one ticket
varies from 2,000 to 3,000 lei/trip and is established by each maxi taxi company. No seasonal
ticket is available for maxi taxi at present.
6.7 Taxi
6.7.1 Vehicles
All vehicles used for taxi business are required to have at least 2 doors on the right hand side
and sufficient power for transporting 5 persons in compliance with the stipulated standard in
the contract condition of HCGMB No.57/1993.
At present the most commonly used vehicle for taxi business is DACIA 1310, which has the
following technical characteristics:
L =4,388(mm)
6-58
W =1,616 (mm)
H = 1,435 (mm)
P= 46 (kW)
The number of vehicles belonging to each company and private person varies from 1 to 450
vehicles. In the case of companies with their own fleets, SC GETAX SA has the lowest
number of vehicles with 25 and SC CRISTAXI SRL has the largest number of vehicles with
131. In the case of companies with rented fleets, generally the number of vehicles is small.
75% of such companies manage vehicles in the range of between 1 and 5. The number of
individual owner-drivers, who own and drive cars amounts to a considerable number (Table
6.7.1).
From the data provided by the Transport Licenses Service under Bucharest Municipality,
8,004 vehicles are legally operated in the taxi business market.
Regarding the number of passengers transported by taxis, no accurate data or information is
available.
Table 6.7.1 Main Taxi Service Companies in Bucharest, 1998

Company Name number of vehicles
(vehicles)
1 S.C. ASTRO CARGO SRL 280
2 S.C. TAXI CERCEL SRL 300
3 S.C. I-E TRANSCOM SRL 350
4 S.C. RO-DANA TRADING SRL 470
5 S.C. GINA COMIMPEX SRL 320
6 S.C. CONSTEL SRL 75
7 S.C. ILIRA SRL 105
8 S.C. SILCOS IMPEX SRL 80
9 S.C. RO-STEF TRADING SRL 270
10 S.C. DAMARIS COIMPEX SRL 40
11 S.C. TAXEL SERV SRL 180
12 S.C. TRANS VYL CAR SRL 150
13 S.C. D.G. COMTRANS SRL 60
Source: Bucharest Municipality
In order to carry out this activity in as effective and convenient a way as possible, the Street
Administration in Bucharest Municipality has arranged taxi stations at the places where a
large passenger flow is observed.
The setting up of taxi stations is implemented by the initiative of Bucharest Municipality or
by the passengers' or transport operator's requests. These stations should have the approval of
the Technical Traffic Committee of the Bucharest Municipality.
Within the Bucharest Municipality area, 75 taxi stations with a capacity of 1,800 taxis have
been arranged.
6.7.3 Fares
Distance related charging system is basically applied.
The charge of each route is measured by a taxi meter mounted on each vehicle that provides
the passenger transport service. The meters are checked and approved by the Bureau
responsible for inspection and checking the accuracy of meters, that issues a metrological
6-59
report to prove the result of official inspection with a validity of 1 year from the date of the
inspection. Determination of the tariffs depends on each business entity, varying from 2,500
lei/km to 10,000 lei/km. Other than distance related charge, users are charged between 1,000
to 5,000 lei irrespective of the distance as the basic fare.
Different tariffs for day/night or working day/holiday are permitted for each business entity,
and the charging meters are set to program for 1 to 8 types of tariffs.
6.7.4 Others
Supervision and observation of the activities for passenger transport by taxis are imposed on
the Bucharest Municipality, and Transport License Bureau belonging to the Public Transport
and Traffic Safety Department in collaboration with the officers and non-commissioned
officers of the Traffic Police Office, Protection Office and Financial Guard. They make
periodic checks on the road in order to apprehend and punish those who break the lows for
carrying out this activity
6.8 Railway
6.8.1 Network
The railways in Romania were designed to meet the demand for international, national and
regional traffic.
The greater Bucharest area has a dense rail network comprising a ring railway and several
radial railway lines. Four railway terminals, Gara de Nord, Bucharest Obor, Titan Sud and
Bucharest Progresul are established in the Bucharest Metropolitan area, and those railway
terminals are located at some distance from the central district of Bucharest as is often seen in
other European cities. Most of the trains to and from Bucharest start from or arrive at Gara de
Nord, the railway station nearest to the central district of Bucharest (Figure 6.8.1).
In the study area the number of railway stations amounts to 25 and the stations on the ring
railway are exclusively used for freight transport.
Though the railway network in Bucharest municipality is densely developed, connections
with other rail transit modes are not well arranged with the exception of Gara de Nord. At
Obor station, passengers transferring to metro are forced to walk a considerable distance.
Table 6.8.1 Railway Fares for Passengers, 1998

(lei/ticket)
Ticket fees Fees for rapid and express train Fees for Inter city Inter city express
km First class Second km First Second km IC ICE
class class class
Second class Second class
1 10 3,200 2,300 1 25 10,100 8,500 1 25 19,700 33,400

11 20 5,100 3,100 26 50 10,600 9,500 26 50 19,700 33,400
21 30 7,900 4,600 51 75 14,100 11,500 51 75 22,900 38,000
31 40 9,400 5,400 76 100 15,900 13,800 76 100 22,900 38,000
41 50 12,400 6,900
51 60 13,800 7,900
61 70 15,900 9,500
71 80 17,900 11,500
81 90 20,000 12,700
91 100 22,200 13,800
6-60
The railways in Bucharest Metropolitan area are electrified with the exception of the ring
railway and the railway to the south. The voltage used is 25 kV AC (50 Hz).
Gauge size of track is 1,435 mm. This gauge size is also used by Metro in Bucharest.
6.8.3 Performance
The number of trains arrowing to and departing from Gara de Nord (Bucharest Nord)
amounted to 215 trains a day in 1998. Compared with Gara de Nord, other terminal stations in
the Bucharest municipality are less used for passenger trains. The number of trains to and
from Bucharest Obor, Titan Sud and Bucharest Progresul are 19 trains a day, 7 trains a day
and 11 trains a day respectively. Basically distance related fares are adopted for railway
passengers (Table 6.8.1).
As designed, the usage of railway stations in the Bucharest Metropolitan area is generally low
except from the four terminal stations. The number of railway passengers boarding and
alighting at Gara de Nord amounted to some 56.3 thousand passengers a day in 1998. At other
terminal stations the number of passengers is small. The number of passengers boarding and
alighting at the Bucharest Obor, Titan Sud and Bucharest Progresul stations are some 4.1
thousand a day, 1.3 thousand a day and 3.0 thousand a day respectively. At other stations in
the Bucharest Metropolitan area, only a small number of railway passengers ranging from 4 to
321 passengers a day utilize the railway (Table 6.8.2).
Table 6.8.2 Average Daily Railway Passengers by Station

in the Bucharest Metropolitan Area
(Dec.1997 - Nov.1998)
Station name Passengers boarding Passengers alighing Passengers
(passengers/day) (passengers/day) (passengers/day)
Bucharest Nord 28,145 28,165 56,310
Baneasa 0 0 0
Bucharest Obor 2,642 1,457 4,099
Pantelimon 32 22 54
Pasarea 12 22 34
Branesti Sat 9 9 18
Branesti Sat 20 21 41
Basarab h. 71 73 144
Carpati h. 21 30 51
Bucharest Noi 54 50 104
Chiajna 25 16 41
Domnestii de Sus 20 13 33
Bucharest Progresu 1,475 1,515 2,990
Jilava 7 157 164
Sintesti 7 18 25
Bucharest Sud Gr. Calatorii 2 2 4
Titan Sud 635 639 1,274
Cernica 9 10 19
Bucharest Triaj 0 8 8
Pajura Hm. 24 21 45
Dep. Bucharest Triaj 78 56 134
Chitila 162 159 321
Buftea 164 96 260
Sabareni 26 38 64
Mogosoaia 8 7 15
Odaile 4 0 4
Balotesti 10 4 14
Caciulati 9 6 15
6-62
The JICA Study Team, in cooperation with to Ministry of Transport, conducted a railway
passenger survey in December 1998. In this survey all the trains crossing the Study Area
boundary were surveyed to get information on the number of passengers coming to and
learning the Study Area by train. The survey was conducted on a weekday for about two
weeks. The result showed that about 75 thousand passengers cross the boundary of the Study
Area (Table 6.8.3).
Table 6.8.3 Railway Passengers at Cordon Line
Bucharest Nord Bucharest Obor Bucharest Progresul Titan Sud Total

(Basarab)
Inbound 30,132 2,623 1,250 2,263 36,268

83.1% 7.2% 3.4% 6.2% 100.0%
Outbound 33,810 3,165 1,018 812 38,805
87.1% 8.2% 2.6% 2.1% 100.0%
Total 63,942 5,788 2,268 3,075 75,073
85.2% 7.7% 3.0% 4.1% 100.0%
Source: JICA Study Team
Note: Survey was conducted in December 1998.
6.8.4 Plan
A proposed railway improvement plan related to the Bucharest metropolitan area is shown in
the series of reports prepared by ISPCF (Railway Studies and Projects Institute).
In the report “Study for Integrated Circulation in Bucharest Municipality and its Metropolitan
Area”, ISPCF, 1997, modernization, systematization and integration of the railway into the
European railway network, and the future role of the railway for commuting in Bucharest
Municipality was pursued.
Main proposed projects in this report are as follows (Figure 6.8.2):
x Construction of railway between Bucharest Progresul and Gara de Nord. This new line is
proposed to improve the linkage between Gara de Nord and Giurgiu in the south and to
improve the international railway network. A partial underground line near Gara de Nord
was proposed.
x Construction of new central station “Bucharest Panduri” between Bucharest Progresul and
Gara de Nord. This new station is proposed to be an underground station. This station can
provide shorter linkage to 1st May line, better access to the city center and is expected to
share the role of Gara de Nord if necessary.
x Electrification and modernization of the railway line between Gara de Nord and Giurgiu.
This project is proposed to modernize the line that has not been electrified as yet.
x Modernization and systematization of existing Gara de Nord, Bucharest Obor, and
Bucharest Progresul stations. These projects are proposed to modernize the existing
stations but also to rearrange the roles of existing stations, that is, to solve the capacity
problem of Gara de Nord in future and to expand the role of other terminal stations.
x Construction of a new railway line between Panduri and 1st May line This line is expected
to shorten the distance to Craiova by over 6 km and serve the regional and urban transport
demand in future.
x Construction of a new railway line between Bucharest Pipera and Caciulati line. This line
is expected to shorten the distance to Galati and Iasi by over 10 km and serve the regional
and urban transport demand in future with the new construction of Bucharest Pipera
station.
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6.9 Airport
There are two airports Otopeni international airport and Baneasa domestic airport in the north
of the study area.
6.9.1 Otopeni International Airport

The Otopeni International Airport is located about 15 km from the center of Bucharest. The
number of passengers in 1997 was 1,470,659 and it was estimated to be 1.6 million in 1998.
The average number of flights is about 30 per day in November 1998, covering the northern
globe including major European cities, the USA, Southest Asia and Beijing. Recently the
extension of the terminal building has been completed with passenger handling capacity of 3
million per year. The outline of the airport facility is as follows:
- 2 runways of 3,500m long and 45 wide
- 46 airplane parking space
- 5 boarding bridges
- departure passenger terminal with capacity of 1,000 per peak hour
- cargo handling capacity of 50,000 tons per year
- 1,500 car parking space
A business center with conference center, offices, exhibition halls etc. and a hotel is in the
course of construction to service commercial and business activities in the airport area.
Also there is a Phase 2 Investment Plan for further expansion and renovation.
5,000
4,500
4,000
pas s engers pe
3,500
3,000
2,500
2,000
1,500
1,000
500
0
1994 1995 1996 1997 1998
Figure 6.9.1 Average Number Daily of Passengers Using Otopeni Airport

(Otopeni International Airport, 1998)
6.9.2 Baneasa Airport

The Baneasa Airport is located about 10km from the center of Bucharest. The number of
passengers in 1998 was 186,366. The average number of flights was about 21 per day in 1998.
The major destinations are Timisoara, Cluji, Arad, Oradea and Kiev.
The outline of the airport facility is as follows:
- 21 aircraft parking spaces
- 400 car parking spaces
6-65
6.10 Intermodal Facilities
6.10.1 Transferring Facilities
PT survey results revealed that major transferring points are distributed in Bucharest
Municipality area. It was notied that there was no typical concentration of transfer points to
the city center but a dispersed pattern corresponding to the existing terminals.
6.10.2 Stops and Stations

(1) Stops / Islands
There are 555 tram stops in 1997, increasing slightly from 1996. The average distance
between stops is 538 m. There were 251 trolley bus stops and 1,443 bus stops in 1997,
increasing slightly from 1996. The number of shelters is 11 for trolley buses and 82 for buses
(Figure 6.10.1).
The average distance between stops is 488 m for trolley bus route and 494 m for bus route.
1,600
1,400
1,200
1,000 T ram
800 T rolley
600 Bus
400
200
0
1993 1994 1995 1996 1997
Figure 6.10.1 Number of Tram, Trolley, Bus and Bus Stops, (RATB, 1998)
The tram islands are narrow (1.2 ~ 1.5 m wide, 32 m ~ 60 m length, 0.2 m high) and have no
conspicuous signs. There is no shelter even at plaza and end points. There are stops without
sign posts.
Standard of location of tram stop is given as follows:(Figure 6.10.2)

Average distance between stops: 500 m (150 m ~ 2000 m)
Before crossing or intersections, connected to pedestrian crossing
Guard rail or sign post for caution at the end of platform at the opposite side of the crossing
Standard of location of bus / trolley bus stop is given as follows: (Figure 6.10.2)
Average distance between stops: 500 m (150 m ~ 2000 m)
After crossing or intersection
Distance between sign post and pedestrian crossing:
- 20 m for low frequency
- 30 m for higher frequency
- more than 30 m for very high frequency
6-66
32~60 m
Bus
Tram
Trolley Bus
20m (low frequency)

30m (higher frequency)
Safe Guard Fence,

Sign
Figure 6.10.2 Standard of Location of Tram / Bus Stop of RATB
(2) Sign
The sign board is a rectangular steel board standing alone on a steel pole or attached to
electricity pole etc. The width is 53 cm and the height is variable according to the number of
routes indicated, but the standard is 32.5 cm for 1 route, with the name of the stop in the
center and the number of lines below. The older type sign board is 53 cm wide and 23 cm
high with the name of the stop in the center, logo of RATB in pentagon shape at the top and
number of lines near the bottom, which makes little impression.
Information on the starting and ending time and the operation interval is shown on an A4 size
plate attached to the sign board only at major stops.
Recently RATB is replacing the old signs with a new colorful and elongated design with
information on the route number, origin / destination and advertisement. Time schedule can be
attached however the existing ones do not have schedules. All bus stops should have clear
sign bearing the name, line number, route information (major stops), time schedule and
contact points (telephone number).
Other than the above, some maxi-taxis are operated as regional buses (ex.: Filaret – Vama
Giurgiu, Pacii – Bolintin Vale).
6-67
(4) Ticket Box
The ticket box is important for passenger service as tickets are not sold in the cars and cash is
not accepted except at the ticket box.
There are several types of ticket box. One is column shaped with plane selling window.
Another is rectangular attached to the shelter. Another sells magnetic cards for express bus.
Larger box offices sell seasonal passes or commuter tickets.
(5) Metro Stations

The layout and scale of metro station varies by location. Mainly speaking they are small and
simple. The access is minimal. On the concourse level, there are automatic entering / exit
barriers and office box. In busy stations, small shops are located.
The entrance of the metro is by simple stairs and has, square Metro sign. Roofs are not
provided at the entrances in the central area.
Several stations have escalators between platform and concourse level or between concourse
and surface, however some of them are out of order. (eg. platform – concourse : Piata Unirii,
Universitatii, Piata Victoriei, Gara de Nord; platform – surface : Piata Romana; concourse –
surface : Piata Unirii, Universitatii(out of order), Gara de Nord)
Even though the idea of countermeasures for use of the handicapped are new and not many
facilities have been completed worldwide, this has not been considered. There is no elevator,
no Braille and no facility for wheelchairs. At least handrails should be prepared at all stairs
and steps.
1) Piata Unirii
Transfer between tram, bus and metro is not convenient because the plaza is too large and
underground pedestrian network has not been completed. Parking space is not sufficient.
There are many kiosks along the sidewalk, which shows the potential for commercial
development. There is no entrance to metro at the stop of Tram Line 32 or the southwest
corner. The usage of the plaza is not satisfactory. The public underground passage connects
northwest - southeast along Metro Line 1, and east – northeast of Line 2. Line 1 and 2 are
connected only inside the barriers and no public way is connecting. The bus stops are
located on the north, west, southwest, southeast and east. The transfer is inconvenient in terms
of distance and crossing roads. Transfer between Metro Line 1 and 2 is not convenient with
long walking distance and difference of levels. There is a plan to construct a so-called
People’s Cathedral or Orthodox Cathedral in Piata Unirii, which was generally approved,
however the decision is not firm and there are objections to the plan. The large central
fountain is not accessible surrounded by roadways and the plaza does not have good
environment for people.
2) Universitate
It is good that the four corners of the Universitate intersection are connected by underground
passage leading to the metro, where small shops are located.
3) Piata Romana
The entrance of the metro is only on the east side of B-dul Magheru and there is no entrance
on Piata Romana. The escalator goes directly from the platform to the surface only in the
north-bound direction. The width of platform is very narrow. The columns are located too
near to the edge of the platform.
6-69
4) Piata Victoriei
The entrances of the metro are located only on B-dul Lascar Catargiu for both Line 1 and 2.
The transfer between Line 1 and south-bound Line 2 is convenient, but the north-bound
platform is not directly connected to Line 1. Although the tram runs along the underpass, there
is neither a stop under the plaza nor a connection.
5) Obor
The concourse and the entrances of metro are located at both ends of the platform. The
entrances are located in the traffic islands and the underpass runs both sides of the metro
station. The underground parking is located on the outer sides of the underpass. There is no
direct connection between the metro station, underground shopping arcade and underground
parking. There is no underground pedestrian network crossing the metro or underpass. The
existing 2-tier underground parking is located on both sides of the underpass each with
capacity of 500 cars (total 1,000 cars). The trams along the ring road run on a side road and
the island makes the width narrow. The municipality has a plan to improve the intersection,
widening the B-dul Mihai Bravo and expanding the lanes.
6) Gara de Nord
Gara de Nord area is expected to become the urban core in future. It is a vital issue to foster
the Gara de Nord area as an urban core to develop the transferring function among various
public transport modes.
In this study, rearrangement of bus routes comprising mainly RATB bus routes, by providing
bus terminal and improvement of bus information system are proposed to enhance the
convenience of bus passengers.
The regional buses and international buses arriving at and leaving the Autogaras which are
respect to sporadically located in the built up area of Bucharest are not well arranged with
other public transport modes. The Gara de Nord area is supposed to function as a terminal for
those buses in consideration of the role to be shared with other multi-modal points.
In addition the bus terminal need not necessarily be located just adjacent to the railway station
and there seem to exist candidate sites in the area if redevelopment is realized based on the
PUZ.
However maximum utilization of the limited space will be pursued for the construction of bus
terminal at Gara de Nord area because of the characteristics of the existing land use of that
area.
Generally space for the buses to adjust to scheduled operation is required for bus terminals.
Therefore it is necessary to examine the effectiveness of the information system for bus
operation and bus route arrangement to set the termini at places other than Gara de Nord.
Based on those examination required space for bus terminal shall be determined.
There is no proper loading / unloading space and taxi pool. The trolley bus stop and taxis
conflict with each other. Parking space is not sufficient. Parking along B-dul Dinicu Golescu
on the east disturbs traffic clearing only tram way. The concourse of the metro is located in
the center of the metro line and Calea Grivitei. The entrances lead to the railway station and
the opposite side of the road. Connection to the trolley bus stop and B-dul Dinicu Golescu is
not convenient. The Municipality has a plan to construct underground parking under the Piata
Gara de Nord and parking on the roof of the new station building to be reconstructed.
6-70
7) Eroilor
The entrances of metro are located at both ends of the platform, facing B-dul Eroilor and Str.
SF. Elefterie. Signs for Line 1 or 3 in the west-bound direction are not clear.
8) Dristor
The transfer between Line 1 and 2 is no problem, only that the width of the passage is narrow.
The transfer to the tram and bus is not convenient.
9) Armata Poporului
The entrances of metro are located at both ends of the platform, but the entrances are located
only on the south side of B-dul Iuliu Maniu.
10) Piata Sudului

The entrances of metro are located only on Sos. Berceni and transfer to RATB is inconvenient.
The intersection is large and crossing of pedestrians is not easy and not safe.
6.11 Institutions and Administration

6.11.1 Institutions for Public Transport
Responsibilities for surface public transport and metro lie with different organizations and
operations for surface public transport and metro also are devolved to different entities.
Within the Bucharest Municipality, the responsibility for surface transport modes falls under
the Department of Public Transport and the Means of Communication which is taken care of
by one of the Deputy Mayors. Among surface public transport modes, operation of tram,
trolley bus and bus are devolved to RATB. Responsibility of metro transport falls under the
Ministry of Transport, and operation of metro was given to an enterprise established for this
purpose, Metrorex.
Although the proposal was made in the "Pre-investment Study for Bucharest Urban
Transport" in 1998, funded by EU Phare Program to establish an organization to coordinate
strategies and planning for urban public transport among relevant organizations, such an
institutional entity which is actually functioning, does not exist as yet.
(1) Financing
As operators of urban public transport in Bucharest, RATB and Metrorex have been allowed
to operate each traffic mode with blanket subsidy paid by the Municipality and the Ministry of
Transport respectively. Not only operating loss but also travel concessions are paid to them.
Investment capital is also provided to them. More precisely, the subsidy fund for RATB does
not solely consist of taxes collected by the Municipality itself (real estate tax, taxi/maxi-taxi
tax, etc.): the fund depends heavily on the Ministry's support, since local income tax is levied
by the government. As for investment capital for RATB, the Municipality receives around
30 % of local income tax collected by the government, though the ratio fluctuates every year.
The following figure shows financial flow for RATB and Metrorex.
6-71
0HWURUH[
,QFRPHWD[
Central Operation cost
General Government's
general account
tax
Capital expenditure
payer Real estate tax
Income tax
Taxi tax, etc.. in collected by
Bucharest central
government in 5$7%
Bucharest
Municipality's Operation cost

general account
&DSLWDOH[SHQGLWXUH
Public 3DVVHQJHUIDUH
transport user
Figure 6.11.1 Financial Flow for RATB and Metrorex
Table 6.11.1 Revenues and Expenditures of Public Transport

(mil.lei)
1990 1991 1992 1993 1994 1995 1996 1997 1998
Metro
Revenue 469 495 1,841 5,229 16,646 29,396 43,732 107,814 157,852
Subsidies 192 2,055 6,427 20,684 42,103 51,500 73,225 160,613 245,391
Balance -64 -10 -762 -2,499 -2,232 -6,394 -5,638 -13,601 0
Tram
Revenue 375 436 1,205 4,854 17,478 28,685 44,099 88,999 -
Subsidies 421 1,670 5,476 16,388 38,130 67,837 113,572 227,900 -
Balance 91 209 657 2,105 5,666 9,516 12,821 34,289 -
Trolley
Total expenditure 289 778 2,472 7,854 20,496 35,706 56,117 118,501 186,229
Revenue 122 141 391 1,573 5,663 9,294 14,289 28,975 -
Subsidies 137 544 1,783 5,336 12,414 22,086 36,977 74,200 -
Balance -31 -93 -299 -945 -2,418 -4,326 -4,851 -15,326 -
Bus
Revenue 378 440 1,214 4,888 17,600 28,886 44,408 90,497 -
Subsidies 421 1,670 5,476 16,388 38,130 67,837 113,572 227,900 -
Balance -38 -142 -461 -1,439 -3,551 -6,555 -9,211 -24,228 -
RATB total
Total expenditure 1,831 4,926 15,647 49,707 129,718 225,990 368,159 743,736 1,144,045
Revenue 874 1,017 2,810 11,315 40,742 66,865 102,796 208,471 314,430
Subsidies 980 3,883 12,735 38,113 88,674 157,760 264,122 530,000 802,618
Balance 23 -26 -103 -279 -303 -1,365 -1,241 -5,265 26,997
Source: Metrorex and RATB
6-72
(2) Subsidy
As noted previously, operating losses brought about by the two organizations are repaid on an
annual basis. According to the Government Decision 179/1993 a subsidy of 60 % can be
provided for Bucharest Municipality.
The Ministry of Transport subsidized Metrorex for the deficit of 60% of managerial
expenditures and for 100% of the investment cost. RATB receives about 70% of managerial
expenditure as subvention and also receives a subvention for all investment expenditures.
However the new law 189/14 named "The law of local public finances" was introduced in
January 1999 and budgets are set in advance each year to determine the amount of subsidy
which will be paid, but there are no direct adverse impacts on both organizations for
exceeding their budgets. This fact means that both organizations have not been exposed to
fiscal constraint. Actually a private bus operating company has once tried to get into the
market, but it had to abandon the attempt because RATB could offer lower fares based on
subsidy assistance. Under such circumstances, incentives for cost awareness has not been
rooted well and user satisfaction has been given much lower priority in both organizations.
6.11.2 Metrorex
Many Romanian state-owned companies are now in the process of privatization. In the case of
Metrorex, the Government Ordinance No.482 issued on July 17,1999 proclaims that it should
be transformed from a “regie autonomie” into a commercial company, with the majority of
shares is held by the state. Based on the Ordinance, Metrorex became a commercial company
as of August 1. Though privatized, it performs activities of public importance and works
under the jurisdiction of the Ministry of Transport.
According to Article 5 of the Ordinance, Metrorex has to accept present regulations for setting
passenger fares. On the other hand, Metrorex is allowed to receive state budget transfers that
can cover the difference between its revenues from transport activities and the total
expenditure. The discount of passenger fares for certain categories of people stipulated in the
law will be compensated (Article 6). The amounts of investment for infrastructure are
financed from the state budget or from the loans guaranteed and paid from state budget
(Article 7). Though the financial sources of its activities are clearly described in the
Ordinance, it goes without saying that further efforts are needed to improve the profitability of
its operation.
As for its investment, Metrorex has been financed 6.8 million USD by European Bank for
Reconstruction and Development (EBRD) to construct a new line and to purchase new rolling
stocks. Metrorex will be able to avoid employing a large number of maintenance staff by
introducing new rolling stocks (Table 6.11.2).
The income statements of Metrorex as of 1997 and 1998 are displayed in Table 6.11.3 The
latest organizational chart is shown in Figure 6.11.2.
Table 6.11.2 Operational Personnel of Metrorex

1994 1995 1996 1997 1998 1999*
Administration 203
Station staff 1,017
Operation 247
Crew 764
Maintenance - Rolling stock 1,754
- Infrastructure 2,277
Total 6,558 6,532 6,338 6,381 6,292 6,200
*The data of 1999 is as of August
6-73
Dispatcher Center-PSI
Ambulance
Commercial Section Department of Commercial

Service
Depot of Lines I and III
Department
Department of Rolling Stock
Director of Operation
Depot of Line II and Traffic Operation
Working Environment
of
Financial Relations
Section
Trade-unions
Electromechanics
Department of Installations
Section
Department of Forecasting,
Planning, Statistics and Tariffs
External
Electromagnetics
Department of Management, staff
Employment, and relationships to
Department of Traffic Safety,, Quality

Controls, Labor Protection, and
Section of Signal Control
Section of Automation and

Communication
Director of Infrastructure
Department of Patrimony,
Cadaster, Building Survey
Section of Trucks.
Section of Trucks, Tunnels Lines, Tunnels, Station

Administration Special
Construction Administration
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General Director
Station Management,
General Shareholders’ Meeting
Administration Council
Special Buildings
Technical Office
Audito
U.R.M.R.M.
Director
Supply Office
of
Relations, Protocol
Information
Programs, Investment,
Control
Development Office
Figure 6.11.2 Organization Chart of Metrorex (as of August 1999)
Technical
Civil Protection, and Fire Safety
Investments Supervising
Department of Financial
Offi
Department of Judicial Affairs
Department of Special Problems,
Department for Administration, Public
Department of
i
Department of Accounting
Director of
Department of Price
Negotiations
Healthcare and Work
Table 6.11.3 Metrorex's Operating Income / Costs for 1997 and 1998
1997 1998
Lei(million) US$(million) Lei(million) US$(million)
Income 256,383 31.99 403,243 36.72
- Transportation 100,275 12.51 149,877 13.65
- Subsidy 148,569 18.54 245,391 22.34
- Others 7,539 0.94 7,975 0.73
Expense (1+2+3) 269,984 33.68 403,243 36.72

1. Nonpersonnel 125,308 15.63 160,193 14.59
Fuels/energy 1,040 0.13 1,290 0.12
Power supply 65,411 8.16 71,160 6.48
Materials/spare parts 30,032 3.75 59,230 5.39
Repair consignment 13,608 1.70 18,035 1.64
Depreciation 8,910 1.11 8,123 0.74
Others (inventory,etc.) 6,307 0.78 2,355 0.22
2. Personnel 143,163 17.86 231,233 21.05
Wages 102,768 12.82 162,468 14.79
Taxes 0 0 0 0
Social Aid 33,848 4.22 58,590 5.33
Unemployment fund 5,135 0.64 8,126 0.74
Others 1,412 0.18 2,049 0.19
3.Financial expense 1,513 0.19 11,817 1.08
6.11.3 RATB
(1) Institutional Arrangement
Urban public transport service is covered in the Local Public Administration Law No.
69/1993. Surface transport modes with the exception of regional and international buses have
been devolved to RATB. Within the Bucharest Municipality the responsibility for public
transport falls under the Public Transport and Communication Department, headed by the one
of the Deputy Mayors, and a specific Public Transport Section has been established for this
purpose. RATB can propose alteration of operation that the section must ratify. Traffic
Management Committee assists in this process.
Monitoring of public transport service and co-ordination between the various bodies charged
with the planning are achieved at four levels:
- Commission for Integrated Transport
- General Council Municipality Transport Commission
- Public Transport Department of Bucharest Municipality
- Traffic Committee
Commission for Integrated Transport that is chaired by the Vice-General Mayor makes
recommendations to the General Council of Municipality. RATB can propose all items to the
Traffic Committee.
In 1998 approximately half of the RATB operational staff, namely 4,026 staff out of over
8,242 staff were engaged in the bus operation sector. Though from 1990 to 1995 the number
of staff in the bus operation sector continuously increased, no large change in number of staff
was observed after 1995 (Table 6.11.5).
6-75
Table 6.11.4 Comparison of Public Transport Operation, 1995 (Metro)
Bucharest Helsinki London Milan Munich Oslo Vienna
Service provider Metrorex Helsinki London Azienda Stadtwerke AS Oslo Wiener

City Transport Transporti Munchen Sporveier Linien
Transport
Organization type Gov. owned City owned Gov. owned City owned City owned City owned
Population (million)* 2.06 0.5 6.9 1.31 1.3 0.47 1.59
Total staff (persons) 6,301 234 16,680 2,901 1,221 1,080 1,711
Total route length (km) 59.2 17 408 69 71 108 39
Single passenger trips per day 0.4 0.131 2.5 1.102 0.9 0.15
(million)
Average single trip distance (km) 4.5 7 8.1 4.7 4.5 5.3 5.3
Annual single passenger trips 110..91 38.8 784 341 278.7 56 277.97
(million)
Annual passenger distance (million 499.10 278.5 6,337.00 1,593.00 1,242.20 293.8 1,469.09
km)
Annual vehicle distance (million 16.6 8.6 57.2 51.1 46 15.5 18.5
km)
Staff / km 106.4 13.8 40.9 42 17.2 10 43.9
Staff / 1000 passenger trips 15.8 1.8 6.7 2.6 1.4 7.2
Annual passenger distance / staff 79.2 1,190.20 379.9 549.1 1,017.40 272 858.6
(thousand)
Annual vehicle distance / staff 2.6 36.8 3.4 17.6 37.7 14.4 10.8
(thousand)
Source: 1997 edition of the UITP Book of Urban Transport Statistics, *Imidas 97
* The data of Metrorex (Bucharest) are as of 1998
6-76
Table 6.11.5 Operational Personnel of the Department
of Electric Cars Operation/Bus Operation, RATB
1990 1991 1992 1993 1994 1995 1996 1997 1998
RATB
Total 6,609 7,041 7,371 7,612 7,929 8,127 8,068 8,083 8,242
Driver 2,722 2,966 3,162 3,355 3,728 3,992 4,016 4,060 4,236
Mechanics, Electrician, 1,736 1,762 1,821 1,878 1,912 1,900 1,893 1,854 2,333
Revision man
Engineer, Economist, 177 169 178 176 177 183 184 194 99
Technician
Other 1,974 2,144 2,210 2,203 2,112 2,052 1,975 1,975 1,574
Tram
Total 2,370 2,488 2,549 2,622 2,704 2,804 2,819 2,810 2,906
Driver 774 851 904 987 1,057 1,141 1,169 1,175 1,178
Mechanics, Electrician, 761 763 780 825 835 837 866 876 1,090
Revision man
Technician
Other 748 796 786 730 731 741 701 669 602
Trolley bus
Total 1,150 1,226 1,256 1,291 1,332 1,381 1,389 1,384 1,310
Driver 449 483 470 495 508 562 585 590 590
Mechanics, Electrician, 323 338 342 348 351 363 357 333 417
Revision man
Technician
Other 337 370 408 414 438 421 411 420 280
Bus
Total 3,089 3,327 3,566 3,699 3,893 3,942 3,860 3,889 4,026
Driver 1,499 1,632 1,788 1,873 2,163 2,289 2,262 2,295 2,468
Mechanics, Electrician, 652 661 699 705 726 700 670 645 826
Revision man
Technician
Other 889 978 1,016 1,059 943 890 863 886 692
Source: RATB
Note: Data are those at 31 Dec. of each year.
Early in 1999 RATB was re-organised to cope with the changes in the socio–economic and
political condition (Figure 6.11.3).
RATB also suffers from low productivity due to the redundancy of the institutional frame and
insufficient technological supporting system.
RATB has already launched a reorganizing program in order to improve the activity of
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coordination and management of the restructuring. When the reorganization is completed, the
system will become simpler and depots will be linked directly to division chiefs at
headquarters.
Main contents of the program are the following:
- the separation Section Auto Ciclop” from RATB, resulting the decrease of 537 RATB staffs
- the setting up of the Consulting department at the level of a “service”
- the setting up of the environmental department within the technical direction
- the re-organizing of the patrimony administration
- the setting up of the position deputy civil protection inspector
- the abolition of the section designing workshops and workshop terminals and depots
Other than the abolishing 537 staff resulting from the separate in of CICLOP, 420 positions
were eliminated from the organization chart in 1998.
(2) Operational Management

Route planning and scheduling are centralised functions of RATB. The Operations and Traffic
Department of RATB carry them out for trams, trolley buses and buses. There is no separate
team for trams.
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Repair Factories
f URAC
Processing Center
Department of
Quality Checking
Director, Department of
Department of
Section of
Operating
O
Operation Movement
Section of Traffic Control
ti
Reorganization
Department of Consulting and
Department of Organization-
Working Group of
Infrastructure
Plan-Development
Standardization
Department of
Section
Operating
Figure 6.11.3 Organization Chart of RATB (as of November 1999)

Department of
Technical Service
D
Techniques and Mechanical-Power
Director,
Department of
t
of
Mechanics Energy
t
Department of
Department
Power, Maintenance,
Operating Section of
Lines and Buildings
Electronics and
Office of Environment
Working Group of
of
General Director
Equipment
Administration
6-79
ion site
Construct
Director, Department of
Council
C
Department of Supply
Department of Marketing
i lS i
Department of
Printing House
Commercial Service
Department of
of
Director, Department
Office of Work Protection
Department of Judicial
Department of Internal
Department of Budget, Economic

Aff i
Fi
Analysis, Price and Tariff

Finance
i C t l
Department of Payment
S
Department of Asset
t i t
Management
Section of
Buildings
Department of Personnel
Resources and Social Assistance
Director, Department of Human
Security Units Department of

Human Resource
Hotels
Department of Social
Cultural Center Service
Office of Public Relations
Restaurants
Welfare Facilities
The Department is divided into four sections: network planning, operations analysis, survey
section and projects.
The network section is responsible for producing the details of routes to be operated and
frequencies of service.
The operations section produces analyses of operations. The section receives technical
information from depots such as damage to vehicles, number of vehicles used, number of trips
made etc. The section may make technical proposals and recommendations
The survey section is responsible for carrying out simple passenger counts at stops or in
vehicles. It also produces tables of frequencies for each route and each vehicle.
The projects section is responsible for studying particular proposals for route changes.
The Departmental Chief or General Manager must ultimately approve all decisions.
The routes and schedules are provided to the tram depots which are then responsible for
operating the specified services.
Each depot has a chief, an assistant chief, a traffic manager and a maintenance manager.
The traffic manager is responsible for allocating drivers to vehicles and vehicles to routes. In
general, two drivers are permanently allocated to each vehicle, although there are certain
exceptions. The drivers alternate between early, late, split and reserve shifts
The general operational procedure is set out below.
A driver is required to report to the dispatcher 15 minutes before he is due to leave the depot.
This allows the dispatcher time to allocate a reserve driver if necessary. There is usually one
dispatcher on duty at a time, although this may be increased to two at particular times and
certain locations.
The driver is handed a dispatch sheet and goes to his allocated vehicle. The dispatch sheet
includes the name and code of the driver, the number plate and code of the vehicle, the code
of the route and the scheduled time of departure. On exiting the depot, the gate man signs the
dispatch form and records the time.
The vehicle is then driwen to the start of its allocated route if this is not the depot itself, and a
route dispatcher records the departure time of the vehicle from the start of the route. At the
end of the route, the route dispatcher records the arrival time and the procedure is repeated for
each trip. A route dispatcher may be responsible for recording the arrivals and departures of
several lines if these share a common terminus. The driver himself may record any incidents
along the route on the dispatch form, including traffic congestion that delays the vehicle, and
accidents.
On completion of the working period, the driver returns the vehicle to the depot. The gate man notes
the time of arrival, vehicle code, driver code and route, and notes any technical problems reported by
the driver. A mechanic makes a visual inspection of the vehicle.
The vehicle is taken by the driver to be washed, cleaned inside and checked in the workshop.
If the vehicle requires no maintenance, it is taken to the parking area. Otherwise, it is left in
the workshop. The traffic manager or maintenance manager is informed of any problems. The
driver leaves the vehicle and returns the dispatch sheet to the dispatcher.
In certain situations a driver may be changed at the route terminus or mid-way along a route,
rather than at the depot.
The assistant chief heads the technical service in the depot. The service is responsible for the
preparation of the maintenance programme and for traffic analysis on the basis of the dispatch
forms. A traffic analysis is made for each route, including the number of trips made,
percentage of scheduled trips operated, timekeeping and any incidents encountered.
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Table 6.11.6 RATB's Assets Balance Sheet for 1997 and 1998
1997 1998
Lei (million) US$ (million) Lei (million) US$ (million)
Current assets 217,004.8 27.1 323,513.8 29.5
(Inventories) (118,901.1) (14.8) (112,358.8) (10.2)
(Accounts receivable) (80,674.0) (10.1) (196,537.2) (17.9)
(Cash and bank account) (3,611.5) ( 0.5) ( 12,568.5) ( 1.2)
(Others) (13,818.2) ( 1.7) ( 2,049.3) ( 0.2)
Account for regulation 9,447.1 1.2 2,829.3 0.3
Fixed assets 670,948.4 83.7 1,444,664.2 131.5
Totalassets 897,400.3 112.0 1,771,007.3 161.3
Table 6.11.7 RATB's Liabilities and Equities Balance Sheet for 1997 and 1998
1997 1998
Accounts payable and loans 26,642.1 3.3 87,634.2 8.0
Others 41,169.1 5.2 65,127.5 5.9
Total liabilities 67,811.2 8.5 152,761.7 13.9
Account for regulation 16,130.7 2.0 15,428.9 1.4
Capital 806,748.4 100.7 1,602,816.7 146.0
Reserves 6,710.0 0.8 0 0
Total equity 813,458.4 101.5 1,602,816.7 146.0
Total 897,400.3 112.0 1,771,007.3 161.3
Table 6.11.8 RATB's Operating Incomes / Costs for 1997 and 1998
1997 1998
Public transport 742,807 92.7 1,141,103 103.9
(Revenue from main activities) (208,471) (26.0) (314,430) (28.6)
(Subsidy) (530,000) (66.1) (802,618) (73.1)
(Others) ( 4,336) ( 0.6) ( 24,055) ( 2.2)
Investment Income 113,595 14.2 155,831 14.2
Total Incomes 856,802 106.9 1,296,934 118.1
Materials 263,838 32.9 401,634 36.6

Maintenance 145,879 18.2 183,784 16.7
Fares 4,087 0.5 6,082 0.6
Salaries wages 197,679 24.7 321,911 29.3
expenses 70,292 8.8 125,003 11.4
Depreciation 50,553 6.3 94,432 8.6
Other expenses 11,408 1.4 11,199 1.0
Total costs 743,736 92.8 1,144,045 104.2
Comparison of the levels of operational efficiency in each public transport mode in Bucharest with
those of other European cities revealed that the performance of trolley, and tram in Bucharest leaves
much to be desired.
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Table 6.11.9 Comparison of Public Transport Operation, 1995 (Tram/LRT)
Bucharest Belgrade Helsinki Milan Munich Oslo Vienna
Service provider RATB GSP Helsinki City Azienda Stadtwerke AS Oslo Wiener
Transport
Transport Transporti Munchen Sporveier Linien
Organization type City owned City owned City owned City owned City owned City owned
Total staff (persons) 5,022 1,540 588 2,045 1,144 356 4,251
Total route length (km) 400 118 75 203 65 128 181
Single passenger trips per day (million) 0.486 0.38 0.183 0.578 0.235 0.101 •|
Average single trip distance (km) 4.4 6.9 2.1 3.3 2.8 2.8 3.5
Annual single passenger trips (million) 177.4 153 51.6 179 72.9 31.5 217.2
Annual passenger distance (million km) 780.36 1,270.00 109.1 588 203.4 86.6 754.33
Annual vehicle distance (million km) 33.0 8.3 5.2 23.1 11.7 5 44.4
Staff / km 12.6 13.1 7.8 10.1 17.6 2.8 23.5
Staff / 1000 passenger trips 10.3 4.1 3.2 3.5 4.9 3.5
Annual passenger distance / staff (thousand) 155.4 824.7 185.5 287.5 177.8 243.3 177.4
Annual vehicle distance / staff (thousand) 6.6 5.4 8.8 11.3 10.2 14 10.4
Source: 1997 edition of the UITP Book of Urban Transport Statistics, *Imidas 97 (1997)
*The data of RATB (Bucharest) are as of 1998
*Administrative staffs of RATB are allocated to each mode based on the ratio of number of drivers in each mode
*The data of “single passenger trips per day” and “arrival single passenger trips” in RATB Annual Report (1998) are modified by JICA Study Team
*”Average single trip distance” is calculated by JICA Study Team
6-82
Table 6.11.10 Urban Public Transport Statistics, 1995 (Trolley)
Bucharest Belgrade Geneva Milan Riga
Service provider RATB GSP TPG Azienda Riga Tram-
Transporti Trolley Bus
Organization type City owned City owned Private City owned
Population (million)* 2.06 1.09 0.18 1.31 0.89
Total staff (persons) 2.509 988 307 580 1,574
Total route length (km) 138 62 31 40 364
Single passenger trips per day (million) 0.291 0.243 0.111 0.154 0.31
Average single trip distance (km) 4.4 5.1 1.9 2.6 4.1
Annual single passenger trips (million) 106.2 78.4 36 47 98.7
Annual passenger distance (million km) 467.3 478.2 68 124 404.6
Annual vehicle distance (million km) 12.9 6.1 3.3 4.57 18.082
Staff / km 18.2 15.9 9.9 14.5 4.3
Staff / 1000 passenger trips 8.6 4.1 2.8 3.8 5.1
Annual passenger distance / staff (thousand) 186.2 484 221.5 213.8 257.1
Annual vehicle distance / staff (thousand) 5.1 6.2 10.7 7.9 11.5
*The data of RATB (Bucharest) are as of 1998
*Administrarive staffs of RATBare allocated to each mode based on the ratio of number of drivers in each mode
*”Average single trip distance” is calculated by JICA Study Team
6-83
Table 6.11.11 Urban Public Transport Statistics, 1995 (Bus)
Bucharest Belgrade Helsinki London Milan Munchen Oslo
Service provider RATB GSP Helsinki City Centrewest Azienda Stadtwerke AS Oslo
Transport London Buses
City London Transporti Munchen Sporveier
Transport Buses
Organization type City owned City owned City owned Private City owned City owned
Total staff (persons) 10,444 6,006 850 1,587 4,180 1,637 830
Total route length (km) 1,414 1,227 433 811 1,056 444 904
Single passenger trips per day (million) 1.3 1.904 0.255 0.288 0.972 0.517 0.11
Average single trip distance (km) 3.8 7.7 4.2 2.2 3.7 2.9 3.5
Annual single passenger trips (million) 474.45 619.7 70.7 96.56 301 160.4 34.5
Annual passenger distance (million km) 1,802.89 3,860.70 294.9 339.89 1,117.00 458.4 121
Annual vehicle distance (million km) 66.4 62.3 18.8 28.63 52.3 31.1 9.89
Staff / km 7.4 4.9 2 2 4 3.7 0.9
Staff / 1000 passenger trips 8.0 3.2 3.3 5.5 4.3 3.2 7.5
Annual passenger distance / staff (thousand) 172.6 642.8 346.9 214.2 267.2 280 145.8
Annual vehicle distance / staff (thousand) 6.4 10.4 22.1 18 12.5 19 11.9
*The data of RATB are as of 1998
*Administrative staffs of RATB are allocated to each mode based on the ratio of numbers of drivers in each mode
*The data of “single passenger trip per day” and “annual single passenger trips” in RATB Annual Report (1998) are modified by JICA Study Team
*Average single trip distance” is calculated by JICA Study Team
6-84
6.11.4 CFRs
The privatization of railway operation was required because of the background of huge
deficits in recent years, which amounted to 900 bil. lei in 1996 and 600 bil. lei in 1997. The
former Romanian Railway National Society (SNCFR) did not receive any governmental
subsidies.
In 1998 the railway operation was in the process of privatization in Romania by the
announcement of series of a decrees and orders, which include;
- Emergency order No.12/1998
- Governmental Decree No. 581/1998 regarding the setting up of the National Company for
Railways, CFR SA
- Governmental Decree No. 584/1998 regarding the setting up of the National Society for
Railway Passenger Traffic, CFR Calatori
- Governmental Decree No. 582/1998 regarding the setting up of the National Society for
Railway Freight Traffic, CFR Marfa SA
- Governmental Decree No.95/1998 regarding the setting up of the public institutions under
the Ministry of Transport
- Governmental Decree No.626/1998 regarding the Romanian Railway Authority.
Emergency Order No.12/1998 stipulated the principal direction of reorganizing the SNCFR. It
also stipulates that the public railway transport will be organized to provide the unified,
balanced, functional system according to conditions concerning the compatibility and
inter-operability with the European rail transport system. SNCFR has been reorganized as 5
private companies.
Stepwise privatization of the CFR National Company capital is expected.
6.11.5 Others
(1) Regional Bus
Private companies operate long distance regional buses. Several or more bus companies are
commonly using the same autogara and the companies, which administer the autogara also
provide regional bus service. Those bus companies also provide chartered buses for schools,
asylums, and tourism for groups of passengers at weekends.
There were two major organizations RATB and ITA (Road Transport Enterprise) that carried
out the public bus transport in Bucharest before 1989.
Autogaras belonged to the former ITA, which had more than 2,000 buses. After 1991, 4
autogara: Filaret, Obor, Grivita, Aeroport Baneasa were managed by SC Autotrans Calatori
Filaret SA. Militari and Rahova came under respective independent management, because the
law allowed the independence of such companies and they thought that they could manage
better by being independent.
The companies that administer autogara are privatized. However the composition of the
shareholders of companies differs from one to another. The large majority of the capital is
owned by individual shareholders in the case of the Autogara Militari.
Those autogara companies own their own fleets and operate the regional bus service.
SC Autotrans Calatori Filaret SA owns 120 buses and partly operates by itself and partly lease
the buses to other bus companies for regional bus service with license under the contract. The
Autogara Militari operates 28 buses by itself.
The companies managing the autogaras are also selling the tickets for regional buses served
by other companies and they are receiving commission fees of 10% of the ticket price
(Militari).
The charge for using the autogara depends on the contract between the Bus Company and the
company administering autogara. In the case of the Autogara Militari bus companies are
6-85
charged 150.000 lei/month/bus.
Before 1997 the charge for operating regional busses without license was 3.000 lei.
The number of staff and busses belonging to each company are as follows;
a) SC Autotrans Calatori Filaret SA
- 210 staff (administration 20, exploitation 20, maintenance 50, driver 120)
- 120 buses
b) Autogara Rahova
- 13 staff
- 46 buses
c) Autogara Militari
- 100 staff (driver 30, other department 17)
- 37 buses (28 buses in operation now)
The RRA, the Romanian Road Authority (the former Department of Road Transport) of
Ministry of Transport only supervises implementation and observance of the law.
To obtain an approval for a new route, bus companies should send the files including the
operation hours, days, and route etc. to the Road Office of Ministry of Transport. If there is no
other route identical with the proposed one, the Road Office gives approval after obtaining
agreement of branch offices of Road Office located in the region where the new route will
pass.
For international routes, approval has to be obtained from the Central Road Office, Ministry
of Transport and the applicant has to obtain approval from the countries along the
international route and find a corresponding transport company in the destination country.
In order to avoid a fraud, Autogara Militari leases the vehicles to the drivers that have to pay a
certain amount of money monthly.
Though the potential of autogara is high, all of the autogaras are not fully functioning to the
extent of their potential because of relatively small transport demand. A bus can cover,
during one month, 2.000 km. This value could be doubled, but it is limited by the poor
conditions of the roads reducing the operating speed. At Autogara Militari they are covering,
with the whole fleet, 75.000 km.
(2) Maxi Taxi

The maxi taxis used in Bucharest can only operate with a transport and execution license
issued by the Transport Permit Release Division of the Public Transport and Traffic Safety
Department of the Bucharest Municipality.
Relevant laws and regulations for maxi taxi transport business are the following:
- HCGMB No. 163/ 1998
- The Order of the Ministry of Transport No. 527/1997
- The Governmental Order No. 44/1997
For entering the maxi taxi transport business, the applicant has to follow the regulated official
procedure. At first the applicant must get approval from the Technical and Traffic Safety
Committee of Bucharest Municipality for the following items:
- the termini of the route
- location of the route on the map
- the parking possibility for his own vehicles or for the rented ones
After getting the approval the applicant has to hand in a file containing the following
documents to the Transport Licenses Issuing Division:
- the documents of the company that show the objective is passenger transport;
- the documents of the vehicle condition including proof of the technical inspection of
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vehicles;
- the documents on the drivers;
- the documents of the person in charge of the passenger transport activity management.
In order to create a company in the maxi taxi business it is necessary for the appropriate
documentation to be handed to the Romanian Chamber of Commerce and Industry.
Until now 35 commercial companies and 10 private owners are already registered in the maxi
taxi business. Their document are kept in the Transport Licenses Issuing Division.
Almost all of the companies obtained their fleets under a leasing contract, and their depots
keep such fleets ranging from 1 to 41 (the GRILL IMPEX SRL has 41 microbuses). There is
only one exception, ALLEGRO maxi taxi SA, which separated from RATB after 1989, owns
98 microbuses.
The Municipality of Bucharest carries out periodical inspections in order to check whether the
maxi taxi operators are following the regulations stipulated in HCGMB No. 163/1998 or not
and also to stop the operation by anyone without a maxi taxi business permission, with the
help of the Traffic Police belonging to Bucharest Police.
(3) Taxi
In Bucharest Municipality area, the passenger transport service by taxi can only be performed
based on transport and execution license issued by Transport Licenses Services under the
Public Transport and Traffic Safety Department belonging to Bucharest Municipality.
6.12 Problems in Public Transport

The following problems are identified in the public transport sector.
6.12.1 Problems of Demand and Supply

(1) Lack of Planned Public Transport Network
Due to the lack of statistical data, the public transport routes and networks are generally
established without traffic demand forecast. Therefore the network is following the existing
transport demand and is not able to induce the future urban structure. As has been observed by
the missing link in the central area in case of tram network, the public transport network has
not been rationally set up.
(2) Inappropriate Service to Demand

Due to historical reasons it can be pointed out that some tram or trolley routes are operated in
areas where transport demand is scarce. On the other hand, in the areas where large public
transport demand exists, several public transport means such as tram, bus, and metro are
mobilized to cope with the transport demand, leading to long strings of buses and trams being
held up at peak hours.
(3) Underdeveloped Utilization of Public Transport Modes

The roles of public transport modes including metro, tram, bus etc. corresponding to the
functional characteristics of each transport mode are not well developed. The network is not
easily understandable for users due to an insufficient formation on the integrated and
systemized public transport network. Regarding trams an arterial network has not been
formed due to the deterioration of tracks and mixed use of road space with vehicles.
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(4) Inconvenient Transferring
In general, transferring between transport modes supplied by different organization is
inconvenient in terms of route coordination. It is especially it is evident in the case of
transferring from metro to surface public transport, and between public transport by RATB
and other surface public transport.
No alleviation measures have been taken for the transfer of passengers between metro and
surface public transport in the existing fare system. These circumstances lead to lowering the
convenience of transferring, and to a decrease of public transport passengers, and unrestricted
use of public transport means.
In addition, transferring facilities are generally poor.
6.12.2 Operational, Managerial and Institutional Problems

(1) Inconsistency of Introduction of Transport Market and Subsidy Policy
The low fare levels of Metrorex and RATB are somewhat determined from the viewpoint of
social welfare and rather far from the reflecting of benefit to users. In addition the percentage
of free riders including ex-serviceman, family members of personnel working for public
transport entities is quite high in both the cases of RATB and Metrorex. The policy can be
regarded as an additional payment or social welfare, however it is also depressing the
management of public transport.
On the other hand, some public transport companies are forced to manage their business
independently without any subsidy. Operational conflicts between RATB busses and regional
buses from autogara, or between RATB buses and maxi taxis are perceptible. The necessary
behind the demarcation between public transport service entrusted to the primate transport
market and that subsidized by the government, is not clear.
(2) Low Productivity of the Public Transport Management

Although both entities are on the way to privatization, and the situation is changing now,
Metrorex and RATB were not strongly motivated to improve their productivity and rationalize
their management until recently due to the subsidy policy. For instance, regarding the average
operated veh.-km per staff, in the case of Metrorex in 1995, performance was about one
fourth of that of Wiener Linien in Vienna. In the case of tram, the performance of RATB in
1995 was 63% of that of Wiener Linien. In the cases of trolley bus and bus, the performance
by RATB in 1995 was 64% and 50% of that of Azienda Transporti in Milan, respectively. This
low productivity has distressed the public transport management.
(3) High Fare Evader Rate

The rate of fare evaders is extremely high in the case of RATB in spite of the mobilization of
inspectors and taxation on illegal rider ship. The survey revealed that about 25% of RATB
passengers are fare evaders. In the case of Metrorex it was estimated that some 6% of the
passengers are fare evaders. Those high rates of fare evaders worsen the financial situation of
public transport entities.
(4) Lack of Incentive for Managerial Rationalization

Metrorex has already been transformed to a private company and RATB is also on the way to
becoming an autonomous private company. However operating loss was to be supplemented
by governmental resources to an extent to be officially determined, so no apparent incentives
for the rationalization of management exist. This lead to the delay or neglect of management
reform.
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(5) Lack of Financing Resource
Public transport service requires large amounts of investment funds for the improvement of
infrastructure and facilities. For such items like the purchase of new rolling stocks or
rehabilitation of tracks Metrorex and RATB are forced to depend on funds financed by the
international organization or the fund provided by the governmental organization in charge of
administration. However such funds are sometimes insufficient and not always available.
Although the beneficiary pay principle is not only a matter of passengers but also applicable
to other beneficiaries including land users near the public transport, no clear legal frame work
has been established.
The lack of institutional and legal frame works for fund procurement is a problem.
(6) Lack of Institutional Arrangement for the Integrated Public Transport System
Well coordination of the transport master plan and land use master plan is not well geared
because of the timing of the process. For the integrated public transport system, the
institutional frame work for coordinating public transport service suppliers and integrating
public transport, is lacking.
6.12.3 Problems by Mode

The problems identified by public transport mode are the following.
a) Metro
- There is a route having its terminus in an industrial estate and which doesn't cover the nearly
residential area which has a large transport demand
- The interval of stations is rather long (1.463km on average) which detracts from the
availability of the metro
- Due to the lack of funds modernization of rolling stocks has been delayed.
- Due to the lack of funds, abandonment project plans and suspension of construction work
has occurred.
b) Tram
- There are some routes which pass through idle industrial land and do not correspond to the
transport demand.
- The connection of tram routes in the central area is lacking.
-Old tram cars and deteriorated tram tracks lower the operating speed and comfort of
passengers.
- Due to the lack of funds, the purchase of new rolling stocks for the modernization has been
delayed.
- Common use of road space by traffic lights disturb effective tram operation.
- Deterioration of infrastructure is proceeding due to it’s insufficient maintenance work.
- Insufficient power supply system curbs the modernization of operation.
- Chain operation with less than one-minute interval is made in some sections at peak periods.
- Total cost per passenger-km is high due to high fleet cost.
c) Trolley bus
- Operating speed is low except for trolley exclusive lane.
- Incomplete trolley routes to access the central area exist in the peripheral area.
- Operation cost is high in terms of place-km and revenue cost ratio is low compared with
other public transport modes due to unprofitable routes.
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d) Bus
- Duplication of bus routes by RATB bus and other bus routes to/from autogara.
- Passenger facilities are poor.
- The roles of RATB bus, Maxi Taxi and other long distance busses are not well demarcated.
e) Maxi taxi
- The role as an area service public transport is not well performed.
f) Taxi
- Taxi meter is not always used and users are then compelled to negotiate the fare.
- The vehicles are usually old.
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7. Problems and Issues
7. Problems and Issues
In this chapter, the problems identified in the previous chapters were further analyzed from
the viewpoints of urban structure, socio-economic structure, and transport demand supply
structure to clarify the causal relationship. Then based on the clarified problem structure,
the issues to be solved were identified for the project proposals in the following chapters.
These issues were stated in three sectors comprising road, public transport, and
institutional, operation and management.
7.1 Background of Causing Transport Problems

At present in accordance with the transition from centralized economy to market oriented
economy, urban structure, transport demand and transport service are changing within the
Study Area. These phenomena are characterized as follows;
a) Change of urban structure from the legally strict land use restriction to economically
mitigated land use restriction,
b) Change of transport demand from the trip pattern between the residential place and the
work place to the trip pattern concentrated into the urban center,
c) Change of transport service from the non-competitive transport service depending on the
subsidies to the autonomous and privatized oriented service.
Various urban transport problems have emerged and become serious year by year under the
above changes. These transport problems in the Study Area is summarized below.
7.1.1 Problems of Urban Structure

(1) Sprawl of Urban Area
According to the city map in 1930s, the built up area has already encompassed by about 5-km
radius, corresponding well with the principal part of the present built up area. This compact
city feature is one of the main structural characteristics of Bucharest. However, recently the
sprawl of the housing area can be observed along the major transport axis in the outskirts of
the Study Area, so the traffic congestion is getting severe on these major roads because of
much dependence on the private car usage.
(2) Insufficient Transport Network

The road density of Bucharest is still at a low level compared with other major European
cities as shown in Table 5.3.2. Still, traffic congestion is found in some places within the
Study Area, especially at the major intersections. This is because the network structure of the
arterial roads converges to the major intersections and there is no alternative trunk route. The
mixed traffic with tramcars makes the traffic more conflict and complex at the intersections.
In addition, the road network system lacks continuity in terms of road width and functions.
The typical features of discontinuity can be recognized at the T-shape intersections, an end of
arterial roads, missing links, etc. For example, the most serious road discontinuity is found on
the road section of Inner Ring Road at the northwest part of Bucharest, which is divided by
the railway, creating a severe traffic bottleneck. Another discontinuity is created by the
gigantic Piata Unirii and continuous buildings along the B-dul Unirii in the central area,
resulting in a long traffic barrier for the North-South direction. The discontinuity of network
is also pointed out by sidewalks. It is caused by the disorderly car parking.
Another transport network problems come from poor maintenance works. Inadequacy of road
maintenance works leads to the deterioration of road surface and causes many holes and
7-1
cracks even on the arterial roads such as Stefan Cel Mare and Mihai Bravu, which decreases
the road network capacity. On the other hand, inadequacy of tram track maintenance makes
tram speed lower, which decreases the number of passengers. As a result, poor maintenance
works make the transport network system much more inefficient.
7.1.2 Problems of Transport Demand

(1) Increase in Vehicle Ownership
The number of cars registered within the Study Area has been rapidly increasing after the
revolution. In addition, the number of trips by members of car owned households is around
1.5 times greater than that of non-car owned households according to the result of the person
trip survey. If the present tendency of increasing the car ownership continues, most of the
roads in the city area will face severe traffic congestion.
(2) Deterioration of Environmental Condition

The environmental condition in the Study Area is not so worse than western European capital
cities at this moment. However, if the traffic volume increase continues, environmental
conditions will worsen in the near future, especially in the center of the Study Area.
(3) Decrease in Public Transport Usage

The number of passengers using public transport systems has been decreasing during past 10
years. Especially, the rate of decrease is quite large for metro passengers (See Table 6.1.1).
(To know the actual numbers of users of RATB is very difficult from the annual report of
RATB as indicated in the Footnote of Table 6.1.1. If the statistical data of RATB annual
report is adjusted by fare evasion rate and free of charge cards rate, the actual number of
passengers of RATB is judged to decrease.) Increase in car ownership, deteriorated service,
poor public transport facilities, etc. are the reasons of this decrease, however, this decrease
makes the financial positions of RATB and METROREX, which makes their service and
facilities worsen and decrease the number of passengers further, that is, falls into the vicious
cycle.
(4) Mismatch between Transport Supply and Transport Demand

The high transport demand existed between the work place in the fringe area of the Study
Area and the residential area in and around the central area. This phenomenon was the one of
the characteristics of transport demand in the Bucharest metropolitan area. This transport
demand was the results of the urban structure formed before revolution. However, the
increase of industrial idle land and concentration of business entities into the central area
makes the transport demand pattern changed. Therefore, the transport supply does not match
with the transport demand.
7.1.3 Problems of Transport Service

(1) Deterioration of Public Transport Service
Services not only by bus but also by metro, tram, and trolley bus required large amount of
investment and were politically supplied during the communism Regime without
consideration on profitability of the service supply. Other than those public transport systems,
maxi taxi, taxi, and railway are existing in Bucharest. After the democratic revolution the
public transport management is on the way to privatization, however, under the recent strict
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financial situation, sufficient maintenance has not been done. As a result, the service provided
by RATB and METROREX gradually has been deteriorating.
(2) Overlapping Public Transport Network

The public transport network is densely formed within the Study Area, however, overlap of
routes by these different transport systems can be observed. Even in the narrow road, the tram
and bus or trolley bus and bus are operated. This overlapping of routes deteriorates the
profitability of public transport entities.
(3) Inconvenient Transferring and Ticketing Systems

Transferring between metro and surface public transport, or between public transport by
RATB and other surface public transport is not arranged well. Also the current ticketing
system forces the passengers to transfer with extra expenditure and discourages the
passengers to use different transport systems. This circumstance leads to lowering the
convenience of transferring, decrease of public transport passengers, and biased use of public
transports.
7.1.4 Unfavorable Financial Position of Public Transport Entities

(1) Dependence on Subsidy
METROREX and RATB have received large amount of subsidy for ordinary losses from the
Ministry of Transport and the Municipality of Bucharest, respectively. This heavy subsidy
deprives METROREX and RATB of autonomous management and operation, which makes
difficult to improve management and operation system.
(2) High Rate of Fare Evaders

The rate of free riders including ex-serviceman, family members of personnels working at
public transport service entities is considerably high, especially in RATB. The high fare
evader rate should be improved, because these circumstances oppress the financial viability of
public transport management. In the case of RATB it is recognized that RATB couldn't
succeed in lowering the rate of fare evader until now in spite of the mobilization of inspectors
and taxation on the illegal rider-ship.
7.1.5 Problems on Traffic Management System

(1) Disorderly Parking
On streets and roads car parking is a serious traffic management problem, which reduces the
traffic capacity and obstacles for both the vehicles and pedestrians. This problem is resulting
from the facts that sufficient parking facilities have not been developed and that the adequate
regulation has not been established.
(2) Inadequate One-way System
The one-way system has been adopted to increase the traffic capacity, however, it has caused
other problems; vehicles are forced to make a long detour and mostly reach to the congested
intersections due to the network structure problem stated above.
Traffic signal system also has deficiencies; the signal phase is always set at a fixed pattern,
therefore, it cannot adjust to the changes in traffic pattern during the day. There are some
major intersections where a traffic signal has not been installed, result in a traffic disorder
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chronically. The synchronization of traffic signals among intersections has been interrupted
due to the introduction of one way system.
7.2 Overall Issues on Urban Transport

Through the analysis of the existing conditions of urban transport in the Study Area, several
issues were selected for solving the transport problems which have already occurred or will
occur in the future, considering the EU standard. Identified issues were; a) Reformation of
urban structure, b) Restriction on car use, c) Revitalization of public transport systems, d)
Improvement of financial condition for project implementation, and e) Institutional
development for integrated transport system. Among these issues the most fundamental issue
on urban transport development is to restrain vehicle trips and improve the convenience of
public transport for the sustainable development of urban transport with less environmental
burden and investment cost.
7.2.1 Reformation of Urban Structure

During the Ceausescu regime period, the Bucharest city was formulated into the structure
with many tall apartment buildings located in the central area and large scale of factories
distributed in outskirts of the city. At that time, the flow of trips headed from the residential
area around the center of the Study Area to the direction of the outskirts industrial area during
the morning peak hour and opposite during the evening peak hour. Together with the recent
decline of these factories, this traffic flow is changing into the concentration on the city center
during most of the day. In addition, some citizens begin to prefer to live in the outskirts of the
city to seek for better living environment. As a result, the urban area is getting sprawled
disorderly in spite of the poor urban transport facilities. Therefore, the traffic congestion starts
on most major city roads, especially on the roads within the city center. To avoid these
situations the formulation of the urban structure on the basis of the future development
direction of the Study Area is one of the key issues.
7.2.2 Restriction on Private Vehicles

The current increasing trend in the number of vehicle registered implies the occurrence of
future serious transport problems such as road congestion, traffic accidents, air pollution, etc.
These problems can be solved through the restriction of car ownership or car use. However, it
is an undeniable fact that cars are very useful, convenient and comfortable for the life of the
human beings. Therefore, it is not reasonable to restrain the car ownership by imposing high
tax, because this measure is not equal between the rich and the poor. In addition, cars are
necessary for the citizens to go to the upcountry for their vacation, considering the Romanian
custom that they usually take a long holiday during the summer vacation. The car usage for
this never causes the above-mentioned urban transport problems. On the other hand, it is more
effective to restrain the daily and regular car usage within the Study Area to reduce the traffic
volume. Therefore, the primary issue is how to restrain the car usage. Several measures are to
impose some charge on the car usage, introduction of traffic management, etc.
7.2.3 Revitalization of Public Transport Systems

In spite that the Study Area has a well developed public transport infrastructure, the number
of passengers using public transport systems is decreasing because of the increase in private
cars, the poor service level of public transport systems, changing the urban structure, etc. To
utilize these public transport infrastructure is an important issue for the future urban transport
in the Study Area. In order to solve this issue, it is necessary to increase attractiveness of
public transport, for instance, improvement of transferring system, mobilization of more
7-4
comfortable rolling stocks, integration of public transport network to absorb latent public
transport demand using private cars at this moment.
7.2.4 Demand and Supply Balance

Public transport demand and supply are not well balanced in Bucharest.
Due to the history of formation, some of tram or trolley routes are operated in the area where
transport demand is scarce. Routes are duplicated in some places. Such duplication is not only
the matter of different administrative bodies but also the matter of same administrative body.
It forces the transport systems to share the transport demand and oppress the financial
condition of the management body. On the other hand in the areas where large public
transport demand exists several public transport means such as tram, bus, and metro are
mobilized to cope with the transport demand. Long string of buses and trams are held up in
peak hour.
7.2.5 Improvement of Financial Condition for Project Implementation

Improvement of financial condition is a critical issue commonly pointed out in road transport
and public transport. This issue is always raised whenever the planned projects start to be
implemented. In this Study many plans and ideas regarding the urban transport are presented
or suggested. However, the difficulty to find the project fund prevents plans from
implementing. Construction of overpass, widening roads, introduction of new type tram,
extension of suspended metro line, modernization of rolling stocks, etc. require large amount
of construction fund. On the other hand, poor operation and management in the public
transport entities make public transport facilities deteriorated and deprive the attractiveness
from the public transport systems because of insufficient operation revenues. Therefore,
realistic recommendation was made to procure the project fund sources and to decrease the
subsidy through the examination of the beneficiary pay principle, collection of indirect
benefits, and introduction of earmarked tax.
7.2.6 Institutional Development for Integrated Transport System

At present the public transport operation within the Study Area is performed by RATB for the
surface transport under the control of the Bucharest Municipality and METROREX for the
subway under the control of the Ministry of Transport. These two entities decide their
operation routes, maintenance, allocation of investment, etc. And also their future plans are
studied independently. However, it is indispensable for establishing the efficient public
network to avoid overlapping the operation routes, to coordinate with the land use plan, and to
allocate the public fund under the mutual understanding of the relevant organization, which
can establish the integrated urban public transport system. The issue is how to proceed this
integrated urban transport system. For this purpose well arranged integrated institutional
frame for coordination was examined.
Lack of market research partly due to the institutional framework and partly due to the lack of
planning tools, and lack of statistical data disturbs the realization of coordinated and planned
public transport service. The public transport routes and network are generally established
without traffic demand forecast. Therefore the network is following the existing transport
demand and it is hardly formed to induce the future urban structure.
7-5
8. Socio-Economic Development Scenarios
8 Socio-Economic Development Scenarios
Based on the 2.7% of the average future economic growth, the population in 2015 was
projected to be 2,261 thousand persons from 2,149 thousand in 1998. The motorization
rate was also projected at 259 vehicles per 1,000 persons in 2015 from 191 vehicles per
1,000 persons in 1998.
8.1 Growth of the National Economy

To forecast the future national economy of Romania is not so easy. Since Romania just
embarked on the transition from centrally planned economy to a market economy the
economic and financial situation has not stabilized due to structural reform of the economy,
such as privatization, management of enterprises, liberalization of the foreign exchange, less
dependency on trade with COMECON, pressure from IMF and the World Bank, etc.
Within the first six years of post-Communist rule, the inflation rate fell dramatically, down
from 300% at the end of 1993 to 28 % in 1995. GDP grew by 1.3% in 1993, 3.9% in 1994
and 6.9% 1995. However, after that, the Romanian economy has shrunk drastically, mainly
reflecting the implementation of restrictive monetary and fiscal policy by the IMF and the
World Bank as well as the world-wide economic slump, etc. At this moment, no one knows
the future economic performance not only of Romania but also other transition countries.
Judging from Romania’s existing economic composition, industry and agriculture have
contracted in real terms and the share of services is growing but it still lags behind that of
other transition economies. The growth rate in 1997 was –6.6% and the CNP (COMISIA
NATIONALA DE PROGNOZA)made a preliminary estimate –5.5 % for the 1998 growth
rate. In addition, CNP also predicted negative growth rate of –2.0% in 1999, however,
economic growth is expected to improve to a positive growth rate of 1.0 % in 2000.
Judging from the lack of proper management and maintenance, the remaining price controls
and regulations, world-wide economic slump, etc., the Romanian economy is consider likely
to continue to decline over the next several years. On the other hand, inflow of foreign
investment, elimination of various regulations, acceleration of privatization programs,
recovery of world economy, etc. have the possibility to rapidly improve the Romanian
economy. Therefore, considering these circumstances, the following five scenarios are
considered likely for the future performance of the Romanian economy.
Scenario 1 Pessimistic Growth Pattern

The growth rate decreased from 1996 to 2000, after that it starts to increase at a rate of 1.2%
(average growth rate from 1992 to 1998) up to 2015.
Scenario 2 Trend Pattern

The trend pattern is based on the simple regression analysis with the model below;
GDP = -19329.41 + 10.05462nYEAR R = 0.8935

(-1.368) (1.420)
GDP : Gross Domestic Product
YEAR : Year
R : Correlation Coefficient
( ) : T-Value
8-1
Scenario 3 Conservative Growth Pattern
According to “Transition Report 1996”, the past average growth rate of Eastern Europe and
the Baltics from 1992 to 1997 is estimated to be about 3.0%, therefore, this growth rate is
assumed to continue up to 2015.
Scenario 4 Sustainable Growth Pattern

The economic growth rate decreases in 1999 and 2000 like scenario 1, however, after that, the
it increases up to 2015, and the GDP was forecast by the following model;
GDP = -49584.77 –897.7382 * DUMMY + 25.23281 * YEAR R = 0.8135
(-3.495) (-2.745) (3.546)
GDP : Gross Domestic Product
DUMMY : Value of 1 World wide economic depression
Value of 0 Recovery of world economy
YEAR : Year
R : Correlation Coefficient
( ) : T-Value
Scenario 5 Optimistic Growth Pattern

The growth rates of 1999 and 2000 are the same as the Conservative Growth Pattern (by CNP
estimation), however, after that, the GDP is assumed to grow at the rate of 5% per annum,
which was the growth rate of the recent favorable economic performance in EU countries.
The above five growth patterns are shown in Figure 8.1.1. Considering the following
Romanian existing economy, the Romanian economy will continue to decline over the next
two years at least:
a) The Romanian economy is now just at the onset of the transition from Communism;
b) Privatization proceeds slowly;
c) Various regulations and controls remain;
d) There is little technological and managerial expertise;
e) The perspective of the recovery of the world-wide economy is not clear even in the near
future.
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As for the economy of the Study Area, no reliable data is available both for the existing
situation and for forecasting the future economic framework. Considering that the number of
population and the economic activities are concentrate relatively highly on the Study Area,
the Study Area plays an important role as a locomotive for national economic activities. For
example, the population and employment in Bucharest occupies 9% and 14.3%, respectively,
and some industrial products account for more than 50 % of the national market share. The
average industrial production, including agricultural products, has a share of 12.5% for the
whole national market. Therefore, it is reasonable that the future economic growth of the
Study Area is assumed to follow the above-mentioned national economic growth pattern, that
is Scenario 4.
8.2 Future Framework of Population in the Study Area

At first, the future number of employment necessary for economic growth under each of the
above Scenarios was projected, then considering the employment rate to population by
industry in the Study area, the future population was projected. Table 8.2.1 shows the future
number of population by the above Scenario. The future population in the Study area was
projected to be 2,260,910 persons in 2015 by the Scenario 2.
Table 8.2.1 Projection of Future Population by Scenario

Scenario Average GDP growth rate Population in Population Average population
1998 in 2015 growth rate
Scenario 1 4.35 2,195,321 2,498,788 0.89
Scenario 2 3.55 2,195,321 2,260,910 0.81
Scenario 3 2.58 2,195,321 2,208,904 0.74
Scenario 4 1.73 2,195,321 2,135,069 - 0.81
Scenario 5 0.63 2,195,321 1,973,323 - 0.87
Projection by Study Team
The population of Bucharest municipality increased from 1,861,007 persons in 1980 to

2,127,194 persons in 1990 at an average growth rate of 1.4% per annum, however, since then
the population has been decreasing at the rate of 1.3% per annum until the present as
indicated in Table 2.2.3. This negative population growth has been experienced in most West
and East European big cities as shown in Table 8.2.2 In these cities there is almost no
significant migration from the rural area like the big cities in southeast Asian countries.
Therefore, the population of these cities will remain stable or even decrease in the future.
Table 8.2.2 Population in Major Eastern European Countries and their Capital Cities
Country name 1992 1993 1994 1995 1996
Poland 37,879 38,495 38,549 38,588
Warsaw 1,654 1,654 1654 1643 1643
Hungary 10,374 10,294 10,261 10,205
Budapest 2,017 2,012 2,002 1,963 1,918
Bulgaria 8,948 8,472 8,470 8,433 8,402
Sophia 1,141 1,141 1,141 1,113 1,116
Romania 22,789 22,755 22,730 22,680 22,607
Bucharest 2,195 2,198 2,193 2,187 2,170
Source: World Bank Population Yearbook, Romanian Statistical Yearbook Bucharest Statistics
In the cities of the eastern European countries, the population growth is different from the
level of the completion of countries’ economic transition. As shown in Table 8.2.3, the
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population growth in the capital cities in the major eastern European countries seems to
parallel with the national economic growth rate.
Table 8.2.3 Growth Rates of Economy and Population in Eastern European Cities
Name of city Bucharest Prague Warsaw Budapest
Growth rate of national economy -1.4% -2.6 2.4 -1.0
Growth rate of population -0.7 -1.7 0.7 0.0
Note: Growth rate from 1990 to 1995
Currently the population of Bucharest has been decreasing, but if the national economy
recovers in the future, the population also will begin to increase, because job opportunities
will increase due to the economic growth as explained above. Therefore, the population in the
Study area will increase keeping pace with the growth of employment necessary for the
above- mentioned economic growth. However, the much higher growth rate of around 0.7 %
like Warsaw will not be achieved, judging from the following facts:
a) Romania has one of the lowest birth rates (lower than Japan) in the world, according to
“World Development Report”,
b) The large scale migration from rural areas to the capital city will not occur because
agriculture continues to be active in the areas even hereafter,
c) The population of the whole country will also been decrease in the future according to the
population forecast by the World Bank (from 22,545 thousands in 1998 to 21,900 thousands
in 2015).
Considering the above, the future population is projected based on consideration of the
growth of the number of active population by the above-mentioned economic growth pattern,
decrease of unoccupied population, past trend of the number of pupils and students, and the
ratio of active population to total population. As a result the future population was projected
at 2,128 thousand persons in 2003, 2,158 thousand persons in 2008, and 2,261 thousand in
2015. The population in 2015 grows 1.05 times compared with that of 1998. Therefore, The
average growth rate from 1998 to 2015 results in 3 % per annum. Considering the past
population growth in eastern European countries, this growth rate should be reasonable.
However, since the population growth keeps pace with the economic growth, the growth rate
of each period is 0.02 % between 1998 and 2003, 0.08 % between 2003 and 2008, and 0.72 %
between 2008 and 2015. Table 8.2.4 shows the future population projection.
Table 8.2.4 Future Population

Year 1998 2003 2008 2015
Item Persons % Persons % Persons % Persons %
Active population 891,685 41.5 925,331 43.0 969,034 44.9 1,098,802 48.6
Occupies 846,179 39.4 882,293 41.0 928,028 43.0 1,062,628 47.0
Unoccupied 45,506 2.1 43,093 2.0 41,006 1.9 36,175 1.6
Inactive population 1,257,751 58.5 1,226,602 57.0 1,189,171 55.1 1,162,108 51.4
Student 500,326 23.3 516,464 24.0 528,760 24.5 565,228 25.0
Pensioner 471,189 21.9 421,308 19.6 377,366 17.5 337,453 14.9
Others 286,236 13.3 288,830 13.4 283,045 13.1 259,428 11.5
Total population 2,149,436 100.0 2,151,933 100.0 2,158,205 100.0 2,260,910 100.0
Growth rate (%) 0.02 0.08 0.72
8-5
8.3 Projection of Working Population
The future working population in residential place and work places is projected with the
economic growth pattern as mentioned above. The former is shown in Table 8.3.1 and the
latter is shown in Table 8.3.2. The both total growth rates are assumed to be same, however,
the growth rate of each industry was determined, considering the growth rate of past three
years. In 2015 the number of working population in residential and place in work places
reach 1,063 thousand persons and 1,132 thousand persons, respectively. Looking at the
working population by industry, the tertiary sector was projected to account 60.0% and 61.8%
in 2015. On the other hand, the secondary industry will decrease to 37.6% and 35.9%.
Table 8.3.1 Future Number of Working Population in Residential Place
Year 1998 2003 2008 2015
Industry Persons % Persons % Persons % Persons %
Primary 30,908 3.7 30,142 3.5 26,392 2.8 25,270 2.4
Secondary 338,213 40.0 349,570 40.1 370,801 40.0 399,645 37.6
Tertiary 477,058 56.4 492,884 56.5 530,837 57.2 637,713 60.0
Total 846,178 100.0 872,596 100.0 928,030 100.0 1,062,628 100.0
Table 8.3.2 Future Number of Working Populations in Work Place

Year 1998 2003 2008 2015
Industry Persons % Persons % Persons % Persons %
Primary 32,397 3.7 31,155 3.4 26,945 2.7 26,061 2.3
Secondary 357,729 40.0 361,873 38.9 375,224 38.0 405,902 35.9
Tertiary 510,950 56.4 536,180 57.7 586,066 59.3 699,603 61.8
Total 901,076 100.0 929,208 100.0 988,235 100.0 1,131,566 100.0
8-6
9. Urban Development Pattern
9. Urban Development Pattern
The urban development pattern was examined for three alternative development
patterns. The intensive multi-centered development pattern was selected. Based on this
development pattern, the future population and working population were allocated in each
traffic zone. More population was assigned to the zones outside the central area rather than
in the central area.
9.1 General
In this chapter, a proposed urban development pattern is presented. The working process is as
shown in Figure 9.1.1.
Basic Policy and Objectives
for Urban Development
Planned Dev. Patterns
Uncontrolled Development Intensive Multi-centered Dispersed Multi-centered

Pattern and its Problems Development Pattern Development Pattern
Comparison of Merits and

Demerits of the Two Planned
Development Patterns
Selection of
Intensive Multi-centered
Development Pattern
Housing Development Plan

and Planned Population
Densities of Residential
Areas by Traffic Zone
Projected Future Population Planned Future Population

by Traffic Zone by Traffic Zone
Location Plan of Centers

and Distribution Policies
for Employment by Economic
Sector
Projected Future Employment Planned Future Employment

by Economic Sector by Economic Sector
by Traffic Zone by Traffic Zone
Characteristics of the
Distribution of Population/
Employment in the Proposed
Development Pattern
Figure 9.1.1 Working Process for Proposed Urban Development Pattern
9-1
For the projection of future traffic demand, future population and employment are distributed
to each traffic zone based on the proposed urban development pattern.
9.2 Basic Policy and Objectives for Urban Development

Based on the analyses of the present socio-economic condition and land use of Bucharest and,
on the discussions with related planning bodies, the established basic policy for future urban
development is:
x To improve the present urban structure of Bucharest in order to attain one of the most
affluent and comfortable international capital cities in Eastern Europe.
Main planning objectives of the basic policy are as follows:
x Realization of the situation where residence and place of work are near each other
x Strengthening of the city center and implementation of transport countermeasures
x Planned urbanization of suburban areas
x Improvement and development of daily and social service facilities in residential areas
x Strengthening and formation of sub centers by inducement of urban activity location
through improving transport network and establishing institutional system
x Conservation of the existing green and water spaces
9.3 Selection of Urban Development Pattern

For the selection of future urban development pattern, the following three patterns are studied:
a. Uncontrolled development pattern
b. Intensive multi-centered development pattern
c. Dispersed multi-centered development pattern
Conceptual illustrations of the three development patterns are presented in Figures 9.3.1, 9.3.2
and 9.3.3.
9-2
9.3.1 Characteristics of Three Urban Development Pattern
(1) Problems of Uncontrolled Development Patter
Characteristics of this development pattern are described in Table 9.3.1 comparing with the
two controlled development patterns. In this development pattern, PUG will not be prepared
and various urban problems will occur. Main problems are as follows:
- Land use regulations will not be sufficiently enforced.
- Public inducement or guidance of urban development will not be implemented.
- As a result, residential areas will expand in a disorderly fashion and green areas and
agricultural lands will disappear. The work place will be mainly concentrated in the present
city center.
- Long distance “To work” trips (and “To home” trips) will increase and traffic congestion
will be accelerated.
(2) Intensive Multi-centered Development Pattern

This controlled development pattern intends to give priority to maintenance of compact urban
areas and to public transport use. Main characteristics of this pattern are as follows:
- A compact urban area will be maintained and a green belt will be preserved outside the
urban area.
- Urban centers that function as work places and centers for urban daily life will be located
inside the outer ring road, by strengthening the present city center, by fostering the present
commercial sub centers and by revitalizing the industrial platforms.
(3) Dispersed Multi-centered Development Pattern

This controlled development pattern intends to give priority to new urban development in the
suburbs and to vehicle use. Main characteristics of this pattern are as follows:
- In suburban areas (along the outer ring road or outside it), new towns and industrial estates
will be located, including the relocation of some administrative and higher educational
activities.
- A green belt will be preserved between the present built-up areas and newly developed
centers.
Table 9.3.1 shows anticipated facts and problems of uncontrolled development pattern for
various aspects and corresponding planning objectives of the two controlled development
patterns.
9-4
Table 9.3.1 Problems of Uncontrolled Development and Correspondin Planning
Objectives of Two Types of Controlled Development Patterns

Uncontrolled development pattern Intensive multi-centered Dispersed multi-centered
development pattern development pattern
Basic -Without PUG (no land use control) -Controlled development pattern, -Controlled development pattern,
planning -No inducement of development giving priority to maintenance of giving priority to new urban
concept compact urban areas development in the suburbs
-Priority to public transport use -Priority to vehicle use
Urbanization -Urbanization into suburban -Minimum expansion of present -Formation of new planned urban
agricultural lands and green areas urban areas areas, coordinating with adjacent
along waters communes
City center -Leaving the present center as it is -Rehabilitation of blighted areas and -Urban renewal of blighted areas by
-Leaving suspended building areas controlled transition to commercial utilizing sites of relocated facilities
and vacant lots areas -Moderate utilization of suspended
-Maximum utilization of suspended building areas and vacant lots
building areas and vacant lots for
expansion and strengthening
Residential -Moving of inhabitants from old -Minimum development of new -Development of new residential
areas houses and apartment houses residential areas in the suburbs areas in the suburbs (moving and
(generation of blighted areas) -Maximum rehabilitation measures new families from the present
-No improvement of service for old houses and apartments urban area
facilities -Maximum improvement of service -Moderate improvement of service
facilities facilities
Industrial -Continuation of idling factories -Revitalization of existing inactive -Revitalization of some inactive
areas -Remaining of medium/small scale industrial platforms (foreign industrial platforms
factories in the center capital, relocated factories) -Development of new industrial
-Relocation of medium/small scale estates in the suburbs (foreign
factories from the center capital, relocated factories)
-Relocation of medium/small scale
factories from the center
Commercial / -Leaving the existing commercial/ -Strengthening of existing sub -New commercial/business centers
service areas service areas as they are centers and formation of new sub in the suburbs mainly for vehicle
sub centers -Disordered location of vehicle- centers together with improvement owned people
oriented facilities in the suburbs of public transport network -Relocation of universities and
-Formation of distribution business administrative agencies to the
centers in the suburbs suburbs
Historic -Demolition of historic buildings -Restoration of historic buildings -Restoration of historic buildings
environment and construction of commercial -Rehabilitation of historic districts -Rehabilitation of historic districts
buildings
Green/water -Urbanization of green areas and -Conservation of green areas and -Planned conservation of green
contamination of waters environmental management areas and environmental
management
Transport -Leaving the present transport -Provision of off-street parking -Provision of off-street parking
facilities network as it is spaces in the city center spaces in the city center
-Improvement of public transport -Improvement of radial roads, outer
network ring road and road network of
-Completion of the inner and suburban areas
medium ring roads
9.3.2 Proposed Development Pattern

After studying the problems of uncontrolled development and comparing merits and demerits
of the two planned development alternatives, the intensive multi-centered development
pattern is selected as the proposed one for the Bucharest Metropolitan Area.
9-5
The reasons are as follows:
x Although the intensive multi-centered development pattern requires solution of land

ownership problems, countermeasures for old apartment houses and improvement of
public transport network, the expected advantages are considered sufficient to control the
problems cause by a vehicle-oriented
x Merits of this development pattern are, for example, as follows:
- Minimization of expansion of vehicle-caused public nuisance
- Relatively advantageous for public transport users in connection with obtaining job
opportunities and enjoying urban life
- Securing mobility of the aged and children who cannot drive vehicles
- Growth by utilizing the existing urban vacant spaces and economic activity
accumulation
x This development pattern conforms to the planning concept of PUG the Bucharest
Municipality is preparing at present.
x As urbanization pressure is not strong due to stagnant population increase, it is
comparatively easy to maintain an intensive urban area.
x It contributes to environmental conservation
9.4 Location Plan of Centers

Based on the proposed multi-centered development pattern, “centers” as main work places are
planned and located. These centers include not only commercial/service cores but also air
terminals, industrial platforms, a free trade zone, an international technology/information
center and distribution business centers.
Categories of the planned centers and their locations are as follows:
a. Multi-functioned central core = City center (the existing city center and newly developed
B-dul Uniri district)
b. Commercial sub centers (Obor, Dristor, Titan, P-ta Sudului, Rahova, Dr. Tebere, Gara de
Nord, P-ta Dorobanti)
c. International exchange center (near P-ta Presei Libere)
Air terminals (Otopeni International Airport, Baneasa Domestic Airport)
d. Industrial platforms (at existing locations)
e. Free trade zone (in a southern adjacent commune)
f. International technology and information center (in a northern adjacent commune)
g. Distribution business centers (one in an eastern adjacent commune and the other in a
western adjacent commune)
Figure 9.4.1 shows location of the planned centers. Almost all proposed centers are located
within the outer ring road, except some freight-related ones located at the intersections of
radial trunk roads with the outer ring road.
9-6
x New development of Type B (low-rise houses) residential areas amounts to 373 ha in all.
Projects are located in Zones 14 (Baneasa Airport), 22 (Pantelimon), 44 (IP-IMGB), 52
(Rahova), 53 (Prelungirea), 54 (Ferentari), 55 (Rahova), 56 (Ferentari) and 63 (Giulesti) on
the fringe of the urban área
9.5.2 Distribution Plan of Population

Based on the planned population densities of residential areas by traffic zone, future
population is distributed to each traffic zone.
x Planned population densities of traffic zones in which new housing development projects
of Type A exist range from 350 to 600 persons per hectare, while those of Type B from 100
to 490 persons per hectare.
x Other zones are almost left as they are. Population densities are assumed a little lower than
the present ones in the central part, and a little higher than the present ones on the fringe.
9.5.3 Policies for Location of Economic Activities by Sector

Policies for the future location of economic activities by sector are as follows:
x Agricultural lands in the suburbs are to be urbanized at a moderate rate and employment in
the primary sector will be decreased at a same rate for each traffic zone.
x Existing factories located within the inner ring road should be relocated to revitalized
industrial platforms outside the inner ring road. Existing industrial platforms are classified
into two: one is comparatively active in operation and the other is inactive requiring to
revitalize. The former is to be maintained as it is for future growth. The latter should be
revitalized by introducing foreign capital and by accepting relocated factories from the
inner part of the city.
x The tertiary sector activities are divided into two types: one is neighborhood type and the
other is citywide type. The former is located in the residential areas in order to serve for
daily life of the residents. The latter is accumulated in the city center and sub centers for
higher grade of shopping and services.
9.5.4 Distribution Plan of Employment

Outline of the method for distribution of employment by economic sector is as follows:
x Zonal employment in the primary sector is assumed to decrease in the same ratio as the
total employment in the sector in 2015 to that in 1998.
x Zonal employment in the secondary sector in the non-industrial area within the inner ring
road is assumed to decrease by half as the factories located there are subject to relocation.
As for that in the non-industrial area outside the inner ring road, it is assumed to maintain
the status quo.
x An average rate of increase is applied to employment in the secondary sector for traffic
zones where active industrial platforms exist. A higher rate of increase is applied to
employment in the secondary sector for traffic zones where revitalized industrial platforms
are planned.
x Zonal employment in the neighborhood type activity is determined by applying a ratio of
9-8
90 persons to 1,000 population (72 persons to 1,000 population in typical residential zones
on average in 1998). Zonal employment in the citywide type activity is determined by
applying assumed employment densities. Higher employment densities are applied to
zones where sub centers are planned.
9.5.5 Summary of Planned Population and Employment by Zone

In the following, the distribution results of population and employment are summarized. For
convenience’s sake, the Study Area is divided into 8 integrated zones as follows (see Figure
9.5.1):
a. Bucharest Center
b. Bucharest North
c. Bucharest Northeast
d. Bucharest East
e. Bucharest South
f. Bucharest Southwest
g. Bucharest West
h. Ilfov
Tables 9.5.1 and 9.5.2 show the planned population and employment by integrated zone.
From these tables the following is pointed out:
x Most of the increase in population will be accommodated within Bucharest and the
population of the city center will also increase. If uncontrolled, a greater, increase in
population will occur in the adjacent Ilfov, and population of Bucharest Center will
continue to decrease.
x As for the distribution of employment, working population in the secondary sector will
decrease in the center and increase on the fringe caused by revitalization of the industrial
platforms. Working population in the tertiary sector will be distributed according to
development of sub centers. As a result, distribution of employment will be leveled as a
whole.
x As most of the population and employment will be concentrated within the boundary of
Bucharest Municipality and distributed comparatively level, traffic generation and
attraction will be mainly limited within the outer ring road and shorter trips to and from
centers and residential areas are dispersed within the city.
Table 9.5.1 Planned Population by Integrated Zone

Zone 1998 2015 2015-1998
Name
B. Center 227,076 230,080 3,004
B. North 208,277 213,365 5,088
B. Northeast 297,657 306,600 8,943
B. East 333,791 344,250 10,459
B. South 292,526 327,070 34,544
B. Southwest 257,227 276,320 19,093
B. West 399,577 422,610 23,033
Bucharest 2,016,131 2,120,295 104,164
Ilfov 133,305 140,615 7,310
S.A. Total 2,149,436 2,260,910 111,474
9-9
10. Future Transport Demand
10. Future Transport Demand
The future traffic demand was forecast by the four step method. The total trip production
was estimated to reach about 1.2 times from 5,760 thousand trips in 1998 to 7,051
thousand trips in 2015. About 52% of these trips were made by public transport modes in
2015.
10.1 Method
The future traffic demand is forecast by the four step method ; First Step : projection of trip
generation and trip attraction by zone, Second Step : projection of distribution, Third Step :
modal split, Fourth Step : traffic assignment.
In the Study area four public transport modes (Metro, Tram, Trolley Bus and Bus) are
operating. Therefore, a device was made for the above Third and Fourth Steps to obtain a
more accurate traffic assignment volume for the public transport modes. In this device, the
modal split and the traffic assignment were performed on the four layer network structure
(marked “*” in Figure 10.1.1) which is composed of four networks of each public transport
mode in addition to the road network. In the modal split stage, private mode trips select the
shortest route on the road network and public transport mode trips select the shortest route on
the above complete network using public transport. The total OD table was split into the
public and the private with time and cost calculated based on the above shortest route (Trips
by “Walk”, “Bicycle” and “Motorcycle” are excluded). In the next assignment step, the trip
volume of each public transport mode was estimated under the multi-layer networks (marked
“**” in Figure 10.1.1, which are composed of public transport service routes, so that this
multi-layer networks are composed of more than 200 layers. The outline of the above
procedures is shown in Figure 10.1.1.
Future socio-economic
Urban & Transport Plan
conditions
Future Trip Production
Traffic Generation & Future Zonal

Attraction Model Characteristics
Future Trip Generation
& Attraction
Gravity Model
Trip Distribution Service Level of

Transport Mode
Modal Split Model

Four Layer Structure*
Modal Split
Multi-layer Network**
Traffic Assignment
Figure 10.1.1 Procedures of Future Traffic Demand
10-1
10.2 Projection of Future Trip Production
10.2.1 Forecast of Car Ownership Rate
In the analysis of the person trip survey results, the average number of trips differs
considerably between the household members belonging to the car-owning households (3.3
trips per day) and those belonging to non-car owning-households (2.4 trips per day). Since the
number of passenger cars registered in the Study area is expected to increase in the future, a
model, which can reflect this difference, was examined. As a result, firstly the following
model was adopted for projecting the future car ownership rate, based on the relationship
between car ownership rate and average household income level. The future income level was
assumed to increase at the same growth rate as that of GDP presented in Chapter 8.
Ratei = ai + bi • ln (Income)
Where, Rate : Car ownership rate
Income : Average income level
i: Category of the number of cars owned by households
a, b: parameters
The estimated parameters show a good fit statistically as indicated by the correlation
coefficient in Table 10.2.1.
Table 10.2.1 Estimated Parameters
No. of cars owned A b Correlation coefficient
One car owned 0.06842 0.03642 0.8872
Two cars owned -0.06495 0.01748 0.8677
More than three cars owned -0.00771 0.00262 0.9680
Non car ownership 0.89058 -0.03586 0.9023
(1) Future Number of Vehicles by Car Ownership

Using the above model, the future number of vehicles was estimated as shown in Table 10.2.2.
Table 10.2.2 Future Number of Passenger Cars

1998 2015
Household Vehicles Household Vehicles
No car owned 503,916 451,350
Car owned 268,119 352,612 406,840 501086
One car owned 248,541 306,831 330200 330,200
Two cars owned 19,152 42,597 64,903 129,807
More than three cars owned 426 3,184 11,737 41,080
Total 772,035 352612 858,190 501,086
Since the number of passenger cars registered in the Study area was 352,612 vehicles in 1998,
the future number of vehicles registered privately was forecast to increase by 1.42 times
(501,086 vehicles) in 2015. If including vehicles owned by offices (16.1% of the total
passenger cars is owned by offices), the total number of vehicles becomes 584,698 vehicles.
The population and households in 2015 are estimated at 2,260,910 persons and 858,109
households, respectively, therefore, the number of passenger cars per 1000 persons and per
household are 221.6 vehicles and 0.58 vehicles except the office owned vehicle, respectively.
If including office owned vehicles, the above figures become 258.6 vehicles and 0.68 vehicles,
respectively. This motorization rate does not amount to that in most west European cities,
however, it becomes close to that in east European cities.
10-2
(2) Trip Production
From the trip production rate by purpose and by car ownership obtained by the person trip
survey, the future trip production was projected. The future trip production by car owners was
estimated at 5,307,631 trips from 2,891,660 trips in 1998 and that of non car ownership was
also estimated at 1,743,602 trips from 2,868,826 trips in 1998. As a result, the total trips was
estimated to reach about 1.22 times of the present total trip production (5,760,486 trips) as
shown in the following Table 10.2.3.
In 2015 about 75% of the future trips will be made by persons belonging to car owning
households. According to the result of the person trip survey, these persons make about 40%
of their trips by cars. If this situation continues in the future, about 35 % of the total trips will
be made by cars (about 28% in 1998).
Table 10.2.3 Future Trip Production

Car ownership 1998 Non car ownership 1998 Trip production in 2015
Purpose Trips Rate of Trips Rate of Car Non car Total
production production ownership ownership
To work 762,451 0.906 627,577 0.532 1,399,102 381,256 1,780,358
To Study 230,112 0.274 253,001 0.215 423,128 154,079 577,207
To shop 138,530 0.165 241,410 0.205 254,803 146,913 401,716
For private 271,542 0.323 286,725 0.243 498,797 174,145 672,942
For Business 121,076 0.144 59,334 0.050 222,374 35,832 258,206
Other 32,613 0.039 34,971 0.030 60,226 21,499 81,726
To home 1,335,336 1.587 1,365,808 1.158 2,450,745 829,877 3,280,623
Total Trips 2,891,660 3.437 2,868,826 2.433 5,307,631 1,743,602 7,051,234
No of Persons 841,326 1,178,947 1,544,263 716,647
10.3 Trip Generation and Trip Attraction

10.3.1 Trip Generation and Trip Attraction Model
(1) Model Building
As a next step, the future trip generation and trip attraction by zone was forecast using the
above estimated future trip production as a so-called “Control Total”. The following linear
regression model was employed for this purpose under the assumption that the model
structure does not change in the future.
Gi = ai + bi • X1 + ci • X2 + ci • X3 + ···················
Aj= aj + bi • X1 + cj • X2 + cj • X3 + ···················
Where, Gi : Trip generation in zone I

Aj : Trip attraction in zone j
X1, X2, X3 ········ : Socio-economic indicators by zone
a, b, c, ············ : Parameters
The explanatory variables such as X1, X2, X3, etc. are shown in Table 10.3.1. The estimated
parameters are shown in Table 10.3.1. These modes show the statistically good fitness except
for “Business” and “Other” purpose trips, since the number of these trips is not so many and
scattered randomly among OD pairs .
10-3
Table 10.3.1 Parameters of Trip Generation and Attraction Model
Trip purpose Model Correlation
coefficient
Car owner
To work Gi = 299.4492 + 0.00466 • Pop +0.690425 • Wh2 + 2.403444 • Wh3 0.9862
Aj = 67.79855 + 1.10194 • Ww2 + 2.19022 • Wwt 0.9936
To study Gi = 51.87528 + 0.04313 • Pop + 0.428540 • Sch 0.9797
Aj =-315.3819 + 0.57745 • Pop 0.9739
To shop Gi = 231.7637 + 0.07269 • Pop + 0.170525 • Wh3 0.9472
Aj =-416.8745 + 0.02915 • Pop+ 0.442277 • Wht 0.8381
For private Gi = 292.7327 + 0.22196 • Pop + 0.075363 • Sch + 0.021696 • Wht 0.9105
Aj = 60.11770 + 0.06696 • Pop+ 0.263668 • Wht 0.8809
For business Gi =-282.0203 + 0.06981• Pop + 0.153524 • Wwt + 0.001086 • Ww3 0.9521
Aj =108.65840 + 0.09090 • Wwt+ 0.119861 • Wh3 0.7405
Other Gi =-71.12247 + 0.02781 • Pop + 0.003484 • Scs 0.007325 • 0.8317
Aj = 10.34192 + 0.00838 • Pop+ 0.013483 • Sch +0.019835 • Wwt 0.7491
To home Gi =-1405.804 + 0.1052 0• Pop + 0.406453 • Scs + 2.413089 • Wwt 0.9726
Aj =-321.3052 + 0.56871• Pop + 0.179924 • Scs + 1.850684 • Wht 0.9855
Non car
Gi = 300.0183 + 0.02813 • Pop +1.319518 • Wht 0.9834
owner Aj = 279.7697 + 1.13592 • Wwt + 0.26305 • Ww3 0.9791
To work Gi = 137,8090 + 0.00780 • Pop + 0.435218 • Sch 0.9799
Aj =-144.5660 + 0.49413 • Scs 0.9673
To study Gi = 0.142835 + 0.06393 • Scs 0.8766
Aj =-645.3203 + 0.08019 • Pop+ 0.392882 • Wh3 0.7761
To shop Gi = 224.7026 + 0.20636 • Pop 0.9245
Aj =-581.6173 + 0.07711 • Pop+ 0.144684 • Scs + 0.196713 • Wht 0.9069
For private Gi =-127.5487 + 0.01914 • Wwt + 0.211872 • Ww3 0.8557
Aj =-211.9950 + 0.04850 • Wwt+ 0.123339 • Wh3 0.8823
For business Gi =-138.3391 + 0.02939 • Pop + 0.002178 • Sch 0.8675
Aj =-124.1603 + 0.02106 • Pop+ 0.036664 • Wwt 0.9119
Other Gi =-960.8963 + 0.23992 • Pop + 0.203797 • Scs + 1.742608 • Wwt 0.9403
Aj = 1121.593 + 0.67284 • Sch + 0.483661 • Wh2 + 3.596772 • Wh3 0.9709
To home
Where, Pop : Population
Wh2 : Number of workers of secondary industry in residence place
Wh3 : Number of workers of tertiary industry in residence place
Wht : Number of total workers in residence place
Ww2 : Number of workers of secondary industry in work place
Ww3 : Number of workers of tertiary industry in work place
Wwt : Number of total workers in work place
Sch : Number of students and pupils in residence place
Sch : Number of students and pupils in work place
Note : Variables used in “Caw owner” represent persons belonging to the car owned households and those used in “ Non car
owner” represent persons belonging to the non car owned households.
(2) Future Trip Generation and Trip Attraction

The future trip generation and trip attraction are shown in Figure 10.3.1, comparing with the
existing trip generation and trip attraction. The trip generation becomes bigger around the
outside central area zones, on the other hand, the trip attraction becomes larger in the central
area of the Study area.
10-4
10.4.2 Inter-Zonal Distribution Model
The gravity type model was adopted to forecast the inter-zonal trip distribution. The model
and parameter are indicated in Table 10.4.1. Using future trip generation, trip attraction and
OD distance, the future trip distribution was estimated as shown in Table 10.4.2 and 10.4.1.
Tij = a • ( Gib • Ajc ) / Dijr
Where, Tij : Inter-zonal trips between i and j

Gi : Trip generation of zone i
Aj : Trip attraction of zone j
Dij : Distance between i zone and j zone
a, b, c, r : Parameters
Table 10.4.1 Parameters of Gravity Model

Trip purpose A B c R Correlation
coefficient
(Car owner)
To work -3.294594 0.5163115 0.466293 -0.3400319 0.8271
To school 0.2086848 0.3362153 0.2836739 -0.2867969 0.7296
To shop 0.9871408 0.2546282 0.3001548 -0.2784433 0.7066
For private 0.7117444 0.2932361 0.2397474 -0.1905749 0.6322
For business 1.549677 0.2151974 0.2066050 -0.04188459 0.6672
Other 2.176700 0.1711627 0.2031576 -0.4292266 0.5976
To home -4.818026 0.5680973 0.5749958 -0.5111498 0.8632
(Car owner)
To work -3.023115 0.4918121 0.4717053 -0.3732137 0.8810
To school -0.171864 0.3643706 0.3094105 -0.3723804 0.7389
To shop 0.7894210 0.2575826 0.3554094 -0.5705703 0.7324
For private -.0484770 0.3230427 0.3068116 -0.2791359 0.6725
For business 1.3834460 0.2805181 0.2060866 -0.0087466 0.5716
Other 2.2472680 0.1808911 0.1984748 -0.1941417 0.6190
To home -5.077220 0.5732604 0.6049877 -0.6169508 0.8484
10-6
10.5 Modal Split
10.5.1 Model Building
(1) Modal Split Model for “Walk” Trips Including Motorcycle and Bicycle
The above OD table by trip purpose was split into transport mode. Before performing the
modal split, the volumes of trips by trucks and rail were projected by the uniform rate of the
future economic growth rate, since the number of these trips is very small (almost 1% of the
total trips) . Excluding these trips, firstly “Walk”, “bicycle”, and “motorcycle” trips were split
by the following model:
Pwij = 1.0 / (1.0 + EXP( a + b Distij))

Where,
Pwij : Modal split ratio between Walk and Others
Distij : Distance between i zone and j zone
A, b : Parameters
The estimated parameters are shown in Table 10.5.1. The correlation coefficient shows more
than 0.800, which is considered to be passable, statistically.
Table 10.5.1 Parameters for Modal Split Model for “Walk” Trips
Type A b Correlation coefficient
Car ownership 1.456464 0.070917 0.8482
Non car ownership 0.68159 0.126744 0.8117
(2) Modal Split Model for Private Car and Public Transport Mode
This model was examined basically by introducing two explanatory variables, that is, the time
difference and the cost difference between private car and public transport, considering
persons choose a more convenient mode when they take trips. However, the model with these
two variables did not show a good statistical fit. The reason was considered to be that the cost
of public transport is not so different depending on the travel distance, on the other hand, the
cost of private car becomes higher as the trip length becomes longer. Then the model was
reconstructed by introducing dummy variables by discriminating trips by trip length as shown
in the model below. With this model, parameters are estimated as shown in Table 10.5.2.
Rpij = 1.0 / (1.0 + (d1+d2+d3 + b (timevij - timepij) + c (costvij-costpij)

Where,
Rpij : Modal split between public transport and private car
Timeij : time between i zone and j zone
Costij : cost between i zone and j zone
p : Public transport
v : Private car
b, c : Parameters
d1, d2, d3 : dummy variables
OD distance 5 km
5 km / OD distance 10 km
10 km 1&FKUVCPEG
10-8
Table 10.5.2 Estimated Parameters for Modal Split Model between
Private Car and Public Transport Mode
D1 D2 D3 b c R
Car Owner 0.11924 0.13781 0.08869 0.01258 0.05242 0.7681
Non Car Owner 1.16713 1.18458 1.18961 0.08323 0.19996 0.7239
From the above parameters, the time value was estimated 24,996 lei/hour for persons
belonging to the car owning household and 14,414 lei/hour for persons belonging to the non
car owning household. Comparing this value with the person trip survey results, the former
was 20,671 lei/hour and the latter was 13,137 lei/hour. Therefore, the estimated parameters
are considered reasonable. Incidentally in the income approach method by per capita GDP,
the time value was estimated at 936 lei/hour (GDP in 1998 is 370,645 billion, total population
is 22,490 thousand persons, and 1760 working hours per year). If the population is limited
only to the working population, the time value is estimated at 23,716 lei/hour.
(3) Modal Split Result in 2015

Through the above process, the future traffic demand was projected. The projection was
performed under the framework of the Do Nothing case explained in Chapter 9. The future
demand for public transport and private car was projected 3,078,929 trips and 2,627,285 trips,
respectively, as shown in Table 10.5.3. Comparing this projection conferring with the existing
case, users of the public transport mode decrease by about 200 thousand trips, on the other
hand, private car use increases almost 1.7 times, reflecting the high increment of car owning
households as explained in Section 10.2.
Table 10.5.3 Future Demand for Public Transport and Private Car
(Unit:Trips)
Existing Do Nothing Case
Transport Mode
No. of Trips Share No. of Trips Share
Public Transport 2,976,670 51.6% 3,021,944 42.9%
Passenger Car 1,642,543 28.5% 2,492,400 35.3%
Truck 237,114 4.1% 329,399 4.7%
Others 909,273 15.8% 1,207,491 17.1%
Total 5,765,600 100.0% 7,051,234 100.0%
With this future OD table, the future road traffic volume was forecast by assigning this OD
traffic volume to the existing road and public transport network. Figure 10.5.1 shows the
existing traffic volume and the traffic volume of “Do Nothing Case”. Compared with the
former volume and the latter volume, major trunk roads such as B-dul Nicolae Balcescu, B-
dul gh. Mageru, B-dul Lascar Catargiu, Sos. Colentina, B-dul Eroilor, B-dul Iuliu Maniu,
Dorobanti, etc will become heavily congested in the future. Therefore, the following issues
are pointed out:
a) If the Municipality does not take any measures regarding transport in the future, the
number of private car trips will drastically increase and the number of public transport
users will remain at the existing level.
b) The increment of private car use will increase the road traffic congestion.
c) The decrease of public transport users makes the financial position worse and the
established public transport infrastructure will become idle.
d) Some measures to decrease private car users and increase public transport users is desired
in the near future.
10-9
11. Transport Master Plan Formulation
11. Transport Master Plan Formulation
In this chapter the process of forming the transport master plan is described. First, the
planning policy for the master plan was established, then transport network pattern
alternatives were examined, and the alternative combined with the Ring Road
Reinforcement Pattern and the Multi-modal Axis Pattern was selected. The urban
transport master plan was formulated based on this alternative.
11.1 Planning Policy

11.1.1 Planning Principles
In order to provide a high quality transport service as a minimum social service for citizens,
safety, efficiency, self-reliance and sustainability should be considered for the purpose of the
study. With these objectives in mind, the following planning principles were set up:
1) To safeguard a convenient, comfortable and healthy life for citizens,

2) To secure smooth mobility of citizens and of freight,
3) To improve the quality of the urban infrastructure,
4) To maintain good living environment conditions,
5) To create a historically and culturally attractive city center.
11.1.2 Planning Strategies

The following planning strategies were adopted to solve the issues mentioned in Chapter 7 for
the purpose of attaining the above planning principles.
Strategy 1: To create a transit-oriented transport system
- Intensification of a major public transport corridor network in the study
- Introduction of a new public transport mode area for large transport demand
sections
Strategy 2: To establish an efficient urban structure
- Development of residential and commercial functions along the public transit
corridors
- Development of business and commercial functions in the city center
- Allocation of polycentric centers for daily shopping and public services to the
outskirts of the city
- Preservation of the compact structure of the city
- Restraint of disorderly development and limitless sprawling
- Construction of warehouses and truck terminals to the out skirts of the city
Strategy 3: To preserve and revitalize the historical sector in the center of the city
- Attraction of sightseeing and shopping
Strategy 4: To construct an efficient road network
- Improvement of road continuity in the northwest part of Bucharest
- Improvement of north-south road continuity in the central area
- Improvement of pedestrian road continuity
- Improvement of major intersections
Strategy 5: To emphasize public transit systems
- Supply of high-speed trunk services, feeder services and circumferential
connection services
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- Improvement of the quality of public transit services
Strategy 6: To promote inter-modal use of multiple transport modes
- Promotion of the park and transit-ride
Strategy 7: To establish a hierarchical structure of public transport modes
- Improvement of metro lines expected to have a large volume of users
- Improvement of tram lines expected to have a medium volume of users
- Endowment of metro and tram with the same high ranking
Strategy 8: To prioritize the use of roads by the type of user
- Giving first priority to pedestrians and cyclists, second to public transit, third to
freight transport, and last to private cars
- Introduction of related required measures such as bus lanes, truck routes and
truck time, and prioritized signal control
Strategy 9: To establish and improve the performance of the road network
- Construction of ring roads, missing links, and grade-separation at important
intersections
- Improvement of the control system of traffic signals
Strategy 10: To introduce a Traffic Management System
- Restraint of the inflow of cars to the city
- Introduction of parking management policies in the city center
Strategy 11: To improve the financing position of public transport entities
- Introduction of an ear-marked fuel tax, PFI and BOT scheme
- Examination of integrated operation and management of public transport modes
- Establishment of a revenue system based on the beneficiary pays principle
- Reconsideration of subsidy policy
- Decrease in fare evasion rate
Strategy 12: To improvement the institutional system
- Improvement of the institutional arrangements for an integrated public transport
system
- Institutional improvement for the integration of transport plans and land use
plans
11.2 Master Plan Network Alternatives

The future transport situation in the study area varies according to the structure of the future
road network. In order to solve the issues selected in Chapter 7, several kinds of network
patterns were set, considering the above strategies, because the transport network changes
depending on which strategy is emphasized. Through the comprehensive examination of
several alternative networks in the light of the study principles, the Master Plan network was
determined as the optimal network to attain the study purpose, that is, "To formulate a
favorable urban environment through promotion of modal diversion from private car use to
the use of public transport". The network alternatives were set to meet the following points.
1) To Resolve Present Transport Problems

Many kinds of problems have been pointed out, for instance, traffic congestion on streets and
parking problems in the central area. It is important to resolve these problems.
2) To Ensure Future Urban Structure Development
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The intensive multi-centered development pattern was proposed as the future urban structure.
Many kinds of centers should be developed to influence the direction of the urban structure.
In order to nurture the centers, appropriate transport network development is essential. Radial
trunk and circular transport are both necessary for major centers and sub-commercial centers.
3) To Meet Future Public Transport Demand

In the future, the population of the study area will not increase significantly, but the rate of car
ownership and trips by private cars are expected to increase rapidly, which will cause severe
traffic congestion. Therefore, the public transport network should be developed to absorb
more trips than private cars.
4) To Clarify Concept of Improvement Prioritization for Transport Network

For the road network, there are two kinds of road network development concept, one is the
improvement of both radial and ring roads, and the other is the improvement of only ring
roads. Considering the insufficiency and incompleteness of the ring roads and the restraint of
intensive vehicle concentration in the central area, these two concepts should be examined
and clarified. On the other hand, for the public network, there are also two kinds of
improvement concept, one is to stress the metro rather than the tram, and the other is to attach
equal importance to the metro and tram. From the viewpoint of reasonable cost and friendly
environmental impact, these two concepts should be also examined and clarified.
11.2.2 Network Development Concept

(1) Road Network Development Concept
The radial and ring road network pattern should be established. Namely, constructing the
missing links of each ring should complete the Inner Ring Road and the Outer Ring Road. At
the same time, grade separation at major intersections along the ring should be taken into
account to maximize the traffic capacity. As pointed out in Chapter 5, the structure of the
network is such that most of the vehicles have to pass the historical zone of the central area
unless both the origin and destination are located outside of the Inner Ring, since the radial
roads emanate from the city center. Accordingly, there is a need to redirect the traffic that does
not have its destination in the city center. Hence, it is important to establish a circulation road
around the historical zone. As the central area is densely built up, the existing roads might be
used as the circulation road by upgrading. Once the circulation road is established, it is
expected to function not only as a supplementary ring road of the Inner Ring, but also as a
secondary major road in the N-S direction, the lack of which has been pointed out previously.
The road network between the circulation road and the Inner Ring Road should be
strengthened. If the connection roads between them are not sufficiently developed, the
circulation roads will not work effectively as intended. By developing the connection roads on
the extension routes of the circulation roads, additional functions can be expected.
With regard to the road network outside of the Inner Ring Road, there are no links required at
present. Only the improvement of some intersections will be necessary. When considering the
future changes in terms of total demand and the traffic pattern, the necessity of some other
road development arises. One such development is a ring road (Middle Ring Road) situated
between the Inner Ring Road and the Outer Ring Road. This ring aims to bring into the new
development poles and simultaneously substitute some functions of the Inner Ring Road. The
other roads to be considered are the radials connecting the central area with the dense
residential zones located outside the Inner Ring Road. Taking the growth of car ownership
into account, the widening of existing radial roads might be required. However, in case a
11-3
public transport system is planned to be developed in the corresponding corridor, it might be
strategically better not to widen those roads in order to better promote public transport usage.
(2) Public Transport Network Development Concept

1) Public Transport System
In general, the following items are suggested in order to realize public transport network
development.
- Realization of an harmonized, integrated public transport system that is well-organized

and coordinated among all public transport modes
- Influence on future urban structure
- Realization of access system to the public transport system
- Improvement of administration of public transport service provider
2) Metro
Metro is expected to serve as the main public transport means in the future trips for work,
study and business in the urban transport system because of its high transport capacity,
operating speed, punctuality and high safety.
3) Tram
Although tram is inferior to metro in terms of transport capacity, operating speed, punctuality,
and safety, it is superior to diesel bus regarding transport capacity and environmental impacts
(i.e., emission) and superior to metro regarding construction cost. Therefore, tram is assumed
to be utilized as a trunk public transport means and well coordinated with general road traffic.
This is particularly relevant to the Bucharest Metropolitan Area since its historically dense
tram network enables immediate utilization of these assets for the formation of a public
transport network. Tram is assumed to be used as trunk public transport mode for person trips
for work, to study and or business together with metro.
4) Trolley Bus
Trolley bus has the disadvantages of a relatively large amount of energy consumption per unit
of transport capacity compared with tram and a large investment cost for infrastructure
without any discernable difference in transport capacity compared to the of bus. However,
because of the environmentally favorable conditions of low noise and no local air pollution,
trolley bus routes for access to the business area and for transport within the business area
utilizing existing infrastructure are assumed

5) Bus
Bus is assumed to take care of i) the public transport demand above that utilizes individual
transport modes (e. g. taxi) and ii) the public transport demand requiring feeder service to rail
public transit.
11.2.3 Traffic Demand Capacity Analysis

(1) Future Road Traffic Demand
The future traffic demand on road network is estimated on the “Do Nothing Case” network. In
order to find out whether or not the existing transport capacity is sufficient for
accommodating the future demand, the estimated traffic demand is compared with the
11-4
corresponding road capacity by setting several screen lines illustrated with green lines in
Figure 11.2.1. The comparison table is summarized in Table 11.2.1. As a result, the screens
where the traffic demand exceeds the road capacity are as follows.
a) The screens IR-N1, MRN1, MR-N2: indicating that the network capacity from the center
toward the north falls into shortage.
b) The screens IR-W2, IR-S1: indicating that the network from the west to the center at the
entrance point becomes insufficient.
c) The screens CA-N1, CA-E1, CA-S1, CA-W1: indicating that the capacities for all the
directions around the central area will be insufficient.
d) The screens S-NE1, S-NE2, S-NE3 : indicating that the capacity along the Inner Ring at the
northeast will not be sufficient.
e) The screens OR-N1, OR-W1, OR-S1: indicating that the capacity of the suburban roads for
the north, south and west becomes insufficient.
Table 11.2.1 Comparison of Future Traffic Volume and Capacity

Screen name Sub name Traffic volume (pcu/day) Road capacity (pcu/day) V / C ratio
Screen line S-NE 492,400 405,800 1.21
S-SE 303,400 312,200 0.97
S-SW 229,500 323,800 0.71
S-NW 432,900 380,000 1.14
Central area CA-N1 274,000 239,200 1.14
CA-E1 181,100 141,600 1.28
CA-S1 214,300 218,800 0.98
CA-W1 255,300 222,000 1.15
Inner ring IR-N1 244,800 302,800 0.81
Road IR-N2 99,900 97,600 1.02
IR-E1 174,100 218,400 0.80
IR-E2 109,400 153,600 0.71
IR-S1 146,000 97,600 1.50
IR-W1 70,500 135,200 0.52
IR-W2 216,500 141,600 1.53
Middle ring MR-N1 232,000 192,000 1.21
Road MR-N2 227,700 179,200 1.27
MR-E1 403,700 416,800 0.97
MR-S1 132,000 189,600 0.70
MR-S2 150,300 171,200 0.88
MR-W1 76,700 95,600 0.80
MR-W2 210,100 224,800 0.93
Outer ring OR-N1 163,200 68,800 2.37
Road OR-N2 50,600 58,400 0.87
OR-E1 84,200 96,000 0.88
OR-E2 36,000 85,600 0.42
OR-S1 85,700 79,200 1.08
OR-W1 75,600 75,200 1.01
(2) Future Public Transport Demand

PT survey result revealed that transport demand in the circular direction is large as well as in
the radial direction in the area outside of the inner ring road. Public transport capacity in this
direction will be intensified.
The result of the traffic assignment of future public transport demand in the trend pattern case
on the spider network showed the following directions in which public transport capacity
should be improved (Figure 11.2.2).
11-5
DVRXWKZHVWQRUWKHDVWSXEOLFWUDQVSRUWFRUULGRU'UXPXO7DEHUHL&ROHQWLQD
b) circular direction of northeast quadrant in the area between inner ring road and outer ring
road.
The public transport volume and capacity analysis was made for links and corridors based on
the result of traffic assignment of future transport demand (planned) on the existing network.
This analysis showed that the following directions of the public transport network should be
improved.
1) Radial Direction between Western Area and Central Area

Shortage of public transport capacity will emerge in the western area of Bucharest. Therefore
public transport capacity between western area and central area will be improved (especially
the corridor between Drumul Taberei and central area).
2) North-South Direction in the Western Part of the Central Area

The links beyond the existing public transport capacity are observed in the western part of the
central area. Therefore public transport capacity in north-south direction in the western part of
the central area will be improved (Table 11.2.2).
Formerly 8.5 passengers per sq.m on board was applied as a maximum passenger density of
the public transport means for planning in the Bucharest Metropolitan Area. However 6
passengers per sq.m. is adopted now to provide more comfortable public transport service in
the "Ground Public Transport Strategy until 2000 and 2010" (May, 1998, Bucharest Public
Transport Administration). In this study this standard was also applied for the estimate of the
transport capacity of public transport modes.
Table 11.2.2 Future Public Transport Demand and Capacity

Screen name Sub name Demand(V) Capacity (C) V/C
(peak period) (peak period)
(pax./h.) (metro+tram)
(pax./h.)
Screen line S-NE 42,627 51,597 0.83
S-SE 37,529 54,901 0.68
S-SW 23,781 38,478 0.62
S-NW 25,620 27,228 0.94
Central area CA-N1 23,095 30,882 0.75
CA-E1 3,308 8,946 0.37
CA-S1 38,635 37,723 1.02
CA-W1 22,082 20,292 1.09
Inner ring road IR-N1 32,001 65,595 0.49
IR-N2 6,759 11,792 0.57
IR-E1 9,345 18,890 0.49
IR-E2 13,175 20,292 0.65
IR-S1 31,775 33,045 0.96
IR-W1 5,384 17,498 0.31
IR-W2 26,998 10,123 2.67
Middle ring road MR-N1 24,552 42,696 0.58
MR-N2 11,202 16,097 0.70
MR-E1 26,194 44,694 0.59
MR-S1 15,119 25,086 0.60
MR-S2 13,926 30,996 0.45
MR-W1 6,486 16,014 0.41
MR-W2 25,530 20,497 1.25
Note: Direction imbalance ratio based on the loading survey was assumed.
11-8
11.2.4 Constraints for Planning
(1) Possible Investment Frame in Transport Sector
1) Road Sector
The total amount of the national budget for 1999 was 93,384 bil. lei including 2,000 bil. lei
for the Special Road Fund.
The budget of Bucharest Municipality for 1998 was 2,666,5 bil. lei and the share for the road
sector was 218.4 bil. lei, (15.5 mil USD) less than 10 % of the budget. This amount seems
rather low for the new road sector projects. Provided that new institutional frame work
introduced, the elastic budget constraint was considered for the formation of alternatives.
2) Public Transport Sector

Bucharest Municipality now subsidizes to RATB the entire fund for investment other than the
deficit in operation.
Regarding the investment expenditures by RATB and Metrorex from 1991 to 1996,
expenditure by RATB increased gradually, however the expenditure by Metrorex showed no
explicit increase. During this period the constitution rates of investments by RATB and
Metrorex in public transport sector 72% and 28% respectively. The renovation and purchase
of rolling stocks was the main item invested by RATB. As for the Metrorex investment this
was made mainly for the construction of new stations (Table 11.2.3).
The total expenditure for investment by Ministry of Transport in charge of the construction of
railway, metro, airports, ports, and national roads in Romania was some 1,500 mil. USD from
actual performance in 1995. Out of the total investment by Ministry of Transport investment
for metro shared some 10 %. This amount was about half of the investment for the national
road construction. It can be recognized that political and strategic allocation of the budget to
the specific sector was made under insufficient budgetary constraint, therefore the constitution
rates of investment for each sector were not constant.
Considering the past trend of investment the yearly possible investment frame work for
Metrorex and RATB activities is assumed to fall into the range between 50 mil. USD to 100
mil. USD.
On condition that the circumstances surrounding Metrorex and RATB for investment do not
change so drastically, in other words that large increases in subsidy or in profit from operation
do not occur, the total investment for Metrorex and RATB until 2015 is estimated at between
750 mil. USD and 1500 mil USD.
In addition, assuming assistance with favorable conditions, for the projects from international
organizations or bilateral economic cooperation agencies, the possible investment frame for
the 15 years from 2000 to 2015 is assumed to be around 2,000 mil. USD.
Table 11.2.3 Investment by RATB

(bil. lei)
1993 1994 1995 1996 1997
Total 22.4 56.3 81.5 133.5 340.3
Construction & assembly 1.6 1.0 4.2 5.4 24.1
Equipment 20.7 55.4 76.6 128.1 314.6
Production of constructions & assem. 1.9 4.5 10.6 14.9 26.5
Source: RATB Annual Report
(2) Urban Environmental Conditions

As stated earlier, there exist many historic buildings in Bucharest especially on Calea
Victoriei in the central area. Those assets should be remained intact. For this purpose a
11-9
preservation zone (central historical zone) was proposed.
Other than the above, parks and open space (green areas) are also considered as providing
urban values. Those zonings were taken into account in the process of formulating
alternatives.
11.2.5 Transport Master Plan Network Alternatives

(1) Road Network Alternatives
For the alternative future road network, the following cases can be envisaged.
1) Radial and Ring Network Formation Pattern

This case assumes that the road investment will be made so as to maintain the service level of
the road network at least at its present level. Even if a public transport oriented policy is
adopted, the increasing tendency for private vehicle ownership may not change.
In order to secure a smooth traffic flow, the road network as well as parking facilities will be
developed not only to solve the existing problems but also to cope with the traffic demand
growth. Accordingly, all road developments based on the development policy described in
section 10.1 will be included in this alternative.
The major roads to be developed are:
- Missing links of Inner Ring Road

- Missing links of Outer Ring Road
- Central Circulation Road
- Connection Roads between Inner Ring Road and Central Circulation Road
- Middle Ring Road
- Semi Arterial Road in the N-S direction
- Improvement of Network Discontinuity
- Grade separation of major intersections
2) Ring Road Reinforcement Pattern

This case assumes that the road investment is restrained. There may be the following two
reasons for the restraint. One reason is simply the shortage of financial resources since a huge
amount of money is required to develop the public transport system including metro. The
other reason is that the road investment is strategically restrained in order to support the
public transport oriented policy. As a result of this policy, the traffic demand of private
vehicles is not expected to increase substantially.
Consequently, this alternative aims to develop the road network mainly from the viewpoint of
solving the existing problems. The major developments are the construction of missing links
of ring roads and the improvement of congested intersections.
The alternative road network cases are illustrated in Figure. 11.2.3 and Figure 11.2.4.
11-10
Table 11.2.4 Alternative Road Network Cases
Alternative
Development Concept Development of Roads and Intersections Remarks
Pattern
-Completion of Inner and Outer Ring Roads.
-Establishment of Central Circulation Road
-Improvement of the connection roads
between
Development is made Inner Ring Road and the Central Circulation Assuming the following:
for: Road -Although public transport
(1)Radial And -improving the -Construction of Middle Ring Road oriented policy is taken, the
Ring existing problems -Construction of North-South road in the traffic demand of private
Formation -meeting the future central area vehicles will increase in both
Pattern traffic demand growth -Autostrada Access Roads (widening of major directions for radial and ring
for both radial and radial roads in the suburban area in axis.
circular directions correspondence to the traffic demand)
-Grade separation of major intersections along
Inner Ring Road
-Grade separation and widening of problem
intersections
Assuming the following:
-Public Transport
development in radial axis
(A drastic public transport
improvement is expected in
-Missing link of Inner and Outer Ring Roads terms of travel time, network
Development is made -Establishment of Central Circulation Road frequency etc.)
mainly for : -Construction of Middle Ring Road -Excessive parking
(2) Ring Road
Reinforcemen
-improving the -Grade separation of major intersections along facilities will not be
existing problems Inner Ring Road prepared in the central
t Pattern
-meeting the future -Grade separation and widening of problem area.
traffic demand in intersections -The traffic demand of
circular direction private vehicles for the
center will not increase
significantly owing to the
public transport in radial
axis.
11-11
(2) Public Transport
Alternatives are made for the establishment of the public transport master plan network from
the following view points :
- The structure of the public transport network is basically defined by the concept of how the
trunk public transport network and service level will be provided by metro and tram which
can form the trunk public transport.
- Feeder transport will be provided in the peripheral areas of Bucharest because the built-up
area of Bucharest is only about 6 to 7 km in radius, and the future urban structure is also
assumed to be densely inhabited and compact.
- For improving the profitability of metro, which requires a high investment cost, measures to
expand service areas, such as construction of new metro stations or improvement of feeder
transport modes by surface transport, should be considered.
- Abolition and integration of routes should be the primary direction of network in the
sections where metro and tram co-exist or are expected to co-exist in the future. However,
the supply of plural or overlapping public transport modes also should be considered based
on the future transport demand and for shaping the urban structure.
- Tram routes should be segregated from automobile traffic. However in case expansion of the
number of vehicle lanes is limited because of the existing building conditions along the road,
alternative roads should be considered to secure sufficient road capacity for vehicles.
- As a soft strategic plan for improving reliance on public transport by providing a more
convenient transferring system, introduction of a common ticketing system based on a zonal
system shall be considered.
- Regarding the regional bus network, dispersed bus terminals through the integration and
relocation of existing bus terminals will be arranged. Regarding the city bus network,
transfer functions at major transport nodal points such as Gara de Nord will be intensified to
improve passenger convenience when transferring.
- Existing plans which were already prepared by responsible organizations were respected in
the planning process and projects for which budgets are already secured were adopted as the
initial condition for planning.
1) Rapid Transit Axis Pattern

- Metro was considered as the main public transport mode and tram was considered as the
supplementary major public transport mode. A radial-circular public transport network
pattern was developed. The distinguishing objective of this alternative is to realize more
immediate and appropriate access, and influence the future urban structure for planning.
- Along sections having both metro and tram routes, tram routes will be abolished to improve
the profitability of the metro route.
Metro
- The following 6 new routes were proposed based on future public transport demand and the
proposed future urban structure:
nM4 (Gara de Nord – Laromet)
nM5 (Drumul Taberei – Str. Traian)
nM6 (Str.Traian – Colentina)
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nMR4 (Nicolae Grigorescu – Linia de Centura) (4.8 km, 4 stations)
nMR1 (Aviatorilor - Baneasa) (alternative route)
nM4 (Eroii Revolutiei – Gara Progresul) (4.774 km)
- Taking account of the present situation, that is, the long distance between metro stations (1.5
km on average) which prevents metro from attracting more passengers, 8 new stations will
be constructed on the M3 line and other lines near the central district.
Tram
- Abolishment of tram routes which are located on the same routes as metro.
n(Laromet - Clabucet)
n(Cartier Damaroaia – Bd. Bucurestii Noi)
n(Complex Titan – Piata Titan)
n(C.F.R. Centura Jilava – Sura Mare)
n(Pasaj Colentina – Str. V. Lscar)
n(Piata Victoriei – Bd. Tineretului) (Inner Ring Road)
- Tram route will be relocated from Sos. Progresului to Sos. Panduri and extended to Intr.
Rotativei.
- Construction of new tram routes to re-link existing tram routes in the central district.
nPiata Unirii area
nStr. V. Parvan
nStr. Traian
nStr. Grozavesti – Gara de Nord area
- New tram routes connecting to metro stations will be provided to cope with the transport
demand around the proposed middle ring road.
n(Depoul Alexandria – C.F.R. Progresul)
n(C.F.R. Progresul – Piata Sudului)
n(Faur Poarta 4 – Bd. Basarabia)
n(Intr. Rotativei – Bd. Armata Poporului)
Trolley Bus
- Because of their favorable effect on the environmental conditions, existing trolley bus routes
that access the central district will be preserved and a circular route in the central district
will be formulated by utilizing existing infrastructure.
- Trolley bus routes located independently in the peripheral area with low passenger transport
demand will be abolished.
n(Strand Straulesti - Clabucet)
n(Complex Pajura – Bd. Bucurestii Noi)
n(V. Ialomitei – Str. Sibiu)
- New north-south trolley route will be introduced in the area where no metro service is
available.
n(Piata Sudului – Blvd. Aerogarii)
2) Multi-modal Axis Pattern

- Metro and tram were considered together as the main public transport mode. A
radial-circular public transport network pattern was developed. The objectives of this
alternative are to enhance the overall service level of the rail transit system in the Bucharest
Metropolitan area and simultaneously reduce the disparity of railway transit by supplying a
11-14
middle capacity rail transit public transport system.
- Rehabilitation and construction of new tramway will perform improvement in the service
level of tram operations, as well as introduction of segregated tracks and high performance
trains.
Metro
- The following 2 new routes were proposed based on the future public transport demand and
the proposed future urban structure.
nM4 (Gara de Nord – Laromet)
nM5 (Drumul Taberei – Piata Universitatii) (The construction project of the section
of M5 line was already approved by the Romanian Government).
Tram
- Tram route will be relocated from Sos. Progresului to Sos. Panduri and extended to Intr.
Rotativei.
- New north - south tram routes will be introduced in the area where no metro service is
available.
nStr. Servanescu - Piata Unirii
- Construction of new tram routes to re-link existing tram routes in the central district.
nPiata Unirii
nStr. V. Parvan
nStr. Traian
nCalea Mosilor - Str. Nerva Traian
nStr. Grozavesti – Gara de Nord area
- New tram routes connecting to metro stations will be provided to cope with the transport
demand around the proposed middle ring road.
n(Drumul Taberei - Depoul Alexandria – C.F.R. Progresul)
n(C.F.R. Progresul – Sos. Oltenitei)
n(Faur Poatra 4 – Bd. Basarabia)
Trolley Bus
- Because of their favorable effect on environmental conditions, existing trolley bus routes
that access the central district will be preserved and circular route in the central district will
be formulated by utilizing existing infrastructure.
n(Piata Sudului – Piata Unirii)
- Trolley bus routes located independently in the peripheral area with low passenger transport
demand will be abolished.
n(Strand Straulesti - Clabucet)
n(Complex Pajura – Bd. Bucurestii Noi)
n(V. Ialomitei – Str. Sibiu)
- New north - south trolley route will be introduced in the area where no metro service is
available.
n(Piata Sudului – Piata. Unirii)
The public transport network alternatives are illustrated in Figures 11.2.5 through 11.2.10.
11-15
11.2.6 Selection of Alternatives
(1) Combination of Alternatives
As mentioned above, two road investment plans and two public transport improvement plans
were identified as shown 11.2.11.
Radial and Ring Formation Pattern
Road Network Pattern

Ring Road Reinforcement Pattern
5DSLG7UDQVLW$[LV3DWWHUQ
Public Transport Network Pattern

0XOWL0RGDO$[LV3DWWHUQ
Figure 11.2.11 Objective Plans for Evaluation

The Master Plan Network Pattern was selected from among combinations of these patterns.
The following four Alternatives were set to select the optimal combination for the Master
Plan.
The four Alternatives are summarized as shown in Table 11.2.5.
Table 11.2.5 Explanation of Four Alternatives.
Public transport net work road network Existing public Rapid transit axis Multi-modal
transport network pattern axis pattern
Existing road network No nothing case —
Radial and ring formation pattern Alternative 1 Alternative 2
Ring road reinforcement pattern Alternative 3 Alternative 4
(2) Traffic Demand in Four Alternatives

Under the above-mentioned four transport network combinations, the future transport demand
was projected for public transport mode, private car and truck. Table 11.2.6 shows the future
demand in the year of 2015 for each mode.
Table 11.2.6 Future Transport Demand by Alternative

(Unit : 1,000persons)
Mode Public transport Private car
Case
Existing 3,218 1,540
Do nothing case 3,022 2,492
Alternative 1 3,620 1,895
11-22
Comparing each Alternative with the Do Nothing Case, the numbers of the trips by the public
transport modes increases, on the other hand, the number of trips by private vehicle cars
decreases. Among the four Alternatives, the highest rate of public transport was shown by
Alternative 2 and the next was by Alternative 4.
Figure 11.2.11(1) to Figure 11.2.11(4) show the road traffic volume for the above four
Alternatives. Under these four Alternatives, the road traffic volume and pattern do not show a
large difference, however, comparing these figures of the Existing Case with the Do Nothing
Case, the roads from north to south, the inner ring road, the road to north-east show a decrease
of traffic volume. On these roads, the traffic congestion to decreases below almost 1.0.
VOC saving and time saving are shown in Table 11.2.7. Among the four Alternatives,
Alternative 4 shows the most VOC saving, and Alternative1 together with Alternative 3 shows
the most Time saving.
Table 11.2.7 VOC Saving and Time Saving
Item Mode Alternative 1 Alternative 2 Alternative 3 Alternative 4

VOC saving Public mode -2,156 -1,651 -2,566 -2,065
(1,000 pcu*km) Private mode 3,414 3,072 4,113 3,806
Truck 106 107 128 1222
Total 1,364 1,528 1,675 1863
Time saving Public mode 42 13 25 -7
(1,000 pcu*hour) Private mode 130 116 147 133
Truck 17 16 17 16
Total 189 145 189 143
11-23
(3) Economic Cost Estimation
The Project cost was estimated as shown in Table 11.2.8. Alternative 1 requires the highest
cost (2,598.7 million-dollar), on the other hand Alternative 4 requires the least cost (1,587.7
dollars). In order to evaluate the project package from the viewpoint of the national economy,
it is necessary to convert the project costs from financial costs to economic costs. Since the
economic evaluation in this Section is performed approximately, the cost of each project
package is converted into economic cost by just subtracting value-added tax included in each
project cost, from the financial cost. The tax rate is set at 22% uniformly since the
value-added tax is 22% in Romania.
Table 11.2.8 Economic Costs of Alternatives

(Unit:US million $)
Case Metro Tram Trolley Bus Road Others Total
Alternative 1 1,605.5 257.0 1.7 508.7 225.9 2,598.7
Alternative 2 584.9 579.7 0.8 508.7 225.9 1900.0
Alternative 3 1,605.5 256.9 181.3 196.3 156.7 2,291.3
Alternative 4 584.9 579.7 0.8 196.4 225.9 1,87.7

(4) Calculation of Benefit
1) VOC Saving Benefit and Time Saving Benefit
Benefits from each project package mainly consist of Vehicle Operating Cost Saving Benefit
(VOC Saving) and Time Saving Benefit (Time Saving). These benefits were calculated by the
following equation:
VOC Saving Benefit = ÛkÛi(kCTC – kCACi)

Time Saving Benefit = ÛkÛi(kTTC – kTACi)
Where, CTC : VOC of Trend Case
TTCi : VOC of Alternative i
k : Transport Mode
The premise of calculating the above equation is as follows:
Time Value
Data was obtained from the results of the Person Trip Survey.
- Metro Users : 15,498 Lei/h
- Trolley Bus Users : 12,094 Lei/h
- Tram Users : 15,498 Lei/h
- Bus Users : 13,325 Lei/h
- Private car Users : 20,671 Lei/h
- Truck users : 17,806 Lei/h
Vehicle Running Cost

Data was obtained from the results of the Interview Survey.
- Private Car : 939 Lei/km
- Truck : 1,757 Lei/km
11-26
Operating Cost
Data was obtained from the official statistics published by RATB and METROREX.
- Metro : 459 Lei/km
- Trolley Bus : 304 Lei/km
- Tram : 297 Lei/km
- Bus : 516 Lei/km
Average Number of Passengers

Data was obtained from the results of various transport surveys conducted by the JICA Study
Team
- Metro : 339.3 persons/car
- Trolley Bus : 18.2 persons/car
- Tram : 39.3 persons/car
- Bus : 33.5 persons/car
- Private car : 1.57 persons/car
- Truck : 1.6 persons/car
Table 11.2.9 shows the estimated benefit for each alternative. Alternative 3 generates the
highest benefit of 8,623 million lei.
Table 11.2.9 Benefit from Each Alternative

(Unit: Million Lei)
Benefit Mode Alternative 1 Alternative 2 Alternative 3 Alternative 4
VOC Saving Public mode -796 -1,666 -1,023 -1,941
Private mode 3,271 2,943 3,941 3,646
Truck 221 224 267 255
Total 2,696 1,501 3,185 1,960
Time saving Public mode 842 1,559 480 1,139
Private mode 4,222 3,761 4,761 4,326
Truck 192 181 194 181
Total 5,256 5,501 5,438 5,646
Total benefit Public mode 46 -107 -544 -802
Private mode 7,493 6,705 8,705 7,972
Truck 413 405 462 436
Total 7,952 7,002 8,623 7,606
2) Environmental Evaluation -Master Plan Alternative

Emission amount of key substances related to both Global Environmental Issues,-Carbon
Dioxide (CO2), and major sources of air pollution from motor vehicles,-Nitrogen Oxide
(NOx) respectively, were taken into account for evaluation of the urban transport environment
for the proposed four Master Plan Alternatives. The emission amounts were estimated in
accordance with vehicle-kilometers that are results of traffic demand forecast and speed
related emission factors. As a results of the estimation, Alternative 4which is a tram-oriented
transport plan, was estimated as producing the lowest amount of emissions on both CO2 and
NOx in year 2015. Hence, Alternative 4 is recommended from the viewpoint of
environmental sustainability.
11-27
Table 11.2.10 Environmental Evaluation of Master Plan Alternative
Alt.1 Alt.2 Alt.3 Alt.4
CO2 (t/day) Nox (kg/day) CO2(t/day) NOx (kg/day) CO2(t/day) NOx (kg/day) CO2(t/day) NOx (kg/day)
Public 34 139 25 108 34 140 27 109
Private 1,304 2,243 1,305 2,244 1,271 2,185 1,275 2,192
Freight 516 2,104 514 2,096 521 2,124 520 2,119
Total 1,855 4,486 1,845 4,448 1,827 4,450 1,822 4,421
(5) Evaluation of Alternatives

Using the above estimated cost and benefit of each Alternative, the values of economic
indicators for evaluating Alternatives were calculated.
1) Benefit Cost Ratio (B/C)

B/C is the ratio of the total present value of economic benefit to the total present value of
economic cost. The rate of 12% per annum was adopted as a discount rate. For the project
viability, B/C more than 1.0 is required.
B/C = ÛT{Bt / (1+i)t} / {Ct / (1+i)t}
Where, B : Benefit
C : Cost
i : Discount Rate
t : Year
T : Period of Calculation
2) Net Present Value (NPV)

NPV is the difference between the total present value of benefit and the total present value of
cost. A positive NPV is required for the project viability.
B/C = ÛT{Bt / (1+i)t} – ÛT{Ct / (1+i)t}
3) Internal Rate of Return (IRR)

IRR is a discounted rate such that the net present value equals zero. The higher the value of
IRR, the more desirable the project, however, the value must be higher than the interest rate of
12%.
B/C = ÛT{(Bt – Ct) / (1+i)t} = 0
A comparison study was conducted on the basis of the above-mentioned evaluation items.
The criteria for the evaluation are: IRR is more than 12%, B/C is over 1.0 and NPV is positive.
As shown in Table 11.2.11, Alternative 4 was evaluated the most viable Alternative, since
every indicator shows the highest economic evaluation. The integrated evaluation of the
Master Plan is explained in Chapter 14 in more details.
Table 11.2.11 Summary of Economic Evaluation

Alternative IRR (%) NPV (Mill. Lei) B/C
Alternative 1 11.2 -743,928 0.951
Alternative 2 9.1 -1,935,093 0.838
Alternative 3 16.4 1,782,285 1.131
Alternative 4 18.1 3,857,040 1.376
11-28
11.3 Transport Master Plan
11.3.1 Formulation of Transport Master Plan Network
The selected alternative (the combination of the ring road reinforcement pattern and the
multi-modal axis pattern) was understood to satisfy the panning principles set in this Study. It
was necessary to examine further and modify individual networks and projects for the
detailed formulation of the Master Plan.
The urban transport master plan was formulated according to principles outlined below.
a) To Reinforce the Skeleton Transport Network in Accordance with the Form of the Future
Urban Structure.
nThe ring roads such as the central circulation road, inner ring road, middle ring road and
outer ring road will be completed. Metro line M4 (1 May - Laromet), part of line M5
(Drumul Taberei – Universitate - Str. Traian) and line M6 (Str. Traian - Obor) will be
constructed as the main public transport radial axes.
nThe tram network will be improved as radial axes of public transport together with metro.
Tram routes will form two circumferential routes (the inner ring and the middle ring).
Cross center linkage of tram will be improved.
nA new type of tram will be introduced on the radial and ring trunk roads that do not have
Metro lines as additional axes of public transport.
b) To Support Urban Development Cores

nThe nodal points of passenger transfers between different transport modes such as Gara
de Nord, Obor and Sudului are to be developed as subsidiary commercial centers. Piata
development is recommended through the improvement of public transport services and
the conditions for road traffic.
c) To Improve the Urban Environment in the Central Area.

nThe present trend of car usage will lead to increasing problems of road traffic congestion.
To combat this, traffic demand management will be introduced in the central area.
nThe historical blocks in the central area should be improved with pedestrian malls,
sidewalks and green space development for citizens and tourists.
nThe Transport Master Plan Network (Road Network and Public Transport Network) is
shown in Figure 13.3.1 and Figure 13.3.2. The Transport Master Plan Project Map is
11-29
11.3.2 Transport Demand on Master Plan Network
(1) Modal Share
According to the calculation of transport demand using the Master Plan Network, the public
transport share is estimated at 66.8 % (of the total of public and private transport modes). This
figure is essentially the same as the existing public transport share of 67.6%, and it is much
higher than the 45.2% share in the Do-Nothing case. These results demonstrate that the
Master Plan Network is able to bring about reduced dependence on private car use and serve
as a model to realize the goals of a public transport priority policy.
(2) Road Traffic

The results of the future traffic assignment on the Master Plan Road Network are shown in
Figure 13.3.1. The traffic volumes on the inner ring road and some sections of the middle ring
road are rather high and about the same as the traffic volumes on the radial trunk road.
The balance between traffic volumes and road capacity of the future traffic assignment on the
Master Plan Network is shown in Table 13.3.1.
Generally, the volume capacity (V/C) ratios on all major sections of the Master Plan Road
Network are less than 1.0. These figures are slightly higher than those for the Existing
Network case, but they are much lower than those for the Do-Nothing case.
Table 11.3.1 Summary of Future Traffic Demand Crossing Ring and Radial Roads
Item Central area Inner ring road Middle ring road Outer ring road Radial road
Existing
Capacity(pcu) 821,600 1,146,800 1,469,200 579,000 1,421,800
Volume(pcu) 599,039 660,981 839,094 319,881 953,994
V/C ratio 0.73 0.58 0.57 0.55 0.67
Public transport(pax) 708,047 979,966 875,906 85,145 1,170,785
Do nothing
Capacity(pcu) 821,600 1,146,800 1,469,200 566,000 1,421,800
Volume(pcu) 973,005 1,207,907 1,430,475 488,386 1,536,007
V/C ratio 1.18 1.05 0.97 0.86 1.08
Public transport (pax) 637,949 883,235 797,144 86,259 1,054,573
Master plan
Capacity(pcu) 818,800 1,155,600 1,501,200 616,000 1,335,800
Volume(pcu) 616,865 733,237 964,124 440,709 1,155,247
V/C ratio 0.75 0.63 0.64 0.72 0.86
Public transport(pax) 709,252 1,043,475 1,074,758 124,171 1,137,487
(3) Public Transport Use

The results of the future passenger trip assignment on the Master Plan Public Transport
Network are shown in Figure 13.3.2. Along the inner ring road, high volumes of passenger
flows can be recognized. Each radial trunk route also has high traffic volume to/from all
directions of the Study Area.
The future traffic assignments on the Master Plan road network and the Master Plan public
transport network are shown in Figure 11.3.4 and Figure 11.3.5, respectively.
11-33
12. Road Sector Plan
12. Road Sector Plan

The road sector plan, which is a part of the Master plan stated in the previous chapter is
described in this chapter. Firstly the road transport policy for Bucharest is explained, then,
road network development plan, traffic management plan, and other related facilities plan
are proposed based on the road transport policy.

12.1 Road Transport Policy
When preparing the master plan in Bucharest, it is important to pay attention to the following
suggestions extracted from past experience in other European cities.
12.1.1 Road Development without Other Measures

Building more and more roads in cities has enabled people to travel by car, but has not
reduced peak period congestion to any noticeable extent. As soon as a new road space
becomes available, it is quickly filled up by new car drivers who have refrained from car use
because of the congestion. In addition, the expanded road traffic has become the major
contributor to environmental problems. The emission gases, in addition to contributing to
smog, are often associated with a wide range of health problems.
12.1.2 Public Transport Improvement

Owing to the improvement of the public transport system, travel by public transport has been
made easier and more pleasant for passengers. The public transport improvement has enabled
the city centers to be more effectively competitive with peripheral shopping and service
facilities. But it has not, in general, attracted car users in sufficiently large numbers to affect
the congestion level. The users of the improved public transport have tended to come from old
either types of public transport or bicycles or pedestrians. New rail systems have been more
successful in attracting car drivers compared to the improvements of ordinary bus systems,
but even so, the effect on the congestion has not been significantly high.
12.1.3 Traffic Restraining Measures

In order to solve the congestion problems, many attempts at increasing transport capacity
have been made in many cities, however, the congestion has still not been eliminated.
Accordingly, traffic restraining measures have been increasingly used in most cities
confronted with congestion as well as environmental problems. Although various traffic
restriction measures have been attempted, including road pricing system, traffic cell system,
parking restriction, fuel tax increase etc., parking controls are the most common means of
restriction measures. It is observed in many cities that congestion and pollution have been
substantially reduced as a result of a package of measures comprising car restriction and
public transport development.
In Bucharest, the vehicle ownership is still comparatively low, however, the present tendency
seems to be following the same lines as other major European cities, namely the increase of
car traffic is not limited and continues to grow owing to changes in the car market conditions
which are brought about by the progress of the market economy. This may contribute to
increasing the personal mobility of the car users, but on the other hand, will lead to decreasing
the importance of public transport in Bucharest, which is not sustainable in the long term in
the sense of managing increased traffic demand and maintaining environmental quality. As a
12-1
result, Bucharest, also, has a high potential to face the same problems as other cities
mentioned above.
As already shown in the previous chapter, the result of the traffic forecast in the “Do Nothing
case” shows that traffic demand exceeds the capacity at many screen lines. Particularly, in the
central area, there will be a shortage of road capacity for all directions.
As a consequence, it is highly important to establish a well balanced package plan comprising
not only road development but public transport development as well as traffic restriction
measures.
The further reinforcement of public transport is a pre-requisite for guaranteeing the transport
capability and at the same time for a reduction in environmental pollution from vehicles.
In the road sector, therefore, the master plan will be developed from the following viewpoints.
(1) Firstly, a well arranged road network is required for handling the essential private traffic
and keeping through traffic away from the densely populated area. This is not intended to
simply increase the capacity to match the traffic demand, but essentially for formulating
the skeletal network which is incomplete at present. Otherwise it is obviously difficult to
provide space for developing public transport and introduce traffic restriction measures
supporting public transport priority policy.
(2) Secondly, various traffic management measures are required to realize a more effective
use of the limited road space in order to create a smoother traffic flow, increase the
traffic safety and improve the urban environment. Traffic management measures include
the improvements of intersections, parking restrictions, traffic signals and the application
of intelligent transport systems etc.
(3) Application of restriction measures for private vehicles will be definitely necessary for
avoiding foreseeable further congestion and environmental deterioration. As the traffic
restriction measures, in general, limit the vehicle use in certain areas or at certain times,
they should be accompanied by the provision of alternative transport means by developing
public transport or diversion roads.
Among the various traffic restriction measures, parking restrictions should be considered
at first, since vehicle parking in the central area has already become one of the main
problems in Bucharest and there are many successful results in other European cities.
Pricing strategy on parking in the central area is also worthwhile to discourage vehicle use
and long stay parking. If it is found to be insufficient to achieve the objectives, other
measures such as an increase in fuel tax, road pricing etc. should be additionally examined.
(4)Parking restriction in the central area is closely related to how to use the limited road space,
which should be more attractive for non car users, particularly for public transport users
and pedestrians. The conditions for pedestrians, which are continuously deteriorating due
to the growing demand for space for vehicular traffic, should be drastically improved.
12.2 Road Development Plan

As a related condition for establishing the road network plan in the study area, there is an
Autostrada (inter-city expressway) development plan. The Autostrada network is expected to
function as a part of the Trans-European Motorway Network. According to the Ministry of
Transport, the network to be developed around Bucharest and the implementation schedule of
the Autostrada are shown as Figure 12.2.1 and Table 12.2.1 respectively. The interregional
expressways will be linked with either Autostrada Centra (Bucharest Ring Expressway) or the
Outer Ring Road. In addition, some access roads will be developed whenever necessary.
12-2
12.2.2 Road Projects
The major projects given in the Master-plan road network are as follows.
(1) Inner Ring Road

7KHH[LVWLQJFRQGLWLRQVRIWKH,QQHU5LQJ5RDGDUHFKDUDFWHUL]HGDVIROORZV
- Eastern half is completed as a 6 lane road with tram lines along the center line.
- As for the western half , Panduri / Vladimirescu, 4 lane roads partly with tram lines, are used
as the Inner Ring at present.
- However, the Ring is disconnected at the crossing point over the railway near Gare de Nord
and at the section between Sos Orhideelor and B-dul Geniului.
Accordingly it is proposed to complete the whole ring with tram lines. The missing links i.e.,
the overpass at Railway near Basarab and the section connecting Geniului should be
constructed first. Since both sides of the existing sections are lined with high rise buildings, it
is difficult to widen to 6 lanes. Therefore, the missing links should be also developed as a 4
lane road as long as the tram line along the route is not abolished.
For the connecting section from the above missing link to the Eastern half, Panduri /
Vladimirescu /Vilor / Oltenitei is proposed to be used as the Inner Ring Road by partly
widening and partly improving the alignment of the sections to accommodate a 4 lane
carriage-way with tram lines. Since the section from Pandri to Oltenitei has a large traffic
volume already, into capacity will be in sufficient to meet the future traffic demand. As further
widening of the section is difficult because of the many buildings along the road, it is also
proposed to shift the southwestern part of the ring in the long term to the route along
Sebastian /Ferentari. On this route, the construction of a new road for the section between
Progresului and Vacaresti is proposed. The new road section of about 3km passes through the
Giurgiului area built up with houses and apartment buildings, therefore, necessary actions
should be taken for acquiring the land as soon as possible. The proposed plan is summarized
as follows.

1) First Step
a. Construction of the missing links with 4 lanes: the Overpass at Basarab and the connecting
road between the bridge over the Dambovita and B-dul Geniului
b. The improvement/widening of Sos.Vilor and Oltenirei to satisfy the standard for an arterial
road with 4 lane carriage-way and tramway.

2) Second Step
a. As the second step, the southwest part of Inner Ring is to be shifted to the Sebastian /
Ferentari route under the premise that the land acquisition problem is solved. This step
consists of the following works.
- Construction of the connecting road between B-dul Geniului and Str.Sebastian
- Widening of Str.Sebastian and the improvement of the alignment of Calea Ferentari.
- Construction of a new road section about 3 km in length between Progreslui and
Vacaresti.

(2) Central Circulation Roads
As stated in the development concept, the primary purpose of the Central Circulation Roads is
to reduce the through traffic entering the city center. In addition, they are expected to work as
north-south and east-west semi-arterial roads supplementing the limited number of existing
arterial roads.
12-5
As the Central Circulation Roads, the following roads are considered; Traian/ B-dul Dacia/
Mircea Vulcanescu/ Berzei/ Petriceicu Hasdeu/ Calea Septembrie/ B-dul Libertatii/ Mitropolit
Nifon/ B-dul Marasesti.
- Traian
The road width is mostly narrow at present. Widening to a 4 lane road and the improvement
of alignment at the connection point with B-dul Dacia will be required.
- B-dul Dacia
The road has 4 lane width, -then further widening will not be necessary if some traffic
management is applied such as parking restriction at road side or improvement of one way
system etc..
- Mircea Vulcanescu
The carriage-way width is only about 10 m, thus a widening work is required for about 500
Meters in length.
- Berzei
This is also a narrow street with tram lines at the center. Widening for about 1 km is required.
- Petriceicu Hasdeu
The width should be widened to accommodate 4 lanes. The road is proposed to be extended to
Calea 13 Septembrie crossing through the land site of Parliament House by constructing a
new road.
- Mitropolit Nifon/ B-dul Maraseti
This is a road with 2 lane width linking between P-ta. Cosbuc and P-ta. Libertatii. Hence, it is
proposed to be widened to a 4 lane road.
Since the P-ta.Cosbuc is a multi-leg intersection with large traffic volume, some improvement
of the intersection will be required. It is proposed to restrict the traffic inflow from the minor
crossing roads other than Mitropolit Nifon and B-dul George Cosbuc by changing them to one
way streets.
(3) Connection Roads between Central Circulation Road and Inner Ring Roads
The purpose of the connection roads is to reinforce the bypass function of the central
circulation roads by strongly connecting with the Inner Ring Road. They are also expected to
act as main radial roads at the same time.
As for the connection between Central Circulation Road and Inner Ring Road, the following
roads should be improved to 4 lane roads.
- Mircea Vulcanescu
This is a connecting road between B-dul Dacia and Cotoroceni. The Constantin Noica, which
is the section flanked by the Cotroceni and Milcea Vulcanescu, is wide enough to
accommodate a 4 lane carriageway, thus the widening of Mircea Vucanescu to 4 lanes will be
effective for realizing a smooth flow from Iuliu Maniu to Dacia.
- Berzei
Berzei should be widened to 4 lanes for the section connecting Calea Grivitei, which is an
arterial road towards Bucarest Noi.
- Extension of Hasdeu
Hasdeu should be extended as a 4 lane road up to the Intersection Cosbuc/ Tudor
Vladimirescu by using the carriageway of the existing street Uranus. This extension will be
not only a connection between, the Central Circulation Road and Inner Ring Road but also an
alternative traffic route in the N-S direction. Widening and improvement of alignment will be
required.
- Extension of Marasesti
Marasesti is a 4 lane road and is a part of the Central Circulation Road. This road should be
extended from P-ta Libertatii to the Inner Ring Road at the southwest. A candidate route is
12-6
along Constantin, which is a 4 lane road facing the Pepsi Cola Co.. The road Istrati linking
Pta Cosbuc and Constantin is now under construction. Hence improvement work is required
only at P-ta. Libertatii in order to secure smooth traffic flow from Marasesti to Istrati.
Another route is along Fabrica de Chibrituri, which is a parallel road to Constantin. This road
is proposed to be upgraded and extended to the intersection Ferentari/ Salaj.
(4) Middle Ring Road

This ring road aims to link the sub-centers and new development cores located outside of the
Inner Ring Road, and at the same time, substitute for the function of the Inner Ring Road.
1) Existing Condition
There are some road sections to be used as a part of the Middle Ring Road. They are as
follows;
- North-western part of the Ring : Brasof/ Virtutii/ Crangasi/ Turda/ Alex Averescu/ C-tin
Prezan (about 8 km in total length)
- Eastern part of the Ring : Chisinau/ Nicolae Grigorescu (about 5 km in total length)
- South part of the Ring : Luica/ Turnu Magrele (about 3.5 km in total length)
These roads have more than a 4 lane carriageway, therefore, widening will not be required.
2) Proposed Plan
The Middle Ring Road will be completed as a 4-lane arterial road by constructing missing
road sections connecting the existing sections above. The new sections to be constructed are
as follows;
- Northeast section: between Str. Barbu Vacarescu and B-dul Chisinau (5.48km)
- Southeast section: between B-dul Pallady and Sos.Vitan Barzesti (3.45km)
- Southwest section: between Sos Giurgiului and Str.Brasof (6.91km)
To accommodate the traffic demand in 2015, a 4 lane carriage-way will be sufficient.
(5) Outer Ring Road

This ring road is being used as a trunk road mainly for inter-regional or international freight
traffic, which is mostly related to the industrial areas. The project aims to provide better
transport conditions for CONSTITUTES the industries by rehabilitating the road surface.
The outer ring road instituted an almost complete circle with 2 lanes in two directions. The
only missing section is the northwest part crossing the railway line. The road surface is
heavily damaged and deteriorated due to heavy vehicle traffic mainly related to the factories
ware houses etc. located along the outer ring. The proposed plan is as follows;
- The missing link of about 700 m at the northern part of the ring should be constructed. Two
lanes will be sufficient for the future demand, however, the lane width should be wide enough
for heavy vehicles, i.e., 11 meters at least.
- The remaining part of the ring should be improved by widening to 11 meters as the
minimum width, and re-paving the whole length. The length for widening and rehabilitation is
74.29km. The Municipality has already taken action for realizing the improvement.
(6) Extension of Compozitorilor (Access Road to Drumul Taberei)

This project aims to ease the heavy load on the route Drumul Taberei/ Razoare/Eroilor, toward
the city center by providing an alternative route.
The Str.Compozitorilor has 4- lane width, however, the section connecting to the Inner Ring
Road is not completely developed as a road, it is interrupted by a section with a narrow 2 lane
12-7
width , but the land is reserved.
The Str. Compozitorilor is proposed to be extended to the Inner Ring Road by improving the
existing road space. The length to be widened is 1.26km. The planned width is 4 lanes.

(7) Access Roads to Autostrada
As the access road to Autostrada, the following two roads are proposed to be developed. As
for the other Autostrada, access roads are not necessary for the target year 2015, judging from
the future traffic demand. The traffic inflow from the other Autostrada will be dispersed by
connecting with either the Ring Expressway or the Outer Ring Road.
- Construction of an access road to Autostrada for Brasof with 4 lanes.
- Construction of an access road to Autostrada for Constanta with 4 lanes.
(8) Periodical Maintenance

As mentioned in Chapter 5, there are many road sections where the surface is heavily
damaged and deteriorated. This damage is mainly brought absent by the shortage of periodical
maintenance work. Accordingly, it is required to repair those roads. Among others, the major
roads to be rehabilitated are as follows;
- Sos. Stefan Cer Mare / Sos. Mihai Bravu
- Sos. Colentina
- B-Dul Iuliu Maniu
- Sos. Alexandriei
- Sos. Giurgiului
- Sos Oltenitei
The rehabilitation work should be made within the framework of the routine road
maintenance, consisting of daily checking, periodical minor repair and overlay work every
five or ten years by effectively using the Street Administration Section. The minor repair
includes lane marking and zebra crossing for all the main roads in Bucharest, these either do
not exist or are almost invisible at present. It is also recommended to periodically check the
over-weight of heavy vehicles to mitigate road damage.
The road projects are summarized in Table 12.2.1 and Figure 12.2.3.
12-8
Table 12.2.2 Proposed Road Projects
Total Existing Planned No. Widening New Construction
No. Project Length No. of of Length Length (km)
(km) Lanes Lanes (km)
Inner Ring Road 0.48 0 4 0 0.48
1
(Basarab Passage)
2 (West part) 2 4 0.39 0
3
(Southwest part) 4 6 1.17 0
4
(South part)
Widening of 1.90 2 4 1.90 0
5
Str.Traian
Widening of Mircea 1.27 2 4 1.27 0
6 Vulcanescu
Widening of 1.46 2 4 1.46 0
7
Str.Berzei
8 Extension of Hasdew 0.60 0 4 0 0.60
Widening of 1.80 2 4 1.80 0
9 Marasesti /
Mitropolit Nifon
Repavement / 4.63 0 6 0 2.95
10 Widening of Calea 2 4 0.69 0
Grivitei
Extension of 2.01 0 4 0 1.05
11 Marasesti 2 4 0.96 0
Extension of 1.26 0 4 0 0.36
12
Compozitorilor 2 4 0.90 0
Middle Ring Road 5.48 0 4 0 2.56
13
(Northeast) 2 4 2.37 0
14
(Southeast) 2 4 1.62 0
15
(Southwest) 2 4 0.42 0
Brasof Autostrada 9.62 0 4 0 9.62
16
Access road
Constanta Autostrada 5.00 0 4 0 5.00
17
Access road
Outer Ring Road 0.70 0 2 0 0.70
Missing link
18
Widening & 74.29 2 2 74.29 0
Rehabilitation
12-9
16
13
10
1
6
7
2
5
12 8
9
3
11
17
18 4 14
15
Note: The Numbers are corresponding to those in Table 12.2.1.

Figure 12.2.3 Proposed Road Projects
12.3 Traffic Management Plan

12.3.1 Basic Policy
The basic policy for traffic management is summarized as follows.
(1) Effective Usage of Limited Road Space

For utilizing the limited road space effectively, the following policy is proposed.
- On-street parking is generally eliminated in the central area except the space reserved for
parking use.
12-10
- For this purpose, each road should be reviewed whether or not the roadside can be used as a
parking space. At the same time, off-street parking facilities are also to be developed.
- For encouraging the public transport use, the traffic demand into the central area is managed
by restraining the total number of parking spaces. Other restriction measures such as demand
control during peak hours may be difficult to apply, judging from the situation in other
European cities. The increase of public transport will be rather realized by improving the
public transport system itself to become more attractive to users.
- At present there are several one-way roads where a bus lane is installed in the opposite
direction. However, the expansion of the bus lanes will not be appropriate. The reasons are
that the road width is not sufficiently wide to allot a lane exclusively for buses and that the
bus and trolley bus are defined as a feeder service, which does not need such high speeds as
the trunk line services.
(2) Alleviation of Congestion

For alleviating the congestion, the following policy is proposed.
- The congested points are mainly intersections at present, therefore, the congested
intersections should be improved by using various countermeasures such as traffic signal
improvement, channelization, grade separation etc..
- Traffic signals should be improved for various purposes ; to maximize the road capacity , to
make conditions safer for vehicles and pedestrians, and to facilitate the public transport
services. The improvement is at various levels, such as a simple change of the cycle time to
adjust to the peak hour traffic, installation of detectors or higher grade controllers etc..
- Further expansion of one way system or change of one way direction does not seem to be
effective, except for the case of restricting inflow to a bottleneck intersection.
- Intelligent Transport Systems (ITS) should be applied to all the urban roads including the
peripheral area, to encourage public transport use, and to upgrade the traffic signal control
system based on public transport oriented policy.
(3) Traffic Segregation between Vehicles , Trams and Pedestrians

Mixing traffic of trams, trolleys and pedestrians with private vehicle traffic sometimes causes
traffic disorders, and a negative effect on each other. For the purpose of traffic segregation,
the following measures are proposed.
- Tram track is used exclusively for trams as much as possible except for the section where
the road width is too narrow to provide a vehicular traffic lane.
- Pedestrian facilities should be increased in terms of location in dense pedestrian areas,
particularly at busy intersections.
- As for the bicycle, no specific facilities will be planned due to the following reasons:
a. The road width in Bucharest is generally insufficient to provide a bicycle lane, taking into
account the heavy traffic volume and public transport.
b. Bicycle riding in the mixed traffic in the central area is likely to cause traffic accidents.
12.3.2 Parking Plan

As mentioned in Chapter 5, the road side parking is one of the most serious problems
particularly in the central area. Due to the lack of parking facilities, numbers of vehicles
occupy the road space, therefore, some streets are blocked for the passage of vehicles and
pedestrians.
Accordingly the master plan is formulated from two aspects; -parking restriction and
provision of parking facilities.
12-11
mass media so as to prepare people’s minds for the prevention of illegal parking. It is
desirable to set up a special section for parking regulations in the Traffic Police.
(2) Parking Facilities Development Plan

There is strong demand for parking in the central area, which creates pressure to increase the
supply. This pressure is often expressed by complaints about the shortages in parking facilities
by special interest groups. But it is obvious from the experience of other European cities that
an excessive supply will encourage car use and generate additional demand and
simultaneously discourage public transport use.
In order to realize the public transport oriented policy, parking supply in the central area
should be strategically limited to a certain insufficient level. However, it may seem to
contradict the principles of a the free society and market economy, if the shortage is at an
extreme level.
While the public transport system is not attractive and not economical, the insufficiency of
parking facilities is likely to bring about a large amount of illegal parking. Accordingly, the
vehicles restricted to park on street should be accommodated in legal parking spaces for the
time being. In the future, however, when public transport is well developed, the use of public
transport should be encouraged. For this purpose, further development of parking facilities
should be restrained.
In-stead of developing parking facilities in the central area, those outside the central area
should be developed for promoting a “park and ride” policy. Bucharest has advantageous
conditions for park and ride because metro lines terminate at the fringe of the built up area
with abundant free space available in the area surrounding metro stations.
The parking fee at the facilities in the central area should be sufficiently high compared to
those at the outside area, to encourage public transport use and park and ride.
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Figure 12.3.2 Conceptual Parking Development Policy

Based on the Person Trip Survey, the existing on-street parking in the central area is estimated
as 27800 vehicles. As shown in the survey result of car parking in Chapter 5, the ratio of the
12-13
parking at not-arranged space to the total on-street parking is found to be approximately 50%.
If this ratio is applied, the on-street parking at not-arranged space is calculated as about
14,000 veh/day. In case of work and home trips, most of the vehicles require the parking
spaces continuously for the day time, however, in case of other purpose trips, the vehicles
may not need the parking spaces for many hours.
According to the Person trip survey, the average parking duration is 2 to 3 hours for such
purposes. Tentatively assuming that the turnover ratio is 5 for the trips other than work and
home, the number of existing parking demand in the central area is calculated to be about
10,000.
In the future, the total number of trip ends by private vehicles in the central area is estimated
to increase as much as 17% in the trend case, namely an increase of about 53,000 vehicle trips.
Accordingly, the parking demand in the central area is also expected to increase by the same
growth rate.
As far as the public transport oriented policy is pursued, vehicle usage should be restrained
and public transport use encouraged in the central area. Therefore, it is not desirable to
excessively develop parking facilities. On the other hand, the vehicles restricted to park in the
central area should be left in legal parking spaces at least in the short term because of the
reasons stated above.
As a consequence, it is proposed to develop parking facilities to meet the existing demand and
not to expand them any more to meet the future demand growth.
Accordingly the following parking facilities are proposed to be developed in the central area.
a. Off-street parking facilities such as parking building, underground spaces :
approximate total capacity of 5000 vehicles
The candidate sites are the underground of P-ta.Unirii, Bdul Balcescu, and the interrupted
construction sites of numerous buildings , where parking buildings can be developed.
b. On-street parking spaces arranged by the Street Administration Office :
approximate total capacity of 5000 vehicles
The candidate sites are mainly roadside or deadend spaces of minor streets in the central
area.
The roadside spaces of some broad streets with low traffic, such as B-dul Natiunil Unite,
B-dul Libertatii etc. are also considered as candidate sites.
All the parking should be charged irrespective of on-street or off-street. A tariff system should
be established so as to discourage long stay parking like commuters, but not to levy
excessively high charge on residents, by introducing special permits.
For outside the central area, parking facilities are proposed to be developed at the adjacent
areas of terminals and the fringe areas of the parking restricted area for encouraging “park and
ride”.
The former are those at metro or tram stations at the peripheral area of urbanized areas such
as Lalomet, Pipera and the terminal station of M4 line etc. The latter are those at the fringe
area of the central district, from where frequent public transport services to the city center are
provided.
12.3.3 Improvement of Intersections

The intersections to be improved are illustrated in Figure 12.3.3. These intersections, located
at the crossing points of major roads, are mostly congested ones pointed out in Chapter 5.
12-14
(1) Razoare/Drumul Taberei
The traffic from Drumul Taberei into the intersection is very heavy, on the other hand the
number of tramcars from/to Timisoara to/from Progresrui is extremely high. As a result, the
intersection is congested throughout the daytime. According to CPU (Urban Planning Center) ,
a new metro line is planned to be constructed between Pta.Universitati and Drumul Taberei.
The route is already decided to use Regina Elizabeta- Kogalniceanu- Eroilor- Dr.Bagdasar-
Razoare- Drumul Taberei. Hence, CPU has an intersection improvement plan that heavy
traffic will be drained directly from Drumul Taberei to Eroilor by constructing an underpass
together with the new metro line. It can be an effective solution for the congestion.
Accordingly the plan will be included in the master plan. The only the problem anticipated
will be congestion at the entrance point to the underpass on Dr. Bagdasar. Sufficient width
with adequate length should be secured, otherwise, serious weaving problems can be
expected.

(2) Mihalache/Turda
Because of the narrow width for both the roads, Mihalache and Turda , the traffic congestion
is quite serious. As the road Turda constitutes a part of the Middle Ring Road, Turda should
be widened to construct an underpass for the through traffic prior to the completion of the
Middle Ring.
(3) Pta Victoriei

At the morning peak, southbound queues of vehicles can be observed , because of large
inflows from Mihalache, Titulescu, Kiseleff and Aviatorilor. Particularly, there is difficulty for
the traffic from the Piata to Lascar Catargiu. Improvement will be made by implementing a
package of measures composed of channelization , signal control etc..
(4) Pta.Obor
The traffic disorder is mainly caused by the crossing movement between the vehicle traffic to
the underpass and the tram lines. According to the CPU, the Municipality has determined a
plan to relocate the tram lines to the center of the underpass at the ground level. This plan is
also incorporated in the Master Plan.
(5) Mihai Bravu/Ferdinand I and Mihai Bravu/Iancului

In order to improve the traffic congestion at these intersections, construction of an underpass
is proposed. Since the distance between the two intersections is only about 300 meters, it may
be better to make the underpass continuous.
(6) Muncii
The problem is similar to Pta.Obor, therefore, the Municipality will take the same
countermeasure as Pta. Obor as stated above. This will be also included in the Master plan.
(7) George Cosbuc/Progresului

According to RATB, the tram lines will be relocated from Progresului to Pandri / Tudor
Vladimirescu. Since the most sensitive factor for congestion is the large amount of tram
traffic, the problem at this intersection will disappear without further measures.
In place of this intersection, George Cobuc/Tudor Vladimirescu or Rahova/Ferentari can be
busy intersections. This is depending on the route of the Inner Ring Road. In case Tudor
12-15
12.3.4 Traffic Signal Improvement Plan
(1) Improvement of Signal Phase
As stated in Chapter 5, the signal phases are set at a fixed pattern at each intersection.
They are generally adjusted to maximize the capacity for the peak hour traffic. However, the
phases at some intersections are not appropriately adjusted for such traffic because of the
changes in traffic flow pattern. Since the traffic signal system at present is not capable of
adjusting to the hourly traffic variation, it is proposed that the readjustment should be made
for the peak hour traffic first, then be improved to be able to cope with the hourly variation at
the second stage since some new controllers or detectors might be required for some
intersections.
As the improvement does not require large investment, it can be started immediately. The
candidate intersections are the congested ones pointed out in the previous section.

(2) Installation of Traffic Signals
There are 240 signalized intersections at present in Bucharest. The Municipality of Bucharest
has a plan to additionally install traffic signals at more than 200 intersections. Among them,
68 intersections are given higher priority with implementation aimed by the year 2000.
There is no definite criteria for whether a signal should be installed or not. As an empirical
data, traffic signals should be installed when the traffic inflow into the intersection exceeds
650 vehicles/hr. in urban areas and 1000 vehicles/hr in suburban areas. However, it is difficult
to use traffic volume uniformly as a criterion, though it is easy to obtain. For example, the
degree of congestion may differ due to the frequency of pedestrian crossings, even when
traffic volume is the same.
Other empirical data in the USA indicate that a signal will be necessary when the average
queue becomes four vehicles or more during the peak hour. However, if there is a big
difference in traffic volume between the two crossing roads, this empirical data will not be
applicable. The necessity of signal installation , therefore, should be examined one by one by
referring to the above criteria.
In Budapest, there isn’t a sufficient number of traffic signals exclusively for pedestrains.
Accordingly, their installation is proposed for areas where frequent pedestrian crossing is
expected, such as central area, commercial zones etc..
(3) Synchronization of Traffic Signals

According to Street Administration, the synchronization of traffic signals has been carried out
once before along the Inner Ring Road between Pta.Victoriei and Obor about a decade ago,
however, it was discontinued because of the changes in traffic flow due to the introduction of
one way system and installation of traffic signals at additional intersections.
Synchronization is obviously an effective and inexpensive measure for reducing travel time
when the interval between signalized intersections is short.
In the case of Bucharest, however, some problems arise in reintroducing the synchronized
system;
One is that some controllers must be changed to a new type, since they are too old to be used
for synchronization. Another one is that the traffic flow pattern may possibly change, because
changes in traffic regulation and in the physical conditions of intersections are still going on.
Therefore, the synchronized system should be started with the road sections where such
changes are not anticipated. The synchronization of traffic signals is proposed as shown in
Figure 12.3.4 based on the following factors.
- The route to be synchronized is composed of arterial roads with main traffic flow in
12-17
traffic management, electronic toll collection system, assistance for safe driving, support for
emergency vehicle operations etc..
Among others, the study team recommends the adoption of the following components for
Bucharest city; -public transport supporting system and information services for drivers.
(1) Public Transport Supporting System

1) Vehicle Operation Management System
Based on real-time information on the vehicle (bus or tram ) locations, the operation schedule
can be timely modified, which results in the improvement of vehicle operation plan. For this
purpose, information on the locations of all the public transport vehicles in operation are
continuously sent to the control center.

2) Information Service for Passengers
This system is designed to provide information on vehicle operating conditions to the
passengers, so that the passengers can select the mode and route in accordance with their
needs and preferable departure time. For this purpose, the information is provided to the
passengers by using a message board installed at tram stations or bus stops, or on the moving
vehicles. The information may include arrival time, vacancies, and alternative public transport
mode.
3) Public Transport Priority System

The system aims to secure the operation speed of public transport by introducing a signal
control which gives public transport priority; i. e. when a tram/bus approaches an intersection,
the traffic signal automatically changes to green.
(2) Information Services for Drivers

1) Information on Traffic Congestion
The service is to provide information on traffic congestion, required travel time,
recommended route to reach the certain destination, by using radio broadcasting or a message
sign board installed at road side or a navigation system installed inside each vehicle.
For collecting real time road traffic conditions, sensors and CCTV camera are generally
required.
2) Information on Parking Space Availability

The service is to provide information on parking space vacancy of the adjacent parking
facilities through a message sign board installed at roadside. The information on the vacancy
of parking spaces is usually collected from the automatic parking charge calculator installed at
the entrance. This system is applicable to roadside parking spaces as well, -by installing
parking meters.

3) Traffic Incident Management
The service is to provide information on traffic accidents and boosts efficiency in traffic
operation through either a message board or radio, in order to handle accidents promptly and
recover a smooth flow.
In order to realize the above systems, the following facilities and equipment are required.
12-19
a. Facilities for Data Collection
The information on the road traffic is collected through the following facilities.
- Vehicle detectors to be installed at road side
- CCTV camera for traffic control to be installed at road side
- Telephone lines at road side
b. Traffic Control Center

Road data collected through the various sensors are transmitted to the traffic control center
and processed to estimate the traffic volume, velocity, and occupancy. The congested roads
are shown on a traffic condition display board in color. The images collected through the
CCTV camera are also displayed on a monitor screen for traffic management purposes.
- computer system for data processing and recording
- graphic panel or CRT display
- traffic signal control system
- information service system ( telecommunications )
c. Facilities for Providing Information

Various information obtained from the traffic data are provided through message sign board
on streets or on moving vehicles or by radio etc.. The information includes traffic congestion,
traffic accidents, arrival time, required time to reach a certain destination, occupancy of
parking spaces etc..
- Variable message sign boards to be installed at road side, tram stations, bus stops etc..
- Radio broadcasting system
- Others such as TV broadcasting, telecommunications etc..
Message Board at Station
- Arrival Time Signal

By Tram Route
- Others
Traffic Control Center
Sensor
Tram Company Detection

of Tram
Recommended
Operation
Monitor
Speed
Tram
Figure 12.3.5 Public Transport Supporting System by ITS
12-20
12.4 Other Road Related Facilities
12.4.1 Street Environment Improvement in the Central Area
The central area is the busiest area in the city, since various urban facilities are concentrated
there such as government offices, banks, hotels, commercial facilities etc.. Accordingly, the
traffic densities for both vehicles and pedestrians are also high. However, the street
environmental condition is not attractive when compared to other major cities in Europe;
-space for pedestrians as well as green zones are not sufficiently provided, most roadsides are
occupied by parked vehicles, the historical buildings are not well maintained. In addition,
people are always disturbed by dust, noise and emission gases from the incessant vehicle
traffic. In order to improve these environmental conditions, the following package program is
proposed in the central area. The development concept is illustrated in Figure 12.4.1.
a. Establishment of a pedestrian network
b. Improvement of the urban landscape
c. Development of urban greenery, street amenities

(1) Pedestrian Network
The pedestrian network is not complete even in the central area. There are intersections with
no clear pedestrian crossing. Some parked cars disturb pedestrians. Facilities in consideration
of the mobility of the handicapped have not been prepared.
As the most important factor of the program, the pedestrian network in the central area
including the historical core should be strengthened. The network covers the area surrounded
by B-dul Magheru, B-dul Dacia, Carea Victoriei, Stirbei Voda, Schitul Mageanu, and Splaiul
Independenti. Numbers of shops and hotels and cultural facilities, together with buildings of
exceptional architecture are located in this area. On the arterial streets, not only should
parking on the sidewalk be eliminated, but the sidewalk itself should be widened by
restricting car parking at the roadside. For this purpose, parking facilities should be developed
off-street. At the same time, the vehicular traffic should be restricted on the connection streets
between the arterial streets to create a safe and comfortable pedestrian environment.
There is a pedestrian mall on Lipscani street, where the street is reserved only for pedestrians
with block pavement and illumination in the historical zone. This mall should be extended to
Calea Victoriei to establish a pedestrian network. For this reason, Calea Victoriei should be
also improved by expanding the pedestrian space on both sides of the street. The pedestrian
network will link all the places of interest in the central area such as the Uniri area, Lipscani
mall, Pta.Universitati, museums, hotels, restaurants and shops along B-dul Magheru, Calea
Victoriei, and Cismigiu park.
(2) Improvement of Urban Landscape Including Street Amenity

As stated above, historically important buildings and monuments are located in this zone.
Some of them are superannuated and have deteriorated due to the insufficient maintenance.
Hence, it is proposed to classify each building to determine if they are worthwhile preserving .
For the valuable buildings, rehabilitation work will be provided if necessary and they will be
specially preserved from redevelopment. Other buildings can be redeveloped together with
the pedestrian pass even if they are located in the historical zone.
In order to preserve the landscape of the whole area, development plans of new buildings in
the vicinity should be strictly checked as to whether they are suitable or not.
At the main intersections of the pedestrian network, a pocket park and small greenery or
flower bed should be developed to change the pedestrian environment. In addition, the surface
of the pedestrian walk should be renovated from asphalt to special materials such as colored
12-21

Figure 12.4.2 Pedestrian Priority Street Plan

12.4.2 Truck Terminal - Distribution Center
There are no public or collective truck terminals in Bucharest. Each company or organization
has its own truck terminal individually. Such large truck terminals are located on or around
the outer ring road. Some of them are located in the urbanized area. The scale varies from
small size to hundreds of heavy trucks.
Conceptually the present condition whereby freight is carried into the built-up area piecemeal
can be improved by establishing a public distribution center located at the area adjacent to
industrial zones near the intersection of the truk national roads and the outer ring road.
Figure 12.4.3 and Figure 12.4.4 show a conceptual plan for introducing such a distribution
center.
The distribution center aims to enable more effective truck movement and reduce the
transport cost by enabling the common use of trucks. Several distribution centers are proposed
to be established along the Outer Ring Road. The main functions of the distribution centers
are as follows:
- Unloading/loading of the freight from/to the long haul trucks at the center
- Classification of the freight by destination
- Storage of the freight at the warehouse at the center
- Loading/unloading of the freight to/from short haul destinations
12-23
7UXFN
Figure 12.4.3 Flow of Commodities - Location of Truck Terminal : Present and Plan
Office
Storage
Railway,Trailer,
Unloading Transshipment
Large Truck Loading Small Truck
Various Companies Different Companies

Parking Parking
Trailer,
Large Truck Small Truck
Truck Terminal
Office
Storage
Railway,Trailer,
Unloading Manufacturing Loading Small Truck
Large Truck
Order of Specific Company Single Company

Parking Parking
Trailer,
Large Truck Small Truck
Exclusive Use of Single Company
Image of Existing Condition
Figure 12.4.4 Concept of Truck Terminal
12-24
12.5 Road Project List
The projects for the development of roads and related facilities are summarized in Table
12.5.1. The projects are composed of roads and intersections, development of parking
facilities and restricting parking, traffic management improvement including traffic signals,
street environment improvement and freight terminals.
Table 12.5.1 Project List for Roads and Related Facilities
No. Project Name Contents
Road R1 Inner Ring Road (Basarab) Construction
Projects R2 Inner Ring Road (west) Construction & Widening
R3 Inner Ring Road (southwest) Construction & Widening
R4 Inner Ring Road (south) Construction
R5 Str.Traian Widening
R6 Mircea Vulcanescu Widening
R7 Str.Berzei Widening
R8 Extension of Hasdew Construction
R9 Marasesti / Mitropolit Nifon Widening
R10 Carea Grivitei Construction & Widening
R11 Extension of Marasesti Construction & Widening
R12 Extension of Compozitorilor Construction & Widening
R13 Middle Ring Road (northeast) Construction & Widening
R14 Middle Ring Road (southeast) Construction & Widening
R15 Middle Ring Road (southwest) Construction & Widening
R16 Brasof Express Access Construction
R17 Constanta Express Access Construction
R18 Outer Ring Road Widening & rehabilitation
Inter-sectio CR1 Razoare Improvement Underpass
n Projects CR2 Obor Improvement Widening & Tram relocation
CR3 Munci Improvement Widening & Tram relocation
CR4 Sudului Improvement Grade separation
CR5 Pieptanari Improvement Signal etc.
CR6 Mihalache / Turda Grade separation
CR7 Mihai Bravu / Ferdinand Grade separation
CR8 Mihai Bravu / Iancului Grade separation
Traffic RP1 Parking Restriction Central Area
Manage-ment RP1 Parking Facilities (central area) Off-street & On-street
Projects RP2 Parking Facilities (Obor) Off-street
RP3 Parking Facilities (Gara de Nord ) Off-street
TM1 New Signal Installation 200 intersections
TM2 Signal Improvement Synchronization&Detectors
Signals for left turn &
Pedestrians
TM3 Traffic Control Center Related to signal control & ITS
TM4 Intelligent Transport Systems(ITS) Public transport priority etc.
Other RO1 Street Environment Improvement Pedestrian ways etc.
Projects RO2 Freight Terminal Development 2 terminals
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13. Public Transport Plan
13. Public Transport Plan
The public transport plan, which is a part of the Master Plan stated in the former chapter is
described in this chapter. Firstly the public transport policy for Bucharest is explained, then
metro development plan, tram development plan, other surface public transport
development plans, other related facilities plans, and operational and management plan
were proposed, based on the public transport policy.
13.1 Measures for Formulating Public Transport Plan

13.1.1 Formulation of Plans from Utilization Aspects
The measures in line with the public transport development direction are stated largely in two
fields. They are transportation demand control measures and measures by construction of
transport infrastructures. Mobilization of environmentally sound public transport means shall
be considered throughout the measures. Those measures to be included in the public transport
plan are closely relevant to each other, therefore constitutional measures are stated within the
immediate understanding.
(1) Realization of Urban Structure with Light Transport Load

Utilizing the compact urban area with densely developed public transport network, intensive
multi-core urban structure was proposed. Realization of urban structure where transport
demand is satisfied without high dependency on private vehicles is recommendable. Public
transport network linkages in radial and circular direction should be reinforced for the
improvement of public transport network.
a) Transportation demand control measures

- Inducement of intensive multi-core urban structure
b) Transport infrastructure improvement measures
- Reinforcement of circular public transport network (along Inner and Middle Ring
Road)
- Introduction of new type tram to form public transport corridors
- Construction of cross-center linkages
(2) Expansion of Traffic Capacity

Expansion of traffic capacity is effective for the solution of traffic congestion. However
expansion of traffic capacity is not much expected in Bucharest, because of the historically
formed densely build up urban area. Much is not expected for the capacity expansion by the
mobilization of large capacity rolling cars or trains. In such cases basically change of
transport modes shall be pursued instead.

- Ensuring segregated tracks for new type tram routes where possible
- Introduction of public transport priority system for selected new type tram routes
- Construction and expansion of metro lines as a main public transport mode
- Construction of tram lines
- Introduction of new type tram
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(3) Improvement of Public Transport Attractiveness
The attractiveness of public transport needs to be improved by soft and hard measures to
absorb future increase of transport demand by private vehicles. Lack of the sufficient funding
resource disturbed the sufficient maintenance work for infrastructure, purchase of new rolling
stocks, etc. and lowered the attractiveness of public transport modes in Bucharest. There are
several measure types to enhance the attractiveness of the public transport modes.
1) Improvement of Convenience for Transferring

Inter-modal facilities, network and routes, fare system improvement should be pursued for the
improvement of transferring convenience. Public transport network and routing should be
systematized by constituting main public transport corridors and feeder public transport
services with well arranged inter-modal facilities.

- Rerouting of public transport routes to compose main public transport lines and
feeder services
- Improvement of fare system
- Construction and improvement of inter-modal facilities between metro and surface
transport, and between tram and other surface transport
- Construction of metro lines and tram lines to form circular and radial trunk public
transport network
2) Improvement of Comfort
The comfort of the public transport is not only a matter of rolling stock or car, but also matters
of passenger facilities and conditions of infrastructure. Those should be improved.

- Mobilization of new type rolling stocks and cars
- Modernization and renovation of old rolling stocks and cars
- Improvement of passenger facilities (information system, shelter, etc.)
b) Transport infrastructure improvement measure
- Improvement of roads and track condition
3) Improvement of Accessibility
Accessibility will be improved by combination of trunk public transport network formation,
supplementary public transport network formation and feeder servicing transport
improvement as stated earlier. Realization of public transport network formation should be
pursued. For this purpose missing links of public transport network should be constructed.
Transit mall is to restrict the accessibility by vehicle and to improve the accessibility by public
transport instead to the area where traffic congestion and parking problem emerge.
The para-transit public transport is significant for feeder service, however, the size of the
transporter should be carefully chosen from the economic and environmental aspects.

- Improvement of feeder service transport by bus
- Introduction of transit mall
- Establishment of circular routes in the central area by environmentally sound
electricity driven cars
- Rerouting of public transport routes for systemized transferring system
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- Construction of cross-center linkages
- Establishment of trolley routes to the center of the city
- Construction of tram lines in circular direction (along Inner and Middle Ring
Road)
4) Improvement of Operating Speed

Operating speeds of surface public transport modes in Bucharest are generally low due to the
mixed use of road with general traffic, poor conditions of roads and tracks, and old cars.
Regarding the road space use, though exclusive lane and segregated track can be assumed,
significance shall be put on the main public transport routes for the effective use of road space.
For the improvement of operating speed, to pursue the introduction of segregated track for
main tram routes shall be pursued rather than to pursue the establishment of exclusive lanes
for buses.

- Mobilization of high performance rolling stocks and cars
- Introduction of Public Transport Priority System (PTPS)
- Introduction of new type tram
- Establishment of segregated tracks for tram
13.1.2 Formulation of Plans from Management, Operation and Institution Aspects

(1) Realization of Coordinated Planning and Implementation
Coordination is significant throughout the phases of public transport planing and
implementation. The phases in which coordination is necessary are transport policy
establishment, public transport planning, and implementation of the plan and projects.
However it does not mean the denial of market competition. It should be noted that optimum
service supply is not performed in the market in the case of public services. Coordination
shall be pursued in the areas where rationalization can not be well achieved through the
market competition. For instance road sector and public transport sector are mutually related
and adjustment is necessary for the contents of plans, project timing, sharing the fund
resource, etc.. Such adjustment is not easily performed in the market without any institutional
frame for coordination. Another example is the necessity of coordination among different
public transport service supplier for rationalization of management. In the case where
rationalization of management is eagerly needed, coordination can facilitate the
rationalization more promptly than competition in the market.
Coordination should be pursued mainly in the following fields.
- Coordination of planning between land use and transport, and between public transport
sector and road sector
- Coordination of public transport operation among different public transport service
supplier
(2) Securing Funding Resources

The beneficiaries of public transport are not only the passengers, and the fare level is usually
set at the level insufficient to reflect the total amount of the benefits brought by public
transport service.
Institutional frame for funding resource should be improved regardless of loan or subsidy
considering the role of public transport service. Taxation system, loaning frame by public
sector, and utilization of subsidy should be improved together with the conditionalities to the
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coordinated planning and implementation, and rationalization of management.
At the same time fare system should be revised to increase the revenues from passengers
because of the large number of free riders.
1) Funding resources for construction
Due to the large amount of required fund for construction and usually insufficient fare level
for recovering construction cost, it is necessary to seek the funding resources outside of public
transport management body. Currently no domestic loan for the transport projects with
favorable condition is used due to the lack of institutional scheme.
- Revision of beneficiary pay principle including indirect benefit beneficiaries and
free riders
- Improvement of institutional frame for domestic loan including two step loaning
- Flexible utilization of taxes such as vehicle relevant taxes
2) Funding resource for management
Public transport management by Metroex, RATB and other private companies are usually
operated in deficit. Though it is rather difficult to seize wholly the benefits, public transport
service other than civil minimum service should be managed without any subsidy in principle.
- Revision of beneficiary pay principle including indirect benefit beneficiaries and
free riders
- Revision of fare system
(3) Rationalization of Management

Measures for rationalization of public transport management are composed of self-supportive
measures by public transport management body and measures by public sector for the
rationalization of public transport management.
1) Self-supportive measures by public transport management body
Various fields can be assumed for self-supportive measures. Corresponding to the problems
and issues in the public transport management, following are considered as major effective
measures.
- Development of side businesses to intake the external economy
- Improvement of ticket checking
- Improvement of market research function for the appropriate service supply to
transport demand
- Man power training for advanced management
- Out sourcing of works causing deficits
- Improvement of accounting system
2) Measures by public sector
Regarding the use of subsidy, it should be improved to reflect the managerial effort by the
public transport management body. For instance, adoption of remuneration corresponding to
the achievement degree to the objective standard is assumable. For such purpose auditing
system and transparency of the public transport management account should be improved.
- Revision of subsidy condition to reflect the managerial effort by public transport
management body
- Improvement of auditing public transport management accounts
- Support to the man power improvement in the public transport management body
- Active utilization of public transport market
- Clarification of the standards for civil minimum transport service
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13.1.3 Arrangement of Public Transport Measures with Road Sector
(1) Consistency of the Contents of Both Plans
For the consistency of the contents of the public transport plan and road sector plan, i)
Embedding the plans and projects of public transport in the road sector planning at early
stage; and
1) Gearing the implementation of the public transport plans and projects with implementation
program of the plans and projects in road sector
should be taken account of.
In detail followings are the issues to be consistent.
a. Arrangement of transit mall with restriction of general traffic on the road
b. Introduction of Public Transport Priority System (PTPS) and introduction of
integrated traffic control system including road traffic control system
c. Establishment of segregated tracks and securing road capacity by introducing
transportation demand management measures
d. Construction of cross-center linkages by public transport modes and securing road
capacity in north-south direction
e. Improvement of transferring facilities including multi-modal transferring
terminals and reconstruction of roads
f. Construction schedule of new tram line and construction schedule of road (ex.
Basarab Overpass and Middle Ring Road)
g. Piata improvement schedule and rearrangement schedule of tram routes caused by
the road construction (Basarab Overpass)
(2) Fund Procurement

Flexible mobilization of taxes for public transport should be pursued. In consideration of
possibility of road improvement in Bucharest, it is rather difficult to construct and improve
roads on a large scale due to the densely built up area. The taxes relevant to the vehicles such
as fuel tax and vehicle ownership tax are usually used for road improvement, however it
should be used for the public transport improvement from the viewpoint of the improving
urban transport system as a whole.
(3) Public Transport Management

Side businesses are often pursued in other countries for improvement of public transport
management. Concession of the construction and management of road relevant facilities likely
profitable should be pursued. For instance in Bucharest the profit of parking facility
management in the central area seems promising, the concession of the parking facilities
regarded as a supplementary road facility is worth to consider.
13.2 Metro Development Plan

13.2.1 Development Direction
Metro is expected to be main public transport mean in future for the trips to work, to study
and for work in urban transport system because of its large transport capacity, high operating
speed, punctuality and high safety.
Metro is assumed to take care of i) the transport demand between business district and
residential area as a liner type mass rapid public transport mean, ii) the transport demand
within the business district, iii) the transport demand to connect to the facilities for long
distance trips, and iv) the role to induce the future urban structure by reason of its large
13-5
influence on the formation of urban district. Out of those transport demand it is preferable
that metro serves the transport demand within the business district an area servicing public
transport means.
- accommodation to the mass transport demand between residential areas and business
district in a radial direction
- service supply within the business district without necessity of feeder transport means by
suitable distribution of stations
- connection with the transport facilities for long distance trips
- service supply between business district and urban cores
- service supply to the large public transport demand without rail transit service
- expansion of catchment area by construction of new stations and intensification of
coordination with other public transport modes
13.2.2 Projects
(1) Construction of M4 Line (1 May - LAROMET) (PM4-2)
1) Background
This line is expected to provide better access to the center of the city and industrial and
residential area in the northeastern part of Bucharest. This line was suspended after 1989
because of the shortage of the fund. However the budget has been secured by the European
st
Investment Bank and Romanian Government for the 1 section of this line (between Gara de
Nord and 1 May) and construction works were restarted. The construction of the second
section of this line is expected to enhance the efficiency of the total M4 line to expand the
catchment area.
2) Outline
"1 May - Laromet" segment has a total length of 3.1 km and 2 stations (Fig. 13.2.1).
The remaining construction works are following.
section excavation structure finishing equipment

1 May - Pajura 35% 35% - 100%
Pajura Station 44% 42% 100% 100%
Pajura - Laromet 0% 0% - 100%
Laromet Station 100% 100% 100% 100%
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(2) Construction of M5 Line (Drumul Taberei - Str. Traian) (PM5-4, PM5-5, PM5-6)
1) Background
This line provides the link between one of the most densely inhabited areas in Bucharest
(nearly 300,000 inhabitants are living) with the downtown and existing metro network.
Currently only surface transport is provided and the expansion of public transport capacity is
required. The Romanian Government as a transport project has officially approved the section
between Drumul Taberei and Universitatii. Some geo-technical study and route study was
already made.
2) Outline
"Drumul Taberei - Str.Eroilor" segment has a total length of 5.6 km and 10 stations.
No construction work was initiated as yet. The depth of the tunnel is 8 to 20 m below the
surface level. The construction work will require more than 5 years.
" Str.Eroilor - Universitate" segments has a total length of 2.3 km with 3 stations.
This line is expected to be extended to Str. Traian as southwest-northeast public transport axis
and connected to propose M6 line between Colentina and Str. Traian.
"Universitate - Str. Traian" segments has a total length of 1.5 km with 3 stations.
(3) Construction of M4 Line (Nicolae Grigorescu – Linia de Centura) (PMR4)

1) Background
This line is to be connected to M1 and M3 line at Nicolae Grigorescu to serve existing
residential and industrial areas. Along this radial line new industrial area was already
proposed and reflected in the study for PUG Bucharest. Though the construction was
conducted, currently the construction work has been stopped in 90s. The half-built structure is
exposed and occupying the 60% of the width of the carriage way. It is disturbing the general
traffic on the road and is supposed to become an obstacle for the traffic utilizing the planned
Bucharest – Constanta motorway.
2) Outline
The length of the line is 4.7 km with 4 stations.
The remaining construction works are following:
Execution Structure Finishing Equipment

N. Grigorescu tunnel 38% 66% - 100%
N. Grigorescu station 100% 100% 100% 100%
N. Grigorescu – 1 decembrie 0% 0% - 100%
1 Decembrie station 10% 20% 100% 100%
1 Decembrie – policolor 0% 0% - 100%
Policolor station 12% 46% 100% 100%
Policolor – linia de centura - - - 100%
Linia de centura station 0% 25% 100% 100%
(4) Modernization of Rolling Stocks

1) Background
At present 197 EMUs out of 251 EMUs in total are actually put in use for operation.
Present EMU-s having disadvantages of high energy consumption, low reliability of operation,
frequent replacement of parts and materials, large work force requirement for maintenance are
to be improved.
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2) Outline
18 EMUs will be modernized from DC drive to AC drive asynchronous motors acted on by
IGBT inverters, using the existing bodies.
(5) Purchasing of Rolling Stocks

1) Background
Corresponding to the new line construction, it is necessary to put new rolling stocks in
operation. The new trains on the new line will be basically operated as shuttle train.
Other than above 108 rolling stocks for 18 trains will be purchased for the reinforcement of
the M2 line.
2) Outline
Assuming the average number of trains per station required number of trains is estimated at
19 trains for M4 and M5 lines. The project of 108 rolling stocks purchase for M2 line is
underway. In June 1999 loan contract between Romanian Government and EIB for the 50% of
the project cost was signed. The Romanian Government will fund the rest of 50% of the
project cost. The loan period is scheduled from 1999 to 2003. In this project introduction of
new rolling stocks is planned. The prototype will be made within 20 months and delivery of
new rolling stocks is scheduled in October 2002. Other than above purchasing rolling stocks
for M4 and M5 lines will be necessary.
13.3 Tram Development Plan

Though tram is inferior to metro in terms of transport capacity, operating speed, punctuality,
and safety, it is superior to bus regarding the transport capacity and environmental influence
by emission gases and to metro regarding construction cost. Therefore tram is assumed to be
utilized as a trunk public transport mean well coordinated with general traffic on road.
Especially in Bucharest Metropolitan area since dense tram network has been historically
made it is reasonable to utilize those assets for the formation of public transport network.
Tram is assumed to be used as trunk public transport mode for person trips to work, to study
and for business together with metro.
Tram is assumed to take care of i) the transport demand which is under the requirement level
for mass public transport mean between residential area and business area as liner public
transport mean, ii) the transport demand which does not meet the mass transit system within
the business district, and iii) the role to assist the inducement of future urban structure.
- re-linking of routes to pass through the central district
- rearrangement of circular route to apply the public transport demand in circular direction in
the area where metro service is not provided
- service supply to intensify the connection among urban cores
- promotion of segregated track to improve the operation
- rearrangement of the routes to the broad road
13.3.2 Projects
(1) Construction of Cross-center Linkages (PTM-1, 2, 3, 4, 16)
1) Background
Existing tram routes are terminated near the center of the Bucharest and no cross-center routes
13-9
are provided. Therefore the passengers who want across the central area of the Bucharest by
tram are currently forced to change their train.
ÞÕOutline
This project provides the linkages crossing the central district of Bucharest. Three linkages, at
Piata Unirii, Str. V. Parvan, Str. Traian will be constructed. At Piata Unirii the new linkage
includes a stop at the entrance to Piata Unirii metro station. The new linkages at Str. V. Parvan
and Str. Traian will take the north-south transport demand in the west side and east side of
Piata Unirii respectively (Fig. 13.3.1 and 13.3.2).
Section Length
1 Bd. Regina Maria - Calea Mosilor (Piata Unirii) 0.72 km
2 Str. V. Parvan - Sos. Panduri 2.00 km
3 Bd. O. Goga - Calea Calarasilor (Str. Traian) 1.05 km
4 Bd. Vasile Milea - Sos. Cotroceni 0.8 km
5 Gara de Nord area 0.5 km
(2) Construction of New Tram Route along Middle Ring Road (PTM-6, 7, 8, 9, 11)
1) Background
The insufficient linkages with metro in the area near the proposed Middle Ring road hinder
the wholly efficient use of existing metro. This project will provide public transport service in
the area where relatively densely populated and no mass transit service are provided except
buses and trolleys.
2) Outline
New tram routes to connect to the metro line in the areas near proposed Middle Ring road will
be constructed. The routes will be located in the southeast and east part of Bucharest.
Section Length
1) Bd. Basarabia - Faur Poarta 4 (Bd. 1 Dec. 1918) 1.42 km
2) Depoul Alexandria - Prelungirea Ferentari 3.60 km
3) Bd. Ghencea - Depoul Alexandria 2.39 km
4) Str. Luica - Sos. Oltenitei (Str. Turnu Magurele) 3.92 km
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2) Outline
This route will be delineated between Piata Unirii and Baneasa Airport along Calea Dorobanti
and Calea Victoriei. The route will be basically constructed as a segregated track. The route
length is 9.0 km transit mall will be introduced for Calea Victoriei. The objective of the transit
mall is to enhance the attractiveness of the city that should be pursued together with the
applying to the public transport demand by public transport plan in the central district as one
of the European Capital cities. Bd. Calea Victoriei on which so many high grade commercial
facilities and historical buildings are located will be served for transit mall (Fig. 13.3.3).
(5) Introduction of New Category Tram (PTML)

1) Background
Improvement in operating speed and transport capacity of tram will be essential for the public
transport network formation composed of metro and tram as a main public transport mode. To
this end new tram system with higher speed and more capacity compared with ordinary tram
will be introduced through modernization of trains and construction of segregated tracks.
2) Outline
The same gauge width as existing tram will be adopted for this new tram system so that
staged improvement from ordinary tram to new tram will be possible. Supposed transport
capacity is 1,500-18,000 pax./h. direction and expected operating speed is 25-30 km/h with
500 to 1,000 station intervals. Basically the track will be constructed as segregated lane on the
road where possible. Following steps will compose the project:
a. identification of the possible routes for the new category tram based on the PT survey
b. feasibility study on the selected routes
c. detailed design of the project
d. tendering
e. construction work
Following routes are considered candidate route for new category tram system (Fig. 13.3.4)
Pasajul Colentina – Jilava 15.6 km
Granitul – Depoul Alexandria 13.2 km
Baneasa – Piata Unirii 9.3 km
Sudului - Gara de Nord 10.1 km
Pasajul Colentina – Depoul Alexandria 13.2 km
Depoul Alexandria – Sos. Oltenitei 9.6 km
Piata Presei Libere – Depoul Alexandriei 9.4 km
The feasibility study on the improvement of tram route 41 was already carried out in 1998. As
reference the summarized outline of the results is shown below.
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stage I General study including definition of feasibility study, feasibility study of pilot line
41
stage II study for the definition of the light rail vehicle LRV
stage III tender documents, detailed design, building of the LRV including the test of
homologation.
The LRT system comprises segregated on concrete or wooden sleepers, 55 cm high platforms,
signaling systems at crossings with priority for light rail traffic and power traction system.
The LRT will be operated at 6 min. interval with 5700 passenger capacity per hour.
Assumed specifications of the LRT are following:
- length 37 m
- width 2.65 m
- capacity 310 passengers
- max. speed 70 km/h
- voltage DC750V
- current max.800A
- power 550 kw
- tare weight 51 t
(6) Rehabilitation of Tram Infrastructure in Southwest (PTMR-1)

1) Background
Tram network infrastructure in Bucharest has been worn out due to long time operation,
improper technical and insufficient rehabilitation works. These negative infrastructure
condition including track, rail, and equipment hinder the high-speed operation, resulting in the
expansion of speed restricted areas to avoid derailment and inefficient large investment to new
rolling stocks made in recent years. General traffic is also disturbed by the existing level
difference between tram track and vehicle lane, low tram speed at crossings, turning to the left,
an stops by manual switches. The low quality of tracks also has a negative influence on the
rolling stocks to wear bogies and wheels. In 1998 192 cases of traffic incidents caused by the
low quality of track were reported. Power supply network including electrical substations,
contact wires, and cables is also worn out.
- track wear level
<25% 25% 50% 75% 100%
length 60.9 km 50.0 km 66.9 km 80.9 km 81.6 km
- switch and crossings
The tram network includes 835 switches and 293 crossings. The average wear of switches
and crossing is 75 - 100%.
- electric power supply stations
32 substations supply the tram and trolley energy network system. Out of those 32 stations
13 power stations were constructed more than 20 years before. The number of substations
is insufficient for spare loading.
- DC cable network
Existing DC cable network in Bucharest has the drawbacks of considerable amount of
energy losses, long supply sections and aluminum cables
- medium voltage cable network
Partly 10 kV old cables are used, although the National Electricity Company approves only
works at 20 kV. Majority of power supply substations has only one independent feeding
connection.
- electric feeding network
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Electric feeding network in use has following characteristics:
- simple elastic suspension and concrete pillars on sidewalk
- elastic suspension on consoles and reinforced concrete pillars on street center
- longitudinal chain network with compensation
- longitudinal chain network without compensation
44% of the network is out of the life span for normal function, which causes frequent
damages, hard maintenance and repairing efforts.
Based on these conditions "Tram Infrastructure Modernization in South-West Area of
Bucharest -Feasibility Study - ", March 1999 was carried out by RATB. Fifty percent of the
budget for the project was already secured by European Investment Bank.
2) Outline
The project aim the improvement of the tram infrastructure to enhance the operating speed of
tram, improve the reliability of operation, and diminish the hindrances to general traffic.
Following criteria for selecting the sections to be rehabilitated are adopted.
- infrastructure condition
- operating data
- other transport modes in the area
- function of the area
- capacity to implement the works
- budgetary capacity
The contents of the project are followings:

- track
section length (km) average wear (%)
1. Piata Presei Libere - Tudor Vladimirescu loop 20.8 80
2. Bd. Preciziei 4.6 80
3. Str. Valea Cascadelor 2.4 50
4. Bd. Timisoara 10.3 60-95
5. Str.Razoare - Sos. Panduri -Bd. T Vladimirescu - 6.5 80
Str. Odoarei - Sos. Viilor
6. Str. Dr.Istrati 2.3 100
7. Calea Ferentarilor 6.0 50-80
8. Sos. Alexandriei - Calea Rahovei - 11.3 65-95
Bd. Regina Maria - Piata Unirii
9. Bd. Ghencea (T. Vladimirescu loop - Drumul Sarii) 2.7 50
10. Calea 13 Septembrie (Drumul Sarii- Str. Sebastian) 1.2 50
11. Calea 13 Septembrie (Str. Sebastian - Sos. Panduri) 1.2 50
12. Alexandria Depot 6.0 100
13. Militari Depot 5.0 75
40.5 km of the track will be replaced by segregated track to improve the operation speed of
tram. Sina 49B rail will be laid on the reinforced concrete sleepers and compacted ballast
track bed. RI59 or RI60 rail will be used for other street tracks.
- passenger facilities
All tram stations will be rehabilitated to improve accessibility, safety, and
information for passengers.
- switches and crossings
Out of 202 switches and 93 crossings in the south-west area of Bucharest, 40 switches will
be provided point machines and heating devices for good operation. RI59 rail type will be
used for all switches.
- electric power supply substations
For the improvement of capacity, spare loading, and safety, 6 new substations will be
constructed, 3 existing substations will be upgraded.
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(7) Rehabilitation of Tram Infrastructure (2) (PTMR-2)
1) Background
This project is to cover other than southwest area to improve the tram operation.
2) Outline
The project aims the improvement of the tram infrastructure to enhance the operating speed of
tram, improve the reliability of operation, and diminish the hindrances to general traffic.
Segregated lane will be positively introduced in the area where possible for the future
introduction of new trams (Fig. 13.3.5).
The following criteria for section to be rehabilitated are adopted.
- infrastructure condition
- operating data
- other transport modes in the area
- function of the area
- capacity to implement the works
- budgetary capacity
The contents of the project are followings.
- track
Track will be replaced by segregated track to improve the operation speed of tram. Sina
49B rail will be laid on the reinforced concrete sleepers and compacted ballast track bed.
RI59 or RI60 rail will be used for other street tracks.
- passenger facilities
All tram stations will be rehabilitated to improve accessibility, safety and information for
passengers.
- switches and crossings
Switches will be provided point machines and heating devices for good operation. RI59
rail type will be used for all switches.
- electrical power supply substations
For the improvement of capacity, spare loading, and safety, new substations will be
constructed and existing substations will be upgraded.
- DC cable network
Aluminum DC cables will be changed to decrease maintenance cost and energy losses.
- AC cable network
A part of medium voltage cable network will be replaced to apply 20 kV instead of 10 kV
Further this project is supposed to be timely implemented with Public Transportation
Priority System (PTPS), the one of the new ITS technologies.
(8) Purchasing of Rolling Stocks (PTMC-1)

1) Background
Corresponding to the new line construction, it is necessary to put new rolling stocks in
operation. The new tramcars on the new line will be basically operated as shuttle train.
2) Outline
The total length of proposed route amounts to 31.4 km. Assuming the average distance
between stops is 500 m, the necessary new stops will be 65. Assuming the average number of
tramcars per station is 0.5, required number of trains is calculated as 65.
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13.4 Other Surface Public Transport Plan
(1) Trolley Bus
Trolley bus has the disadvantage of relatively large amount of energy consumption per
transport capacity compared with tram and disadvantage of large investment cost for
infrastructure without any discerning difference in transport capacity of bus. However because
of environmentally favorable condition of low noise and no air pollution, trolley bus routes for
the access to the business area and transportation within the business area utilizing existing
infrastructure stocks are assumed.
- establishment of circular route to apply the transport demand within central district
- maintaining of access routes by utilizing existing infrastructure stock
- abolishment of unprofitable routes located in the peripheral area
(2) Bus
Buses should take care of the public transport demand which is not served by rail public
transit as feeder public transport to the rail public transit.
The following should be provided ;
- improvement of accessibility to the metro stations and tram stations as feeder transport
- service supply to the area where no rail transit service is provided
- service supply as regional transport
- service supply between major intermodal points for long distance bus, urban transport bus.
13.4.2 Projects
(1) Construction of Trolley Bus Route to Central Area (PTL-1)
1) Background
The environmental effect by the trolley buses is relatively superior to other surface transport
modes concerning noise, vibration, and air pollution. The existing trolley bus network is at
favorable location to access the center of the city. However some trolley routes are located
independently to serve as feeder transport mode to other surface transport modes. New route
alignment to access the center of the city by utilizing existing asset of power supply network
and secure the isolated low profitable routes is preferable.
2) Outline
The new line is to be constructed between Piata Sudului and Piata Unirii with the length of
4.67 km connecting to the existing trolley routes 73, 74, and 76.
(2) Establishment of Public Transport Routes in the Central Area (PTL-2)

1) Background
At present no appropriate public transport service is provided for the transport demand within
central area. Passengers are forced to rely on private vehicles or on foot. Improvement of
convenience of transportation by public transport mode is essential so that the mobility can be
secured in the central district without high dependency on vehicles.
13-20
Transport means with relatively small impact on the environment with respect to pollution and
noise is desirable. Introduction of electricity bus or minibus or utilization of existing trolley
route is preferable.
2) Outline
The section between Gral Magheru and Bd. Elisabeta (1.8 km) on the Calea Victoriei and
missing link near Gara de Nord will be served for trolley bus network for the establishment of
circulation route. In case of mini bus or electricity bus the route delineation will be similar to
trolley bus circulation route passing the Calea Victoriei via the Gara de Nord area.
These route are considered to be the alternative public transport means for tram route on the
Calea Victoriei which is expected to be served as transit mall (Figure 13.4.1).
13.5 Development Plan of Intermodal Facilities

13.5.1 Transferring System
For the convenience and time-saving of public transport passengers, multi-modal transferring
facilities in Bucharest should be improved together with the rearrangement of public transport
routes.
The multi-modal transferring facilities should have the following transport functions:
- connection between feeder public transport and trunk rail transit
- connection among long distance bus, urban transport bus and trunk rail transit
- rectification of public transport routes for users
Though the location at city center has a large advantage for transferring among different
transport modes and in all direction, the excessive concentration of surface public transport
modes cause the traffic congestion and decrease passengers benefits.
Therefore multi-modal transferring facilities should be cautiously located at trunk rail transit
system near the center of the city based on the transport demand, urban structure to be
pursued and existing facilities for transferring.
Following two type of multi-modal facilities are considered:
(1) multi-modal facility

(2) feeder service inter-modal point
Multi-modal facility is assumed to serve the transferring among bus, long distance bus, and
taxi, metro. Connection with rail and tram is also considered if location allows. As pointed out
existing bus terminals of RATB and long distance bus are located in the peripheral area of the
Bucharest. The facilities of most existing bus terminals become decayed and the transfer is not
convenient. This multi-modal facility provides more convenient transfer for passengers near
the center of Bucharest. It will be possible for public transport passengers more easily to
choose the transport mode to their destination at this multi-modal facilities and the
rectification of public transport routes are also expected. The concept of multi-model transfer
is shown in Figure 13.5.1 and 13.5.2, and the destination is shown in Figure 13.5.1.
Feeder service inter-modal point is assumed to apply the public transport demand between
residential areas and business district by rail transit and feeder bus.
Figure 13.5.1. shows schematic location of inter-modal facilities and its related bus services
13-22
13.5.2 Projects
(1) Improvement of Multi-modal Facilities
The important locations for multi-modal facility, which will include a regional or long
distance bus terminal, are described in Table 13.5.1.
Among them, Gara de Nord, Obor and Sudului haave been selected as the most important and
feasible for urgent improvement.
Table 13.5.1 Characteristics of Major Multi-modal Facility
Piata Unirii Izvor Gara de Nord Sudului Piata Obor
- Connection metro, tram metro metro, tram metro, tram metro, tram
with public (trolley) trolley trolley trolley
transport railway railway
- Parking facilities to be to be to be to be to be
constructed constructed constructed constructed constructed
- Commercial Unirii Dep. Store - Buzesti Market Market Obor Market
Facilities
- Future Urban central district central district urban core urban core urban core
Structure
- Site acquisition Relocation of
railway facilities
will be required.
Coordination with CFR
- Construction expensive expensive moderate moderate moderate

Cost (underground (underground
construction) construction)
1) Gara de Nord (PTR-1)

Multi-modal transferring facilities will be developed. The parking construction plan should be
expedited.
An underground passage with shops should be prepared connecting the existing metro station
and B-dul Dinicu Golescu.
2) Obor (PTR-2)
Multi-modal transferring facilities will be developed.
There is possibility that the tram should run in the center and over the metro, which will
improve the transfer among RATB and the side roads of Blvd. Mihai Bravu will be widened.
Underground pedestrian network should be formed using the basement 1 level parking,
however it will require lowering the existing underpass with excavation, of which work
magnitude would be large.
Considering large parking demand, underground parking under Sos. Colentina and/or Plaza in
front of Halele Centrale Obor.
3) Piata Sudului (PTR-3)

Multi-modal transferring facilities will be developed.
The underground passage with shops should be constructed under the intersection, providing
entrances each corner of the crossing, connecting to the existing metro station.
13-25
(2) Improvement of Inter-modal Facilities
Inter-modal points are located on the cross point of rail transit (metro and tram) and the
proposed middle ring road. The locations are selected utilizing existing Autogaras and RATB
bus terminals.
The important transferring points are the followings:
- Str. Doamna Ghica
- Complex Titan (to be moved to the metro station)
- CFR Progresul
- Auto Gara Rahova (Depoul Alexandria)
- Cart. T. Vladimirescu
- Lujerului
- B-dul N. Grigorescu
- Piata Charles de Gaulle
Other than above major transfer points also exist at the nodal point of public surface transport
modes.
1) Metro Station and Surface Improvement

The concourse should be extended under the crossings and the entrance should be made at all
corners or both sides of the street. Some entrance can be made using a part of existing
buildings by contract. Commercial facilities would be located along the concourse and
passage. The concept is shown in Figure 13.5.4.
Elevators and escalators should be equipped as much as possible not only for the handicapped,
aged, pregnant and injured people but also for all passengers. At least, handrails shall be
prepared at all stairs and steps. The system that the station staff would help the handicapped
when required should be introduced.
The entrance should be covered with roofs in particular those with escalators should be
protected.
Bus stop Bus stop
Bus stop
Bus stop
Shop
Bus terminal Bus terminal
Pedestrian Use of part

Crossing Network Shop of existing
Crossing building
Shop
Concourse Concourse
Platform Subway station Platform
Concourse Concourse
Pr esent Improvement
(For example : Pacii)
Figure 13.5.4 Improvement of Metro Concourse and Pedestrian Network
13-26
The development schemes of plazas connecting to metro station are following (Table 13.5.2).
x Piata Unirii (PTR-4)

The part of the roadway of B-dul Unirii should be closed and the whole central plaza should
be designed for people. The surrounding part of central plaza would be used for extension of
roadway.Construction of stairs in the center of the Line 1 platform going down and
connecting Line 2 platform will improve the connection between Line 1 and 2.
x Universitatii (PTR-5)
It is good that the four corners of the Universitatii intersection are connected by underground
passage leading to the metro. Underground shopping arcade and parking could be developed
under B-dul Regina Elisabeta or Piata Universitatii with new entrances near the bus stops, in
connection with the new metro construction between Universitate and Drumul Taberei.
x Piata Romana
The concourse or passage should be extended to Piata Romana and the entrance should be
made on the west side of the road, using a part of existing building if necessary. Because the
area is in busy commercial area, shops along the underground passage should be introduced.
x Piata Victoriei
The entrances of the metro are located on only B-dul Lascar Carargiu. The entrances should
be made on the southwest of the plaza, constructing underground shopping arcade from. B-dul
Lascar Catargiu and Str. Buzesti. The plan to make tram platform and new stairs for access to
west side on the underpass using the existing space and stairs should be expedited. It is
preferable if direct access to the metro should be provided in the middle of the platform.
Underground parking should be constructed to compensate the decrease of surface parking
due to rearrangement of the Piata and further to increase the parking capacity.
x Eroilor
The entrances of metro should be made opposite side of the road for pedestrian crossing and
better transfer to surface transport.
x Armata Poporului
The access of the metro should be made on the north side of B-dul Iuliu Maniu. New tram
stop and access should be made on the underground passage. This is important transfer point
between radial metro to the center and circumferencial tram or introducing LRT.
x Razoare
Underground passage should be constructed connecting each corner of Sos. Panduri, B-dul
Timisoara, Str. Progresul and Str. Drumul Taberei, in relation to new metro station
construction.
x Eroii Revolutiei
In order to improve the transfer between metro and RATB, and RATB mutually, the stops of
tram and bus should be made in front of the metro entrance even though the distance between
the stops is short.
13-27
Table 13.5.2 Improvement Scheme of Plaza (Metro Station)
Completion of Improvement
Use of part of Underground
underground of surface Underground
Place existing shopping Taxi stand Remarks
pedestrian pedestrian parking
building arcade
network network
Although it is major transfer

Strongly Recommen-dab Control is
Piata Unirii Required Required Required station, transfer is inconvenient
Required le required
and improvement is indispensable.
Existing,
The condition is good.
Extension Recommen-d Control is
Universitatii - Required Partly existing Improvement for more
recommen-da able required
convenience.
ble
Underground passage should be
Recommen-d Recommen-d Control is extended to Piata Romana using
Piata Romana Required Required Required
able able required part of existing building for
entrance.
Recommen-d Recommen-d Potential for commercial and
Piata Victoriei Required - Required Required parking development.
able able
Partly Construction of underground
Existing,
Piata Obor existing, Control is passage crossing metro is
Required - Required Extension
(Bucur Obor) Extension required recommendable with shopping
proposed
required arcade.
Recommen-d Construction of underground
Recommen-dab Control is
Gara de Nord Required Required able Required parking with shopping arcade is
le required
recommendable.
Underground passage connecting
Eroilor Required - Required Required - Required to opposite side of B-dul Eroilor is
recommendable.
Recommen-d Underground passage network
Dristor Required - Required - Required
able should be constructed.
Armata New tram stop and access should
Poporului Recommen-d
Required - - - Required be made on the underground
able passage.
The existing metro entrances are

located on Sos. Berceni, not in the
center of crossing. The
Recommen-d Control is inconvenient transfer should be
Piata Sudului Required - Required Required
able required improved with provision of
underground passage network,
with linkage to RATB stops.
13-28
(3) Passenger Facility Improvement (PTR-6)
1) Tram Stop / Island
The width of the island is too narrow to cope with the passengers in peak hours. The freezing
and snow covered island is rather dangerous. It would be better to widen the island providing
with a shelter for passengers. The typical section is shown below. Clear sign with information
of Line Number, destination, and time schedule should be attached.
6TCO
5JGNVGT
RTQRQUGF
2NCVHQTO 4QCFYC[ 5KFGYCNM
O
O O O Z NCPGU O O

=O? = Z O? =O?
O
Z O
= O
Z O?
Figure 13.5.5 Typical Section of Tram Island
However a wide island will decrease the number of lanes of roadway, which would cause
traffic jam. The connection to pedestrian crossing is not satisfactory in many cases.
In order to improve the convenience and safety for the passengers, modification of the design
will be necessary.
2) Bus Stop
The major points to be improved are as follows:
- The information is not clear and insufficient. The replacement to the new signs should be
expedited, in which time schedule or operation interval, contact points (telephone number
etc.) should be attached. The new type shelter should have the indication of number of lines
stopped, as only advertisement is displayed in the existing ones and the number of lines are
indicated in the previous type.
- Illumination should be provided at dark stops.
- Shelters should be provided as much as possible in such a severe winter climate.
- RATB network map should be displayed in busy areas.
- Pedestrian network should be completed for traffic of pedestrians connecting stops,
sidewalk, and pedestrian crossing.
3) Shelters, Ticket Box

Ticket selling kiosk is inconspicuous and not enough. Sales of tickets should be consigned to
kiosks rather than increasing ticket boxes.
As kiosks and ticket boxes are not attached to the new type shelter, kiosk of new design
should be developed.
Basically the sale of the former tickets should be consigned to kiosks. Seasonal pass should be
sold in a building or box office with roofed guest space.
13-29
13.6 Operating Projects
13.6.1 Development Direction Operation and Maintenance
The existing institutional and operational problems have been considered in some detail in
preceding chapters. They may be summarised as follows:
x There is no co-ordinating authority for public transport.

x There is no clear policy for public transport.
x There is no integrated development plan for public transport.
x The possibilities to raise finance and credits for investment and renewal are limited.
x Subsidies are excessive and are not well targeted.
x There is no route based accounting nor analysis of performance statistics.
x There is little incentive to improve efficiency.
x There are different ticket systems for metro, express buses and other buses.
x The standard RATB ticketing system is very basic, providing very little passenger data.
x A disproportionately large number of passengers have free passes.
After the regime of the market oriented economy, competitiveness and privatisation is
promoted in transport service market. Those changes are observed in the transport service
market in terms of expansion and diversification of the market. Those changes are
conceptually expressed as the transition from the non-competitive service supply with grace
subsidies to the autonomous and privatised service supply in the broader market in Bucharest
Metropolitan area. The problem in transport sector is in a sense ascribed to the lack of new
scheme for the transport market due to the remainder of the former socio-economic scheme.
Those specific scheme and more common scheme of the transport problems are combined
together resulting in the present transport problems in Bucharest Metropolitan area.
The objective of the operation and management plan is to address these problems.
The direction of operation and management plan of public transport focused on the
institutional arrangement and legal frame, and competition and privatization in the transport
market.
13.6.2 Projects
(1) Introduction of Common Ticketing System (POM-1)
1) Background
Common ticketing system is designed so that public transport passengers can utilize the
several public transport modes by only one common ticket after the integration of fare and
ticketing system of each public transport mode within city or metropolitan area. This system
is commonly observed in European large cities.
The basic scheme of the system is following:
a) participation of pubic transport service suppliers including metro, bus etc. to the new fare
ticketing system
b) adoption of common fare system such as flat fare system or zoning fare system
c) pooling of revenues from ticket sales
d) distribution of revenue according to the certain rule consented
The common ticketing system has following merits:

a) increase in the number of public transport passengers and improve the efficient use of
public transport facilities through the improvement of convenience
13-30
b) decrease in the operating cost by simplification of ticket checking system
For the introduction of common ticketing system in Bucharest Metropolitan area decrease of
number of fare evaders and information on accurate number of public transport passengers of
each public transport mode will be essential. In case of zoning fare system information on
origin zone and destination zone will be also necessary.
The support by new advanced technology will be helpful for collecting the information on
public transport passengers' movement.
Although Metrorex has adopted the magnetic card, which allow only to collect the
information on origin station of metro passengers. The ticketing system of RATB depends on
the manual ticket selling and checking system with some inspectors. Existing ticketing system
adopted RATB has following drawbacks.
- No sufficient statistical data concerning the origin and destination of passengers.
- High rate of fare evasion is not controlled.
- Attractive and flexible charging system can not be implemented.
- Due to the lack of statistical data on the passenger travel demand no useful exploitation of
network, and integrated operation among public transport modes are allowed.
RATB is now promoting to introduce automatic ticketing system called "SINTAX 2000".
(2) Introduction of New Cost Accounting System

1) Background
Privatisation could be carried out by mode, either for each of metro, tram, trolley bus and bus,
or for selected modes. This would permit a comparison of the performance statistics of
competing modes and would result in the greater transparency of the real costs of each mode.
Because of the dedicated infrastructure required for metro, tram and trolley bus, the
privatisation of these modes must be subject to a strict regulatory system in order to avoid
abuse of a monopolistic situation.
2) Outline
For the improvement of the transparency of the operation new cost accounting system will be
essential. This system reveals the real cost of the operation of each route or depot, with the
help of devices. The information of real number of passengers, the consumption energy,
operating time, and other relevant information are immediately collected and analyzed.
(3) Manpower Training

1) Background
Without the strong incentives for efficient management, the personnel in public transport
service organizations and governmental bodies has not well been trained for the improvement
of skill, know-how for better operation and management. The promotion of privatization
requires the personnel well trained for accounting, advertisement, analysis of market,
planning, etc.
2) Outline
Training courses for the staffs of public transport service supplier and responsible
governmental agencies will be performed on the site or at school. The lecturers are supposed
those from private companies and public transport operators with successive performances in
the countries .
13-31
Table 13.6.1 Project List (Public Transport)
Metro 1. Construction of M4 line (1 May - Laromet)

2. Construction of M5 line (Drumul Taberei - Str. Traian)
3. Construction of M5 and M6 line (N. Grigorescu - Linia de Centura)
5 Modernization of rolling stocks
6. Purchasing of new rolling stocks (1) for M2
7. Purchasing of new rolling stocks (2)
Tram 1. Construction of Cross-center Linkages
2. Construction of Tram Route along Middle Ring Road
3. Construction of Tram Route along Inner Ring Road
4. Construction of North-south Tram Route
5. Introduction of New Tram system (Including route 41 (PTML-1)
6. Rehabilitation of Tram Infrastructure in southwest
7. Rehabilitation of Tram Infrastructure in other area
8. Purchasing of Rolling Stocks
Trolley 1. Trolley route construction
2. New Public Route Establishment (electricity bus, mini bus, or trolley bus)
Transfer Facility 1. Improvement of Gara de Nord
2. Improvement of Pta. Obor
3. Improvement of Pta. Sudului
4. Improvement of Pta Unirii
5. Improvement of Pta Universitate
6. Improvement of Passenger Facilities
Others 1. New Fare System
2. Mobile Operation Control System (MOCS) (ITS)
3. Public Transportation Priority Systems (PTPS) (ITS)
4. New Cost Accounting System
5. Manpower Training
6. Establishment of Coordinating Organization
13-32
14. Evaluation of Transport Master Plan
14. Evaluation of Transport Master Plan
The Master Plan was evaluated from the viewpoint of the economy, finance and
environment. The economic analysis shows the Master Plan is feasible, but the
procurement of the project cost is a little difficult. No environmental problems will occur
even after the Master Plan projects are implemented.
14.1 Economic Evaluation

14.1.1 Project Cost
The total project cost was estimated at 2,174.5 million dollars or 34,129 billion lei (converted
at 1 dollar = 15,695 lei as of June 16, 1999). Table 14.1.1 summarizes project costs by project
group in the Master Plan. The cost share of public transport related projects (68.9%) is much
higher than that of road related projects (31.1%), reflecting the emphasis on the improvement
of the public transportation in this Study. Among the total cost, about 30% of the total cost
(673.7 million dollars or 10,573 billion lei) is necessary in the short term period an urgent
project package.
Table 14.1.1 Project Cost of Master Plan

Project (Unit : Million Dollars) Total -2003 2003-2008 2008-2015
Total Project 2,174.5 673.7 608.8 892.0
Road Project 676.9 155.7 228.0 293.2
(1) Road Improvement 393.1 91.2 111.8 190.0
Inner Ring Road 128.7 30.5 48.6 49.7
Middle Ring Road 104.3 12.8 25.0 66.5
Outer Ring Road 16.5 16.5 0.0 0.0
Radial Road 143.6 31.5 38.3 73.8
(2) Street Improvement 54.8 0.0 12.9 41.9
(3) Intersection Improvement 89.8 23.8 49.2 16.8
Razoare 45.8 14.2 31.6 0.0
Others 44.0 9.6 17.6 16.8
(4) Parking 76.9 20.0 26.9 30.0
(5) Traffic Control 31.5 8.5 17.0 6.0
(6) Street Environment 22.4 12.2 10.2 0.0
(7) Freight Terminal 8.5 0.0 0.0 8.5
Public Transport Project 1,497.6 518.0 380.8 598.8
(1) Metro Related 618.3 258.6 168.2 191.5
(2) Tram Related 782.0 202.0 187.7 392.3
(3) Trolley Related 2.0 0.0 0.5 1.5
(4) Piata Improvement 75.7 44.4 17.8 13.5
(5) Ticketing System 19.6 13.0 6.6 0.0
Since the above costs are financial costs, for performing the economic evaluation, these costs
should be converted into the economic cost from the viewpoint of the national economy. The
converted economic cost is indicated in Table 14.1.4.
14.1.2 Project Benefit

For the project benefits, the vehicle operating cost (VOC) saving benefit and the time saving
benefit were calculated on the basis of various unit values (time value, unit VOC, etc.)
mentioned in Section 12.3 in comparison with the results of the traffic assignment between
the “Do Nothing Case” and “Master Plan Case”. In this benefit calculation, a conversion
factor for general domestic goods was applied for the above two benefits. The total benefit
14-1
from the Master Plan projects was estimated at 15,584.5 million lei per day as shown in Table
14.1.2.
Table 14.1.2 Project Benefits by Alternatives

Mode (Unit : Million lei/day) VOC Saving Time Saving Total Benefit
Public Mode 141.0 3,339.7 3,480.7
Private Car 3,586.7 6,428.3 10,015.0
Truck 1,650.4 438.4 2,088.8
Total 5,378.1 10,206.6 15,584.5
14.1.3 Economic Evaluation of the Master Plan

Using the above estimated costs and benefits, the values of the economic indicators, were
calculated. As indicated in Table 14.1.3, EIRR and B/C show relatively higher values of
18.8 % and 1.387, respectively (12.0% is applied for the discounted rate). Considering the
interest rates of the international lending agencies like the World Bank (maximum 12.0%) and
domestic banks (judging from the inflation rate of 50% and interest rate of 55-65%, the real
interest rate is estimated as 15% at the maximum), the Master Plan could be evaluated to be
viable from the economic viewpoint. The finalized numbers of trips of the public transport
modes and private cars were estimated 3,684,352 trips and 1,829,992 trips, respectively.
Table 14.1.3 Summary of Economic Evaluation

Public Private Share of
Transport Car Public
Case IRR (%) NPV (Mil. dollars) B/C
(Trips) (Trips) Transport
(%)
Master Plan 18.8 362.4 1.378 3,684,352 1,829,992 66.8
Note: When the environmental benefit is considered, EIRR is 19.2% (1.40 of B/C) for the existing catalyst type engine share of 25% and
EIRR is 21.1% (1.50 of B/C) for 90% (Refer to 14.3)
Table 14.1.4 shows the economic cost and EIRR of major project groups. All project groups
show higher value of IRR than 12.0%, therefore, every project recommended in the Master
Plan can be judged to be viable. The public transport project group indicates better value of
IRR (19.2%) than that of the road project group (16.5%) in spite of the lager amount of
investment, which suggests the importance of the improvement for the public transport
system.
Table 14.1.4 Economic Cost and IRR of Major Project Groups

Project (Unit : Million dollars for project costs) Total -2003 2003-2008 2008-2915 IRR (%)
All Projects 1,575.7 487.6 441.6 646.6 18.8
Road Projects 495.7 114.0 167.0 214.8 16.5
Inner Ring Road 94.3 22.3 35.6 36.4 25.4
Middle Ring Road 76.4 9.4 18.3 48.7 15.4
Outer Ring Road 12.1 12.1 0.0 0.0 14.6
Radial Road 105.1 23.0 28.0 54.1 13.5
Street Improvement 40.1 0.0 9.4 30.7 15.3
Razoare 33.5 10.4 23.1 0.0 14.5
Intersection 32.2 7.0 12.9 12.3 15.0
Parking 56.3 6.2 12.5 4.4 13.7
Public Transport Projects 1,080.0 373.6 274.6 431.8 19.2
Metro Relating 445.9 186.5 121.3 138.1 13.3
Tram Relating 564.8 145.7 135.6 283.6 19.5
Trolley Relating 0.6 0.0 0.1 0.4 13.6
Piata Improvement 54.6 32.0 12.8 9.7 24.7
Ticketing System 14.1 9.4 4.8 0.0 19.9
14-2
14.1.4 Sensitivity Analysis
The sensitivity analysis was done for the following four cases to examine the economic
viability depending on the change of the project cost and project benefit; (1) Decrease of
project benefit, (2) Increase of project cost, (3) Decrease of the value of leu, (4) Decrease of
the number of trips.
For the above four cases, each value is assumed to change at the rate of 5%, 10%, and 20%
up to 2015 in the direction of deteriorating the values of economic indicators. For the
sensitivity analysis of the foreign exchange rate deterioration, the foreign portions of road-
related-project cost and public transport project cost are assumed to be 20% and 50%,
respectively. The result is indicated in Table 14.1.5, which shows the Master Plan is feasible
for the factor variations of 5% - 20%.
Table 14.1.5 Sensitivity Analysis

Economic indicators Change case EIRR B/C NPV
-5% 0.178 1.315 4,806,779
Benefit decrease -10% 0.171 1.281 4,292,451
-20% 0.158 1.214 3,263,794
+5% 0.169 1.265 4,248,745
Cost increase +10% 0.154 1.183 3,073,517
+20% 0.127 1.039 723,061
-5% 0.180 1.328 5,012,511
Exchange rate deterioration
-10% 0.175 1.301 4,601,048
-20% 0.165 1.247 3,778,123
-5% 0.171 1.273 4,327,946
Traffic volume decrease -10% 0.157 1.198 3,252,953
-20% 0.145 1.134 2,250,592
14.1.5 Other Benefit

In addition to the above-mentioned economic benefit, the following effects are expected.
(1) Employment Demand Effect

The Master Plan requires not only skilled workers but also many unskilled workers.
Considering the present severe unemployment problem of unskilled workers, the
implementation of the Master Plan is desired to absorb many unskilled workers. Until 2015
the Master Plan will generate job opportunities of about 20,000 man-day through the
implementation of the proposed project package.
(2) Saving Energy

Saving energy is an important issue from various aspects. The implementation of the Master
Plan projects will reduce the vehicle travel distance or increase the average travel speed.
These two factors contribute to the saving of the fuel consumption by vehicles. This saving of
energy has already been included in the above project benefit as one of the factors of the
vehicle cost saving benefit. Apart from this benefit, it is important to know how much the fuel
consumption decreases by the implementation of the Master Plan. As shown in Table 14.1.6,
the fuel consumption will be reduced by 141,417 kl. per year, which is the equivalent of about
19.4% of the existing fuel consumption.
14-3
Table 14.1.6 Saving of Fuel Consumption for Vehicles
Item Private car Truck Bus Total
A. Existing Running km (1,000 km) 8,660 2,440 233 11,333
B. Do nothing km (1,000 km) 16,177 3,800 260 20,237
C. Master Plan km (1,000 km) 14,297 3,427 217 17,941
D. Type of fuel Gasoline Diesel Diesel
E.. Running distance per litter (km/l) 7 3.5 3.5
F. Existing fuel consumption (1,000 l) 1,237 697 66 2,001
G. Do nothing fuel consumption (1,000 l) 2,311 1,086 74 3,471
H. M/P fuel consumption (1,000 l) 2,042 979 62 3,083
I. Saved fuel per day (1,000 l) 269 107 12 387
J. I/G 0.217 0.153 0.184 0.194
K. Saved fuel per year (kl) 98,023 38,940 4,453 141,417
(3) GDP Increment

As indicated in Table 14.1.1, for the implementation of the Master Plan about 2,174.5 million
dollars is required until 2015. Compared with the 1998 budget of the Bucharest Municipality
(2,665.6 billion lei or 169.8 million dollars), the project cost reaches 13.7 times (or 40.3% of
the central government budget). Therefore, this investment is expected to have a large
multiple effect on other economic activities such as the consumption sector, industry, etc.
Therefore, an attempt will be made to estimate this multiple effect.
This huge amount of investment in public works increases the GDP through the demand
generation effect, and, will increase the welfare of citizens. With the past five years’ data of
GDP and public investment for infrastructure, the following relationship was estimated by
regression analysis:
GDPt = 852.12 + 1.085nGDPt-1 + 2.630nINVt (R=0.9675)

Where, GDP : Gross Domestic Product
INV : Investment to the social Infrastructure
t : Year
From the above equation, it is understood that one leu investment for social infrastructure
makes GDP increase 2.63 lei, as a result, 36,538 billion lei investment will totally push up the
GDP by 96,094.8 billion lei until 2015. Since the GDP in 1998 is 370,645 billion lei, this
increment (equivalent to 25.9% of 1998 GDP) cannot be said to be small. Therefore, this GDP
boost will become one of the factors to develop the Romanian economy.
14.2 Financial Analysis

14.2.1 Fund Sources
As mentioned above, an amount of about 2,174.5 million dollars was required to realize the
Master Plan. From the above economic analysis, it was understood that the implementation of
the Master Plan was highly viable. However, the problem was how to procure this huge
amount of money. Table 14.2.1 summarizes the possible fund sources. Most of the funds
should be procured by the Municipality itself and by foreign soft loans with the help of the
Ministry of Transport and the central government.
14-4
Table 14.2.1 Fund Procurement Candidate
Ministry of Foreign
Project Municipality Third Sector BOT RATB METROREX Private
Transport Loan
Road Project
Road Improvement
Inner Ring Road ó ó
Middle Ring Road ó
Outer Ring Road ó
Radial Road ó
Street Improvement ó
Intersection Improvement
Razoare ó ó
Others ó
Parking ó ó ó ó
Traffic Control ó ó
Street Environment ó
Freight Terminal ó
Public Transport Project
Metro Related ó ó
Tram Related ó ó ó ó ó
Trolley Related ó ó ó ó
Piata Improvement ó
Ticketing System ó ó ó ó
(1) Fund Procurement from International Lending Agencies or Bilateral Assistance

At present, the interest rates for domestic loans from private banks in Romania reach 55% to
65%. Considering an inflation rate of 50% at this moment, it is actually impossible to seek
long-term loans from domestic banks. Therefore, it is almost inevitable to receive donations
or to borrow some amounts of foreign loans through bilateral assistance or international
lending agencies such as World Bank and EBRD. As it was unpromising that Romania can
receive any donation, only foreign loans were examined here.
The projects were assessed under the following three criteria:

a) Project costs or initial investment costs are quite large;
b) Technology or expensive material and equipment are required for projects;
c) Project costs are not so large, but projects should be implemented urgently.
As a result, the projects listed in Table 14.2.2 were selected as candidates for foreign loans,
and the total cost amounted to 1,545.1 million dollars. However, a borrower country can not
borrow the total project cost. The borrower country has to bear some part of the total project
cost including local construction materials, land expropriation and taxes. In general, the
borrower country has to share the costs between 20 % and 50% of the total project, depending
on its economic conditions as well as the purpose and contents of the project. Therefore, it
was estimated for Romania to borrow two-thirds of the above project cost, that is, 1,030.1
million dollars.
The borrowing of 1,030.1 million dollars is quite large. However, the foreign loan is the
amount that it is sufficiently possible for Romania to borrow and reimburse by the following
reasons:
a) Debt service ratio is lower than the so-called risk level of 30%
At present, as shown in Table 2.1.9, the debt service ratio in Romania is only 12.1%, not
bad compared with other Eastern European countries. If the amount of 1,030.1 million
dollars is borrowed at the interest rate of 12% on the conditions that the grace period is 5
years while the repayment period is 10 years, the total repayment amount including
interests reaches about 3,200 million dollars. Assumed that the present export level will
14-5
remain in the future years, the debt service ratio will deteriorate only 4 points, which does
not exceed the risk level of 30%.
b) Ratio of cumulative foreign debt to GDP is not bad, compared with other East European
countries.
As shown in Table 2.1.9, the ratio of cumulative debt to GDP is calculated to be 24%.
Even if Romania borrows 1,030.1 million dollars, this ratio will increase only 3 points in
the future years, which is not bad compared with other East European countries (Bulgaria
110%, Hungary 62.9%, Poland 31.4%, Czecho 37.1%, Slovakia 42.1% and Slovenia
24.3%).
c) 10 % of the total borrowings can be appropriated to the transport-related projects.
Table 14.2.3 shows the share of borrowings for transport-related projects to the total
borrowings. As seen from this Table, it is possible to appropriate about 10% of the total
borrowings to the transport-related projects in 2000. According to Comisia Nationala de
Pronoza, Romania plans to borrow 2,287 millions dollars. If Romania continues to borrow
foreign loans of about 2,500 million dollars per year hereafter, about 250 million dollars
(10% of 2,287 million dollars) will be used for the transport-related projects. The estimated
yearly borrowings for transport related projects are lower than 250 million dollars as
shown in Table 14.2.4. Thus, it is expected that the borrowing of 1,030.1 million dollars is
possible.
Table 14.2.2 Candidate Projects for Foreign Loan

Project (Unit : Mil. Dollars) Project Cost Amount of Loan
Foreign Loan Candidate Project ---- Grand Total ---- 1545.1 1030.1
Public Transport Related Investment ----Sub Total ---- 1483.1 988.7
Construction of M4 line (1 May – LAROMET) 77.0 51.3
Construction of M5 line (Drumul Taberei –Sta. Train) 257.5 171.7
Extension from Nicolae Grigorescu to outer ring road 88.0 58.7
Modernization of rolling stocks 19.8 13.2
Purchasing of new rolling stocks (1) for M2 127.6 85.1
Purchasing of new rolling stocks (2) 48.4 32.3
Construction of Cross-center Linkages 28.6 19.1
Construction Tram Route along Middle Ring 47.3 31.5
Construction of Tram Route along Inner Ring Road 15.4 10.3
Construction of North-South Tram Route 31.9 21.3
Introduction of New Tram System 319.0 212.7
Rehabilitation of Tram Infrastructure in Southwest 121.0 80.7
Rehabilitation of Tram Infrastructure in other 132.0 88.0
Purchasing of Rolling Stocks 88.0 58.7
New Ticketing Device System 19.6 13.1
Road Relating Investment –Sub Total ---- 62.0 41.3
Basarab Overpass 16.2 10.8
Razoare Overpass 45.8 30.5
Table 14.2.3 Share of Transport Related Borrowings to Total Borrowings

Items Ýååâ Ýååã Ýååä Ýååå
Total new borrowings (US$Mil.) 2,896.0 2,591.0 461.0 2,725
Transport related Borrowings (US$Mil.) 260.6 697.0 0 0
ShareÔÑÕ 9.0 26.9 0.0 0.0
SourcesæTotal new borrowings was obtained from Comisia Nationala de Pronoza.
Transport related borrowings was estimated by the Study Team from World Bank, EBRD, EIB and JBIC.
14-6
Table 14.2.4 Estimated Necessary Transport Related Borrowings
Year 2001 2002 2003 2004 2005 2006 2007 2008
Borrowings (US$Mil.) 72.5 82.9 105.9 128.1 137.9 53.2 57.2 76.3
Accumulated (US$Mil.) 72.5 155.4 261.3 389.4 527.3 580.4 637.7 714.0
Year 2009 2010 2011 2012 2013 2014 2015
Borrowings(US$Mil. 53.2 57.2 80.0 84.7 0.0 0.0 0.0
Accumulated (US$Mil.) 767.1 824.4 904.4 989.1 989.1 989.1 989.1
Note 1:Borrowing of loan which project cost is high or construction period is long is divided into 2 to 3 terms.
Note 2: One year or two years are set to projects necessary for the detailed study.
(2) Use of Private Fund

The Municipality should consider to introduce the fund from the private sector through the
BOT method or the third sector method. There are no legal problems to implement projects by
these methods in Romania. The introduction of the BOT method has been examined for
several projects, however, its introduction has not been realized yet, because projects seemed
not to offer commercial profit due to the present unfavorable business environment. In
addition, it seems that the third sector method has already been started in Romania, but, in
fact these entities of third sector are completely under the strong government control. With
much better performance of the future economy, it is expected that this strong government
control will be relaxed and make it easy for private sector to participate in infrastructure
improvement projects.
Among projects in the Master Plan, there are some projects expected to profit like surface
parking construction. These projects should be entrusted to the private sector as much as
possible. According to the experience in developed countries, these projects seem to be
operated successfully by the private sector. Although future uncertainty and imperfection of
the legal establishment remains, it is recommended to positively entrust these projects to the
private sector through the BOT method or the third sector method. This project is limited to
parking construction projects listed in Table 14.2.5 in the Master Plan projects, of which total
cost reaches to 128.0 million dollars.
Table 14.2.5 Candidate Projects for Private Companies

Parking Capacity (Vehicle) Cost (million US$)
Total 6,885 117.0
Parking facilities at Central Area 4,685 76.9
Parking facility at Gara de Nord 1,000 19.1
Parking facility at Obor 11,00 20.8
Parking facility at Sudului 100 0.2
(3) Allocation of Revenue Increment from Increase of Public Transport Passengers

The existing conditions of the public transport modes will be improved by introducing new
buses and tram cars, improving tram track, etc., which leads to increase the number of users
for public transport modes.
The number of paid passengers was forecast to rise from 887,147 thousand passengers in
1998 to 1,103,030 thousand passengers in 2015. In addition, after the introduction of new
ticketing system, about 25% of fare evasion for RATB and 6% of fare evasion for Metro are
assumed to decrease to a reasonable level of 5%. Therefore, until 2015 the increase of revenue
from the increment of passengers and decrease of fare evasion was calculated, which reaches
287,487 million dollars as shown in Table 14.2.6. This revenue increment should be assigned
for the proposed projects.
14-7
Table 14.2.6 Revenue Increment through Passenger Increment
and Fare Evasion Decrease
Year Metro Tram Trolley Bus Bus RATB Total Total Revenue Revenue
(1,000 (1,000 (1,000 (1,000 (1,000 (1,000 (million Increase
passengers) passengers) passengers) passengers) passengers) passengers) dollars) (million
dollars)
2003 174,005 309,699 114,081 364,338 788,118 962,123 74,910 5,838
2004 179,622 320,515 118,537 374,284 813,335 992,957 77,311 8,238
2005 185,421 331,709 123,167 384,500 839,376 1,024,797 79,790 10,717
2006 191,407 343,293 127,977 394,996 866,267 1,057,674 82,350 13,277
2007 197,586 355,282 132,976 405,778 894,037 1,091,623 84,993 15,920
2008 203,965 367,690 138,170 416,855 922,716 1,126,681 87,722 18,650
2009 210,550 380,532 143,567 428,234 952,333 1,162,882 90,541 21,469
2010 217,347 393,821 149,175 439,923 982,920 1,200,267 93,452 24,379
2011 224,364 407,575 155,002 451,932 1,014,509 1,238,872 96,458 27,385
2912 231,607 421,810 161,056 464,268 1,047,134 1,278,741 99,562 30,489
2013 239,084 436,541 167,347 476,941 1,080,829 1,319,913 102,767 33,695
2014 246,802 451,787 173,883 489,961 1,115,630 1,362,433 106,078 37,005
2015 254,770 467,565 180,675 503,335 1,151,575 1,406,345 109,497 40,424
Total 287,487
(4) Surcharge on Fuel Tax

Released from severe regulations to restrain car ownership and car usage during the
Ceausescu regime, the traffic volume continues to increase, which has already resulted in
traffic jam here and there in the Study area. It is quite difficult to restrain car ownership,
because it deprives human beings of the comfort and convenience obtained from car usage.
However, restraint on car usage has already been recognized worldwide for the purpose of
reducing the negative effects of car usage.
Therefore, it is recommended not to levy heavy taxes on car ownership (in order not to
deprive citizens of the pleasure to drive for recreation during summer vacation or weekends),
but to levy tax on car usage for the purpose of improving the urban transport facilities and
avoiding senseless car usage. Currently, 25% of fuel tax is imposed on the oil price. However,
it is recommended to surcharge more 10 – 15 % tax on the oil price to allocate to project fund,
which could make available 124.5 million dollars until 2015 as shown in Table 14.2.7.
Table 14.2.7 Revenue from Fuel Surcharge Tax

Year No. of passenger Av. Trip length 1 litter Gasoline Oil Price Fuel tax Revenue from surcharge
cars (vehicles) Per day (6.4 km) 7 km* price tax
(million dollar)
2003 456,250 6.4 0.143 9,300 6,324 632.4 5.4
2004 465,779 6.4 0.143 9,300 6,324 632.4 5.5
2005 475,508 6.4 0.143 9,300 6,324 632.4 5.6
2006 485,440 6.4 0.143 9,300 6,324 632.4 5.7
2007 495,579 6.4 0.143 9,300 6,324 632.4 5.8
2008 505,929 6.4 0.143 9,300 6,324 632.4 6.0
2009 516,496 6.4 0.143 9,300 6,324 1264.8 12.2
2010 527,284 6.4 0.143 9,300 6,324 1264.8 12.4
2011 538,297 6.4 0.143 9,300 6,324 1264.8 12.7
2012 549,540 6.4 0.143 9,300 6,324 1264.8 12.9
2013 561,018 6.4 0.143 9,300 6,324 1264.8 13.2
2014 572,736 6.4 0.143 9,300 6,324 1264.8 13.5
2015 584,698 6.4 0.143 9,300 6,324 1264.8 13.8
Total 124.5
Note: Surcharge tax rate of 10% until 2008, after then increase to 25%.
* Vehicles can run 7km per litter according to the result of the interview to car owners.
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(5) Use of Bucharest Municipality’ Budget
The Bucharest Municipality now allocates about 13.3% of the total revenue to the
infrastructure improvement such as road, street, etc. The Municipality continues to allocate
this money for the same purpose hereafter, however, it requires much more contribution to
implement projects proposed in the Master Plan. Therefore, it is recommended that the
Municipality increases the contribution from the existing 13.3% to the level of 15% (actually
speaking, not so high) and allocates half of this contribution to the Master Plan projects. From
this source, it is expected to generate 233.8 million dollars up to 2015, as shown in Table
14.2.8.
Table 14.2.8 Assignment by the Bucharest Municipality
Budget Road Related Availability Availability
Year
(million lei) (million lei) (million lei) (million dollars)
2003 2,942,983 441,447 220,724 14.1
2004 3,001,842 450,276 225,138 14.3
2005 3,061,879 459,282 229,641 14.6
2006 3,123,117 468,467 234,234 14.9
2007 3,185,579 477,837 238,918 15.2
2008 3,249,291 487,394 243,697 15.5
2009 3,314,276 497,141 248,571 15.8
2010 3,380,562 507,084 253,542 16.2
2011 3,448,173 517,226 258,613 16.5
2012 3,517,137 527,570 263,785 16.8
2013 3,587,479 538,122 269,061 17.1
2014 3,659,229 548,884 274,442 17.5
2015 3,732,414 559,862 279,931 17.8
3,668,846 206.6
(6) Use of RATB Budget

RATB also allocates its own money for the renewal of cars and truck improvement. It is also
expected to increase this allocation hereafter and will allocate half of it to the Master Plan
projects. In addition, the introduction of the new ticketing system will decrease the number of
inspectors from the existing 500 persons to 100 persons, which comes from the assumption
that the existing fare evasion rate of 25% decreases to 5%. Therefore, 8.9 million dollars from
the former and 8.9 million dollars from the latter will be raised from this source. The total
amount is 17.8 million dollars as shown in Table 14.2.9.
Table 14.2.9 Fund Allocation from RATB

RATB Fund Allocation Saving of inspectors’ salary
Expenditure Investment Availability Decrease Saving of inspectors' Assignment to
Year
(million lei) (million lei) (million lei) inspectors salary million lei) project
(1/2) (persons) (million lei)
2003 1,263,118 19,010 9,505.0 100 3,766.8 13,271.8
2004 1,288,380 19,390 9,695.1 100 3,766.8 13,461.9
2005 1,314,148 19,778 9,889.0 200 7,533.6 17,422.6
2006 1,340,431 20,174 10,086.8 200 7,533.6 17,620.4
2007 1,367,240 20,577 10,288.6 200 7,533.6 17,822.2
2008 1,394,584 20,989 10,494.3 300 11,300.4 21,794.7
2009 1,422,476 21,408 10,704.2 300 11,300.4 22,004.6
2010 1,450,926 21,837 10,918.3 300 11,300.4 22,218.7
2011 1,479,944 22,273 11,136.7 400 15,067.2 26,203.9
2012 1,509,543 22,719 11,359.4 400 15,067.2 26,426.6
2013 1,539,734 23,173 11,586.6 400 15,067.2 26,653.8
2014 1,570,529 23,637 11,818.3 400 15,067.2 26,885.5
2015 1,601,939 24,109 12,054.7 400 15,067.2 27,121.9
Total 139,537 139,372 278,909
Mil. dollars 8.9 8.9 17.8
14-9
(7) Introduction of City Planning Tax
Through the implementation of the Master Plan projects, the urban transport environment will
be considerably improved in the Study area. Especially, in the central area, traffic congestion,
emission gas, noise, etc. will significantly decrease compared with the “Do Nothing” case.
Currently, 3 million lei is imposed on 65 m2 (average size) of property on average. Aiming at
improving the living conditions of citizens, it is recommended to introduce a city planning tax
of 0.5 million lei on the property owner. If this property tax is imposed on property within the
inner ring road (residents and owners within the inner ring road are expected to receive a
significantly large benefit from the Master Plan projects), 49.2 million dollars will be
obtained, which is indicated in Table 14.2.10.
Table 14.2.10 Revenue from City Planning Tax

No. of household Size of household Tax revenue
Year
(no. of household) (m2) (million lei)
2003 110,013 330,038 55,006
2004 110,080 330,241 55,040
2005 110,148 330,444 55,074
2006 110,216 330,647 55,108
2007 110,283 330,850 55,142
2008 110,351 331,054 55,176
2009 110,419 331,257 55,210
2010 110,487 331,461 55,243
2011 110,555 331,665 55,277
2012 110,623 331,868 55,311
2013 110,691 332,073 55,345
2014 110,759 332,277 55,379
2015 110,827 332,481 55,414
Total 772,698
Mil. dollars 49.2
(8) Summary and Conclusion of Fund Procurement

Table 14.2.11 summarizes the above-mentioned fund requirement. The total required project
fund reaches 2,174.5 million dollars, of which 1,030.1 million dollars is necessary for
borrowing foreign soft loans through the international lending agencies or bilateral assistance.
However, the borrowing of 1,030.1 million dollars is not small amount of money. In order to
repay this amount of money smoothly, Romania should overcome the present economic
difficulties as soon as possible. The necessary measures for Romania are to accelerate the
privatization program, to lift many of the old controls and regulations on foreign investment,
to sweep various subsidies to loss-making public enterprises, etc. from the macroeconomic
viewpoints.
Even including the above foreign soft loans, only 1,832.2 million dollars can be procured
from the above-mentioned various fund sources, that is, 342.3 million dollars becomes the
shortfall (15.7% of the necessary cost). It is recommended to make up for this shortfall by the
following measures;
1) The introduction of a capital gains tax should be examined in the CBD and the Metro
extension area,
2) Cheaper construction methods should be applied through reviewing the construction cost,
methods, design, etc.,
3) The introduction of a special tax like the public transport tax in France should be
examined,
14-10
4) The Municipality should request the contribution from the central government and the
Ministry of Transport,
5) RATB and METROREX should make efforts to raise their income by deducing the free-
riders, rationalizing operation and maintenance, etc.
Table 14.2.11 Fund Procurement by Sources

Source of fund Amount of procured fund
Borrowing foreign loan 1030.1
Fund from private sector 117.0
Revenue from passengers’ increment and decrease fare evasion 287.0
Revenue from fuel surcharge tax 124.5
Assignment by Bucharest Municipality 206.6
Allocation from RATB 17.8
City planning tax 49.2
Total fund procurement 1832.2
14.3 Environmental Evaluation

Environmental benefits taking into account estimation of emission amounts, which are
pollutants in the air, were examined in order to evaluate the environmental effectiveness of
the proposed Master Plan. In addition, Initial Environmental Examination (IEE) focusing on
identification of significant environmental impacts, which are negative and adverse
environmental impacts, when the proposed Master Plan implemented, was carried out for
avoiding significant impact at the preliminary stage of the projects.
14.3.1 Estimation of Environmental Beneffits

(1) Estimation of Pollutants
1) Polluting Substances
Air pollution and greenhouse effects are taken in to consideration in the estimation of
environmental benefits, which is the environmental external cost of the Master Plan.
Regarding air pollution, NOx, which is major source of pollutant, is examined, and CO2 is
also examined as major source of Green House Effects. Those estimates are taken in account
for automobile emissions from each mode utilizing speed related emission factors and
currency units examined by the European Union.
2) Estimation Formula
First of all, the total amount of emissions, in the Do Nothing case and Master Plan case, of
each substances are estimated by total vehicle kilometers, which is divided into three modes,
and speed related emission factors. Then, the balance is considered between the Do Nothing
case and the Master Plan case. If the balance is negative, it means that the Master Plan case
has a lesser amount of emissions than that Do Nothing case; hence, Master Plan has
improvement benefits. The estimation formula is shown as follows:
(Vdo x Efa) – (Emp x Efb) = Emb
Emb x Cu = Ev
Where,
Vkdo : Vehicle kilometers per day of Do Nothing case
VKmp : Vehicle kilometers per day of Master Plan case
Efa : Speed related emission factor of subject substance
Emb : Balance of total emission amount per day
Cu : Currency unit
Ev : Environmental external cost ( Benefit)
14-11

3) Speed Related Emission Factors for Different Type of Engines
Emission factors differ for different engine types and vehicle speeds as shown in Figure
14.3.1. EC carried out a study of the speed related emission factors, for a catalyst car, non-
catalyst car and deisel engine for three years from 1989-1992 in Germany , France and UK.
The detaild a reserch conditions such as engine type and engine capacity are shown in Table
14.3.1.
The nature of the emission factors is that vehicles produce higher amounts of substances at
lower speed-less than 20 km/h for both CO2 and NOx. In comparison between non-catalyst
and catalyst, non-catalyst produces higher amounts of emission particularly at less than 35
km/h.
Table 14.3.1 Composition of Speed Related Emission Factors

engine type
Engine Type/ Capacity less than 1.4 L more than 2 L
1.4 - 2.0 L
Non-catalyst (Petrol) 48%, 45%, 7%
Catalyst Car (Petrol) 48% 45% 7%
less than 2.0L more than 2.0L
Disel Car 16% 84%
Source: 1989-1992 (UK, Germany, France) by EC
Table 14.3.2 Emission Factors in Different Speed by Engine Type

NOx
CO2 g/km G/km
Non-cata Catalyst deisel nc/ct nc/ds non-cata catalyst deisel nc/ct nc/ds
15 km/h 224.29 305.43 192.19 -36% 17% 2.17 0.42 1.54 81% 29%
25 km/h 175.78 242.63 171.74 -38% 2% 2.28 0.37 1.04 84% 54%
35 km/h 147.53 193.46 161.79 -31% -9% 2.31 0.34 0.64 85% 72%
45 km/h 136.35 174.48 144.78 -28% -6% 2.11 0.3 0.3 86% 86%
Source: 1989-1992 (UK, Germany, France) by EC
However, CO2, catalyst car produces higher amont of emission, 31% higher at 35km/h, than
non-catalyst car, while catalyst car reduces 85% of NOx at 35km/h compared to no catalyst
car.
In addition diesel engine car emits similar amount of CO2 as non-catalyst car and higher
amount of NOx than non-catalyst car. (see table 17.3.2)
14-12
CO2 Emission by Speed (EC)
NOx Emission by Speed (EC)
700
7
600
6

Emission Amount (g/km) 500
5
400 CO2 non-catalyst 4 NOx non-catalyst

CO2 catalyst NOx catalyst
300 CO2 disel 3 NOx disel
200 2
100 1
0 0
5
15
25
35
45
55
65
75
85
95
105
115
125
15
25
35
45
55
65
75
85
95
5
105
115
125
T ravel Speed (km/h) Travel Speed (km/h)
Note: 1989-1992 (UK, Germany, France) by EC:

Figure 14.3.1 Speed Related Emission Factors for Different Engine Types (EU)
4) Estimation Results of Pollution Amount

The evaluation assumed two Master Plan options in accordance with the composition ratio of
engine technology, that is an introduction of catalyst engine due to applying EURO Standard
in Romania recently. Option 1 defines that the catalyst engine ratio of the total registered
vehicles in the study area is 25%, which is similar to the ratio in the current condition, while
Option 2 defines that 90% of the registered vehicles have catalyst engines.
M P.OP1-CO2
M P.OP1-NOx 3,500,000
41,994 Public
35,000
3,000,000 Private
166 Public
30,000 Freight
Private
2,500,000 20,096
122 Freight
25,000
CO2 (kg/day)
2,000,000
NOx (kg/day)
2,572,350
20,000
29,402 1,500,000 1,855,119
15,000
23,483
1,000,000
10,000
500,000
5,000
614,800 496,100
2,432 2,022
0 0
Do Nothing MP.OP.1 Do Nothing MP.OP.1
Figure 14.3.2 Emission Amount of Master Plan Option-1
14-13
MP OP-2 - CO2
MP.OP2 - NOx 3,500,000
35,000 41,994 Public
166.2 3,000,000 Private
30,000 Public
Freight
Private 2,500,000 20,096
25,000 Freight
CO2 g/km
2,000,000
NOx (g/day)
20,000 2,572,350
29,401.8 2,026,298
1,500,000
15,000
10,000 1,000,000
121.7
5,000 6,104.9 500,000
614,800 496,100
2,432.0 2,021.7
0 0
Do Nothing MP.OP.2 Do Nothing MP.OP.2

Figure 14.3.3 Emission Amount of Master Plan Option-2
As the results of estimation, the Master Plan Option 1 Case reduces 27% for CO2 and 20% for NOx,
and the Master Plan Option 2 Case reduces 21% for CO2 and 74% for NOx respectively. One of the
reasons is less total vehicle kilometers and increased travel speed. In addition, Option 2 reduces the
total NOx emission in private mode much more due to higher ratio of catalyst engine.
Table 14.3.3 Improvement Ratio

DN vs. MP.OP1 DN vs. MP.OP2
Improvement Ratio Improvement Ratio
w CO2 NOx CO2 NOx
Public 52% 27% 52% 27%
Private 28% 20% 21% 79%
Freight 19% 17% 19% 17%
Total 27% 20% 21% 74%
Consequently, the Master Plan, which is only a planning scenario, contributes to reducing the total
amount of environmentally concerned substances and the Master Plan is recommended from the
viewpoint of environmental sustainability in the city.
Table 14.3.4 Environmental Improvement Ratio

Do Nothing MP.OP.1 MP.OP.2
in kg CO2 NOx CO2 NOx CO2 NOx
Public transport 41,994.4 166.2 20,096.5 121.7 20,096.5 121.7
Share (%) 1.30% 0.52% 0.8% 0.5% 0.8% 1.5%
Improvement (%) -52.1% -26.8% -52.1% -26.8%
Private transport 2,572,350.3 29,401.8 1,855,118.5 23,483.0 2,026,297.5 6,104.9
Share (%) 79.7% 91.9% 78.2% 91.6% 79.7% 74.0%
Improvement (%) -27.9% -20.1% -21.2% -79.2%
Freight transport 614,800.5 2,432.0 496,100.5 2,021.7 496,100.5 2,021.7
Share (%) 19.0% 7.6% 20.9% 7.9% 19.5% 24.5%
Improvement (%) -19.3% -16.9% -19.3% -16.9%
Total 3,229,145.9 32,000.9 2,371,316.0 25,627.1 2,542,495.1 8,248.2
Share (%) 100% 100% 100% 100% 100% 100%
Improvement (%) -27% -20% -21% -74%
14-14
(2) Environmental Benefits Estimation
The environmental benefit in currency value is useful in order to evaluate the benefit in the
economic sense. This estimation intends to show how much the environmental benefit in
currency unit would be if the EU’s standards are applied. The benefit was estimated based on
the estimated amount of emission in each case and the currency units are applied to each
substance.
1) Currency Evaluation Units

There are several studies of the currency evaluation units for estimation of external cost
especially in EU countries. In this estimation, ECMT’s currency units were applied in
consideration of the Romanian’s EU associate membership shown in
Table 14.3.5.
Table 14.3.5 Currency Units of Environmental External Cost

Currency unit
Substances
(Euro/kg)
Air pollution NOx 4.7
Green house effects CO2 0.005
Source: ECMT-Efficient Transport for Europe, OECD
2) Estimation Results of Environmental Benefit

The environmental benefit is estimated by differences between the Do Nothing and Master
Plan cases including Option 1 and 2. As a result of the estimation, Master Plan-Option 1,
which is majority non-catalyst, is 4,396 EURO/day in CO2 and 29,797 EURO/day in NOx
benefits. In the case of Master Plan-Option 2, where there is a catalyst majority, the figures
are 3,519 EURO/day in CO2 and 111,039 EURO/day respectively.
Table 14.3.6 External Cost of CO2 and NOx

Do Nothing MP.OP.1 MP.OP.2
(CT:25%, NCT:75%) (CT:25%, NCT:75%) (CT:90%, NCT:10%)
In EURO/day CO2 NOx CO2 NOx CO2 NOx
Public 215 777 103 569 103 569
Private 13,183 137,453 9,507 109,783 10,385 28,540
Freight 3,151 11,370 2,543 9,451 2,543 9,451
Total 16,549 149,600 12,153 119,803 13,030 38,561
Benefit (EURO/day) 4,396 29,797 3,519 111,039
This figure shows that both Option 1 and 2 are positive external costs of environment, which
mean that both optional cases are beneficial especially being contributed by private transport
mode. In addition, in the case of Option 1, even for the same condition of catalyst share,
benefit is created, hence, public transport oriented planning scenario contributes to increasing
environmental benefits.
14.3.2 Initial Environmental Examination

(1) Objectives
To identify significant environmental impact based on data and information that are easy
to be obtained preliminary to each project phase
14-15
To evaluate the impacts that are necessary to examine in more detail whether or not.
Mitigation measures should be formulated
To examine detail survey items that is for further environmental surveys such as EIA
(2) Project Component

The Master plan comprises 66 proposed projects. The proposed plans are classified by four
project categories such as Urban Roads and Intersection Improvement (31), Public Transport
Improvement (24), Transport Facilities (7) and Transport System and Institutional
Development (4) shown in Table 14.3.7. IEE was carried out for these 66 projects by 4
categories.
Table 14.3.7 Project Categories by Feature

Public transport
Category Urban roads and Transport facility Transport system
(tram, trolley,
intersections (signal , terminal) and institutional
metro)
Proposed projects improvement improvement development
improvement
1. New roads 6
2. Widening of roads 12
3. Intersection improvement 8
4. Trolley bus 1
5. Tramway/LRT 17
6. Metro 6
7. Parking and terminals 5
8. Signal system 4
9. Ticketing and info system 3 4
Total 31 24 7 4
(3) Screening
The screening is a tool of rational impact prediction using existing data and information
in each environmental factor in consideration of project phases based on the impact
identification flow shown in
Figure 14.3.4. As a result, resettlement, cultural property, waste, landscape, air pollution and
noise and vibration are identified as environmental impacts. In addition, economic activity,
traffic and public facilities, water rights and rights of common, ground water and water
pollution were identified as unknown shown in Table 14.3.8. So that the EIA shall be carried
out when the Plan will be implemented.
14-16
Pre-construction Stage
Survey Land Procurement
Utilization of Local Site Exploratory

Survey Land & Building
Labor
Compensation Process
Public Perception
Land Speculation Increasing Land price
Public Restlessness
Construction
Stage
Mobilization Mobilization Operation of Transportation Construction Construction

of Heavy of Labors Base Camp of Materials Land Clearing of Facilities
Equipment
Traffic Traffic Air and Noise

Condition Facilities Quality Hydrology Biology
Economic
Activity
Socio-Cultural Public Restless

Livelihood Land Use Condition and Perception
Operation Stage
Operation of Maintenance of
Transport Transport
Smooth Traffic Traffic Flow Aesthetic of

Flow Change Air Quality Environment
Environmentally
Land use Change Comfortable
Economic Activity Public Perception
Figure 14.3.4 Impact Identification Flow by Phases
14-17
Table 14.3.8 Screening of Master Plan
No. Environmental items Description Evaluation Remarks (reason)
Social environment
1. Resettlement Resettlement by occupancy of proposed land Yes high-rise housing area in
proposed project sites
2. Economic activities Loss of productive opportunity such as land Unknown Various economic activities
exist
3. Traffic and public Influence of existing traffic such as Unknown Public facilities exist in the
facilities congestion project sites
4. Split of communities Split of communities by obstruction of Unknown Some access controlled roads
traffic may create split
5. Cultural property Loss of cultural property and falling of Yes Cultural heritage buildings exit
values in central part of the city
6. Water rights and rights Obstruction of fishing rights, water rights, Unknown land ownership exists and not
of common and common rights of forest yet clarified some ares
7. Public health condition Deterioration of a hygienic environment by No Large refuse amount will not be
production of refuse and noxiousness produced
8. Waste Occurrence of waste dumps and solid waste Yes Some construction waste of
dumps will be produced
9. Hazards (Risk) Increase of possibility of danger of landslide No Low possibility
and accident
Natural environment
10. Topography and geology Change of valuable topography and geology No No large scale structure or earth
by excavation or filling works work
11. Soil erosion Surface soil erosion by rainwater after land No Subject areas are urbanized
development (vegetation removal) already
12. Ground water Change of distribution of ground water by Unknown earth work might cause changes
large scale excavation of ground water level
13. Hydrological situation Change of river discharge and riverbed No No structure will be built on the
condition due to landfill and drainage rivers
14. Coastal zone Coastal erosion and sedimentation due to No Project area is on land
landfill or change in marine condition
15. Flora and fauna Obstruction of breeding and extinction of No Project sites are urbanized and
spices due to change of habitat condition developed area
16. Meteorology Change of temperature, precipitation, No no large scale development
wind ,etc., due to large-scale devmt. affecting meteorology
17. Landscape Change of topography and vegetation by Yes Existing urban landscape will
land development and harmonious be affected by projects
obstruction by structural objects
Pollution
18. Air pollution Pollution caused by exhaust gas or toxic gas Yes Impact by exhaust gas from
from vehicles and factories increasing traffic
19. Water pollution Pollution by inflow of silt, and effluent into Unknown Discharge residual water form
rivers and ground water transport facilities
20. Soil contamination Contamination of soil by dust and chemicals No No chemical activities for soil
and fuel will be unleaded
21. Noise and vibration Noise and vibration generated by vehicles Yes During construction and
operation
22. Land subsidence Deformation of land and land subsidence No Sensitive lands do not exist in
due to the lowering of ground water the subject area
23. Offensive odor Generation of exhaust gas and offensive No No factor
odor by facilities and operation
Overall evaluation Environmental impact assessment (EIA) is From the results of the evaluation, EIA is
required or not required.
14-18
(4) Scoping
Based on the result of screening examination, scoping was carried out in order to identify
items that should be examined in more detail in the coming stage of further environmental
impact analysis shown in Table 14.3.9. As a result, Resettlement, Cultural Property and
Landscape are the most important items to be examined. The other important items are
Economic Activities, Rights of Common, Waste, Air Pollution, and Noise and Vibration.
Table 14.3.9 Scoping of Master Plan

No. Environmental items Evaluation Remarks (reason)
Social environment
1. Resettlement A Resettlement will occur due to construction of new roads and
improvement of existing roads especially in the urbanized area
2. Economic activities B Large change of economic activities will not occur
3. Traffic and public facilities B It is necessary to consider impacts on existing traffic flow, schools,
hospitals and public facilities in the project areas
4. Split of communities D Non-access controlled roads will not create split
5. Cultural property A Various kind of cultural properties in the central exists
6. Water rights and rights of B No rivers and canals for agriculture exist. Land ownership exists.
common
7. Public health condition D Large amount of refuse will not be generated
8. Waste B A little amount of waste will be produced in construction stage
9. Hazards (Risk) D Low possibility for natural disasters to occur
Natural environment
10. Topography and geology D Large land development is not included
11. Soil erosion D Large scale of soil erosion has not been identified
12. Ground water C There is no large scale underground structure planned
13. Hydrological situation D No large scale excavation will be included
14. Coastal zone D Project area is on land
15. Flora and fauna D There is no valuable flora and fauna, but there is reserved land in the
project area. It is important for the ecosystem.
16. Meteorology D Large scale felling and construction of high building is not planned
17. Landscape A It is necessary to harmonize with the urban landscape. Protection of
urban value is proposed.
Pollution
18. Air pollution B There is impact on air quality by increasing traffic volume during
operation stage
19. Water pollution C There is less impact on water quality by road project, however road
facilities might have impacts.
20. Soil contamination D There is no action that would create soil contamination
21. Noise and vibration B There is impact on noise and vibration by increasing traffic volume
during operation stage
22. Land subsidence D No sensitive lands exist in the project area
23. Offensive odor D There is no concern regarding offensive odor
Note1: Evaluation categories:
A: Serious impact is predicted
B: Some impact is predicted
C: Extent of impact is unknown (Examination is needed. Impact may become clear as study progresses)
D: No impact is predicted. EIA is not necessary
Note 2: The evaluation should be made with reference to the Explanation of Item.
14-19
In detail, land procurement of new roads or widening of roads before the projects will cause
Resettlement. Cultural Property, in other words, cultural heritage, such as historical buildings
especially in the central part of the City will be affected by the project implementation, for
reclamation and spatial occupancy before the projects and operation stage. The other
significant impact predicted is Landscape especially urban landscape in relation to historical
buildings, which affects scenery in the center, and Bucharest’s spatial characteristics
especially green areas and residential zones shown in Table 14.3.10.
Moreover, minor items for further study were also proposed such as Economic Activities,
Traffic and Public Facilities, Waste, Ground Water, Air Pollution, Water Quality, and Noise
and Vibration. Among those items, air pollution is the key to mitigate pollution from road
transport.
Table 14.3.10 Matrix for Scoping Classified by Project

Major facilities, activities Facilities/ Construction
which may Before operation After operation
cause impacts Overall Reclamation Operation of Accumulation
Evaluation and spatial construction Occupancy Operation of people and
Environmental factors of land of roads
occupancy equipment goods
1. Resettlement XX XX
2. Economic activities X X
Social Environment
3. Traffic and public facilities X X

4. Split of communities
5. Cultural property XX XX X
Water rights and rights of
6.
common
7. Public health condition
8. Waste X X
9. Hazards (Risk)
10. Topography and geology
Natural Environment
11. Soil erosion

12. Ground water X X
13. Hydrological situation
14. Coastal zzone
15. Flora and fauna
16. Meteorology
17. Landscape XX XX
18. Air pollution X X X
19. Water pollution X X
Pollution
20. Soil contamination

21. Noise and vibration X X X
22. Land subsidence
23. Offensive odor
Note:
XX: The environmental items to which special attention has to be paid. There might be serious impacts that may
affect the project formulation depending on the magnitude of the impacts and the possibility of the measures.
X: The environmental items that may have a significant impact depending on the scale of the project and site
condition
No mark: The environmental items requiring no impact assessment since the anticipated impacts are, in general, not
significant.
14-20
Table 14.3.11 Summary of Scoping for Proposed Projects
Urban roads and Public transport Transport facility Transport system and
No. Environmental items intersections (tram, trolley, metro) (signal , terminal) institutional
improvement improvement improvement development
Social environment
1. Resettlement A A C D
2. Economic activities B B C D
3. Traffic and public facilities B B C D
4. Split of communities D D D D
5. Cultural property A A C D
6. Water rights and rights of B C C D
common
7. Public health condition D D D D
8. Wastes B B B D
9. Hazards (Risk) D D D D
Natural environment
10. Topography and geology D D D D
11. Soil erosion D D D D
12. Ground water D D D D
13. Hydrological situation D D D D
14. Coastal zone D D D D
15. Flora and fauna D D D D
16. Meteorology D D D D
17. Landscape A A A D
Pollution
18. Air pollution B C D D
19. Water pollution C C D D
20. Soil contamination D D D D
21. Noise and vibration B B D D
22. Land subsidence D D D D
23. Offensiveodor D D D D
Note 1: Evaluation categories
A: Serious impact is predicted
B: Some Impact is predicted
C: Extent of impact is unknown (Examination is needed. Impact may become clear as study progresses)
D: No impact is predicted. EIA is not necessary
Note 2: The evaluation should be made with reference to the Explanation of Item.
14.3.3 Overall Environmental Evaluation

(1) Environmental Benefits
It is at an early stage that environmental external cost is taken into account for project
evaluation. Indeed, the planning scenario is able to increase environmental benefits viewpoint
from equal opportunity idea considering environmental aspect in transportation planning.
As a result, Master Plan, which is public transport oriented scenario, brought 4,396 Euro/day
in CO2 and 29,797 Euro/day in CO2 in the Option 1 case and 3,519 Euro/day in CO2 and
111,039 Euro/day in NOx in the Option 2 case respectively. Followings are remarkable
matters on this estimation.
1) Speed Related Emission Factors

The factor established by EC was applied for this study due to lack of information and
14-21
research works in Romania. The majority of passenger cars in Romania, Dachia were not
considered in the emission factor. It is recommended that Romanian emission factors
including Romanian made vehicles be established for more accurate analysis. Indeed, fuel
consumption will be appropriate level if the speed rises more compared to current level.
2) Currency Conversion Value

The currency conversion value is a research level in European countries and European Union.
The value varies based on different ideas in each country and organization. It was quite
difficult to apply the currency conversion value to this study due to different economic
conditions. In order to support Romania to be integrated in the European Union, trial
evaluation was carried out taken into account the ECMT’s standard.
(2) Environmental Impacts

1) Resettlement
This is a key issue for smooth implementation of the projects. Proposed new roads align on
existing residential areas, which are multistoried apartments, so that relocation will be caused
by the projects. In order to get consensus for project implementation, sufficient compensation
has to be made such as alternative residences or equivalent amount of money and this budget
will increase the project cost. In addition, it takes a long time to get consensus from all of the
related residents. It is therefore important that the new road alignment should minimize
resettlement.
2) Urban Landscape
There exist place of historical value in the central part of the City and green areas scattered
throughout the City. These factors of urban landscape should be conserved in order to avoid
degradation of the urban value of Bucharest that affects economic activities indirectly such as
tourism. In this regard, the projects shall be harmonized improve existing urban value.
3) Air Pollution
Currently, air pollution is the most important aspect in urban environmental improvement due
to the majority of non-catalyst vehicles, which consume leaded fuels. Introducing catalyst
vehicles and applying EURO2 standard will improve air pollution in Bucharest gradually, so
that concentration of harmful substances from motor vehicles will be reduced.
(3) Integration of Environmental Efficiency

1) Sustainable Transport Scenario
This public transport oriented planning scenario is second to none in importance in the road
oriented planning scenario because of less emission, effective use of energy. The municipality
shall take positive measures to deal with public transport development according to
comprehensive environmental friendly planning scenario.
2) Improvement of Urban Environmental Value

The pedestrian environment should be improved in accordance with roads, parking and transit
facilities especially in the central part of the City and the center of neighborhood where
commercial facilities are located in order to maintain urban objectives such as Health, Safety,
Convenience and Amenity as a short term target. In addition pedestrian improvement in the
14-22
city center in accordance with historical heritage will be likely to increase urban value and
attract citizens and visitors.
14-23
15. Action Plan
15. Action Plan

Investment schedule of the Master Plan projects is examined and five priority projects are
selected in this Chapter. Then, in order to realize the Master Plan, financial resource plan,
operation and management plan and institutional reform plan are established.

15.1 Investment Schedule
Investment schedule of the master plan was established based on the general flow shown in
Figure 15.1.1.
Long list of projects in

M/P
E valuation
Criteria
(T able 15.1.1)
Investment Scheduleof
M/P Projects
Neccessity for
Further Study
(Table 15.2.1)
Selection of Further Study
Projects
Figure 15.1.1 General Flow for the Determination of Implementation Schedule
In order to formulate the investment schedule of the projects proposed by the transport master
plan, the following items were considered.
- Projects which solve present problems efficiently without requiring large amount of
investments should have priority.
- Projects which do not have constraints such as land acquisition problems should have
priority.
- Economic and financial return should be considered.
- Projects which have a close relationship to each other should have related
construction timing.
- Financial resources capability should be considered.
- Investment amount in each year should be equalized if possible.
Based on the above items and their qualitative evaluation listed in Table 15.1.1, the
implementation schedule was determined as shown in Figure 15.1.2. As a result, the 673.7
million dollars was allocated in the short term, 608.8 million dollars in the medium term and
892.0 million dollars in the long term. Since the necessity for the improvement of the public
transport system is desired in an early stage, the allocation of the investment amount becomes
a little higher in the short term period than in the medium term period.
15-1
Table 15.1.1 Evaluation for Priority Project
Criteria (*=middle, **=large)
Cost Strategic
No. Project Feasibility Possibility
effectiveness importance
Roads 1. Inner Ring Road (Basarab West section) ** ** ** **
2. Inner Ring Road (South Section) * ** * *
3. Central Circulation Roads ** ** ** *
4. Connection Roads bw. IRR & Circulation Rds. * ** ** *
5. Middle Ring Road ** ** ** *
6. Outer Ring Road * ** * **
7. Other Roads - - - -
Intersections Improvement of intersections * ** ** **
Traffic 1. Development of Parking Facilities ** ** ** *
Management 2. Development of Signals & Traffic Management ** ** ** **
3. Street Environment Improvement * * * **
Metro 1. Construction of M4 line (1 May - Laromet) * * ** **
2. Construction of M5 line (Drumul Taberei - str. Traian) ** ** * *
3. Construction of MR4 line (N. Grigorescu - L.de Centura) * * ** **
4. Modernization of rolling stocks * * * **
5. Purchasing of new rolling stocks (1) for M2 * * - **
6. Purchasing of new rolling stocks (2) * * - *
Tram 1. Construction of Cross-center Linkages ** ** ** **
2. Construction of Tram Route along Middle Ring Road * * * *
3. Construction of Tram Route along Inner Ring Road * ** * **
4. Construction of North-South Tram Route * ** * *
5. Introduction of New Tram system ** ** * *
6. Rehabilitation of Tram Infrastructure in southwest * * * **
7. Rehabilitation of Tram Infrastructure in other area * * * *
8. Purchasing of Rolling Stocks - - - **
Trolley Trolley route construction * - * *
Piata 1. Improvement of Gara de Nord ** ** ** *
2. Improvement of Pta. Obor ** ** ** *
3. Improvement of Pta. Sudului * ** ** *
4. Improvement of Pta. Unirii * * ** *
5. Improvement of Pta. Universitatii * * * *
6. Improvement of Passenger Facilities ** - - **
Renovation of 1. New Ticketing Device system * ** ** **
O/M system 2. Other Renovations for Operation/Management ** ** - *
Others 1. Construction of Freight Terminals - * - *
2. Environmental Protection ** ** ** *
15-2

No. Project Short Medium Long Cos t(Mil.us $)
Roads 1. Inner Ring Road (Basarab & West section) 63.1
2. Inner Ring Road (South Section) 16
3. Central Circulation Roads 49.6
4. Connection Roads bw. IRR & Circulation Rds. 143.6
5. Middle Ring Road 104.3
6. Outer Ring Road 16.5
7. Street Improvement 54.8
Intersections Improvement of intersections 89.8
Traffic 1. Development of Parking Facilities 76.9
Management 2. Development of Signals & Traffic Management 31.5
Metro 1. Construction of M4 line (1 May - Laromet) 77
2. Construction of M5 line (Drumul Taberei - Universitate) 257.5
3. Construction of MR4 line (N. Grigorescu – L. de Centura) 88
4. Modernization of rolling stocks 19.8
5. Purchasing of new rolling stocks (1) for M2 127.6
6. Purchasing of new rolling stocks (2) 48.4
Tram 1. Construction of Cross-center Linkages 28.6
2. Construction of Tram Route along Middle Ring Road 47.3
3. Construction of Tram Route along Inner Ring Road 15.4
4. Construction of North-South Tram Route 31.9
5. Introduction of New Tram system 319
6. Rehabilitation of Tram Infrastructure in southwest 121
7. Rehabilitation of Tram Infrastructure in other area 132
8. Purchasing of Rolling Stocks 88
Trolley Trolley route construction 0.8
Piata 1. Improvement of Gara de Nord 24.2
2. Improvement of Pta. Obor 28.5
3. Improvement of Pta. Sudului 3.1
4. Improvement of Pta. Unirii 13.2
5. Improvement of Pta. Universitatii 5.5
6. Improvement of Passenger Facilities 1.1
Renovation of 1. New Ticketing Device system 19.6
O/M system 2. Other Renovations for Operation/Management 0
Others 1. Construction of Freight Terminals 8.5
2. Street Environment 22.4
Total 673.7 608.8 892 2,174.5
Figure 15.1.2 Implementation Schedule
15.2 Priority Project Selection

Priority projects to be studied were selected among the projects which have possibilities
to be implemented within 2 or 3 years after the completion of the Study, using following
criteria.
- Does the project match the city structure in the intensive multi-center development
pattern from the perspective of strategy?
- Does the project concern the completion of a ring road?
- Does the project match the public transport improvement in the multi-modal
transport axis pattern?
15-3
- Does the project contribute to the improvement of the central area?
- Can the project use the existing facilities?
- Does the project have a high efficiency?
- Do the fund procurement, land acquisition, and environmental effects have any
problems?
- Is a new Study necessary?
Based on the evaluation listed in Table 15.2.1, eight projects were selected (marked “***” in
the third column from the last column of this Table), however, excluding projects already
finished the Study, the following five projects were determined to be the priority projects
necessary for the further study.
a. Inner Ring road linkage by Basarab overpass

b. Bottleneck Piatas improvement
c. Parking system development in central area
d. New type tram introduction
e. Fare system improvement
The relationship between basic strategies and projects to be further studied is shown in Figure
15.2.1. Other criteria such as efficiency, implementation possibility and environmental effect
are strongly satisfied for five selected projects.
Basic strategies Projects to be further studied
1. Intensive Multi-Center 1. Inner Ring Completion with

Development Plan Basarab Overpass
2. Ring roads development 2. Bottle Neck Piata Improvement
3. Multi-modal axis 3. Parking System Development

in Central Area
4. Central Area Improvement 4. New Public Transit Corridor

Development
5. Optimal utilization 5. Fare System Improvement

of existing infrastructure
Figure 15.2.1 Relation between Basic Strategies and Selected Projects to be Further
Studied.
15-4
Table 15.2.1 Evaluation of the Projects for the Further Study
Strategy Efficiency Implementation Environ- Overall Necessity Candidates for

Possibility
Intensive- Ring road Multi-moda Central area Maximum Economic Fund Land mental Evaluation(i) of the Study further study
l
multi formation Axis Improvement use of Efficiency availability availability effect Projects (ii)
Name of Short Term Project center existing
development stocks
pattern
9.1 Ring Road Development Inner Ring ** ** ** ** ** ** ** ** *** Yes (1)
Middle Ring ** * * - * Yes
Outer Ring ** ** * ** * - ** Yes
9.2 Piata Improvement ** ** ** * ** ** ** *** Yes (2)
9.3 Metro Route Extension ** ** ** ** * ** - *** No
9.4 Study on the Construction of New ** ** ** ** ** - *** No
Metro Line
9.5 Introduction of New Rolling Stock - * ** - * -
9.6 Passenger Facilities ** - * ** - * -
9.7 New Category Tram Introduction ** ** ** ** * - *** Yes (4)
9.8 Rehabilitation of Tram ** ** * ** * ** Yes
Infrastructure
9.9 Construction of Cross-center ** ** ** * * - ** -
Linkage
9.10 Fare System Improvement ** ** ** ** - *** - (5)
9.11 Parking Facility Development ** ** * * ** *** Yes (3)
9.12 Traffic Management ** ** ** ** ** *** Yes (3)
9.13 Street Environment Improvement ** ** - ** ** ** ** -
Note: (i) Overall evaluation ***= very good, **= good, *= fair
(ii) (1) Inner Ring Completion with Basarab Overpass
(2) Bottle Neck Piata Improvement
(3) Parking System Development in Central Area
(4) New Public Transit Corridor Development
(5) Fare System Improvement
15-5
15.3 Financial Resource Plan
15.3.1 Background of Fund Procurement
In Romania, the financial position in the public sector has been deteriorated, mainly due to the
absence of significant progress in implementing structural reforms and pressures to support
ailing sectors and enterprises. In order to overcome such financial hardships, the government
continues to make efforts for proceeding a privatization program, attracting foreign
investment, accelerating structural reforms, and making a priority and efficient use of
revenues.
As for public investment in the Study Area, the infrastructures continue to suffer from a
chronic lack of investment and maintenance, which hampers the citizens’ smooth traffic
movement. The authorities are expected to modernize them by reviewing present public
expenditure, raising new fund resources, and introducing foreign investment.
15.3.2 Financial Resources for Capital Investments

Financial resources for capital investments in urban public transport are usually raised
through combinations of the various financial sources. For reference, the cases in other
European countries and the U.S. are shown in Table 15.3.2. The general fund sources are
summarized as follows;
(1) Capital Contributions

The capital investment by project implementing entities, whose shares are usually owned by
the central and/or local governments, is an important source of direct investment. However,
the amount of investment from this capital alone is often not enough to meet the entire initial
investment requirement.
(2) Bonds
The project implementing entities and/or related public authorities are possible to issue bonds
to finance their investment fund. However, bonds issue is effective for cases which can obtain
the operating income or increment of property value, including air rights over surface land.
Generally the bond issue for improving the infrastructure is not easy in developing countries
because of fund shortage.
(3) Loans
Loans from private banks, domestic government, and international funding organizations or
foreign governments are available. However, in Romania, borrowing loans from private banks
is very difficult for the improvement of infrastructure since inflation rate and interest rate are
very high. Both private banks and the government can not foresee for long-term projects. If
there is no special long-term / low-rate loans offered from the government and private banks,
loans from foreign governments and international lending agencies are useful sources for
initial investment.
(4) Subsidies
The central and local government subsidies are often an important financial resource for
capital investment. As shown in the Table 15.3.2, subsidies cover the major portion of cost to
construct transport infrastructures. In the case of England, approximately 80% of subway
construction costs in 1995/96 were financed by central government’s subsidy. The ratio was
almost same in the case of metro construction in Ile de France region. In Germany, 40% of
15-6
urban railway construction costs have been financed by central government’s subsidy.
However, considering the gloomy Romanian economy, the government or Municipality would
be difficult to give relatively large amount of subsidy to the public transport operating entities.
(5) Earmarked Tax

Earmarked taxes, such as fuel taxes, are generally used for road construction and maintenance.
However, in Germany and the U.S., some of those revenues are legally admitted to be used in
urban railway construction. Other types of earmarked revenues, such as road traffic and
parking fines, are used to improve the pedestrian facilities to connect different transport
modes in Ile de France region. Hereafter, the introduction of these taxation will become
important.
(6) Value Capture

As other ways to raise funds for capital investment, value capture methods, such as property
tax, development tax, etc. can be carried out. In the case of the U.S., the method called Tax
Incremental Financing (TIF) is adopted in the West Coast. This method involves issuance of
bonds to cover construction costs based on an increase in property tax revenues in the station
area. Japanese private urban railway companies have engaged in diversified business
operations including real estate development. However, the prudent examination is necessary
before introducing this method, since it is not so easy to determine the size of benefit.
15.3.3 Financial Resource for Operation

The amount of the fare revenue is desired to cover the operating cost. If the fare revenue
cannot meet the operating cost, central and/or local governments are required to give subsidy
to service providers to sustain the public transport service. By doing this, public transport has
been capable of competing with car usage. In order to promote public transport use in
European countries and the U.S., central and/or local governments have been generally
providing transport service providers with subsidies to cover 30-35% of the operating cost as
a compensation to passengers who are giving up the private car usage especially in the peak
hours. This is justified from the viewpoints that no one would like to give up the car usage
because it is much more comfortable and convenient to move everywhere by car. In the Study
Area this concept should be introduced as much as possible.
15.3.4 Application in the Case of Bucharest

(1) Foreign Loan
At present, no earmarked tax account system exists in Romania as financial resource for
urban public transport development. The budgets for the transport projects are drawn from
general accounts of the central government and the Municipality; they are approved each
fiscal year after deliberation of the congress and the city council, which is quite uncertain to
secure the financial resources. Therefore, the utilization of loans from international funding
organizations is recommended to implement the Master Plan projects.
(2) Subsidy
Romanian Law No.189/1998 named ‘Law of local public finances’ became effective from
January 1999. It has established the rules of own financial base of local authorities, including
the Municipality of Bucharest. As for the implementation of the projects in the Master Plan,
however, the financial support of the central government is also important because the
financial base of the Municipality is not sufficient, considering the scale of those projects.
15-7
(3) Earmarked Tax
In the development of urban public transport projects, the beneficiaries should bear the project
costs according to the amount of direct / indirect benefits generated from the construction of
facilities, based on the principle that beneficiaries should pay for their benefits
(beneficiary-pay principle). This contributes to the realization of sustainable project
implementation. Though it is disputable to establish earmarked tax system related to vehicle
and real estate in order to capture the direct and indirect benefits generated from urban public
transport development (for instance, financial rigidity should be avoided), it is considered to
be necessary for project implementation as far as the rate is not so high. At present it is very
difficult to establish new taxation in Romania. Consequently a little surcharge on the existing
fuel tax rate and property tax rate is recommended for the time being as an earmarked tax.
(4) Fare Revenue Increase

Regarding the operating revenue of RATB and METROREX, the present fare system has
several shortcomings to facilitate revenue increase. First, integrated public transport service
among modes is not available. Second, high rate of fare evasion in surface transport modes is
not controlled. In order to meet the integration objective, therefore, introduction of common
ticketing system is recommended.
(5) Use of Private Fund

In addition to the efforts of securing financial resources from public side, it would be
preferable to accept private investment toward parking construction and operation. To
promote the scheme of private participation, however, the careful consideration should be
given about risk sharing among participants.
15.3.5 Implementation Schedule for Fund Raising

The financial resource plan should be accompanied with the reforms of both management and
institution because, as explained in Section 15.4 and 15.5, they are closely connected each
other.
Table 15.3.1 Financial Implementation Plan

Stage
Purpose Implementation item Organization in charge
2000-2005 2006-2010 2011-2015
Utilization of Utilization of loans from Central government /
existing fund international funding Municipality
resources organizations
Introduction of beneficiary-pay Central government /
principle Municipality
Reform of Adoption of common fare system RATB / METROREX

existing among public transport services
framework for
fund resources Revision of subsidy utilization Central government /
Municipality / RATB /
METROREX
Note: The solid arrow sign shows the period when loans of international funding organizations are
appropriated for project implementation.
15-8
Table 15.3.2 Financial Resources for Urban Mass Transit Railway
Measures to Secure Financial Resources England France Germany U.S.A.
Fare Revenue (accumulated funds, Covers only part of operation cost, not for Covers only part of operation cost, not for Covers only part of operation cost, not for Covers only part of operation cost, not for
internal reserves) repayment of initial construction cost repayment of initial construction cost repayment of initial construction cost repayment of initial construction cost
Subsidy from Governmental General London Regional Transport receives Subsidies from general account of central, A part of construction cost is covered by Both construction and operation are
Account (general tax revenue) subsidy from national general fund.. regional, and local government for both general accounts of central and local covered by general accounts of federal,
Subsidy from national government covers construction and operation. governments. state, and local governments.
majority of capital investment.
Subsidy from Governmental Special No earmarking revenue exists. Fare discounts are compensated by Oil tax (national tax) is earmarked by Rule of diversion of gas tax (road
Account (earmarked tax revenue, i.e. oil A residential tax increase was proposed to payroll charges from private companies in Local Transport Subsidy Act. construction fund) to railway based on
tax, car registration tax, consumption tax, reduce public transport fares in London Paris and local cities. Oil tax is appropriated as subsidy for ISTEA, 1991.
property tax, area licensing tax, other (1981), but rejected as illegal. Local additional taxes are temporarily operation costs by Local Decentralization Los Angels City raised fund from special
various surcharges) collected for improvement and Act. benefit tax with SAD.
construction of station in Paris and local Increased revenue of oil tax has been Los Angels County raised fund from
cities. allocated to repayment of railway debt increased revenue of sales tax by local
since 1994. referendum.
Collection of Indirect Development None None None Los Angels City collected tax from
Benefit business alongside railway as a special
(i.e. development charge, connecting benefit tax (tax from special assessment
passage construction charge, special district, SAD).
assessment district (SAD), tax increment
financing (TIF), internalization of
development profit by real estate
development, etc.)
Fund Raising (governmental soft loan, None Regional government supplies None Various kinds of bonds were issued in
bond issue, overseas aid organization loan, low-interest loan to operators. New York (revenue bind, collateral bond
special business revenues) for railway facilities).
State railway bonds were issued in Los
Angels by local referendum.
Introduction of Private Funds (private Private finance is promoted by Private None None Federal Transit Administration promotes
railway project, turnkey (design & build), Finance Initiative (PFI) in forms of BOT, turnkey style (design & build) projects
full-turnkey (BOT, BOO, etc.)) BOO. financed by private companies.
Source: Research Institute of Development Assistance, the Overseas Economic Cooperation Fund, “Urban Railway Projects in Bangkok: Measures for Securing Financial Resources” August 1998
Note: Special Assessment District (SAD) in the U.S. is the district approved by the state law, where indirect development benefits are levied based on the assessment of the local public transport development
15-9
15.3.6 Empirical Examination of Financial Revenue
In the above, several financial resources are examined, together with the examples in western
European countries and U.S.A. However, considering the present economic and political
situation in Romania, most of the investment fund would be obliged to depend on the foreign
loans from the bi-lateral countries and/or international lending agencies. As for the own
sources, it looks like very difficult to levy the new tax to the citizens from both economic and
legal aspects and to increase the public transport fare level. Therefore, by adding a small tax
surcharge both on the fuel and the property, the earmarked taxes that consist of fuel tax
(applied mainly for road improvement) and property tax (redefined as city planning tax
applied mainly for urban living environment) are defined in Chapter 14.
In this Section, factors to raise income in public transport modes, as well as impact on income
increment by decreasing the fare evasion, and the effect of introduction of the private fund to
parking construction and operation are examined empirically.
(1) Revenue Incremental Factor Analysis for Public Transport Mode

There is an indicator of the Cost Recovery Ratio (defined as Revenue / Cost) to appraise the
profitability of the business enterprises. This indicator means how much the revenue can be
raised against the expenditure of 10,000 lei. As shown in Table 17.2.10, for the 10,000 lei
expenditure, 3,816.3 lei can be raised from “Metro”, 3,152.5 lei from “Tram”, 2,430.8 lei
from “Trolley”, 2,635.5 lei from “Bus”. Therefore, the huge amount of subsidy is
indispensable to operate each public transport mode (60% -75% of the revenue of each public
transport mode). For the reasons why this ratio is low, some problems have been pointed out:
(a) Management problem,

(b) High fare evasion rate,
(c) Inconvenient changing facility,
(d) High fare level,
(e) Unpunctuality,
(f) Old and dirty cars and facilities.
In this Master Plan, some recommendation are given for the above problems, for example,
introduction of new cars for problem (f), introduction of traffic control system for problem (e),
introduction of new ticketing system for problem (a), improvement of changing facility for
problem (c). As for problem (d), it looks like very difficult to increase the existing fare level,
judging from the questionnaire survey for users of public transport modes. Answers from
these users are summarized:
(a) the existing fare level is awfully high,

(b) the reasonable fare level (2,500 lei as of November, 1999) is 1,500 lei for one ride for the
existing old and dirty cars,
(c) Even if the unfavorable aspect will have been improved, their willingness-to-pay becomes
2,600 lei for one ride at length.
On the other hand, problem (a) is also difficult to be solved, For example, picking up the
maintenance problem. At present the only one factory provides parts to RATB, however, the
quality is said to be low, therefore, RATB has a lot of inactive fleet of vehicles (about 23.2%
of the total number of fleet), irrespective of hardship maintenance work, of which solution is
given in Section 15.4.
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In order to examine to improve the profitability of the public transport operation entities, the
above revenue-cost indicator was dissolved into the following five factors;
Revenue-Cost = (Revenue/Passenger km) n (Passenger km/Potential Passenger Demand) n

(Potential Passenger Demand/Running km) n (Running km/Drivers’
Working Hours) n (Drivers’ Working Hours/Cost)
Where,
Revenue / Cost : Cost Recovery Ratio
Revenue / Passenger km : Revenue level
Passenger km / Potential Passenger Demand : Passenger collection performance
Potential Passenger Demand / Running km : potential passenger collection
Running km / Drivers’ Working Hours : Operational productivity
Drivers’ Working Hours / Cost : Driver’s productivity
The value of each factor is shown in Table 15.3.3. From this Table, the following points are
considered:
a) Revenue against cost is very low for every public transport mode.
b) Revenue per passenger-km of Metro is almost double as that of RATB, which seems to
come from the difference from the fare evasion rate (Metro is 6% and RATB is 25%).
c) From the passenger collection performance, Bus and Trolley collect short trip passengers,
Metro collects long trip passengers and Tram is in the middle point.
d) Tram shows high potential passengers collection, which comes from the service provision
mainly within the high population density area, compared with other public transport
modes. However, this indicator suggests the importance of excavation of the potential
demand.
e) Operating productivity and labor productivity depend on the average operating speeds. The
improvement of operating speed leads to the profitability.
15-11
Table 15.3.3 Factor Value by Public Transport Mode
Item Metro Tram Trolley Bus
Revenue (Mil. lei per day) 295 244 79 248
Passenger km (Mil. Person-km per day) 1.7 2.6 0.8 2.6
Potential Demand (Mil. Persons) 0.128 0.372 0.307 0.892
Vehicle km (Mil. Vehicle-km per day) 0.035 0.089 0.035 0.187
Operating Hours of Drivers (Mil. Drivers-Hours) 0.001 0.006 0.003 0.011
Cost (Mil lei-per day) 773 774 325 941
Indicator
Revenue/Passenger km 177.7 93.8 93.4 95.3
Passenger km/Potential Demand 13.0 7.0 2.8 2.9
Potential Demand/Vehicle km 3.7 4.2 8.8 4.8
Vehicle km/Operating Hours of Drivers 42.1 14.3 13.0 16.7
Operating Hours of Drivers/(Cost per 10,000) 0.011 0.080 0.083 0.119
Revenue/(Cost per 10,000) 3816.3 3152.5 2430.8 2635.5
Revenue/Passenger-km 177.7 93.8 93.4 95.3
Cost/Passenger-km 465.7 297.6 384.2 361.8

For improving the financial position, the following case study was tried:
Case 1 : Elimination of fare evasion

Assumption: Fare evasion is eliminated completely.
Case 2 : Increase of potential demand
Assumption: Future population and working population in work place along the
routes of public transport modes increase, according to the forecast in this
Study.
Case 3 : Improvement of operating speed
Assumption: Operating speed is speeded up by 10% of the existing revel.
The results of these three cases are shown in Table 15.3.4 Among three cases the potential
demand increase case (Case 2) give the most largest improvement effect for the cost coverage
to “Metro”, however, for the other three modes both case 1 and Case 2 are important to the
increment of the cost recover. In addition, the increase of the labor productivity through the
operating speed also contributes to the improvement of the cost recover for “Tram” (through
the improvement of the tram truck and introduce of the new type tram), however, for “Trolley
bus” and “Bus”, the external factors such as the alleviating the traffic congestion becomes a
key factor.
Table 15.3.4 Analysis of Financial Position

Case Metro Tram Trolley Bus
Elimination of fare evasion
Elimination of fare evasion (%) From 6.0 to 5.0 From 25.0 to 5 From 25.0 to 5 25.0
Future Revenue/(Cost per 10,000) 4059.9 4203.3 3241.0 3514.0
Improvement Rate 1.064 1.333 1.333 1.333
Increase potential demand
Future Potential Demand (Mil. Persons) 0.190 0.490 0.475 1.210
Speed up of operation
Labor productivity through speed-up (Hour/lei) 5.0 15.0 12.5 10.0
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(2) Decrease of Fare Evasion
In the Master Plan about 1,497.6 million dollars are to be invested for the public transport
projects, especially, metro and tram improvement projects. Owing to this huge amount of
investment, the number of paid passengers using public transport modes will increase 2,214
thousand persons in 1998 (Annual Report from METROREX and RATB) to 3,182 thousand
persons in 2015 (Study Team forecast). In 1998 the revenue from tickets reaches 146,225
million lei for METROREX and 1,144,045 million lei for RATB by assuming the average
ticket price is 1,222 lei (in 1998 the ticket price was changed six times, therefore, this ticket
price was estimated by the weighted average). If this ticket price is fixed until 2015, the
revenue in 2015 increases to 230,608 million lei for METROREX and 421,112 million lei for
RATB under the current fare evasion rate). In this case METROREX can improve its financial
position, however, the financial position of RATB remains almost same level (See Working
Ratio in Table 15.3.5). If the fare evasion rate can be decreased to the reasonable rate of 5%,
RATB’ financial position can drastically be improved. To be concluded, RATB should make
every effort hereafter.
Table 15.3.5 Financial Position of RATB and METROREX

Metro Tram Trolley Bus Bus RATB Total
1998
No. of passengers in 1998 415 781 282 953 2016 2431
Revenue 145,699 138,947 50,186 169,646 358,779 504,478
Cost 403,243 445,191 186,229 512,625 1,144,045 1,547,288
Working ratio 0.361 0.312 0.269 0.331 0.314 0.326
2015 (Existing fare evasion rate)
No. of passengers in 2015 656 961 371 1,034 2,366 3,022
Revenue 230,608 170,981 66,070 184,061 421,112 651,720
Working ratio 0.572 0.384 0.355 0.359 0.368 0.421
2015 (5% of fare evasion rate)
No. of passengers in 2015 663 1,217 470 1,310 2,997 3,660
Revenue 233,061 216,576 165,280 460,445 842,301 1,075,361
Working ratio 0.578 0.486 0.888 0.898 0.736 0.695
Unit : Passenger thousand persons
Revenue Million lei
Cost Million lei
(3) Financial Analysis of Parking Facilities

Fourteen parking facilities were planed to be constructed in the central area of the Bucharest
city as shown in Figure 20.4.1. Among these parking facilities, half of them are underground
parking facilities, on the other hand, the surface parking facilities are counted for only four,
reflecting the scare space for parking facilities in the above area. The capacity and the
construction cost of these parking facilities are shown in Table 15.3.6.
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Table 15.3.6 Capacity and Construction Cost of Parking Facilities
Capacity Construction cost
Location Parking type
(Vehicles) (1,000 US$)
1) Academiei/Doamnei 220 4,697 Building
2) Nicolae Balcescu 265 4,820 Underground
3) Pta. Decebal 510 10,510 Building/Surface
4) Pta. Salii Palatului 600 10,710 Underground
5) Pta. Revolutiei 780 13,923 Underground
6) Pta. Galati (Bdul Dacia) 502 1,068 Building
7) Armand Calinescu 302 536 Underground
8) Regina Elisabeta 1,000 17,850 Underground
9) Bdul Unirii/Libertatii 600 10,710 Underground
10) Natiunilor Unite 200 490 Surface
11) Bdul Libertatii 340 833 Surface
12) Pta. Concordiei 40 98 Surface
13) Panait Cerna 30 588 Underground
14) Str. Ion Nou 20 49 Surface
Total 4,685 76,882
In order to examine the profitability of the above parking facilities, the financial internal rate
of return (FIRR) was calculated in the various conditions such as parking fee level,
Investment amount of private companies, and the size of contribution from the Municipality.
Under these conditions the following points were confirmed:
a) Under the present parking fee level, it is very difficult to construct and operate the parking
facilities except surface parking facilities,
b) Surface parking facilities can be constructed and operated by private sector under the
sufficient profit,
c) Underground and building parking facilities are indispensable for the contribution from the
Municipality,
d) In case that the parking facilities are constructed and operated by the private sector, about
two third of the contribution from the Municipality are necessary.
e) If the private sector provides one third of the construction cost, it is desired to construct and
operate parking facilities by the municipality and the private sector jointly (Third Sector
Method).
The results of the financial analysis are shown in Table 15.3.7. This financial analysis was
performed under the following premises after the trial-error examination:
a) One-third of construction cost was provided by the private sector and two-third was
contributed by the Municipality,
b) Parking fee is assumed to be reviewed every five years and increased by 20%,
c) Maintenance cost was determined by referring to the existing Obor underground parking.
In Table 15.3.7, “ FIRR (financial internal rate of return) on Investment” shows the possibility
of the recovery of the project cost and “FIRR on Equity” shows the possibility of recovery of
the invested capital. The former value shows the difficulty of recovery of the project cost
because of its low values of FIRR on Investment (except surface parking surface), however,
FIRR on Equity shows the financial viability for the private companies participated in these
parking projects under the premise of two-third contribution of project cost from the
Municipality. In addition, if these fourteen parking facilities can be constructed and operated
by on entity, FIRR on Investment also becomes financially feasible because of its 7% of FIRR
one Investment. Since the current inflation rate is almost 50% and the interest of domestic
bank ranges from 55% to 65%, 7% of FIRR on Investment can be judged not so bad, if
15-14
cheaper loan could be borrowed. Therefore, it is recommended that the private sector and the
Municipality constitute the third sector and proceed the improvement of parking facilities.
Table 15.3.7 Result of Parking Development Project

Location FIRR on Equity FIRR on Investment
1) Academiei/Doamnei 15.3 3.9
2) Nicolae Balcescu 17.8 5.4
3) Pta. Decebal 16.4 4.5
4) Pta. Salii Palatului 18.6 5.9
5) Pta. Revolutiei 18.8 6.0
6) Pta. Galati (Bdul Dacia) 15.0 3.7
7) Armand Calinescu 14.4 3.6
8) Regina Elisabeta 11.8 1.6
9) Bdul Unirii/Libertatii 13.0 2.4
10) Natiunilor Unite 53.2 53.2
11) Bdul Libertatii 51.0 51.0
12) Pta. Connordiei 47.3 47.3
13) Panait Cerna 14.4 3.3
14) Str. Ion Nou 37.3 37.3
Total 25.2 7.3
15.4 Operation and Management Plan

15.4.1 Background
RATB and METROREX provide public transport service to their customers. However, as
indicated in the public transport opinion survey, the qualities of their service are still far from
satisfying customers. As shown in the Figure 15.4.1, structural problems lead the customer
service to the unsatisfactory level. These problems are also the sources of low labor
productivity and poor cost recovery ratio of RATB and METROREX, which is expected to be
solved through the improvement of their operation and management.
Competent Authorities
Background
Organization that Transport network
coordinates transport does not work
Competent authorities are services does not effectively
different according to function
transportation mode
Operating Companies
Public transport service is Operation and

not practically exposed to management are not Customers cannot always
competition with private fully market- enjoy comfortable
sector oriented transport service
Investment is difficult for Renewal of rolling

lack of financial resources stock and equipment
is not sufficient
Figure 15.4.1 Key Issues Regarding Customer Satisfaction
The levels of labor productivity of both companies shown in the Tables 6.11.4, 6.11.9, 6.11.10,
and 6.11.11 are very low both in demand side (passenger/km/staff) and supply side (vehicle/
15-15
km/staff), comparing with the international standards. Even if the comparison does not stand
on the same basis, the performance of RATB and METROREX is apparently behind other
European transport operating companies. On the other hand, cost recovery ratios of each
transport mode are indicated in the Table 15.4.1, compared with that of other European
transport operating companies three years before. Fares still fail to cover direct operating
costs in spite of the fact that they have been increased many times in recent years.
However, several fundamental reasons can be pointed out to explain why the levels of labor
productivity and cost recover ratio are very low. These weaknesses are mainly derived from
the fact that both institutions have never been exposed to competition. Their mission under
planned economy had been the provision of quantity of services, not quality of service. The
bulk of their revenue has been coming from subsidies, not from fare revenue. As a result, their
operational and management practice does not work efficiently in the present transitional
economy. Figure 15.4.2 shows the relationship among the factors that lead to the poor
performance of management indicators.
Table 15.4.1 Comparison of Cost Recovery Ratio among Transport Operating

Companies in European Cities
(Tram / LRT)
City Bucharest Belgrade Helsinki Milan Oslo
Service provider RATB GSP Helsinki City Azienda AS Oslo
Transport Transporti Sporveier
Organization type City owned City owned City owned City owned
Cost recovery ratio (%) (excl. dep.) 20.5 56.9 102.4 34.5 118.3
Fare revenue/Operating cost (%) (excl. dep.) 19.1 48.9 40.8 31.8 99.9
(Trolley)
City Bucharest Belgrade Geneva Milan Riga
Service provider RATB GSP TPG Azienda Riga
Transporti Tram-Trolley
Bus
Organization type City owned City owned Private City owned
(Bus)
City Bucharest Belgrade Helsinki Milan Oslo
Service provider RATB GSP Helsinki City Azienda AS Oslo
Organization type City owned City owned City owned City owned
(Metro)
City Bucharest Helsinki Milan Oslo Vienna
Service provider METROREX Helsinki City Azienda AS Oslo Wiener Linien
Organization type City owned City owned City owned
Source: RATB Annual Report 1998
Data from METROREX
1997 edition of the UITP Book of Urban Transport Statistics
15-16
Note: 1) The data of Bucharest is as of 1998, while the data of other cities are as of 1995.
2) The revenue of operating companies is divided proportionally into each mode according to the number of
passenger trips/km/year of each mode. In the case of RATB, the result of JICA person trip survey is applied.
3) The cost of operating companies is divided proportionally into each mode according to the number of employees
working for each mode. The number of administrative staff is divided into each mode based on the ratio of drivers.
4) There is a large difference between the cost recovery ratio and the fare revenue/operating cost ratio in Helsinki and
Vienna, because the operating companies in those cities receive consignment fee from other operators.
Background Competent Authorities
Competent authorities are Organization that coordinates Transport network does not
different according to transport services does not exist work effectively
transportation mode
Operating Companies
Passenger fare tends to be
controlled from political
consideration Cost recovery
Ticket system for surface
transport does not work ratio is extremely
effectively low compared
with other
European cities
Administrative section
Public transport service is not tends to be overstaffed
practically exposed to
competition with private sector
Operation and
management are not fully Labor
market-oriented productivity is
extremely low
compared with
other European
Subsidy is granted as a lump sum Incentive for cities
productivity
development is
weak
Renewal of rolling
Investment is difficult for lack of stock and
financial resources equipment is not
sufficient
No clear legal framework for

fund raising exists
Figure 15.4.2 Key Issues Regarding Productivity and Cost Recovery Ratio
15.4.2 Operation and Management Plan

In order to become more productive in their supply and more effective in meeting their
customers’ needs, some measures should be adopted for the operation and maintenance of
RATB and METROREX. First, restructuring both organizations is necessary for their
15-17
productivity development. The empirical evidence from around the world suggests that costs
of some activities, such as cleaning and maintenance of infrastructure and rolling stock, can
generally be reduced, while workmanship standards are being raised, by moving from
in-house to contractual arrangements. Activities within institutions that are capable of
attracting external customers can be corporatized and divested from the main body to reduce
investment as well as the number of staff. Second, it is necessary to introduce incentives so as
to direct operation and management to more commercial orientation. Internal activities, such
as improvement of employee training curriculum, should be brought in to further
market-oriented operation.
(1) Restructuring
Services that are expected to support operations and maintenance could be entrusted to the
private sector. A key issue to make the best use of outsourcing is to enhance labor productivity,
rather than to reduce operating cost. RATB and METROREX can concentrate their
investments on core activities as well as enjoying the service of private contractors, who can
provide much more effective operation than their own staff by outsourcing. RATB has already
concluded management contracts with private service providers in the fields of station and
vehicle cleaning, rolling stock repairing, etc. METROREX is also planning to transfer its
personnel who specialize in cleaning and maintenance to a private service provider, and then
to make a management contract with it. This outsourcing method, which is called business
transfer and is prevailing among European countries, will help METROREX to reduce its
number of employees, while the private provider can improve the quality of its service with
the help of those skilled staff.
In conclusion, activities which no longer form any part of the core business and are capable of
attracting external customers should be corporatized in their own rights and divested from the
main bodies as soon as they become practicable. In RATB, Construction Site (“Santierul de
constructii Montaj”), which consists of 235 personnel, is the candidate for this corporatization
procedure.
(2) Manpower Training

As an important source of management, expertise is measured partly by the level of
employees’ technical knowledge, background, and skills. Manpower training is a critical
factor to enhance the level of employees’ technical knowledge / skills, and thus, the level of
management.
Training courses performed in RATB and METROREX these days seem to meet their
expectation, since they have covered the necessary fields to enhance employees’ technical
level. To improve the efficiency of operation, however, it is recommended to include
additional subjects that ensure passenger service/security and, at the same time, training
courses for middle-management staff members should be prepared. For example, Teito Rapid
Transit Authority (metro) in Tokyo offers various kinds of training courses that are intended
not only for the staff who need technical training, but also for the ones who are expected to
show their ability in managing their units. The subjects (contents) taught in Teito Rapid
Transit Authority are: management development planning, incentive implementation, basic
cost analysis, etc. The subjects that cannot be taught by staff in the organizations should be
handled by professionals outside.
15-18
(3) Measures for Demand Increase
As one of measures for increasing revenue, the common ticketing system is recommended.
Common ticketing system is designed in order that public transport passengers may utilize the
several public transport modes by only one common ticket after the integration of fare and
ticketing system of each public transport mode within a city or metropolitan area. Such a
system is commonly observed in European large cities.
The common ticketing system has following merits:
Ù Increase in the number of public transport passengers and more efficient use of public
transport facilities through the improvement of convenience
Ù Reduction of the operating cost by simplification of ticket checking system
Ù Introduction of precise data collection regarding public transport passengers’ movement
Therefore, it is necessary to establish the management system for introducing the common
ticketing system.
15.4.3 Implementation Schedule

From the above, the operation and management plan should be established as shown in Table
15.4.2.
Table 15.4.2 Operation and Management Plan

Stage
Purpose Implementation item Organization in
2000-2005 2006-2010 2011-2015
charge
Promotion of human Improvement in
resource development manpower training RATB / METROREX
curriculum
Promotion of measures for Introduction of new
demand increase common ticketing RATB / METROREX
system
Improvement in efficiency Introduction of business
of public transport service transfer RATB / METROREX
providers
15.5 Institutional Reform Plan

Actions in the institutional domain have to be supported from the viewpoints of;
(1) Legal support for the financial problem solution
(2) Endorsement of integrated planning system
(3) Institutional support for solution of management and operation
15.5.1 Legal Support for Financial Problem Solution

(1) Introduction of Earmarked Taxation
Followings are the possible value capture methods that can be enacted to ensure the financial
resources for transport development:
Ù Increase in surcharge of fuel tax for the purpose of restriction on car usage
Ù Introduction of city planning tax on the property of citizens to capture the benefits of
improving environmental conditions in the central area of Bucharest as a result of project
implementation
These two taxation is relatively easy to be introduced, compared with the introduction of new
15-19
taxation, therefore, the necessary legal support should be arranged.
(2) Legal Framework for the Collection of Indirect Development Benefit

The collection of indirect benefit caused by the social infrastructure can be persuasive to
beneficiaries and expected to improve the imbalance of the distribution of the total
development benefit. In the case of urban transport facilities like those of Bucharest,
substantial effects for value capture cannot be expected so much because available land for
new development is limited. However, sale or rent of air rights above station developments
could be implemented. For this purpose, the establishment of legal framework should be
examined in the future.
15.5.2 Endorsement of Integrated Planning System

At present, urban public transport in Romania is generally the responsibility of local
government. In the case of Bucharest, responsibility for public transport lies with the Public
Transport Section under the Public Services Department, headed by one of the four
vice-Mayors. Direct responsibility for public transport lies with this section. The
determination of policy, planning, and coordination of public transport services is achieved
through a Commission for integrated transport, a Working Group for integrated transport and
a Transport Committee. The bodies mentioned are only committees with no direct executive
authority. Members have employment positions, and only have limited time for committee
work.
For the effective implementation of integrated urban transport strategy, an executive body that
consists of full-time members should be created and placed at the highest level within the
executive functions of Bucharest. It would cooperate with the similar bodies within the
Municipality responsible for the strategic planning of land use and public services in order to
produce the General Urban Plan. It would also provide the policy direction to the bodies
charged with the development of the Transportation Master Plan. Integrated transport
planning would be made by a professional team under the control of this body. Thus
integrated planning of public transport would be actualized.
15.5.3 Institutional Support for Solution of Management and Operation

As explained in 15.4, restructuring of organizations is an important method to enhance the
efficiency of transport service. The process could be also accelerated by introducing
privatization, because the procedure is expected to implement competitive minds to its
employees. However, privatization should be carefully handled to fulfill; it needs clear and
sustainable law framework and other conditions.
The concept of private sector participation, known broadly as Private Finance Initiative (PFI)
including Build-Operate-Transfer (BOT), can be defined as a business for which private
organizations (concessionaires) undertake to build and operate a project that would normally
be undertaken by the government. Concessionaires return the ownership to the government
after a fixed concession period (typically more than 20 years). Though taking no financial
burden, the government can undertake the project with efficient operation offered by the
private sector. On the other hand, the concessionaires can recover the project cost during the
concession period. Project lenders (financial institutions) look to the revenues generated
during the concession period as the main source of security for repaying debts.
In the case of urban railway and metro, it is widely said that BOT scheme is difficult to apply
15-20
because of huge initial investment. For example, an urban elevated railway project in
Bangkok, Thailand had to be cancelled in 1998, in the middle of construction that had started
in 1993. Main reasons for the failure can be summarized as follows: first, the change in
economic circumstances in Thailand after the conclusion of concession agreement brought
two important effects to the project; i) reduced project profitability due to lower real property
prices; ii) increased construction costs due to devaluated Thai currency. Second, the lack of
legal framework and Mater Plan in the period of conclusion of the agreement had brought
inconsistent government attitudes toward the project. Third, the concessionaire could not raise
enough funds to complete the project.
For BOT scheme to be successfully implemented, following points need to be considered

carefully:
x Establishment of Master Plan that guarantees commercial profitability
x Establishment of a legal framework that guarantees commercial profitability and reduces
business risk; especially the pricing policy of central / local government (e.g. allow
concessionaires appropriate price escalation / provide them with subsidy to operate in low
price) needs to be consistent and continuous
x Identification of areas eligible for governmental assistance (i.e. assistance for construction
and operation costs, low-interest loans, “favorable” treatment provisions, etc.)
x Accessibility of domestic financial market for concessionaires regarding raising of funds,
such as issues of shares and bonds, etc.
x Establishment of certain civil-minimum supply criteria of service
In the case of Bucharest, surface transport modes, such as tram, trolley, and bus, are relatively
easy to be managed by private sector, since they do not involve huge investment to operate.
Private companies operate publicly owned vehicles on a franchise basis, with a route being
awarded to the company bidding the highest franchise license fee or for the lowest subsidy.
This could be one possible solution to reduce the burden of subsidy. Profitable suburban bus
lines in Bucharest that are capable of competing with private sector can be placed under their
operation in the future.

The institutional reform plan is shown in Figure 15.5.1.
Table 15.5.1 Institutional Reform Plan

Purpose Implementation item Organization in charge Stage
2000-2005 2006-2010 2011-2015
Improvement in financial Imposition of Central government /
basis earmarked tax Municipality
Collection of indirect Central government /
development benefit Municipality
Promotion of integrated Setup for central Central government /
transport system planning agency Municipality
Improvement in Restructuring of RATB / METROREX
efficiency of public
transport service organization
providers
15-21
16. Inner Ring Completion with Basarab Overpass
16. Inner Ring Completion with Basarab Overpass
The route and design of Basarab overpass are determined after examining the four
Alternatives. The standard structure consists of a four-lane roadway and a two-lane tram
track. This project is highly feasible and has no environmental problems.
16.1 Project Description

As elaborated in the master plan study, the road network forms a radial and ring pattern at
present and in the future as well. Among the arterial roads, the Inner Ring Road plays one of
the most important roles from the urban structural aspect, as a sole main ring road in
Bucharest.
The eastern part of the Inner Ring Road has been developed as a 6-lane carriageway, however,
the western part is disconnected by the railway lines at Basarab area. Hence the vehicles
crossing the railway have to make long detours, either the route via only one bridge, Podul
Grant, or the route via Gara de Nord. These detours are the additional causes for the traffic
congestion at the connection point with the Bridge as well as the Gara de Nord area.
Tramlines are also disconnected at this point by the railway, therefore, the tram passengers are
forced to transfer at Basarab or Gara de Nord.
Accordingly the project aims to connect the missing link of the Inner Ring, and complete a
circular transport system consisting of the road and tramway.
Figure 16.1.1 Location of Basarab Overpass
16.2 Basic Plan

16.2.1 Existing Conditions
(1) Related Road Conditions
1) Road
The existing road conditions related to the Basarab Overpass are summarized as follow.
16-1
- Sos. Nicolae Titulescu has a wide median and a service road on one side, therefore, the
width is sufficiently wide for accommodating a grade-separated carriage way.
- The width of Sos. Orhideelor is 29 m, which is not enough width for the grade separate
carriage way.
Table 16.2.1 Related Road Condition

Name of road Number of lanes Width (standard) Tram Reference
Sos. Nicolae Titulescu 2 way (3 lanes+2 lanes) 47 - 52 m * Inner ring
Calea Grivitei North 2 way3 lanes 32 m
Radial
South 2 way2 lanes 32 m *
BD. Dinicu Golescu 2 way2 lanes 31 m *
Sos.Orhideelor 2 way2 lanes 29 m * (Inner ring)
Calea Plevnei 2 way2 lanes 30 m *
Calea Giulesti 2 way2 lanes 30 – 34 m *
- “*” means existence of tram lane in the road
- At present, tram lane is constructed in only southern section of Calea Grivitei from the crossing. In the
future, tram lane will be removed and trolley bus will be introduced to northern section.
2) Intersection
There are 3 intersections related to the project.
- The intersections of A, I. Cuza and Sos. N Titulescu, Sos. N Titulescu and Calea Grivitei
are of three-leg type.
- The intersection of Sos. Orhideelor and Calea Giulesti forms a rotary.
Table 16.2.2 Number of Lanes at the Entrance Part of Intersection

Number of lanes
Name of road
Left turn lane Straight lane Right turn lane Total
A,I Cuza 2 - 1 3
A
Sos.Nicolae Titulescu - 1 1 2
Sos.Nicolae Titulescu 2 - 2 4
B Calea North 1 2 - 3
Grivitei South - 1 1 2
Sos. Orhideelor 1 1 2
C Calea Plevnei 1 1 1 3
Calea Giulesti 1 1 1 3
16-2
BD. DINICU GOLESCU
Sos. N Titulescu
CALEA GRIVITEI(St.N.Titulescu - Bd. Gh.Duca)

CALEA PLEVNEI(Str. C-tin Noica - Sos. Orhideelor)
CALEA GRIVITEI(Pasaj Grant - Str. N. Titulescu)

CALEA GIULESTI(Sos.Orhideelor - Bd. Constructorilor)
(2) Other Related Factors

1) Railways
a. Main Lines
Gara de Nord is the busiest station in Bucharest, from at where most of the international and
interregional trains depart and arrive. Therefore, many railway lines are running at the
Basarab area toward the Northwest direction from Gara de Nord. The right of way for railway
track near Basarab is about 70 meters.
b. Industrial Lines
There is a railway track at the northwest side of Sos Orhideelor. This railway has been used
for the manufacturing industries located at the surrounding area, but it is seldom to be used at
present because of the modal shift from rail to road traffic. The industrial railway track and
the surrounding land are belonging to the corresponding company’s properties.
16-3
2) Basarab Station
Railway Basarab (Gara Basarab) station is located at the crossing point between
Sos.Orhideelor and B-dul Dinicu Golescu, in the southwest side of the main railway lines.
Basarab station is used exclusively for the local trains, serving the area within 200km from
Bucharest. The station is a one-story building and planed to be relocated at the west side of
the existing location, when the Basarab area is redeveloped in the future.
3) Metro
The M3 Line, a ring type metro line, is passing through the Basarab area. The Basarab metro
station is located at just the northeast side of the main railways, more precisely, lying in
between the main railway lines and Calea Grivitei. The entrance of Basarab metro station is
located at the sidewalk of Calea Grivitei.
The M4 Line, extending from Gara de Nord toward the northwest along Calea Grivitei is now
under construction. At the Basarab station, the new line is constructed side by side the
existing line so as to be able to use the existing platform of the underground station.
4) Tram Lines
The tramlines near Basarab area are subdivided into two groups by the railway lines; one is
the tramline operated on the roads, Titulescu and Calea Grivitei, the other is those on Sos
Orhideelor. The former consists of the ones from Pta. Victoriei toward Gara de Nord and the
ones from Chitilei or Mihalache to Gara de Nord. The latter is those from Oltenitei, Razoare
area toward Gara de Nord.
The tram stations for each lines are located near the each intersection, Titulescu / Grivitei and
Orhideelor / Dinicu Golescu.
Figure 16.2.2 Location of Transport Facilities at Basarab
16-4
5) Underpass Crossing
In relation with the new metro line construction, a pedestrian underpass is to be built across
the railway, connecting Calea Grivitei with B-dul Dinicu Golescu. When it is completed, the
existing pedestrian bridge over the railway is to be removed. In addition, another pedestrian
underpass crossing Calea Grivitei from the metro exit to Titulescu is now constructed.
Figure 16.2.3 Pedestrian Underpass Plan
6) Traffic Volume based on Traffic Survey

The Fig. 16.2.4 and Fig. 16.2.5 are the results of the traffic survey at the busiest intersections
related to Basarab overpass. The survey was conducted on a weekday in September, 1999.
a. Intersection N.Titulescu / Calea Grivitei

The intersection is located at the crossing point of the Basarab Overpass with the railway. At
present, Calea Grivitei is closed at the section near Mihalache for the construction of metro
line. The traffic volumus on both the roads will jump up when the road is open again to traffic.
16-5
N.Titulescu
Total Number of Vehicles per

hour (8:00-9:00)
364
Total Number of Tram per hour

(8:00-9:00)
21
176
214 150
411 587
28
165
583 418 Calea Grivitei
N.Titulescu
Total Number of Vehicles per

hour (16:00-17:00) 452

(16:00-17:00)
23
187
275 173
457 644
26
112
459 347 Calea Grivitei
Figure 16.2.4 Traffic Volume at Intersection N. Titulescu / Calea Grivitei
b. Intersection Orhideelor / Plevnei

Comparatively high traffic volumes are observed at the roads Calea Giulesti and the south
side of Sos. Orhideelor, 1,060 vehicles and 1,200 vehicles per hour respectively in the
morning in one direction.
This may be due to the large demand to cross the railway, because Giulesti is connected to the
rail crossing road, Crangasi.
16-6
Total Number of Vehicles per hour
(8:00-9:00)
Cal
ea
1062 Total Number of Tram per hour
Giu
(8:00-9:00)
lest
i
220
153 79
8
12 365 8
544
90
21
51
603
424 108
417
r
eelo 181
.O rhid
Sos 1201 100
11
16
632
Ca
le
a
Pl
ev
ne
i
Total Number of Vehicles per hour
Cal
(16:00-17:00)
ea
961
Giu

lest
(16:00-17:00)
i
325
143 123
9
10 478 12
340
158
17
386 44
510 93
274
elor
hide
. Or 94
Sos 754 149
13
18
752
Ca
le
a
Pl
ev
ne
i
Figure 16.2.5 Traffic Volume at Intersection Orhideelor / Plevnei
7) Traffic Forecast
The traffic demand for the Basarab overpass is estimated by assigning the vehicle O-D
volume obtained from the Person Trip Survey to the road network including the Basarab
overpass.
As shown in Table 16.2.3, the total demand on the bridge section over the railway at present
is estimated to be about 39,000 vehicles per day. The demand will increase to 61,000 vehicles
per day in the year 2015.
16-7
Table 16.2.3 Traffic Demand on Basarab Overpass
(vehicles/day)
Road section Car Bus Truck Total
Titulescu section 20,750 500 1,640 22,880
Present
Rail Overpass Section 35,100 690 3,350 39,140
(1998)
Plevnei – Dambovita 21,950 560 2,390 24,900
Titulescu section 38,520 610 4,450 43,580
Future
Rail Overpass Section 55,140 760 5,230 61,130
(2015)
Plevnei – Dambovita 48,720 590 3,880 53,190
Note: The above demands indicate those on the new road sections, therefore, the demands for the existing roads,
Titulescu, Orhideelor are not included.
16.2.2 Development Concept

(1) Required Functions
The Inner Ring Road is defined as an arterial road in the master plan. The main functions of
the Inner Ring Road are to make the through traffic bypass the city center and to serve for the
traffic among the sub-centers, such as Obor, Sudului, Gara de Nord, Drumul Taberei etc..
The eastern half has been developed as a 6-lane carriage-way, while the western half is still
incomplete due to the railway lines. Although a tramway has been also developed along the
Inner Ring Road, the railway disconnects it. Taking into account that the Inner Ring Road is
the only one major ring in the urban area, the western half also should be constructed as a 6-
lane arterial road. However, the existing section is too narrow to accommodate 6 lanes with
tramway, and it is difficult widen the
road……………………………………………………….. because the both sides of the
existing section are built up with high rise buildings.
The completion of circular type of tramway along the Inner Ring Road is a basic urban
transport strategy of the Municipality; based on this strategy, the relocation of tramway from
Progresului to Sos Panduri, which has been widened as a part of the Inner Ring Road, is being
undertaken. At Basarab, as the tramlines are disconnected, many passengers crossing the
pedestrian bridge over the railway to transfer between trams and buses can be observed.
Hence, the tramway should be constructed together with the road crossing the railway.
As a consequence, the overpass section at Basarab will be developed as a 4-lane carriage way
with tramway.
(2) Design Conditions

1) Road
a. Category and Design Speed
Urban roads are classified into the following 4 categories according to the national standard
(STAS 10144/1-90).
The Category I is the most important arterial road with 6 lanes or more.
The Category II is the secondary major road with 4 lanes. The Category III and IV are
collectors and minor service roads with one or two lanes.
16-8
Table 16.2.4 Road Classification
Width of carriage way Design speed Traffic intensity
Category No. of lanes
(m) (km/hr) (pcu/day)
I: Arterial 6 21.0 60 More than 6,000
II: Semi-arterial 4 14.0 50 / 60 3,000 - 6,000
III: Collector 2 6.0 / 7.0 40 / 50 300 – 3,000
IV: Local service 1 3.0 / 3.5 25 Less than 3,000
Note: Design speeds are those for plan
Source: National standard STAS 10144/1-90
Sos. Nicolae Titulescu - Sos. Orhideelor (Inner Ring Road) is proposed as an arterial road, i.e.,
Category I, therefore, the design speed is assumed to be V=60 km/hr, based on the national
standard.
b. Geometric Design Parameters

According to the design standard in Romania, the geometric design parameters are shown as
Table 16.2.5.
Table 16.2.5 Geometric Design Parameters
Speed (km/h)
Geometrical elements unit
100 80 60 50 40 30 25
Minimum radius of the plane curves m 450 240 125 95 60 35 25
Minimum radius of the winding
m - - 30 25 20 20 20
road
Longitudinal Maximum m 5 6 6.5 7 7 7.5 8
slopes Exception m - - - - 8 8.5 9
Minimum Without
m 10,000 4,500 1,600 1,300 1,000 800 500
radius for the separated lanes
vertical convex With separated
m 6,000 3,000 1,500 1,000 800 500 300
connections lanes
Minimum radius of concave
m 3,000 2,200 1,500 1,000 1,000 500 300
connections
Without
m 280 230 140 110 70 60 50
separated lanes
Sight distance
With separated
m 140 100 70 55 35 30 25
lanes
Source: MONITORUL OFICIAL AL ROMANIEI
c. Typical Cross Section

Generally a lane width is 3.5 m, the height of the construction gauge for vehicles traffic is 4.5
m. The typical cross section is assumed as follows.
16-9
2) Tram
a. Geometrical Elements
Geometrical elements for tramway are shown as follows.
Table 16.2.6 Geometrical Elements of Tram

Parameter
Maximum 6%
Gradient
Recommended 5%
Minimum horizontal radius 20 m
Minimum 1,000 m
Vertical radius
Recommended 2,000 m
Maximum commercial speed 25 km/h
Speed Present maximum speed 40 km/h
Future maximum speed 80 km/h
b. Construction Gauge of Tramways

The construction gauge is shown in Figure 16.2.7. The height (distance between the rail and
contact wire) is 5.5 m from rail. It’s same as trolley bus.
16-10
Figure 16.2.7 Construction Gauge of Tram
3) Railway
The construction gauge is shown below. The height is 7.8 m from rail.
Figure 16.2.8 Construction Gauge of Railway
16-11
16.2.3 Alternative Plans
(1) General
1) Plan
The Basarab overpass is to be constructed crossing over the railway, to connect Nicolae
Titulescu with Sos. Orhideelor. The required cross section is 2 lanes for vehicle traffic in each
direction and 1 tramway for public transport. The sidewalk is not necessary for the overpass,
since a pedestrian underpass is to be built under the railway by the Metrorex in the year 2000.
Above the bridge over the railway yard, a tram station will be constructed. For the passengers
from / to the tram station, pedestrian stairs, elevators or escalators will be also installed.
2) Alternatives
The following two routes can be envisaged as an alternative route based on the basic plan by
CPU.
I - The route along the existing roads, Titulescu and Orhideelor
II - The route along the existing road, Titulescu at the north side of the railways, and the route
runs along the idle industrial railway lines at the south side of the railway.
In addition, the following two cases are considered by the above two routes.
a) The plan to construct a continuous viaduct from Titulescu to Dambovita crossing railway
lines and Plevnei (based on the plan by CPU).
b) The plan to construct a short viaduct over the railway from Titulescu and connect to the
intersection with Plevnei.
As a result, the four alternative plans, I-a), I -b), II -a), II -b), are proposed to be studied.
The plan to construct an underpass crossing the railway was excluded, since it requires much
longer structure than overpass, and more land acquisition, henceforth, much higher
construction cost, due to the metro line from Gara de Nord lying under Calea Grivitei .
The alternative plans are summarized in Table 16.2.7.
Table 16.2.7 Alternative Plans for Basarab Overpass

Alternatives Route Project Contents Characteristics
1 1 Continuous Overpass - The overpass will be constructed along Titulescu and Orhideelor.
Connecting to Dambovita (with - Tram stations can be constructed at the bridge over the railway and
tram) over the intersection with Calea Plevnei.
- No access for vehicle traffic to the intersection with Calea Plevnei
- If the connection ramps are added, additional widening will be
required.
2 1 Shortest Overpass - The overpass will be constructed along Titulescu and Orhideelor.
connecting to the - Orhideelor will be widened.
intersection with Calea Plevnei - Level crossing with Calea Plevnei
(with tram)
3 2 Continuous Overpass - The overpass will be constructed along Titulescu and idle railway
Connecting to Dambovita lines
(with tram) - Tram stations can be constructed at the bridge over the railway and
over the intersection with Calea Plevnei.
- No access for vehicle traffic to the intersection with Calea Plevnei
- If the connection ramps are added, additional widening will be
required.
4 2 Shortest Overpass - The overpass will be constructed along Titulescu and idle railway
connecting to the lines
intersection with Calea Plevnei - Level crossing with Calea Plevnei
(with tram) - Tram stations can be constructed at the bridge over the railway
16-12
Figure 16.2.9 Alternative Routes
(2) Preliminary Design
The preliminary design of the objective road was carried out based on maps at a scale of 1 to
500.
In the course of the design work, all data obtained from site reconnaissance, the boring survey
are referred to and utilized.
1) Alignment
The alignment is designed so as not to affect the roadside properties as much as possible.
2) Profile
- Taking into account the design standard for tramway, the maximum gradient is assumed
to be 5%.
- Minimum radius for the vertical concave connections is proposed to be 1,000m for
securing sufficiently distance from the intersection to the nose of the overpass. This is
general value of Japanese highway standard.
3) Design of Structure
- A standard bridge type is adopted, taking the span length into account.
- For the bridge across the railway, continuous steel box girder bridge with RC plate floor is
proposed, for minimizing the height of girder, because the railway is close to the
intersection
- The ratio of main span and side span is 1:1.2 - 1:1.5 in case of the continuous steel bridge.
16-13
Table 16.2.8 Main Span Length and Bridge Type
Railway crossing Giulesti crossing Another
Alternatives Main Main Main
Type of bridge Type of bridge Type of bridge
span span span
Continuous steel box
PC box girder bridge PC T girder bridge
1,2 55m girder bridge with RC 45m 30m
(post-tension) (post-tension)
plate floor
Continuous steel box
PC T girder bridge PC T girder bridge
3,4 97m girder bridge with RC 30m 30m
(post-tension) (post-tension)
plate floor
- As for the foundation, casts in place piles of more than 22 m are assumed, considering the
results of the boring survey.
As a result, the distance from the overpass nose to the intersection become as follows. At the
A I. Cuza intersection, the distance is very short, therefore, a weaving problem may occur in
the case of Alternative 1 and 2. As for the other intersection, the distance is sufficiently long
for all the alternative cases.
Table 16.2.9 Distance between Nose and Intersection

The distance between nose and intersection (m)
Alternatives
A. I. Cuza Calea Giulesti Grozavesti
1 32m - 94m
2 32m 92m -
3 62m - 147m
4 62m 86m -
4) Design Drawing
The preliminary designs for the alternatives are shown in Figure 16.2.10 – Figure 16.2.20.
16-14
Table 16.2.10 Improvement Cost for Basarab Overpass
Unit: US$
Alternative 5
Alternative 1 Alternative 2 Alternative 3 Alternative 4
(Additional Underpass)
TOTAL 23,416,525 11,576,961 26,600,706 16,216,596 7,781,167
June. 16.1999
16.2.4 Preliminary Screening

(1) Consideration Viewpoint
Among the alternative plans identified in the previous section, the most appropriate one
should be selected from various aspects. For this purpose, the following viewpoints are taken
to make a comparison each other.
1) Land Acquisition
There is a law for the compulsory land purchase in Romania, however, it has never applied
since the revolution in 1989. This is deeply related with the situation that most part of land
have been or are in the process to be returned back to the former land owner from the
Government based on the statements from the individual owner, therefore it is time
consuming to purchase the land if the ownership is crossing over in a complicated manner.
Accordingly whether the land acquisition of private property is required or not becomes an
important factor for selecting the best alternative plan.
2) Influence to Vehicle Traffic

With regard to the influence to vehicle traffic, the following two aspects can be considered;
one is the accessibility from the project road to an important intersection and the other is the
traffic congestion caused by the project road.
As for the accessibility to an intersection, Calea Plevnei/Orhideelor is taken as the most
important intersection. For the traffic congestion, the same intersection with Plevnei is taken
because it is the most critical one.
3) Influence to Tram Lines

Since tramcars are operated on both the connecting roads, Titulescu and Orhideelor, the
influence to the tramlines is also an important factor for the selection. For the road, Titulescu,
the tramlines are mainly either from Pta. Victoriei or Laromet to Gara de Nord, while the ones
on the road, Orhideelor are mainly from Progresului area to Basarab or Stirbei Voda area.
4) Landscape
Historically, landscape has been an important factor in Romania, particularly for planning
large permanent structures, since it is influential to even the overall image of the city.
5) Construction Cost
Since the costs for land acquisition and compensation is taken into account in the 1st factor,
the cost only for the construction is compared.
16-20
6) Difficulties During Construction
As for the difficulties during the construction, the following two aspects are envisaged; one is
the engineering difficulties regarding the construction such as problems related to hydrology,
geology etc. or application of an inexperienced construction method and so on, the other is the
disturbances to the traffic due to the construction work.
7) Environmental Impacts
Among the various impacts to the environmental factors, the most crucial ones may be the
public nuisance such as noise, vibration, air pollution etc. because the project area is an urban
area.
(2) Comparative Analysis

The alternative plans are compared each other from the above viewpoints. The results are
summarized in Table 16.2.11.
1) Land Acquisition
In case of Alternative 2, both sides of Orhideelor have to be widened as much as 7 meters
each to accommodate the 4-lane carriage way with tramway, thus the acquisition of residents’
private properties along the road is required.
2) Influence to Vehicle Traffic

In case of Alternatives 2 and 4, the project road can directly be linked with the Calea Plevnei.
It is found from Figure16.2.12 and Table 16.2.2 that the intersection with Calea Plevnei has a
sufficient capacity for the traffic demand at existing level, only if the proposed improvement
is carried out at the intersection.
In the distant future, however, traffic congestion will gradually emerge in accordance with the
traffic growth.
3) Influence to Tram Lines

For all the cases, the tramlines on Titulescu should be relocated to other minor road. As for
the tramlines on Orhideelor, they should be relocated in case of Alternative 1 and 2.
4) Influence on the Landscape

In case of long viaduct, it may have a serious influence to the landscape, therefore,
Alternative 1 and 3 are not desirable compared to the other cases.
5) Difficulties During Construction

In case of Alternative 3 and 4, a long span bridge with about 100m in span length will be
required due to the physical constraints. Some technical difficulties can be anticipated in its
construction since there is no such long bridge in the urban area in Romania.
The traffic on both the roads, Titulescu and Orhideelor will be affected during the
construction in case of Alternative 1 and 2, while for the other cases, only the traffic on
Titulescu will be affected.
16-21
The construction cost is relatively lower in the case of Alternative 2 or 4 compared to the
other cases.
In cases of Alternative 1 and 2, the overpass is located on the existing road, relatively higher
impacts are anticipated in terms of noise, vibration and sunshine etc..
As a consequence, it is found that the Alternatives 3 or 4 are more desirable than Alternatives
1 or 2. Hence, Alternatives 3 and 4 will be further studied from the aspect of cost-benefit
analysis.
16-22
Figure 16.2.20 Traffic Volume Capacity Analysis at Basarab Overpass / Plevnei
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16-24
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16-25
16.3 Preliminary Cost Estimation
Based on the comparison, detailed cost estimation was made for promising Alternative 3 and
4.
Table 16.3.1 Improvement Cost for Basarab Overpass

Alternative 5
Unit: US$ Alternative 3 Alternative 4
(Additional Underpass)
Steel Bridge 8,198,400 8,198,400 0
price per m2<$> 1,050 1,050 1,050
total surface <m2> 7,808 7,808 0
RC PT bridge 10,857,000 2,467,500 0
2
price per m <$> 700 700 700
total surface <m2> 15,510 3,525 0
Retaining wall 727,560 755,760 0
price per m2<$> 120 120 120
surface <m2> 6,063 6,298 0
Tunnel - - 4,375,800
price per m2<$> - - 1,700
total surface <m2> - - 2,574
Tunnel access - - 1,199,088
price per m3<$> - - 50
total volume <m3> - - 20,798
pavement price per m2<$> - - 25
pavement surface <m2> - - 6,369
Tramway 2,782,500 1,684,200 1,098,300
price per m<$> 2,100 2,100 2,100
total length <m> 1,325 802 523
Streets improvement 192,000 211,500 15,600
2
price per m <$> 15 15 15
total surface <m2> 12,800 14,100 1,040
Land acquisition 1,425,000 1,425,000 385,000
price per m2<$> 50 50 50
total surface <m2> 28,500 28,500 7,700
Miscellaneous contingencies 2,418,246 1,474,236 707,378
TOTAL 26,600,706 16,216,596 7,781,167
June. 16.1999
16.4 Implementation Plan

As a result of the project evaluation, Basarab Overpass should be urgently implemented.
Since this project has been approved by the general council of the municipality, the feasibility
study can be started immediately after this study. Assuming that the procurement of the
project finance is made without trouble, the project can be completed by the end of the year
2003 as shown in Table 16.4.1.
16-26
Table 16.4.1 Implementation Schedule for Basarab Overpass
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16.4.2 Major Issues for Project Implementation

The most critical problem for realizing the project is to procure the financial resources.
The Basarab Overpass is not such project that income revenue is expected, therefore, the
finance is exclusively dependent on the development budget of the government, mainly the
Municipality.
16.5 Project Evaluation

16.5.1 Economic Analysis
For the inner ring road completion, the construction of the overpass at Basarab plays a key
roll, since the inner ring road can become a complete ring road with this completion. However,
the design of this overpass is not so easy work because of its location. As mentioned in the
above section, four Alternatives for this route and design were set up. Among four
Alternatives, Alternative 3 and Alternative 4 were selected from the engineering viewpoint.
Therefore, before the inner ring road project was evaluated, the economic analysis was
conducted for these two alternatives of Basarab overpass construction.
(1) Economic Evaluation of Alternatives for Basarab Overpass

After completion of Basarab overpass, the traffic volumes were projected for about 46,000
pcu per day for Alternative 3 and about 53,000 pcu per day for Alternatives 4. Assigning the
traffic volume on these Alternative networks, VOC savings and Time savings were calculated.
The estimated costs and calculated benefits of these alternatives are indicated in table 16.5.1
together with the results of economic evaluation. The method of the economic evaluation is
the same as that of the Master Plan mentioned in Chapter 14.
According to this analysis, both Alternatives showed significantly viable results of the
economic indicators, above all, Alternative 4 shows higher value of IRR (30.7.0%). As a
result, Alternative 4 was selected for the Basarab overpass from the viewpoint of the national
economy.
Table 16.5.1 Economic Comparison of Basarab Overpass Alternatives

Alternatives Alternative- 3 Alternative- 4
Traffic Volume (PCU/day) 45,805 52,971
Financial Cost ($ 1,000) 26,600.1 16,216.6
Economic Cost ($ 1,000) 19,481.7 11,876.6
Total Benefit (Lei Mil./day) 526.7 674.8
IRR (%) 19.5 30.7
B/C 1.856 3.901
NPV (Lei Mil.) 240,411 496.652
16-27
Table 16.5.2 shows the sensitivity analysis for the selected Alternative 4. All of the economic
indicators were robust against the change of the factors.
Table 16.5.2 Sensitivity Analysis for Alternative 4

Change of factors Indicators EIRR B/C NPV
-5% 0.298 3.706 463259
Benefit decrease -10% 0.289 3.511 429,866
-20% 0.270 3.121 363,080
+5% 0.299 3.715 488,091
Cost increase +10% 0.291 3.546 479531
+20% 0.277 3.251 462,410
-5% 0.302 3.784 476,616
Traffic volume decrease -10% 0.295 3.628 449,901
-20% 0.280 3.316 396,473
-5% 0.305 3.862 494,939
Foreign exchange rate
-10% 0.304 3.824 493,227
decrease
-20% 0.300 3.751 489,803
(2) Economic Evaluation of Inner Ring Road Completion

The economic evaluation of Inner Ring Road Completion was performed, including the above
Alternative 4. At present this Inner Ring Road is not completed yet, therefore, most cars are
forced to make a detour to cross the railway. After this rung road is completed, the average
congestion rate decreases by 0.1 point from 0.79 to 0.69. As indicated in Table 16.5.3, the
indicator of EIRR shows a high value of 21.0%, which means this project is highly viable. In
addition, the sensitivity analysis also indicated to be no sensible for the factor change as
shown in Table 16.5.4.
Table 16.5.3 Economic Analysis of Inner Ring Road Completion Project

Items Values
Financial Cost ($mil.) 130.4
Economic Cost ($Mil.) 95.5
Total Benefit (lei Mil.) 1,156.4
IRR (%) 25.4
B/C 1.756
NPV (Lei Mil.) 651,053
Table 16.5.4 Sensitivity Analysis for Inner Ring Road Completion Project
Change of
Indicators EIRR B/C NPV
Factors
-5% 0.240 1.668 575,456
Benefit Decrease -10% 0.225 1.581 499,859
-20% 0.194 1.405 348,666
+5% 0.240 1.673 608,009
Cost Increase +10% 0.227 1.597 564,965
+20% 0.205 1.464 478,877
-5% 0.245 1.704 605,695
Traffic Volume
-10% 0.234 1.633 545,217
Decrease
-20% 0.210 1.493 424,263
Foreign -5% 0.251 1.739 642,444
Exchange Rate -10% 0.249 1.722 633,835
Decrease -20% 0.243 1.689 616,617
16-28
16.5.2 Environmental Evaluatio
(1) Environmental Benefits
The environmental benefit defines as external cost of pollutants, which are Green House
Effects (CO2) and major source of air pollution (NOx) are estimated in accordance with
demand forecast results in year 2015. In comparison between Do Nothing and Do Nothing
Case with this priority project are examined.
1) Estimation of Key Emissions

Amount of those total emissions from vehicle were estimated in order to evaluate
environmental cost on major pollutants. In comparison between Do Nothing Case and a case,
which includes Basarab Overpass, Do Nothing Case with the Project, total CO2 emission of
Basarab case decreases 3.0% and total emission amount in NOx reduces 5.4% according to
following method.
DN-DNpj = Benefit
Where,
DN: Total emission of Do Nothing Case
DNpj: Total emission of Do Nothing Case with Priority Project
Basarab-NOx
Basarab-CO2 35,000
3,000,000
156
30,000 150 Public
39,600 Public
2,500,000 38,213 Private
Private
25,000 Freight
2,000,000 Freight
CO2 (kg/day)
CO2 (kg/day0
20,000
1,500,000 1,835,277 1,762,926 28,736
27,208
15,000
1,000,000
10,000
500,000 5,000
603,276 602,628
2,386 2,235
0 0
Do Nothing DN + Basarab Do Nothing DN + Basarab
Figure 16.5.1 Emission Amount Comparison (CO2 and NOx) –Basrab Overpass
16-29
2) Environmental Benefits
This is a trial estimation taken in account of currency unit value as discussed in evaluation of
master plan section. The cost of Green House Effects (CO2) and Air Pollutant (NOx) are
estimated based on the emission amount estimation and applying currency unit value. As
results of estimation, benefits of 424 Euro/day in CO2 and 15,170 Euro/day in NOx are
estimated respectively.
(DN – DNpj) x Cu = Ec
Where,
DN: Do Nothing Case
DNpj: Do Nothing case + Priority Project
Cu: Currency Unit
Ec: External Cost
Table 16.5.5 Environmental Benefit –Piata Basarab

Do Nothing DN+ Basarab Blance (DNpj-DN) in Euro
CO2 NOx CO2 NOx CO2 NOx
Public 226 1,402 218 1,353 8 49
Private 10,461 258,628 10,049 244,872 412 13,757
Freight 3,439 21,478 3,435 20,114 4 1,364
Daily Total 14,125 281,508 13,701 266,339 424 15,170
(2) Environmental Impacts by the Project

1) Environmental Impacts by Project Implementation
Environmental impacts are examined in consideration of project type and phase, which are before the
operation and the operation stages.
Basarab proposed site is located in north side of Gara de Nord. The proposed site belongs to mainly
government and factories. However, there are some private lands along the Sos.Orchideelor. Beside
the project site, medium-rise apartments are located along with N.Titulescu, Calea Grivitei,
Environmental impacts such as resettlement, traffic flow, landscape, noise, which may have
significant impact by the project implementation on both before operation and operation
phases are identified shown in matrix table as follows:
16-30
Table 16.5.6 Matrix Table of Environmental Impacts by Project Stage-Basarab
Overpass
which may Before Operation Operation
Environmental Factors of land
1. Resettlement X X
2. Economic Activities
Social Environment
3. Traffic and Public Facilities X X

4. Split of Communities
5. Cultural Property
Water Rights and Rights of
6.
Common
7. Public Health Condition
8. Waste
9. Hazards (Risk)
10. Topography and Geology
Natural Environment
11. Soil Erosion

12. Ground Water
13. Hydrological Situation
14. Coastal Zone
15. Flora and Fauna
16. Meteorology
17. Landscape X X
18. Air Pollution X X
Pollution
19. Water Pollution

20. Soil Contamination
21. Noise and Vibration X X
22. Land Subsidence
23. Offensive Odor
Note:
XX: The environmental items to which special attention has to be paid. They might be serious impacts that may
condition
significant.
2) Environmental Considerations
Resettlement
Land acquisition of total surface, 28,500 square meters, which includes residential and
government lands along the alignment, especially Sos.Orhideelor side is required in order to
align the overpass and to widen the road both sides of 7 meters. Blvd.N.Titulescu side has no
land acquisition required due to enough space within in right of way.
To enhance the project implementation, the project proponent shall prepare proper
coordination with landowners in advance and provide appropriate compensation for
landowners.
a. Traffic and Public Facilities

Especially during the construction, existing traffic flows will be affected by the construction
not only project site but also related routes as well.. According to implementation schedule, it
takes two years to completion. To mitigate confusion and traffic congestion, appropriate
institutional measures such as public announcement of the construction and the duration,
alternative routes information, etc., through medias shall be made.
16-31
b. Landscape
Structure of the overpass has a significant feature crossing over railway. Viewpoint from
urban landscape, overpass itself has much impact on visual sense. In order to mitigate visual
impact, design of overpass shall be sophisticated in order to harmonize with surrounding
environment.
c. Air Pollution
CO2 emission estimated by traffic volume forecasted has a little disadvantage that emission
amount CO2 increase 5% compared to Do Nothing case due to increasing of number of traffic.
However NOx emission decreased 84% compared to Do Nothing case.
d. Noise
Noise form tram and vehicle are predicted preliminary, so that noise alleviation shall be made
especially for tram. There are some experiences reducing noise from tram wheel in Europe.
To avoid noise refection from tram way paved by hard material, tram way shall be soft
substance, which could absorb the noise such as lawn. In addition, rolling stocks of tram shall
use higher value of elasticity wheel such as rubber-cushioned wheels which is less noise (3.5-
4.0 dB(A)) than rigid wheels.
In addition,
(3) Overall Evaluation

There is no significant impact identified in this preliminary environmental evaluation,
although some environmental factors that may have significant impacts such as Resettlement,
Traffic flow, landscape, noise, air pollution shall be studied more deeply when the project is
realized. Resettlement, traffic flow, landscape are considered in pre-construction phase, and
air pollution and noise are considered in operation phase.
Regarding environmental external cost, the project yields 154,760 Euro/year in CO2 and
5,536,948 Euro/year in NOx respectively. Currency unit value applied to the trial estimations
are based on EU’s research works so that it is difficult to say that those benefits are for this
project directly. However there are environmental benefits on this project at least.
16-32
17. Bottleneck Piata Improvement
- Handrail: Provision of handrails to stairs and slopes
17.2.2 Basic Plan for Gara de Nord Area

(1) Existing Conditions
Existing condition of Gara de Nord area is summarized below.
- There is no proper loading / unloading space and taxi pool.
- The trolley bus stop and taxis conflict with each other.
- Parking space is not sufficient. Parking along B-dul Dinicu Golescu on the east disturbs
traffic.
- The concourse of metro is located under Calea Grivitei. The entrances lead to the railway
station and the opposite side of the road. Connection to the trolley bus stop and B-dul
Dinicu Golescu is not convenient.
- The Municipality has a plan to construct underground parking under the Piata Gara de
Nord and parking on the roof of a new station building to be reconstructed.(PUZ)
- There is a concept to redevelop Gara de Nord Area including Gara Basarab, the
marshalling and maintenance yard up to Sos. Virtutii Crangasi.
- The frequencies of arrival and departure on the route at peak period are 38 times/hour-
direction for tram, 60 times/hour-direction for bus. The numbers of arrival and departure at
peak period in case of terminus are 77 times/hour, 104 times/hour and 87 times/hour for
tram, trolley bus and bus respectively. (Figures 17.2.5 and 17.2.6)
Plans related to this area are the following.
- Underground parking will be constructed under Piata Garii de Nord according to PUZ and
roadside parking will be restricted.
- The metro line M4 will be completed.
- The plan for redevelopment of the station will be realized in the not to distant future.
- The CFR hospital will be relocated in the future.
(2) Development Component

- Provision of RATB bus terminal
- Construction of underpass connecting stops, railway station and metro station
- Construction of underground parking
- Preparation of loading / unloading area
- Provision of taxi stand and pool
- Provision of a terminal for long distance buses and international buses
(3) Transport Demand

1) Necessary Number of Berths
The multiplier was set at 1.14 based on the traffic demand forecast result in the course of the
Study. The future frequencies of the operation were estimated by applying the multiplier to
the present ones.
The estimated frequencies of arrival and departure on the route at peak period in 2015 are 43
times/hour-direction for tram, 68 times/hour-direction for bus. The frequencies of arrival and
departure at peak period in case of terminus in 2015 are also estimated 88 times/hour, 119
times/hour and 100 times/hour respectively.
However Gara de Nord area is planned to intensify its function as a multi-modal transport
terminal, and the concentration of feeder public transport routes and trunk public transport
routes in future is expected.
In this Study, the following berths are assumed as a planning condition (Table 17.2.1).
17-4
The number of railway passengers at Gara de Nord was forecast applying the increase rate of
trips in the Study area from 1998 to 2005 (Table 17.2.2).
The number of the transfer passengers in front of the Gara de Nord among metro, tram, trolley
bus and bus was estimated at 67,000 passengers per day by transit assignment using JICA
STRADA. However it should be noted that these numbers are sensitive and affected by the
future public transport network established.
Table 17.2.1 Necessary Number of Bus Berths – Gara de Nord

Year Increase Enroute Terminus Peak Number of arrival and departure Time for Capacity Necessary Remarks
rate ratio boarding per berth number of
Enroute Terminus Total and berths
alighting

(round (round (times (times (times (min.) (veh.
trips/ trips/day) /hour- /hour) /hour) /hour) (berths)
day) direction)
1999 -- 217 729 0.12 26 88 139 4 15 9 Hospital
(remaining)
2015 1.14 569 830 0.12 30 100 159 4 15 11 Relocation
of Hospital
Table 17.2.2 Future Railway Passengers at Gara de Nord

1998 2015
Inbound 24,712 28,640
Outbound 29,058 33,677
Total 53,770 62,317
Source:JICA Study Team
Note: Survey was conducted in December 1998.
17-5
2) Parking Demand
Parking survey was conducted in Gara de Nord area to estimate the parking demand. The
survey was made only to count the vehicles on road and off road excluding the vehicles
seemingly owned by inhabitants. The number of parked vehicles fluctuates in the range
between 300veh. and 550veh. (Table 17.2.3).
The parking space in this area is considered not only to apply to vehicles to this area but also
to vehicles of inhabitants in this area. Considering the above, parking space for 1,000veh.
was assumed.
Table 17.2.3 Number of Vehicles Parked in Gara de Nord Area
7:00 9:00 11:00 13:00 15:00 17:00 19:00
Total on street 183 221 217 254 194 184 148
Total arranged 53 62 69 69 69 56 42
Total unarranged 130 159 148 185 125 128 106
Total off street 217 249 255 271 243 176 170
Total no. of vehicles 400 470 472 525 437 360 318
3) Others
International buses and long distance buses also start from Gara de Nord area.
The terminals for long distance buses other than RATB or autogaras are in direct liaison with
the Bucharest Municipality not with RATB. These buses are concentrated on Calea Grivitei
and are affecting road traffic. Countermeasures for these buses should be taken.
The long distance buses and international buses with terminus in Bucharest are summarized
below.
Table 17.2.4 Long Distance Buses
Company Location Destination
- Calea Grivitei all around the country
Touring, Double T Gara de Nord Germany
Viego, Double T Calea Victoriei – Piata Operetei - Giurgiu
Piata Eroii Revolutiei
- Oltenia
- Calea Dorobanti Germany
Toros Sos. Viilor-Antiaeriana Istanbul
Source: Bucharest Municipality
Considering the convenience of passenger transfer and efficiency of land use (open space
should not be left unused), the land in front of Hotel Nord is selected for the study of
improvement.
4) Traffic Flow Planning

Public transport routes are affected by the construction of Basarab overpass, because the road
width is not sufficient to construct tram routes both on the overpass and on the existing road.
As the Basarab overpass was expected to form a transport corridor for passenger and freight
movement, or general traffic and public transport, the tram route on the Basarab overpass is
planned containing tram tracks and stops.
The planning condition for the traffic flow varies according to the alternatives of Basarab
overpass. In case of the proposed overpass, the existing tramways to the west of the railway
17-7
will not be affected. However the existing tramways to the east of the railway will be affected
and the tram network needs to be rearranged (Figure 17.2.7).
As the turn at Piata Victoriei is physically difficult for the existing tram routes to/from the
east due to the underground tracks, the route passing Str. Maltopol and Str. Sevastopol is
proposed. The tram route on Str. Sevastopol once existed (Figure 17.2.8).
a. Car
Str. Witting and Bd. G. Duca will be connected in front of the station to bear the main vehicle
traffic flow in the east-west direction.
The entrances and exits for cars will be located on the south side of the park to avoid the
congestion at into the station front.
b. Tram
Three groups of tram routes are considered. No significant route alteration will be made for
tram routes in the west of the railway. Bd. D. Golescu will be used for those routes.
The tram routes coming to/from the north will be separated. The tram routes from the north
will be located on Bd. G. Duca and Str. Witting. The tram routes from the south will be
located on Str. Witting and Calea Grivitei.
The tram routes to/from the east will be separated to reach Gara de Nord front.
c. Bus
Terminal Island will be constructed for buses.
d. Trolley Bus
Minor alteration will be made to trolley bus routes to form a loop pattern.
e. Taxi
Taxis are planned to flow from the east to the west. Taxi pool will be established.
f. Pedestrian
Pedestrians are expected to move in this area through two transfer platforms, one bus terminal
island, and pedestrian crossing (Figure 17.2.9).
5) Improvement Plan
Improvement plans are shown in Figures 17.2.10 through 17.2.13.
17-8
Table 17.2.5 Necessary Number of Berths - Obor
Year Increase Enroute Terminus Peak Number of arrival and Time for Capacity Necessary Remarks
departure boarding per berth number of
rate ratio and berths
Enroute Terminus Total alighting
(round (round (times (times (times (min.) (veh. (berths)

trips/ trips/ day) /hour- /hour) /hour) /hour)
day) direction)
1999 -- 299 53 0.12 36 6 78 4 15 5
2015 1.14 340 60 0.12 41 7 89 4 15 6
2) Parking Demand
Parking survey was conducted in Obor area to estimate the parking demand. The survey was
made only to count the vehicles on road and off road excluding the vehicles seemingly owned
by inhabitants. The number of parked vehicles fluctuates in the range between 800veh. and
1,500veh. (Table 17.2.6).
The parking space in this area is considered to apply to the parking demand of vehicles to this
area.
Considering to above, parking space for 1,100veh. was assumed.
Table 17.2.6 Number of Vehicles Parked in Obor Area

7:00 9:00 11:00 13:00 15:00 17:00 19:00
Total on street 774 890 981 911 919 1021 510
Total arranged 426 553 581 511 620 607 327
Total off street Total 310 404 421 406 447 383 325
(4) Traffic Flow Planning

1) Tram
Obor intersection is designed as grade separation and the tram turnings are cautiously avoided
at this intersection. Therefore tram tracks passing through this intersection are to be retained
intact without any additional turns.
Also rearrangement of bus routes is confined by this intersection.
2) Bus
Possible areas for bus terminals is the space along Sos. Colentina, the space on the northwest
side of the park, and the space between park and market building. The space on the between
park and market building was chosen because of the efficient use of the space on the
northwest side of the park.
Buses are designed to approach the terminal through Str. Ziduri Mosi to avoid the traffic
confusion brought about by the establishment of the approach road near the intersection.
3) Maxi Taxi
Terminus of maxi taxi will be moved to the front space of Obor station to avoid the
occupancy of road space on Sos. Colentina near intersection.
The stops will be located along Sos. Colentina.
17-15
4) Taxi
The stops will be located along Sos. Colentina.
5) Car
Underground parking is proposed in the area which is now used for the market. The entrances
and exits are planned on Str. Ziduri Mosi and Sos. Mihai Bravu.
6) Truck
The entrance and exits of trucks to and from the market building will be separated from other
vehicles.
7) Pedestrian
Regarding the location of pedestrian crossings, two alternatives are considered. The
pedestrian crossings are proposed near the entrance of metro in alternative 1. In alternative 2,
pedestrian crossings are located near the intersection.
Alternative 1 has the advantage of shorter walking distance, however also has the
disadvantage of the construction of additional traffic lights. This disadvantage can be solved
by integrated systematic traffic
On the contrary alternative 2 has the advantage that no additional traffic lights are necessary,
however passengers are compelled to walk a longer distance. As the passengers are assumed
to have the habit of crossing the carriage way by the shortest route, countermeasures such as
construction of a fence along the carriage way should be taken (Figure 17.2.16).
(5) Improvement Plan

Improvement Plans are shown in Figures 17.2.17 and 17.2.18.
Key points for designing

Piata - realization of smooth - The flows of general vehicles, taxis, buses, trams and trolley buses will be
Obor road traffic flow apparently differentiated so that the traffic confusion will be avoided.
- Taxi pool will be established to avoid disorderly taxi parking which is an obstacle
for smooth traffic flow.
- safety improvement of - Pedestrian crossings and safety island with enough space will be established in
passengers the intersection. Otherwise existing underground paths will be efficiently utilized
by some measures such as providing fences for pedestrian crossings.
- improvement of public - Bus terminal will be located near the market.
transport transferring
- parking development - Due to the lack of enough open space in this area, underground parking facilities
will be established at the existing site for market.
- The parking space was estimated at 35,000 sq.m for 1,100 vehicles.
A=35,000 sq.m/floor (1 floor)
17-16
17.2.4 Improvement of Piata Sudului
(1) Existing Condition
Existing condition of Piata Sudului area is summarized below.
- The entrances of metro are located only on Sos. Berceni and transfer to RATB is
inconvenient.
- The intersection is large and crossing it is not easy or safe.
- There is open space left unused.
- The frequencies of arrivals and departures on the route at peak period are 52 times/hour-
direction for tram, 91 times/hour-direction for trolley bus, and 88 times/hour-direction for
bus. The number of arrival and departure at peak period in case of terminus is 34
times/hour for bus. (Figures 17.2.20 and 17.2.21)
Design conditions for this area are assumed as follows:

- The underpass on Calea Vacaresti will be constructed at the same time.
- The underpass will cross under the metro line, and underground pedestrian passage will be
possible.
- The crossing (exit) of Sos Berceni will be improved. (Change of route from south, one
way)
- Fly-over on Sos. Oltenitei will be realized in the near future.
- The site of previous Vacaresti Monastery will be reserved.
- The open space in front of the Magazinul should be prepared as parking and park.
- Existing market and commercial facilities will be improved or redeveloped, as the land is
limited.
- The tram stops on Calea Vacaresti will be made over the underpass.
- The alcove or exclusive lanes for bus stops on Str. S. N. Vasile will be made.
(2) Development Component

Following development components are assumed
- Improvement of tram platform in the center of the road
- Platform on Calea Vacaresti -- between the underpasses
- Platform on Sos. Oltenitei -- with stairs to the underground passage
- Improvement of trolley bus and bus stops with exclusive bus stop lane
- Construction of mini bus terminal in the triangular plaza with urban and regional bus stops
(terminus for RATB bus for Sos Berceni and RATB regional bus)
- Improvement of the plaza in front of Magazinul BIG with vegetation and parking with
underground commercial area
- Construction of underground pedestrian passage with shops extending from metro
concourse connecting the bus terminal, Magazinul BIG, tram stops and bus stops in the
eastern side.
- Development of commercial facilities
(3) Transport Demand

1) Necessary Numbers of Berths
The frequencies of public transport operation were estimated in the same manner as Gara de
Nord.
The estimated frequencies of arrival and departure on the route at peak period in 2015 are 60
times/hour-direction for tram, 104 times/hour-direction for trolley bus, 101 times/hour-
17-20
direction for bus. The frequency of arrival and departure at peak period in case of terminus in
2015 is also estimated 39 times/hour for bus.
However Sudului area is also planned to intensify its function as multi-modal transport
terminal, concentration of feeder public transport routes and trunk public transport routes in
future is expected.
In this Study the following frequencies as planning condition are assumed (Table 17.2.7).
Table 17.2.7 Necessary Number of Berths - Sudului

Year Increase Enroute Termi- Peak Number of arrival and Time for Capacity Necessary Remarks
rate nus departure boarding per berth number of
ratio and berths
Enroute Terminus Total alighting

(round (round (times (times (times (min.) (veh.
trips/ trips/day) /hour- /hour) /hour) /hour) (berths)
day) direction)

1999 -- 118 237 0.12 14 29 59 4 15 4
2015 1.14 836 271 0.12 17 33 65 4 15 4
The number of transfer passengers among metro, tram, trolley bus and bus at Piata Sudului
was estimated at around 65,000 passengers per day, by transit assignment using JICA
STRADA. However this number is sensitive and affected by the future public transport
network established.
2) Parking Demand
Parking survey was conducted in Sudului area to estimate the parking demand. The survey
was made only to count the vehicles on road and off road excluding the vehicles seemingly
owned by inhabitants. The number of parked vehicles fluctuates in the range between 100 veh.
and 200 veh.(Table 17.2.8)
The parking space in this area is considered to apply to the parking demand of vehicles to this
area.
Considering the above and difficulty in site acquisition, parking space for 100 veh. is assumed.
Table 17.2.8 Number of Vehicles Parked in Sudului Area

7:00 9:00 11:00 13:00 15:00 17:00 19:00
Total on street 56 106 134 121 131 141 147
Total arranged 4 6 7 4 8 11 7
Total off street 30 63 73 76 78 68 59
17-21
17.2.5 Sudului Intersection Improvement
(1) Background and Objectives
Pta.Sudului is located at the intersection of arterial roads, Vacaresti / Nitu Vasile and Sos.
Oltenitei. The road Vacaresti / Nitu Vasile is the major radial road to Berceni / Progresului
area, and the Sos. Oltenitei is the major radial road connecting with National Route 4. In
addition, Vacaresti and Sos.Oltenitei are used as a part of the Inner Ring Road.
There are many pedestrians related to the roadside commercial facilities and transferring
among the public transport. Together with the roadside parking, they are additional factors for
the traffic congestion at the intersection.
As Pta Sudului is defined as a development center in the future, the social/economic activities,
are expected to expand.
Accordingly the purposes of the project are to facilitate the passengers transferring among
public transport and alleviate the traffic congestion by improving the transport facilities and to
promote the development of new urban core.
(2) Existing Conditions

1) Physical Conditions
a. Related Road Conditions
The roads Calea Vacaresti, Sos.Oltenitei have 4 lanes carriageway with tramways at the
center lines, the total width ranges from 27 m to 32 m. Str. Nitu Vasile is a 6-lane road
without tram. All these roads have wider entrances of 6 lanes or more at the intersection.
The existing road condition at Pta.Sudului is illustrated in Fig.17.2.24.
Table 17.2.9 Related Road Conditions

Name of Road Number of Lanes Width (normal) Tram
CALEA VACARESTILOR 2way2lanes 30-32m 2 lanes
SOS. East 2way2lanes 28m 2 lanes
OLTENITEI West 2way2lanes 27m 2 lanes
STR.NITU VASILE 2way3lanes 32m -
SOS.BERCENI 2way2lanes 29m -
17-25
Fig.17.2.24 Location of the Related Roads
CALEA VACARESTILOR STR. NITU VASILE
SOS. BERCENI
SOS. OLTENITEI(Str.Cheile Turzii - P-ta.Sudului)
SOS. OLTENITEI(P-ta.Sudului - P-ta. Piscului)
Fig.17.2.25 Typical Cross Section
17-26
2) Traffic Conditions
a. Traffic Survey Result
A traffic volume counting survey was conducted at the Sudului intersection in the middle of
September,1999. The survey was made for 6 hours including morning, noon and evening peak
hours. The resulting highest peak volumes in the morning and evening are shown in
Fig.17.2.27.
As for the north-south roads, Carea Vacaresti / Nitu Vasile, the predominant flow is from the
south to the north in the morning, while the opposite direction is predominant in the evening.
The total traffic inflow from Calea Vacaresti is extremely heavy, about 2300 vehicles per
hour during the evening peak. It is also noted that the left turn or right turn traffic volume
from Calea Vacaresti is considerably high during the both peak hours, while those from Nitu
Vasile is not so high.
For the east-west road, Sos.Oltenitei, the traffic volume at the east section is higher than the
west section. This is because the traffic from Sos.Berceni joins to the east section of
Sos.Oltenitei about 100 m before the Pta.Sudului.
It is remarked that the traffic from Oltenitei to Vacaresti is much higher than that to Nitu
Vasile.
The composition rate of heavy vehicles is comparatively low, ranging from 5 % to 10% of the
total traffic. Most vehicles are small size ordinary cars and vans. The traffic volume of
tramcar is ranging from 10 to 30 cars per direction during the peak hour.
b. Future Traffic Demand

The traffic demand at Pta.Sudului can be also obtained from the person trip survey.
Fig17.2.26 shows the results of the traffic assignment by using the O-D volumes in 1998 and
2015.
The figures are expressed by the daily traffic volume in the total of the both directions. The
traffic demand at present ranges from 15,000 vehicles/day to 55,000 vehicles/day. It grows to
the range of 50,000 to 74,000 vehicles/day in 2015.
The future traffic demand at Pta.Sudului will vary depending on the network condition, for
instance, there will be a large difference due to the progress in the development of the Inner
Ring Road.
In the above estimation, it is assumed that all the road development plans proposed in the
master plan are completed.
3) Existing and Foreseeable Problems

The existing and foreseeable vehicle traffic problems at Pta.Sudului are summarized as
follows.
a. Large Traffic Inflow to the Intersection
Since both the streets, Carea Vacaresti / Nitu Vasile and Sos.Oltenitei are major arterial roads,
the traffic volumes are considerably high for both roads, particularly on the Vacaresti-Nitu
Vasile, the peak hour traffic inflow from the north to the intersection reaches at about 2300
vehicles per hour. For this reason, a long inflow queue can be observed in this direction.
The total traffic inflow is expected to increase as much as about 90 % of the existing demand
in the target year, 2015.
17-28
Calea Vacaresti
Total Number of Vehicles
So 2262 per hour
s.
Ol
ten
ite (16:00-17:00)
i
773 4 24 Total Number of Tram per

313
665
3 665
357 932 461
5 103
491 13
8
566 111
107
141
1063
644
So
s.
406 Ol
ten
ite
814 i
So
s. B
ile
Vas
erc
eni
Nitu
Calea Vacaresti
Total Number of Vehicles

So
s.
1377 per hour
Ol
ten
ite
(8:00-9:00)
i
6 19 Total Number of Tram per

860
357
4 478 440
459
438
8 65 670
579
25
9
1006 108
89
101
1357
877 So
423 s.
Ol
ten
ite
i
So
s. B
1196
ile
Vas
erc
eni
Nitu
Fig.17.2.27 Traffic Survey Result at the Pta.Sudului
17-29
Traffic demand in 1998 Traffic demand in 2015
Fig17.2.28 Results of Traffic Assignment at Pta.Sudului
b. Weaving Problem
The Sos.Berceni is crossing with Oltenitei near Pta.Sudului without traffic signal, then a
weaving problem can be often observed. Sos Berceni is a semi-arterial road connecting
between the IMGB area and Pta.Sudului, hence the traffic inflow is not low.
c. Pedestrian Crossing
There are many pedestrian crossings on the carriage way from metro and tram /bus stations to
the market and other service facilities. The disordered pedestrian movement including a
jaywalk is an additional factor for hindering the traffic from a smooth flow.
d. Crossing of the Tram Movement and Vehicle Movement

There are many right turn and left turn tramcars, which cross with vehicle traffic in the
straight direction at the center of the intersection. Particularly it causes a disorder for the
traffic in the north-south direction on Calea Vacaresti / Nitu Vasile, because of the high traffic
volume.
e. Roadside Parking
Many cars including taxis parked on street, particularly those at the corner of the intersection
are being obstacles for both the traffic of vehicles and pedestrians.

(1) Required Functions
As mentioned above, both the roads, Calea Vacaresti / Nitu Vasile and Sos.Oltenitei are
working as the major radial roads. In addition, Calea Vacaresti and Sos.Oltenitei are also
working as a part of Inner Ring Road. Then, Pta.Sudului is the junction of the east half and
the west half of the Inner Ring Road. Therefore, the traffic inflow into Pta.Sudului is expected
to increase more in accordance with the development of Inner Ring Road.
On the other hand Pta.Sudului is a major transfer point among public transport; metro, tram
lines, trolley buses and ordinary buses are concentrated at the intersection. The improvement
of the transfer system is required not only for the passengers’ convenience but for the traffic
safety for both the vehicles and pedestrians.
17-30
Accordingly the intersection improvement of Pta.Sudului should be made to create a
smoother vehicle traffic and more convenient public transport system at the same time,
taking into account the development potential of the surrounding area.
(2) Plan
In order to cope with the existing and foreseeable problems stated above, the following
improvement plan can be proposed.
The Pta. Sudului is to be improved firstly by widening the road width to ease the traffic
congestion during the peak hours, and further improved at the later stage, by undertaking a
grade separation of the intersection.
This is because the congestion is not so serious yet at present and can be solved by a minor
improvement such as the widening only for the time being. This is confirmed by the volume
capacity analysis, where the peak hour traffic obtained from the traffic counting survey is
used as shown in Table 17.2.11.
1) First Stage
As stated above, there is no alternatives for the first stage, where the traffic segregation by
providing pedestrian underpass, the widening of road width, the introduction of one way
system into Berceni are proposed to realize a smoother and safer traffic movements for both
vehicles and pedestrians.
First Stage
a) Traffic Segregation by constructing pedestrian underpass
network
b) Change of Sos.Berceni (short section only) into one way and
widening of small entry road to Oltenitei.
c) Widening of corners and road width for turning lanes
d) Restriction of parking at the intersection and provision of
parking facilities
2) Second Stage
Since the traffic demand along the road, Vacaresti / Nitu Vasile is higher than the crossing
road, either an overpass or underpass will be examined on this road. The tramway is not
running on the road Nitu Vasile, then only the vehicle carriage way is grade-separated.
For the grade separation at the second stage, therefore, there are two alternative plans as
follows.
Alternative 1: Construction of an overpass carriage way crossing over Sos Oltenitei
Alternative 2: Construction of an underpass carriage way crossing under Sos Oltenitei
Second Stage
- Grade separation of vehicle traffic
(Underpass or Overpass)
17-31
Table 17.2.10 (1) Traffic Volume Capacity Analysis at Pta.Sudului
<CASE>
LOCAT ION : Pta. Sudului EXISTING TRAFFIC VOLUM E AT EVENING PEAKÔ16:00-17:00Õ
SOURCE: TRAFFIC COUNTING DATA)
CYCLE TIME AND PHASING OF TRAFFIC SIGNAL: ACTUAL
T RAFFIC : 16:00 - 17:00è EVE.PEAKé
(SOURCE: STREET ADMINISTRATION)
T RAFFIC VOLUME AND TRAFFIC LANES
i Heavy Veh
Veh 665 932 665 213 7%
T ram 4 24
VACAREST I
Heavy Veh
68 7%
SOS. OLT ENITEI T ram Veh
13 461
8 491 ii
111
Veh T ram
313 3
iv 357 5
103 SOS. OLT ENITEI
Heavy Veh
20 9%
Lane Width:3.5m
12 Feet
VASILE NIT U
T ram Heavy Veh
Veh 107 566 141 132 10%
iii
T RAFFIC CONDIT IONS

Parking Lan PEDEST RIANS Button for Pedestrians
Approach Gradient(%) %HV BUS B PHF Flow T ype
Y/N Nm Persons/Hr. Y/N Min.Green T ime
i 0 7 N - 0 1.00 200 N 3
ii 0 7 N - 20 1.00 400 N 3
iii 0 10 N - 42 1.00 200 N 3
iv 0 9 N - 25 1.00 100 N 3
Gradient : +Up, -Down NB : No of Bus per Hr. Min.T ime: Minimum Crossing Time for Pedestrians
HV : Vehicles with 5wheels or more PHF : Peak Time Coefficient
Nm : Nos.of Parking time per hr. Flow T ype : T ype1-5
SIGNAL PHASE
PATTERN
G + Y= 32 G + Y 47 G + Y = 67 G + Y= 67 G + Y= G + Y= G + Y=
PHASE
R= 84 R= 69 R = 49 R= 49 R= R= R=
Fixed or
Fixed Fixed Fixed Fixed
Actuated
ARROW: Vehicle M ovements Dotted Line:Pedestrians
Cycle Length: 116 Seconds
17-32
Table 17.2.10 (2) Traffic Volume Capacity Analysis at Pta.Sudului
Lane Groupes 3 4 5 6 7 8 9 10 11 12 13 14 15
1 2 *8 * * * * *
Require
Rate of Saturation Flow Green Capacity of Critical Require
v/c Ratio Conges- Capa- Queue d
Lane Flow Flow Rate Ratio Ratio Lane Group Lane Inflow / d No
Approach X tion city / Length( Duratio
Group (veh/hr.) (veh/ Gr.1h) v/s G/C (veh/hr.) Group Cycle of
Degree Cycle Veh) n
Cycles
(Min.)
3/4 4x6 3/7 3/7 below below 11-12 13/12
932 2829 0.329 0.578 1635 0.570 0.57 30 52 0 0 0.0
665 1414 0.470 0.578 817 0.814 * 0.81 21 26 0 0 0.0

i
665 1310 0.508 1.000 1310 0.508 0.51 21 42 0 0 0.0
28 1746 0.016 0.578 1009 0.028 0.03 0 32 0 0 0.0
491 2615 0.188 0.276 722 0.680 0.68 15 23 0 0 0.0
111 1253 0.089 0.405 507 0.219 0.22 3 16 0 0 0.0

ii
461 1060 0.435 1.000 1060 0.435 0.43 14 34 0 0 0.0
21 1606 0.013 0.276 443 0.047 0.05 0 14 0 0 0.0
566 2297 0.246 0.578 1328 0.426 0.43 18 42 0 0 0.0
iii 107 1036 0.103 0.578 599 0.179 0.18 3 19 0 0 0.0
141 1064 0.133 1.000 1064 0.133 0.13 4 34 0 0 0.0
357 2588 0.138 0.276 714 0.500 0.50 11 23 0 0 0.0
313 1240 0.252 0.405 502 0.624 * 0.62 10 16 0 0 0.0

iv
103 1272 0.081 1.000 1272 0.081 0.08 3 40 0 0 0.0
8 1590 0.005 0.276 439 0.018 0.02 0 14 0 0 0.0
Cycle Length(C): 116 Seconds
Loss Time per Cycle(L): 6 Seconds
Sum of Flow Ratio 0.722

on the Critical Lane Group:
Critical v/c Ratio(Xc): 0.761
Inflow/Cycle : Rate of Flow (veh/hr.)/(3600(sec)/Cycle Length(sec))

Capacity/Cycle : Saturation Flow Rate(veh/Green1hr.)/3600(sec)xGreen Time(sec)
17-33
(3) Improvement Plans
1) Design Condition
a. Design Speed
Design speed is assumed to be 60km/hr based on the National Standard in Romania, since
both the roads, Vacaresti / Nitu Vasile and Sos.Oltenitei are defined as arterial roads.
b. Geometric Design Parameters

The geometric design parameters are determined by using the design speed of 60km/hr based
on the National Standard.
c. Construction Gauge
The construction gauge is assumed as follows;
4.5m for the vehicle traffic height, and 5.5m in case of trolley and tram height.
d. Land Acquisition
- As a school is located at the southwestern side of the intersection, the widening should be
made so as not to affect the school land.
- There is a graveyard at the roadside of Str. Nitu Vasile, which should not be affected,
therefore, it is important to minimize the length of structure for the grade separation.
2) Preliminary Design
a. First Stage
In the first stage, the corners of the intersection are widened to provide a lane and a curb for
the right turn. At the Nitu Vasile side, two lanes are prepared for the right turn, taking into
account the bus stops. In relation to this improvement, the tramway is slightly shifted from the
existing location. The design is illustrated in Fig.17.2.29.
b. Second Stage
The grade separation work is planed for the north- south direction, i.e., the road Vacaresti /
Nitu Vasile. This is because the traffic demand on this road is higher than the crossing road.
The underpass or overpass is designed as a 4 lane separated carriageway flanking the tramway
from the both sides on the road Vacaresti. Hence, the tramways cross each other at the center
of the intersection at the ground surface level.
Alternative 1 (Underpass Case)

An underpass of 4 lane carriage-way is planed by crossing over the metro tunnel which is
lying under the west side of Sos.Oltenitei and Berceni as shown in Fig.17.2.30. Taking into
account the pavement thickness and the utilities such as a drainage lying underground, the
earth covering is determined to be 2m. The height inside the tunnel will be 5 m, then the
minimum distance from the top of the metro tunnel becomes 1.5 m. The cross section is
shown in Fig.17.2.31. The tunnel is assumed to be constructed by an open cut method.
Assuming the maximum longitudinal gradient be 6.5%, the total underpass section will be
457 m, of which 155 m will be the tunnel section.
17-34
Alternative 2 (Overpass Case)
An overpass of 4-lane carriage way is designed so as to minimize the overpass section.
The bridge is assumed to be a PC box girder type with the center span of 45 m. The height of
the box girder is also assumed as 3m. As a result, the total overpass section length will be
570m, of which 320 m will be the bridge section. The structure length in Alternative 2 is
longer than the Alternative 1, since the existing road, Vacaresti has a descending slope of
about 2 % toward the south direction. The preliminary designs of the plan and the cross
section are shown in Fig.17.2.32 and Fig.17.2.33.
17-35
17.2.7 Comparative Analysis
(1) Consideration Viewpoint
For the alternative plans identified in the previous section, the best solution should be selected.
The consideration viewpoints for the comparative analysis are almost same as those identified
in the previous chapter except some modification.
1) Viewpoints Added
The following viewpoints are added for the comparative analysis, taking into account the
characteristics of Pta.Sudului.
a. Influence on trolley bus lines
b. Pedestrian Crossing
c. Influence on Open-air market
2) Viewpoints Excluded
The following viewpoints are excluded because it is obvious that either there would be no
significant impacts for both the alternatives or no significant difference between the
alternatives.
a. Influence on Tram Lines
b. Difficulties during the construction
(2) Comparative Analysis

The alternative plans are compared each other from the above viewpoints. The results are
summarized in Table 17.2.11.
1) Land Acquisition
In both the alternative cases, some part of roadside green spaces on Calea Vacaresti and some
part of open air market space along Nitu Vasile will be required for the widening. In case of
Alternative 2, the length of structure section is longer than the another case. This is because
Vacaresti has a descending slope to the southward. Hence, Alternative 2 requires more land
acquisition than Alternative 1.
2) Influence on Vehicle Traffic

In both the alternatives, the side lanes will be provided at the both sides of the grade-separated
section, therefore, there will be no difference for the vehicle traffic conditions.
3) Influence on Trolley Bus Lines

After the completion of the grade separation, the trolley bus U-turn will be changed to use
either the space under the overpass or the space over the underpass inside the intersection area.
There is no functional difference between the alternatives.
4) Influence on Open Air Market

In both cases, some of the shops should be relocated for widening the road. But the relocation
can be made within the same district since the number of shops will not be large.
5) Influence on the Landscape

In case of overpass, it may have a serious influence to the landscape, therefore, Alternative 2
17-39
is not desirable compared to Alternative 1.
6) Pedestrian Crossing
There is no difference for zebra crossing in both cases. For the pedestrian underpass, the
location of the passage should be slightly shifted to the southward because of the vehicle
carriage way underpass in case of Alternative 1
The construction cost is relatively lower in the case of Alternative 2 compared to Alternative 1.
In cases of Alternative 1 the overpass is located on the existing road, then relatively higher
impacts are anticipated in terms of noise, vibration sunshine etc..
As a consequence, Alternative 1 is recommended because of the influences to the landscape

and the environment, though it requires slightly higher construction cost.
17-40
Table17.2.11 Comparative Analysis for Sudului Intersection
Alternative 1 Alternative 2
Factors Underpass construction Overpass construction
Under the Sos.Oltenitei Over the Sos.Oltenitei
1.Land Acquisition
- Some part of roadside green space on Calea
Vacaresti will be required for widening.
- Some part of open-air market will be required for
- Because the length of structure section is longer
widening.
than the Alternative 1, more land will be
- The length of structure section is shorter than
required.
Alternative 2, less land will be required.
2. Influence on - Same condition as Alternative 1
vehicle traffic - Side lanes will be provided, therefore, all the
vehicle movements will be secured.
3.Influence on
trolley bus lines - Trolley bus U-turn route will be changed to use - Trolley bus U-turn route will be changed to use
the space over the underpass in the intersection. the space under the overpass in the intersection.
4.Influence on
Open air market - Some of the shops will be relocated. - Some of the shops will be relocated.
5.Influence on the - No adverse impacts -Overpass may have an adverse
landscape impacts
6. Pedestrian
Crossings (1) Zebra crossing can be (1) Zebra crossing can be
(1) Zebra crossing provided without problem. provided without problem.
(2) Underpass (2) Pedestrian passage under Nitu (2) Pedestrian passage under Nitu
Vasile will be shifted to Vasile can be made without
southward. Problem
7.Construction Cost
- Relatively high - Relatively low
8. Environmental - Relatively low
Impacts - Relatively high (noise, sunshine etc.)
9. Overall
- Although the construction cost is higher, the - Although the construction cost is lower, the
adverse impacts on environment or landscape adverse impacts on environment and
can be minimized. ( recommended) landscape are anticipated.
17-41
17.3 Project Cost Estimation
Project costs of Piata improvement were estimated below.
Table 17.3.1 Piata Improvement Cost Estimation
Gara de Nord - Cost

As of June.16.1999
Unit:USD
Item Unit Unit cost Quantity Cost Reference
Engineering ( survey, design ) 2,199,910
Underground parking m2 600 31,800 19,080,000
Underground passage(pedestrian) m2 550 830 456,500
Bus berth m 200 1,500 300,000 roof, light
Road improvement m2 25 21,000 525,000
Signal place 60 20 1,200
Tramline m 2,000 712 1,424,000
Trolley bus line m 170 720 122,400
Platform(tram, trolley bus) m 200 450 90,000 3×75m
Total 24,199,010
Piata Obor - Cost

As of June.16.1999
Unit:USD
Engineering ( survey, design ) 2,589,188
Underground parking m2 600 34,700 20,820,000
Market m2 100 21,000 2,100,000
Underground passage(pedestrian) m2 550 600 330,000
Bus terminal m2 100 10,700 1,070,000 roof, light, platform
Tram line m 2,000 285 570,000
Tram platform m 200 450 90,000
Road improvement m2 25 36,475 911,875
Total 28,481,063
Piata Sudului - Cost
Cost - Piata. Sudului

As of June.16.1999
Unit:USD
Crossing improvement widening 1,053,470
Piata improvement Parking m2 30 5,100 153,000
Bus terminal m2 350 4,200 1,470,000 Building
Road m2 25 2,300 57,500
improvement
Signal place 60 30 1,800
Land acquisition m2 50 3,934 196,700
Engineering 187,900
Total 3,120,370
The costs for the intersection improvement are estimated by using unit cost by work item
obtained from the past construction work. The total for the first stage is estimated to be about
US$ 1 million. As for the second stage, the cost of the alternative 1 and 2 will be US$ 7.7
millions US$ 6.5 millions respectively.
17-42
Table 17.3.2 Intersection Improvement Cost
Unit: USD
widening Alternative.1 Alternative.2
RC PT bridge - - 3,920,000
price per m2($) - - 700
total surface (m2) - - 5,600
Retaining wall - - 514,380
price per m2($) - - 120
surface (m2) - - 4,287
Tunnel - 4,005,200 -
price per m2($) - 1,700 -
total surface (m2) - 2,356 -
Tunnel access - 1,672,088 -
price per m3($) - 75 -
total volume (m3) - 20,408 -
pavement price per m2($) - 25 -
pavement surface (m2) - 5,661 -
Tramway 340,000 804,100 804,100
price per m($) 1,700 1,700 1,700
total length (m) 200 473 473
Streets improvement 426,000 461,250 549,375
price per m2($) 15 15 15
total surface (m2) 28,400 30,750 36,625
Land acquisition 191,700 75,050 106,450
price per m2($) 50 50 50
total surface (m2) 3,834 1,501 2,129
Miscellaneous contingencies 95,770 701,769 589,431
TOTAL 1,053,470 7,719,456 6,483,736
As of June.16.1999

17.4.1 Implementation Body
Principally Bucharest Municipality is assumed as the implementing body. Introduction of
private funds should be considered for the construction of underground parking. Charging
should be adopted to recover the investment cost for parking and bus terminal.

The improvement plans of Piatas are assumed to be implemented according to the following
schedule.
In scheduling each project component, the following factors are taken into account.
a) the period for feasibility study and engineering study
b) the period for preparation of finance
c) the relationship between road and public transport project
d) the traffic demand at intersection and Piata
17-43
For the pedestrian underpass, for instance, b) and c) are considered. As for the one way
system and road widening, a) and b) are reflected.
In the case of grade separation, it is scheduled for the traffic demand expected to exceed the
capacity of the intersection by the year to be opened to traffic.
Underground passages and bus terminals can be independently constructed. Parking
restriction at intersection and parking facilities shall be implemented at the same time. Also
alteration and relocation of tram routes shall be simultaneously implemented so that the
influence on public transport will be minimized.
Function for transferring among public transport modes should be intensified by
rearrangement of public transport routes when bus terminal is constructed.
Table 17.4.1 Improvement Schedule of Piatas
Gara de Nord
Item year 2001 2002 2003 2004 2005 Reference

Design FS
DD
Tendering
Construction Underground parking
Bus terminal
Tram way,Trolley bus
Streets improvement
Piata Obor

Design FS
DD
Tendering
Construction Underground parking
Bus terminal
Market
Streets improvement
Piata Sudului
Item year 2001 2002 2003 2004 - 2010 2011 Reference

Design FS
DD
Tendering
Construction Construction of pedestrian underpass
Introduction of one way system
Widening of road width and intersection
Bus terminal Building
Parking restriction in the intersection
Parking
Streets improvement
Grade separation of Carriageway
17-44
17.5.1 Economic and Financial Evaluation
(1) Economic Analysis
As mentioned on the above section, various improvement measures were recommended for
Gara de Nord, Obor and Sudului as the Piata improvement project. Especially,
a. Reforming the intersection configuration
b. Improving transferring facilities for public transport modes
c. Constructing parking facility
give a lot of benefit to pedestrians or passengers who change public transport modes around
these Piatas and in addition vehicles passing through these Piatas can also shorten the time to
cross the Piata or to park their cars. Therefore, under the following premises, the traffic
assignment was made for the purpose of estimating the time saving benefit and VOC saving
benefit.
Premise 1 Increase of the capacity of the road section (links in the network) near the
intersection by reforming its configuration and/or adding a left turn lane or right
turn lane ( 2,000 PCU per day )
Premise 2 Increase of the capacity of the road section (links in the network) by excluding
roadside parking cars through the implementation of strict car parking regulation
and construction of parking facilities ( 4,000 PCU per day )
Premise 3 Increase of velocity on the road section by excluding roadside parking cars ( 5km
per hour )
Premise 4 Reduction of transfer time between public transport modes by improving
transferring facilities (1 minute per one transfer)
The economic evaluation for Piata improvement facilities was made for these three Piatas
under the premises. Table 17.5.1 shows the results of the economic analysis. According to the
results of the economic evaluation, Piata improvement projects at these three Piatas were
judged to be viable from their high values of EIRR. Table 17.5.2 shows the sensitivity
analysis, which indicates all cases are feasible under the change of 20% of each factor .
Table 17.5.1 Economic Analysis of Piata Improvement

Piata Gara de Nord Obor Sudului
Financial Cost ($ 1,000) 24,199 29,070 3,120
Economic Cost ($ 1,000) 17,723 21,290 2,285
Total Benefit (Lei Mil./day) 769.5 790.1 81.9
IRR (%) 27.2 25.7 23.1
B/C 2.988 2.861 2.211
NPV (Lei Mil.) 461,784 508,677 40,958
17-45
Table 17.5.2 Sensitivity Analysis for Piata Improvement Project
Change of factors Indicators Gara de Nord Obor Sudului
-5 % 0.250 0.236 0.222
Benefit decrease -10 % 0.238 0.224 0.213
-20 % 0.213 0.200 0.195
+5 % 0.250 0.237 0.223
Cost increase +10 % 0.240 0.227 0.215
+20 % 0.221 0.209 0.201
-5 % 0.254 0.241 0.226
Traffic volume
-10 % 0.245 0.231 0.219
decrease
-20 % 0.225 0.213 0.204
-5 % 0.259 0.245 0.229
Foreignexchange rate
-10 % 0.221 0.209 0.227
decrease*
-20 % 0.205 0.193 0.224
Note: The foreign portion is assumed to be 20 % of the project cost.
(2) Financial Analysis of Parking

At Gara de Nord, Obor and Sudului, parking facilities shown in Table 17.5.3 were proposed.
In order to examine the profitability of the above parking facilities, the financial internal rate
of return (FIRR) was calculated in the various conditions such as parking fee level,
investment amount of private companies, and the size of contribution from the Municipality,
as mentioned in the same conditions explained in 14.2.3.
Table 17.5.3 Capacity and Construction Cost of Parking Facilities

Location Capacity Construction cost Parking type
(vehicles) (1,000 US$)
1) Gara de Nord 1,000 19,080 Underground
2) Obor 1,100 20,820 Underground
3) Sudului 100 274 Surface
Total 3,100 40,174
The results of the financial analysis are shown in Table 17.5.4. According to this Table, the
private sector would be reluctant to participate in this business, since the value of FIRR on
investment is very low. However, judging from the value of FIRR on equity, the financial
feasibility of the capital becomes very high under the assumption of the contribution of two
third of the project cost from the Municipality (two thirds of the project cost) for Gara de
Nord and Obor. For Sudului no contribution from the Municipality is necessary for its parking
facilities because of its good business performance without contribution from the
Municipality. Therefore, it is recommended to run the parking business jointly by the
Municipality and private enterprises, since the Municipality could reduce its investment
burden, on the other hand, the participatory enterprises could obtain some benefit through the
management of parking. In addition, the management can be done by the private enterprises,
which is considered to be much more efficient than that by the Municipality itself.
Consequently, the construction and operation of these three parking facilities should be
entrusted to a joint entity of the Municipality and private enterprises, that is, the third sector
method.
Table 17.5.4 Result of Parking Development Project at Three Piatas
Location FIRR on equity FIRR on investment
1) Gara de Nord 11.9 1.7
2) Obor 15.0 3.6
3) Sudului 73.0* 73.0*
Total 14.3 3.3
Note : * The same value comes from the assumption of no contribution from the Municipality.
17-46
17.5.2 Environmental Evaluations
(1) Environmental Benefit
1) Estimation of Key Emissions
Amount of key emission is estimated based of following method.
(MPav x F) – (MPbv x F) = Em
Where,
F Emission Factor
MPav Total vehicle km. of Master Plan case including whole MP projects
MPbv Total vehicle km. of of MPa case except subject priority project
Em effects in emission amount
a. Gara de Nord
Amount of total emission from vehicle is estimated in order to evaluate an external cost of
environment with the currency unit prepared by ECMT. In comparison between Mater Plan
Case and Master Plan Case exncludes Gara de Noed case, total CO2 emission of Basarab case
decreases 0.07% and total emission amount in NOx reduces 0.51% according to following
evaluation method.
Gara de Nord-CO2 Gara de Nord-NOx

7,000
3,000,000
16,942 16,942 69 69
6,000
2,500,000
Public
Public 5,000 Private
NOx (Kg/day)
2,000,000
Private 4,035 Freight
NOx (kg/day)
4,032
4,000
2,211,493 2,213,126 Freight
1,500,000
3,000
1,000,000
2,000
2,114
500,000 1,000 2,149
546,139 546,460
0 0
M P case M P except Gara de Nord M P case M P except Gara de Nord
Figure 17.5.1 Comparison of Emission Amount (CO2 and NOx)- Gara de Nord
b. Piata Obor
environment. In comparison between Master Plan Case and Master Plan excludes Piata Obor,
total CO2 emission of Obor case decreases 0.57% and total emission amount in NOx reduces
5.34%.
17-47
Piata Obor-CO2 Piata Obor -NOx
7,000
3,000,000 16,942
16,942 69
6,000 69
2,500,000 Public
Public 5,000 Private
2,000,000
NOx (kg/day)
CO2 (kg/day)
Private 4,032 Freight
4,000 3,687
2,211,493 2,224,770 Freight
1,500,000
3,000
1,000,000
2,000
500,000 1,000 2,149 2,160

546,139 548,808
0 0
M P case M P except Obor M P case M P except Obor
Figure 17.5.2 Comparison of Emission Amount (CO2 and NOx)- Piata Obor
c. Sudului
environment. In comparison between Master Plan Case and Master Plan that excludes Sudului,
total CO2 emission of Sudlui case decreases 0.02% and total emission amount in NOx reduces
0.01%.
Sudului-NOx
Sudlui-NOx
7,000
Sudlui-CO2
Sudului-CO2
3,000,000 69 69
6,000 Public
16,942 16,942
Private
2,500,000
5,000 Freight
Public
NOx (kg/day)
2,000,000 4,000 4,032 4,033

CO2 (kg/day)
Private
2,211,493 2,212,456
Freight
1,500,000 3,000
1,000,000 2,000
500,000 1,000 2,149 2,147

546,139 545,606
0 0
MP case MP except Sudlui M P case M P except Sudlui
Figure 17.5.3 Comparison of Emission Amount (CO2 and NOx)- Piata Sudlui
2) Environmental External Cost

(MPae x Cu) – (MPbe x Cu) = EB
Where,
MPae Total emission of Master Plan case including whole MP projects
MPbe Total emission of MPa case except subject priority project
Cu Currency unit
EB Environmental benefit (negative number shows positive benefit due to the formula)
17-48
a. Gara de Nord
External costs of Green House Effects (CO2) and Air Pollutant (NOx) are estimated based on
the emission estimation. As a result, 11 Euro/day in CO2 and 3,747 Euro/day in NOx are
estimated.
Table 17.5.5 Environmental External Cost of Gara de Nord

MP except Balance ( MPa-MPb)
MP Case
Gara de Nord in Euro
Public 97 621 97 621 0 0
Private 12,606 32,252 12,615 36,311 -9 -4,058
Freight 3,113 19,341 3,115 19,030 -2 311
Daily Total 15,815 52,215 15,826 55,962 -11 -3,747
Yearly Total 5,772,499 19,058,487 5,776,566 20,426,212 -4,067 -1,367,725
b. Piata Obor
estimated.
Table 17.5.6 Environmental External Cost of Piata Obor

Balance ( MPa-MPb)
MP Case MP except Obor in Euro
Public 97 621 97 621 0 0
Private 12,606 32,252 12,681 33,184 -76 -931
Freight 3,113 19,341 3,128 19,436 -15 -95
Daily Total 15,815 52,215 15,906 53,241 -91 -1,026
Yearly Total 5,772,499 19,058,487 5,805,678 19,432,834 -33,179 -374,347
c. Piata Sudului
estimated.
Table 17.5.7 Environmental External Cost of Piata Sudului

Balance ( MPa-MPb)
MP Case MP except Sudlui
in Euro
Public 97 621 97 621 0 0
Private 12,606 32,252 12,611 36,300 -5 -4,047
Freight 3,113 19,341 3,110 19,322 3 19
Daily Total 15,815 52,215 15,818 56,244 -2 -4,029
Yearly Total 5,772,499 19,058,487 5,773,397 20,528,896 -898 -1,470,410
17-49
(2) Environmental Impact by the Project
The projects comply of three Piata improvements, Gara de Nord, Obor and Sudlui, including
transfer station, channelization of Piata, underground parking, pedestrian crossing and
pedestrian improvement. A few impacts are identified on this project due to improvement
transfer terminals. Resettlement, Traffic flow, economic activities of small shops, which may
have significant impact depending on the project scale or site condition.
a. Gara de Nord
Component of the project is transfer terminal improvement and underground parking facility.
This project is proposed in existing transfer terminal of Gara de Nord, which is major transfer
station in the city, so that land acquisition is not occurred. However, impacts on existing
traffic flow, which is mainly public transport such as bus, trolley bus, taxi, maxi-taxi during
construction. In addition, construction waste on construction of underground parking was
identified as environmental item that may have significant impacts depending of the project
scale and site condition. The identification matrix is shown as follows:
Table 17.5.8 Matrix Table of Environmental Impacts by Project Phase -Gara de Nord
which may Before Operation After Operation
1. Resettlement
Social Environment

6.
Common
8. Waste X X
9. Hazards (Risk)
Natural Environment
11. Soil Erosion

12. Ground Water
14. Coastal Zone
15. Flora and Fauna
16. Meteorology
17. Landscape
Pollution
19. Water Pollution

21. Noise and Vibration
22. Land Subsidence
23. Offensive Odor
Note:
XX: The environmental items to which special attention has to be paid. They might be serious impacts that may affect the project
formulation depending on the magnitude of the impacts and the possibility of the measures.
X: The environmental items that may have a significant impact depending on the scale of the project and site condition
1RPDUN 7KHHQYLURQPHQWDOLWHPVUHTXLULQJQRLPSDFWDVVHVVPHQWVLQFHWKHDQWLFLSDWHGLPSDFWVDUHLQJHQHUDOQRW
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17-50
b. Obor
One of major transfer and commercial station called Obor located in north-east part of
Bucharest where is cross road of middle ring road and Colentina road is proposed to improve
existing transport functions including Metro, Tram, Trolley Bus, bus, long-distance bus
terminals and parking facilities. Large market is also located in proposed project site.
No major impact is identified in the course of evaluation, however some minor impact such as
land acquisition for long distance bus terminal in pre-construction phase and traffic flow in
construction phase are identified. In addition, during the construction phase, minor impact on
economic activities for market is identified.
Table 17.5.9 Matrix Table of Environmental Impacts by Project Phase- Obor

1. Resettlement
2. Economic Activities X X
Social Environment

6.
Common
8. Waste
9. Hazards (Risk)
Natural Environment
11. Soil Erosion

12. Ground Water
14. Coastal Zone
15. Flora and Fauna
16. Meteorology
17. Landscape
Pollution
19. Water Pollution

22. Land Subsidence
23. Offensive Odor
Note:
VLJQLILFDQW
c. Sudului
This is also major transfer station located in south part of Bucharest and major commercial
point. The plan proposes an improvement of the terminal including Metro, Tram, Trolley, Bus,
and parking facility. Existing condition of this intersection is rather complicated that the
intersection has five legs and four mode of transportation on surface.
No significant impact is identified in the course of study, although proper countermeasures

are required in order to mitigate the impact. Land acquisition for roadside along with Calea
17-51
Vacaresti and Nitu Vasile. in pre-construction phase, traffic flow especially on alternative
route traffic flow in construction stage.
Table 17.5.10 Matrix Table of Environmental Impacts by Project Phase- Sudului

1. Resettlement
2. Economic Activities X X
Social Environment

6.
Common
8. Waste
9. Hazards (Risk)
Natural Environment
11. Soil Erosion

12. Ground Water
14. Coastal Zone
15. Flora and Fauna
16. Meteorology
17. Landscape
Pollution
19. Water Pollution

22. Land Subsidence
23. Offensive Odor
Note:
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2) Environmental Considerations
a. Gara de Nord
a) Traffic Flow
Subject site is located in Gara de Nord which is one of busiest transport node and the Gara is
gateway of international surface transport. Alternative transport flow during construction shall
be provided in order to avoid inconvenient for the people.
b) Construction Waste
The plan proposes an under grand parking facilities which could park 2000 vehicles under the
park located in front of Gara de Nord. Large amount of excavation is occurred in construction
phase so that construction waste shall be managed. More over, transferring construction waste
shall be transfer safely to the site.
17-52
b. Obor
a) Land Acquisition
Total land of 10,700 m2 for proposed bus terminal is required to acquire lands. However,
there is no resident there so that it may not have impact.
b) Economic Activities
Wholesale market and other commercial facilities exist in subject area. Especially during the
construction, traffic flow and alternative routes shall be formulated in order to mitigate impact
on their economic activities.
c) Traffic Flow
Project area is one of major transferring terminal with commercial facilities. Proper
alternative route and stops shall be made for the people in sense of convenience especially
during constriction phase.
c. Sudului
a) Land Aquisition
Land acquisition of total area, 3,934 m2, where some part of roadside along with Calea
Vacaresti and Nitu Vasile for channelization improvement is required. However, it is green
space there, so that resettlement does not occur.
b) Economic Activities
There are small-scale open-air commercial facilities there. According to the proposed plan,
along with Nitu Vasile, some parts of commercial facilities are required to relocate.
Appropriate coordination with them shall be made before the construction.
c) Traffic Flow
This area is one of major transport terminal and most of transport mode passing through this
Piata. In addition, Trolley bus U-turn loop shall be relocated in accordance with proposed
plan. Proper traffic flow management during construction shall be made strongly.
(3)Overall Evaluation
Those three projects have a little amount of environmental benefits. This aspect implies that
those three Piata improvements are reasonable at least view points from environment.
Three Piata improvements are located in existing transfer terminals. Some space requires to
acquiring lands, however no residential area is targeted. In addition, some small economic
activities, which are acting on roads, are relocated. Moreover, existing traffic flow will have
some impact during construction. However those identified impacts are not significant
impacts.
17-53
18. Parking System Development in the Central Area
18. Parking System Development in the Central Area
Parking system development is studied in order to restrict the vehicle use in the central
area. The parking facilities will be provided and public transport will be the principle
transport mode in the central area.

As elaborated in the previous chapter, most of the roads in the central area are crowded with
parked vehicles which become obstacles for both vehicle and pedestrian traffic. This is partly
caused by the fact that the central area was built up without any allowance for the rapid
growth in parking demand. But if parking facilities are abundantly provided, it may bring
about more traffic concentration in the central area. In general, roads should have various
functions, therefore, the present road condition occupied by many parked vehicles might not
be conductive to overall efficiency, particularly in view of the limited road space in the central
area.
The purpose of this further study is, therefore, not simply to develop parking facilities, but
rather to find out how to make use of the road network in the central area more effectively by
improving the traffic condition and street environment, and promoting public transport use by
reducing the number of vehicles parked on the streets.
For this purpose, a parking restriction is proposed in the central area as stated in the Master
plan study. In order to execute the parking restriction without causing traffic disorder, it is
indispensable to provide some parking facilities in the meantime, and on the other hand,
develop the public transport system.
18.2 Basic Plan

18.2.1 Parking Demand
The parking survey was conducted in mid-June, 1999, to find the number of vehicles parked
on-street and off-street in the central area of Bucharest. For this task, the central area was
divided into 20 parking zones, as illustrated in Figure 18.2.1. These surveys were conducted
during weekdays during the period 9:00-16:00 when parking demand is relatively high.
Surveyors recorded the number of vehicles parked on-street by street name, within each
parking zone, for both arranged, and unarranged vehicles.
As shown in Table 18.2.1, there are approximately 22,000 vehicles parked in the central area
of Bucharest. Of this amount, nearly 4,000 (18%) are located in off-street parking facilities,
and the remaining 18,000 (82%) occupy on-street parking spaces. Of these 18,000, however,
about half is in arranged parking spaces; the remaining 50% (about 9,100 vehicles) are parked
in undesignated areas, including illegal parking on sidewalks. Clearly, parking is a critical
issue that requires immediate attention.
With regard to the future parking demand, it can be estimated from the growth of the future
vehicle trips. As elaborated in Chapter 11, the future traffic demand in the optimal alternative
case increases by as much as 20% of the existing demand. However, owing to the
multi-centered development plan, the trip attraction to the central area will grow to as much as
3.4% of the existing trip attraction. Hence, the future parking demand in 2015 is estimated to
be 67,900 vehicles in terms of cumulative total. Consequently, the incremental future parking
demand in the central area is calculated as 22,000 vehicles.
18-1
As explained in the Masterplan, the parking on-street is proposed to be restricted to the area
enclosed by the central circulation road. For this purpose, it is indispensable to improve the
public transport system on the one hand and develop the parking facilities on the other hand.
The parking system development in this study is not necessarily aiming to meet all the
expanding parking demand, but rather aiming to reduce the on street parking. Since the on
street parking has not been illegal in Bucharest except for some specific zones such as the
streets in front of hospitals, important buildings etc. a sudden introduction of parking
restriction without providing a substitute facility may result in traffic disorder because an
alternative transport mode is not attractive yet and usually requires many years to be
developed. Accordingly the following parking development policy is proposed in order to
carry out the parking restriction without causing a chaotic condition.
1) The parked cars at off-street parking will not be taken into account for preparing the
parking facility development plan, since it aims to reduce the on-street parking.
2) The restriction is not applied to parking at road side spaces already arranged for parking
use, since they are normally designated not to affect vehicular as well as pedestrian traffic.
3) Among the parked vehicles on-street, those at unarranged spaces are classified into vehicles to be
removed and accommodated in the off-street spaces and ones to remain at the on-street spaces.
4) For the above purpose, all the roads in the central area are to be classified in terms of the manner of
road use. Some roads should be used exclusively for vehicular traffic to secure smooth traffic flow,
while others may be used as an additionally arranged parking space. The latter may be better used
as a pedestrian mall. Accordingly, at first it is indispensable to identify what purpose a street should
be used for.
5) Off-street parking facilities should not be excessively supplied in the central area and
should be developed to accommodate only the existing demand barred from parking in the
restricted area.
As mentioned above, parking demand in the central area will increase in accordance with the
traffic growth in future, however, further development of parking facilities should not be
made for the purposes (a) to encourage people converting to public transport use from
private vehicles, (b) to promote the “park and ride” policy.
6) Outside the central area, parking facilities should be developed with sufficient capacity,
particularly at the suburban metro terminal areas and the fringe areas, for pursuing the
above policy.
The above policy provides that all the parking demand in the restricted area is guaranteed to
be accommodated in the legal spaces for the time being, however, this restricted demand will
gradually become larger year by year in accordance with the traffic growth.
Accordingly it will be important to decide what type of parking should be prioritized and
what type should be discouraged.
Parking for professional business, goods delivery, service vehicles must be accommodated.
Although the number of residents in the city center has been decreasing, the density is still
quite high, about 150 to 190 persons per ha. Most of the residents do not have garages.
Therefore the parking demand for residence is also to be given higher priority.
Consequently the parking for other purposes such as shopping and private purposes, should be
reduced, -particularly commuting trips should be restricted because their average parking
duration is much longer than others.
As experienced in some European cities, the volume and the structure of parking can be
controlled by means of parking fees. For instance, if the parking for commuters is discouraged,
a progressive fee system is applied, that is the hourly fee increases with parking duration.
18-3
18.2.3 Road Classification in Terms of Road Use
In order to identify whether the road side spaces can be used as a parking area or used for
other purposes, all the roads in the central area are classified into the following 4 categories.
Category A: Roads exclusively used for vehicular traffic including public transport
- The roads are mainly composed of arterial and semi-arterial roads.
- On street parking is generally prohibited.
- The existing roadside parking spaces are exceptional, but additional parking lot will not be
provided.
Category B: Roads used for vehicular traffic including public transport, but also used for
parking only if it does not affect traffic.
- The roads are mainly regarded as collector roads, and are supposed to function to substitute
or supplement the Category A roads. Consequently Category B roads, together with Category
A, make up the total network for vehicular traffic including public transport.
- On-street parking is allowed only at arranged spaces
- On-street parking is not allowed if it affects the traffic condition that two vehicles can pass
by each other.
- If parking does not affect the traffic condition, space will be additionally arranged for
parking use.
Category C: Roads where parking lots should be developed

- These roads are mainly minor roads, which are not expected to function as a part of the road
network in Bucharest.
- Additional parking lots will be arranged wherever possible.
- Minimum number of traffic lanes should be secured for parking purpose.
Category D: Roads mainly used for pedestrians

- The roads in this category are also not expected to function as a part of the road network.
- Pedestrian mall or wide sidewalk
- Vehicular traffic is generally prohibited.
In applying the above categories to the actual road network in the central area, the following
factors are taken into account.
(a) Arterial and Semi-arterial roads proposed in the master plan

(b) Existence of tram lines
(c) Contribution to the Improvement of the Trafficability Problems identified in the masterplan
(d) Network continuity and accessibility to each district
(e) Number of actual on-street parking vehicles
(f) Off-street parking facilities
(g) Roadside environment (historical buildings, parks, shopping facilities etc.)
(h) Network Relationship with existing pedestrian streets and facilities
As a result, the roads in the central area can be classified as shown in Figure 18.2.2.
18-4
18.2.4 Parking Facility Development Plan
(1) Overall Development Plan
A parking facility development plan is prepared for both the off-street and on-street facilities.
1) Off street Facilities

a. Demand by Zone
On the basis of the road classification in the previous section, the total demand for the off-
street parking is calculated by using the parking survey results through the following
procedure.
a) As for Category A roads, all the on-street parked vehicles except those at the already
arranged spaces are counted for the demand of off-street facilities.
b) For Category B, a half of the parked vehicles at the unarranged on-street spaces is taken as
the demand for off-street parking.
c) In case of Category C, all the vehicles parked on-streets are regarded to be accommodated
within the road space, therefore, none are counted for the off-street demand
d) For Category D, all the vehicles parked on streets should be restricted, therefore, all of
them are counted as demand.
As a result, total parking demand is estimated as shown in Table 18.2.2.
Table 18.2.2 Parking Demand for Off-Street Facilities

Zone Parking Spaces Zone Parking Spaces
1 200 11 169
2 252 12 557
3 369 13 62
4 151 14 31
5 365 15 442
6 27 16 525
7 77 17 610
8 698 18 36
9 63 19 29
10 2 20 16
Total 2,195 Total 2,477
Grand Total 4,672
Note: Zone No. corresponds to those identified in the Parking Survey
Parking should be located in the same zone as the parking demand or a nearby zone.
b. Development Plan
Taking into account the land availability for developing parking facilities, the site location, the
parking facility development plan is formulated as shown in Table 18.2.3 and Figure 18.2.3.
18-6
2) On-street Facilities
Based on the development concept, parking facilities on-street should be additionally
arranged for the roads, Category B and Category C.
a. For Category B, the remaining half of the parked vehicles at the unarranged spaces at
roadside are to be covered by additionally arranged spaces at roadside.
b. Similarly, in case of Category C, all the vehicles parked on streets are regarded to be
accommodated within the road space, therefore, unarranged spaces will be changed to
arranged.
As a result, the following spaces are to be additionally arranged as parking lots on-street.
Table 18.2.4 Parking Spaces to be Arranged On-Street
Zone Parking Spaces Zone Parking Spaces
1 154 11 173
2 0 12 570
3 538 13 7
4 129 14 19
5 341 15 412
6 119 16 583
7 53 17 395
8 906 18 1
9 68 19 11
10 0 20 10
Total 2,308 Total 2,171
Grand Total 4,479
(2) Layout Plan of Major Parking Facilities

The parking facilities are designed based on the required parking space,. Figure 18.2.4, Figure
18.2.5 and Figure 18.2.6 show the layout plans for a typical case.
Figure 18.2.4 Layout Plan of Parking Academiei / Doamnei
18-8
Figure 18.2.5 Layout Plan of Piata Decebal Parking
18-9
Figure 18.2.6 Layout Plan of Parking Balcescu
18-10
18.2.5 Parking Information System
When parking restrictions are introduced in the central area, they may have a negative side
effect.
Because of the limited number of parking spaces, there will be a fairly high proportion of cars
driving around in search of vacant parking spaces. This may cause additional traffic
congestion on the access roads to main parking facilities.
In order to reduce the number of such cars searching for parking space on the roads, and raise
the efficiency of parking facilities, the introduction of a parking information system is
proposed.
The parking information system is to inform the vacancy of parking spaces to the drivers
through radio or a message sign board installed at the roadside. The information on the
vacancy of parking spaces is usually collected from the automatic parking charge calculator
installed at the entrance of parking facilities. This system is applicable to roadside parking
spaces as well by installing parking meters.
Parking Information Center
Information on the Information on the

Vacancy of the Parking Conditions
Parking Space
P Vacant P Full
P P
P
P
P P
Message Board
Figure 18.2.7 Parking Information System
18.3 Construction Cost

The construction cost for developing parking facilities is estimated by assuming the unit costs
as follows.
18-11
Table 18.3.1 Construction Cost
Surface/Building Unit cost Const.cost
Location
Underground (US$/) (1000 US$)
1) Academiei/Doamnei Building 610 4,697
2) Nicolae Balcescu Underground 510 4,820
3) Pta.Decebal Building / Surface 610 10,510
4) Pta.Salii Palatului Underground 510 10,710
5) Pta.Revolutiei Underground 510 13,923
6) Pta.Galati(Bdul Dacia) Building 610 1,068
7) Armand Calinescu Underground 510 536
8) Regina Elisabeta Underground 510 17,850
9) Bdul Unirii/Libertatii Underground 510 10,710
10) Natiunilor Unite Surface 70 490
11) Bdul Libertatii Surface 70 833
12) Pta.Concordiei Surface 70 98
13) Panait Cerna Underground / Building 560 588
14) Str.Ion Nou Surface 70 49
Total 76,882
Note: the area required for a parking lot is assumed to be 35m2
18.4 Implementation Program

18.4.1 Staging Plan
A parking restriction plan accompanied by a parking facility development plan has been
proposed in the previous section. The total area covered by the restriction plan is about 5 k m2,
and the capacity of the parking facilities to be developed is more than 4,000. It is not practical
to implement the plan at once, therefore, a staged plan is proposed as follows.
(1) First Stage

The core central area is proposed to be implemented at the first stage. The area is about 1 km2,
enclosed by the roads Calea Victoriei, Roseti, Tubor Alghezi, Hristo Botev and Pta.Unirii as
Since this area is located in the center of Bucharest, if the parking restriction is successfully
carried out, expansion to other areas will not be difficult.
In order to accommodate the vehicles restricted from parking in this area, the parking
facilities listed in Table 18.4.1 should be developed. The total capacity of these facilities is
balanced by the total number of restricted vehicles in the core central area.
Table 18.4.1 Parking Facilities Development Plan in the First Stage

Construction
Capacity
Location Underground or building cost
(vehicles)
(1000 US$)
1) Academiei/Doamnei Building 220 4,697
2) Nicolae Balcescu Underground 265 4,820
3) Pta.Decebal Building / Surface 510 10,510
Total - 995 20,027
18-12
18.4.2 Implementation Concept
The parking restriction policy cannot be successfully carried out if the parking regulation is
not strictly enforced and well published to drivers.
If the drivers have learned that they have little chance not to pay, or face much higher fines for
attempting to avoid paying fees, the illegally parked vehicles will decrease and the legal
parking facilities will be effectively utilized, even if a higher parking fee system is
strategically adopted. As observed in many European cities, the parking restriction should be
accompanied by “pull” strategies that emphasize attractive and alternative modes for car users
in the long term. These include:
a) An attractive and modern public transport system, which is more economically efficient
than car use
b) More favorable and pleasant conditions for pedestrians and bicycle users
As stated above, the parking restriction requires the development of parking facilities as well.
For the implementation and operation of the parking facility, the following three alternatives
can be identified;
a) Municipality or related agency
b) Private Sector
c) Third Sector (Joint venture by Municipality and Private sector)
Since the government budget is limited, it may be advisable to attract private sector’s finance
as much as possible. Since the facilities to be developed are located in the central area, it may
not be so difficult to realize the investment from private sector if the related conditions are
found to favorable for the investors. In the case of involving the private sector, there are
several forms of project implementation and operation. A typical method is the BOT (Build,
Operate, Transfer) scheme.
In this context, the land property generally belongs to the government, the private sector will
finance the construction of the parking facility and operate it for a certain period and finally
return it back to the government. The initial investment and operating cost are recovered by
income from the parking charges. The operation period for the concession is usually
determined by contract.
In order to reduce the vehicle inflow into the central area, and promote the use of public
transport, the parking charge in the central area should be sufficiently high. If it is operated by
a private company, however, the parking charge will be determined by the company without
any attention to the public transport oriented policy.
Because of its characteristics as social infrastructure for public use, the Municipality in
general has the right to oversee the due performance of the implementation / operation body
irrespective of whether it is a private or other form of entity.

(1) Economic Evaluation
In the central area a great deal of unarranged car parking is obstructing the smooth flow of
traffic. By arranging parking spaces for the unarranged parked cars and by constructing
parking facilities to accommodate not only unarranged parked cars but also arranged parked
cars on streets, vehicles can pass through the road much faster. Therefore, in the central area
fourteen parking facilities (see Table 17.2.11) are recommended for development.
The time saving benefits and VOC saving benefits were estimated and the economic analysis
18-14
was performed under the following premises;
Premise 1 Increase of the capacity for the road section by eliminating roadside parking cars
through the implementation of strict car parking regulations and construction of
parking facilities (4,000 PCU per day)
Premise 2 Increase of velocity on the road by eliminating roadside parking cars (5km per
hour)
As shown in Table 18.5.1, this parking system development project was judged to be viable
because of its high IRR value of 13.7%.
Table 18.5.1 Economic Evaluation of Parking System Development

Item Value
Financial Cost ($ 1,000,000) 83.8
Economic Cost ($ 1,000,000) 61.4
Total Economic Benefit (Lei Mil./day) 470.7
EIRR (%) 13.7
B/C 1.084
NPV (Lei Mil.) 40,820
Table 18.5.2 shows the sensitivity analysis of this project. Except the decrease of the foreign
exchange rate, the three economic indicators could be sensitive against the factor changes.
Table 18.5.2 Sensitive Analysis for Parking System Development

Change of Factors Indicators EIRR B/C NPV
-10% 0.115 0.975
-20% 0.092 0.867 -64,910
Cost Increase +5% 0.127 1.032 16,428
+10% 0.117 0.985
+15% 0.100 0.903 -56,746
Traffic Volume Decrease -5% 0.130 1.051 24,960
-10% 0.122 1.008 3,814
-20% 0.103 0.921 -38,478
Foreign Exchange rate -5% 0.135 1.073 35,942
decrease* -10% 0.133 1.062 31,063
-20% 0.129 1.042 21,307
Note:The foreign portion is assumed to be 20% of the total cost.
Other than the above quantitative economic benefits, the parking system development in the
central area has other uncountable important benefits. The shortage of parking space in the
central area is considered to occur the following problems;
a) The attractiveness of the central area as a commercial area may be gotten lost,
b) Business activities may become slumped,
c) Many customers may prefer the shops located outside of the central area.
Therefore, the development of the parking system is indispensable for enhancing the
attractiveness as a commercial and business center, together with the improvement of the
public transport system.
18-15
(2) Financial Evaluation
Among fourteen parking facilities, three parking facilities, that is, Academiei/Doamnei,
Nicolae Balcescu and Pta. Decebal, were recommended to be implemented at the first stage.
The revenue and expenditure of these parking facilities were analyzed, based on the project
viability from the financial viewpoint, which summarized below;
a) These three parking facilities are not viable financially under the current parking fee level
alone.
b) Any private company cannot invest without a contribution from the public sector.
c) Under a 20% parking fee increase every five years and a contribution of two thirds of the
construction cost from the public sect, construction and operation of the parking facilities
becomes financially viable.
d) The construction and operation is performed by the third sector as mentioned in Chapter
15.2.3 from the viewpoint of the improvement of the parking facilities in the central area of
the Bucharest metropolitan area.
e) The public sector is requested to provide two thirds of the construction cost.
As shown in Table 18.5.3, these three parking facilities are not feasible from FIRR on
Investment, however, feasible from FIRR on Equity. As mentioned in 14.2.3, fourteen parking
facilities development until 2015 in the central area would be feasible for both FIRR on
Investment and FIRR on Equity. Therefore, even though these three parking facilities are not
viable from FIRR on Investment, these three parking development project should be
implemented, together with other parking development projects.
Table 18.5.3 Financial Analysis of Prioritized Three

Parking Facilities in the Central Area
Location FIRR on Equity FIRR on
Investment
1) Academiei/Doamnei 15.3 3.9
2) Nicolae Balcescu 17.8 5.4
3) Pta. Decebal 16.4 4.5

1) Estimation of Emission
environment. In comparison between Master Plan Case and Master Plan that excludes Parking
System, total CO2 emission of parking system case decreases 0.03% and total emission
amount in NOx reduces 0.08%.
18-16
Parkings- NOx
7,000.0
Parkings-CO2
3,000,000 69 69
16,941.7 17,842.8 Public
Public 6,000.0
Private
2,500,000 Private
5,000.0 Freight
Freight
2,000,000
NOx (kg/day)
4,032 4,037
CO2 (kg/day)
4,000.0
2,211,493 2,214,251
1,500,000
3,000.0
1,000,000
2,000.0
500,000
1,000.0 2,149 2,149
546,139 546,135
0
0.0
M P case M P except Parkings
M P case M P except Parkings
Figure 18.5.1 Comparison of Emission Amount (CO2 and NOx)

– Parking Facility Development

estimated.
Table 18.5.4 Environmental External Costs –Parking System

Balance ( MPa-MPb)
MP Case MP except Parking
in Euro
Public 97 621 102 621 -5 0
Private 12,606 32,252 12,621 36,329 -16 -4,077
Freight 3,113 19,341 3,113 19,341 0 0
Daily Total 15,815 52,215 15,836 56,292 -21 -4,077
Yearly Total 5,772,499 19,058,487 5,780,105 20,546,483 -7,607 -1,487,996
(2) Environmental Impact by the Project

The plan proposes toll underground and surface parking for 11 locations in central part of
Bucharest where is stipulated in historical preservation zone mainly. Total capacity of parking
is 3,690 lots. Related to those characteristics in proposed site, cultural property, waste,
landscapes in pre-construction phase are identified as minor environmental impacts.
18-17
Table 18.5.5 Matrix Table of Environmental Impacts by Project Phase- Parking System
1. Resettlement
Social Environment

5. Cultural Property X X
6.
Common
8. Waste X X
9. Hazards (Risk)
Natural Environment
11. Soil Erosion

12. Ground Water
14. Coastal Zone
15. Flora and Fauna
16. Meteorology
17. Landscape X X
18. Air Pollution
Pollution
19. Water Pollution

21. Noise and Vibration X X
22. Land Subsidence
23. Offensive Odor
No mark: The environmental items requiring no impact assessment since the anticipated impacts are, in general, not significant.
1) Cultural Property
Special attentions to historical and cultural assets in historical zone should be made especially
during contradiction. Some of proposed toll parking are underground structure, so that
excavation shall carefully proceed for preventing vibration to surrounding buildings.
2) Waste
The plan proposes underground parking structure. Large amount of construction waste will
occurred by excavation. Both transferring and depositing construction wastes shall be
managed properly.
3) Landscape
Structural design of parking both underground and surface including building type parking
shall pay attention to surrounding atmospheres and shall harmonize with them.
4) Vibration
Historical buildings located in proposed sites are weak to vibration. Construction method
especially construction machines and its operation, which occur vibration, shall be considered
low vibration method.
18-18
19. New Public Transit Corridor Development
19. New Public Transit Corridor Development
The route between Alexandria and Colentina is selected to form the main public transport
corridor. The plan contains construction of segregated tracks, introduction of
environmentally sound high speed trams, construction of automatic switcher,
establishment of public transport priority signaling system, and is designed to make step
by step improvement from the existing tram operation.

19.1.1 Objectives
The function and performance of the tram is to be expanded to improve the public transport
functions and increase the number of public transport passengers.
19.1.2 Outline
For the improvement of capacity, operation speed and comfort, following measures will be
performed.
- Modernized rolling stock is to be mobilized.
- Public transport priority signals and automatic point switch movements are to be introduced.
- Segregated track is to be introduced where possible.
(1) Key Issues to be Solved
- Deteriorated running conditions
- Confusing use of road space with general traffic
(2) Planning Condition
- Staged construction from existing tram
- Jointed use of track with existing tram
19.2 Basic Plan

19.2.1 Selection of Route
Candidate routes are listed from the viewpoints of the formation of trunk public transport
network comprising radial and circular routes together with metro. Candidate routes for
further study are following and shown in Table 19.2.1 and Figure 19.2.1.
(1) Radial Routes

-Colentina direction (beyond Obor)
-Alexandriei direction
-Giurgiului direction
-Pantelimon direction
-Bucharest-Ploiesti direction
(2) Circular Routes

-Southwest reach of Inner Ring road to supplement metro route
-Semicircular reach of Middle Ring to accommodate circular traffic demand
19-1
Table 19.2.2 Assumed Specification of New Type Tram
items Specification
New type tram Proposed by HTA
- vehicle length 37m
- vehicle width 2.65m
- maximum height 3.55m
- maximum speed 70 km/h
- maximum speed 80 km/h
- average speed minimal 25 km/h
- horizontal curves
- the normal minimum horizontal radius Rh=100m
- absolutely minimum 50m
- on depots and in other sections 25m
- The upgrade cab exceed to a maximum of 4.5%
- convex-position Rv=1500m
- concave-position Rv=2000m
Platform for stops - height of the floor 0.60m(0.55m)
- the length of the new type tram-car 37.5m
- minimum length of platform 75m
19.2.3 Basic Plan

Presumable development directions for the new type tram are listed below (Table 19.2.3).
In line with these directions the study was made for new type tram introduction project.
Table 19.2.3 Directions of the Development of New Type Tram

1 Improvement of punctuality
1) Adoption of tram priority traffic light system
2) Adoption of exclusive track
3) Rearrangement of tram stops
2 Improvement of running condition
1) Adoption of automatic switcher
2) Improvement of tram track
3) Adoption of loop route
4) Reduction of time required for alighting and boarding
3 Improvement of continuity
1) Revision of operation
2) Improvement of inter-modal facilities
3) Improvement of fare ticketing system
4 Improvement of transport capacity
1) Improvement of termini
2) Expansion of train capacity
5 Improvement of signaling and telecommunication system
6 Improvement of power supply system
7 Improvement of comfort
1) Improvement of passenger service
2) Improvement of stops
19-3
1) Selection of Route Alternatives in the Central Area
a. Piata Unirii Area
The selection of the route at Piata Unirii is currently missing and cross-center linkage shall be
newly delineated.
Following two alternatives are considered in Piata Unirii area. The route passing north part of
Piata Unirii was proposed after the comparison of the alternatives (Table 19.2.4 and Figure
19.2.3).
Table 19.2.4 Comparison of Tram Route Alternatives at Piata Unirii

Outline Evaluation
Alternative 1 Route passing in the North of Piata Unirii. - Large effects by the introduction of new type tram
In this zone intersection between Splaiul can be expected because the pedestrian flow is
Independentei and B-Dul I.C. Bratianu much more in this zone than those of Alternative
located, therefore large vehicle traffic is 2.
observed throughout a day. - In future if tram route is established from Calea
Also large number of passengers is observed Victoriei to Unirii, the transfer between those two
in this zone because many shops and routes by intermediate station can be realized.
entrances to Metro are located. - This route has advantage for public transport
network formation.
Alternative 2 Route passing in the South of Piata. Unirii. - Little influence on the vehicle traffic is expected
The vehicle traffic volume and number of because of the relatively smaller vehicle traffic
passengers are relatively low compared with volume and the utilization of the land outside of
Alternative 1. the vehicle lanes.
In this area many buildings of which - However large effect and much improvement are
construction work halted are existing. not expected under existing condition because of
the long detouring and small number of
pedestrians.
Regarding the route comparison Alternative 1 is preferred at this moment. However planning
condition is not concrete because the cathedral construction proposal at Piata Unirii recently
arose. Route delineation at Piata Unirii still needs to be further discussed hereafter.
At Piata Unirii the track location inside was adopted for the new tram route on Calea Victoriei
because of the less influence on the general traffic (Figure 19.2.4).
19-5
- No sharp curves are existing.
- Influence of duplicated operation of tram routes on the same track is small.
(Duplicated operation of routes on the same track is likely to reduce the performance
of New Type Tram.)
Concerning this route (relocation of tram route), extension of tram routes between northern
Bucharest and Sf. Gheorghe is preferable for rectification of existing tram routes. Also
alteration of tram routes on Calea Calarasi will be necessary to avoid the duplicated use of the
same track by tram routes.
2) The Preferable Location of the Track

The locations of the tram track on the road are mainly classified into following three types
(Table 19.2.6). In consideration of the characteristics of the track location on the route, it was
proposed to adopt center type and side type appropriately for each section (Figure 19.2.6 and
Table 19.2.7).
Table 19.2.6 Characteristics of Track Location
Type Characteristics Example
This type is commonly adopted. USA, Europe
Center Passengers have to move between sidewalk and stop through General type
type pedestrian crossing and passengers are not sufficiently secured when
crossing the carriage way.
The location of stops can be freely set irrespective of the pedestrian Sheffield (UK),
Both-side crossing. Vienna (Austria)
type However some measures will be necessary for the vehicles to access
the houses, shops and other facilities for parking and loading and
unloading.
Tram tracks can be entirely separated from vehicle carriage way.
One-side However passengers on the other side are forced to walk a long Strasbourg (France)
collective distance for crossing. Evacuation place for the vehicles turning left Lyon (France)
type (or right) against the trams going straight. Also measures will be
necessary for vehicles not to halt on the tram track.
3) Rearrangement of Relevant Routes

Many existing tram routes are utilizing the same track on the proposed new type tram route
between Colentina - Alexandria. It is necessary to rearrange the routes relevant to the new
type tram route for the smooth operation of new type tram.
Existing tram routes on the Colentina - Alexandria route are the following (Table 19.2.8,
Figures 19.2.7 and 19.2.8).
The direction of rearrangement of tram routes is considered as follows.

- Duplicated use of tram track with new type tram will be avoided.
- If the crossing is inevitable, crossing without any duplicate route will be essential.
- It is desirable to retain the route having al least same origin and destination termini as
present one. If it is impossible, alternative path by public transport shall be secured.
- Alteration of tram routes will be designed to avoid the influence on the establishment of
future trunk tram network.
Rearrangement of tram routes affected by the new type tram introduction will be necessary on
the principles of the public transport network formation.
19-9
Table 19.2.8 Route Data Relevant to the New Type Tram Route
route no. route length round vehicle-km vehicle-km pax./day Ave. trip Ave. number of pax
trips/day (1,000 pax./day) Length (km) (pax./veh.)
1 25.6 34 869.3 2135.3 9 4.6 47.6
2 25.4 76 1931.0 781.5 25 5.7 73.8
5 32.1 118.5 3809.1 1975.9 163 5 214.0
8 28.6 129 3683.1 3037.3 59 4.6 73.7
14 16.1 124.5 2008.2 735.6 41 4.6 93.9
15 30.5 129 3935.5 1574.6 47 4.8 57.3
16 30.3 183 5541.9 2226.3 121 3.6 78.6
18 17.4 73 1273.5 1549.1 38 3.7 110.4
21 15.0 260 3910.2 1230.8 127 3.2 103.9
23 27.6 47 1298.9 2077.8 16 4.2 51.7
30 21.5 98 2104.2 2268.3 25 3.8 45.1
32 10.5 314 3284.8 252.3 65 2.1 41.6
37 22.2 49 1085.6 2134.8 14 5.2 67.1
52 15.8 50.5 798.4 625.6 16 3.2 64.1
Source: RATB and JICA Study Team
(2) Traffic Control

As a public transport control system for public transport priority traffic light and automatic
switcher, local control system and central control system are known. The local control system
optimizes locally and accommodates traffic light and switcher to the tram operation, on the
other hand central control system accommodates traffic lights and switchers to the tram
operation from the viewpoint of overall optimization of traffic in the city.
In case of the former system, smooth operation of public transport can not be expected
because of the limited performance for the systemized control of operating traffic lights and
switchers, though the system cost is low.
As an elementary central control system ATS (automatic transport assistance system) has
been partly introduced by RATB since 1984 for some bus and trolley routes. This system is
composed of radio transmitter, receiver and computers. The location of bus or trolley bus is
detected by receiver and displayed on the screen of the computer at control center. And the
command on the bus operation for adjustment is transmitted to the bus by radio to avoid the
chained operation of vehicles. However this system only displays the information on the
number of buses or trolley buses in the section and no precise location data of each bus or
trolley bus is informed. Therefore it is difficult to control traffic light and switcher based on
this system. For the realization of appropriate traffic control and switcher control, more
advanced system which enables to detect the location of vehicle and send command for
control is necessary (Figure 19.2.9 and Tables 19.2.9 and 19.2.10).
19-13
Table 19.2.10 Types of Public Transport Control System
Contents
Local ex. track The receivers along the route detect the access of the tram.
control installed type This system tram can operate priority traffic light. Advanced system is necessary to
system I identify the direction of the tram at intersection.
Local ex. cable Contacters are set on the cable, and when the tram contact the device signal is remitted to
control mounted type relay device.
system II The switcher is automatically operated responding to the time difference between contacts.
Central ex. vehicle Radio transmitter is mounted on the car. The signal from the transmitter is to be detected at
control mounted type central control center.
system This system tram will operate priority traffic light system and automatic track switcher
automatically by computer.
(3) Power Supply System

Combined power supply system for tram and trolley bus is presently adopted in Bucharest
Metropolitan area.
This power supply system comprises 32 substations and 110 feeding points with total power
supply amount of 110 MW.
Out of those substations, the substations from which power is supplied to the study route are
following (Table 19.2.11).
Table 19.2.11 Existing Power Substations Related

to the Route between Colentina and Alexandria
Substation Name Age Power Capacity Ware

(years) (KVA)
1 Cornisor 12 2 x 1,500A 2 x 1,500A 40%
2 Colentina 29 2 x 1,510A 2 x 1,510A 70%
3 Republica 28 3 x 2,600A 3 x 2,600A 70%
4 Alexandria 7 2 x 1,200A 2 x 1,200A 30%
Source: RATB
Electricity power is supplied to the tram through catenary with a DC voltage of approximately
750V. The rail track is used for the return current from tram to the substation. RATB has its
own improvement plan of power supply system. The brief check of the required charge level
necessary for the new type tram operation was made based on the following assumption:
- The train is composed of 2 wagons using 1600A in total (800A x 2)

- The proposed new power substations are considered.
- Each substation feed the line through 2 feeding points, excepting the Alexandria (the
terminus station).
- In the area powered by a substation there are 2 trains simultaneously. (The distance
between 2 consecutive trains is 2 km at minimum.)
- A feeding point has a section of 1-km length on the average.
- All substations work together at the same time and permanently.
- On the proposed route no other types of wagons are operated.
It was proposed to improve the power supply system as an essential condition for new type
tram introduction (Table 19.2.12 and Figure 19.2.12).
This system shall be designed to respond to the arrival of tram for the safety of passengers to
cross the carriage way when boarding and alighting.
19-15
2) Necessary Number of Tram Trains
In case of 2-minute headway at peak period, necessary number of tram trains are estimated
below.
- route length 13.2 km
- commercial speed 22.5 km/h
- necessary number of tram trains
(13.2 km x 2)/(22.5 km/h) x (2 min./60 min.) =about 35 (tram trains)
Other than above 10% of necessary number of tram trains are considered as spare trains
totaling 39 tram trains.
Table 19.2.13 Operation Plan of New Type Tram
Table Operation Plan
Category
Number of passengers at peak peri(pax./hour-direction) 8,640
Capacity (pax./train) 210
Necessary number of trains at peak(trains/hour-direction) 16
Headway at peak period (min.) 3
Commercial speed (km/hour) 22.5
Operation hour (hour/day) 15
Average Trip Length (km/trip) 3.8
Round trip (round trips/day) 286
Vehicle run (vehicle-km/day) 7,550
(5) Facilities
1) Easy Boarding and Alighting, Safety
The level difference between platform and floor of tram shall be reduced. Introduction of low
floor vehicles is desirable (Figure 19.2.11 and 19.2.12).
The horizontal gap between platform and doors of vehicles shall be also reduced.
The platform shall be relocated after crossing the intersection (Figure 19.2.13).
19-17
(1) Implementation Schedule
Implementation schedule is assumed below.
Table 19.4.1 Implementation Schedule

Design FS
DD
Tendering
Construction Civil work
Depot
Power Supply
Traffic Control
Vehicles
(2) Implementing Issues
Fund procurement is a dominating factor for the implementation of the project. Large
investment cost is required not only for the improvement and construction of track but also
for the improvement of power supply system and installation of controlling system. It is
difficult for RATB to procure all investment funds and redeem by itself. Utilization of foreign
soft loan from international organization or bi-lateral organization is desirable. In order to
examine technical, economic and financial feasibility of the project, a further study should be
conducted urgently. Utilization of foreign soft loan from international organization or bi-
lateral organization is desirable.

19.5.1 Economic and Financial Analysis
(1) Economic Analysis
The principal benefit of new type tram is reduction of time for travelling. Therefore the on-
board-survey at peak period was conducted to evaluate the effect on the improvement of
commercial speed by the project including tram priority traffic light system, automatic
switcher, and tram track improvement. In this survey, tram routes 21 and 32 were selected and
the times required for stops, crossing intersection, and passing between stops or intersections
were measured. The results of survey are summarized below:
Direction total time (ave.) ave. time (stops and intersections) ave. speed
Tram Route 21 (7.5 km)
Sf. Gheorghe - Colentina 1951 sec. 818 sec. 15.1 km/h
Colentina - Sf. Gheorghe 1871 sec. 817 sec. 15.4 km/h
Tram Route 32 (5.2 km)
Piata Unirii - Dep. Alexandria 1056 sec. 311 sec. 17.7 km/h
Dep. Alexandria - Piata Unirii 1388 sec. 535 sec. 13.5 km/h
The followings were set to determine tram speed;
19-20
a) the waiting time at intersection is 0 sec. owing to the tram priority traffic light, automatic
switcher, and exclusive tram track,
b) running speed is 25 km/h,
c) stopping time at stop is 16 sec.
The expected commercial speeds were estimated at 20.7 km/h for tram route 21 and 20.6
km/h for tram route 32. If the running speed is 30 km/h, the expected commercial speeds were
estimated at 23.1 km/h for tram route 21 and 23.9 km/h for tram route 32.
As a result, 22.5 km/h is considered to be suite likely to be obtained by the new type tram.
The effect on time reduction was estimated based on this figure.
As for the economic analysis for the new public transit corridor development (introduction of
the new type tram), EIRR of this route shows 17.6% for the Colentina – Unirii – Alexandrai
route (Route TR32) as shown in Table 19.5.1, which can be considered feasible. Comparing
EIRRs of the section Unirii – Alexandra with the section of Colentina – Unirii route, the
former section shows the higher value of EIRR. As a result, the Unirii – Alexandria section
was selected the priority section for the new public transit corridor development. Table 19.5.2
shows the sensitivity analysis for Colentina-Alexandra new tram route project, which
suggested that there was no sensitivity problems for this project.
Table 19.5.1 Economic Evaluation of New Type Tram Project

Item Colentina – Unirii Unirii - Alexandria Total
Financial Cost ($ 1,000,000) 43.0 39.0 82.0
Economic Cost ($ 1,000,000) 31.0 28.1 59.1
Total Economic Benefit (Lei Mil./day) 588.1 581.8 926.5
EIRR (%) 16.9 18.6 17.6
B/C 1.516 1.726 1.509
NPV (Lei Mil.) 198,143 243,759 309,466
Note:B/C and NPV are calculated at discount rate of 12%.
Table 19.5.2 Sensitivity Analysis for New Type Tram Project

-5% 0.174 1.481 292,011
-15% 0.167 1.394 259,646
+5% 0.169 1.437 279,089
Cost Increase +10% 0.163 1.372 248,711
+15% 0.150 1.258 187,956
-5% 0.175 1.492 298,993
-15% 0.170 1.423 257,101
-5% 0.173 1.473 294,278
Foreign Exchange Rate
-10% 0.169 1.437 279,089
Decrease
-15% 0.163 1.372 248,711
(2) Financial Analysis

After construction of Colentina – Unirii – Alexandriasection (Route TR32), about 118
thousand passengers were estimated to use this new type tram. As a result, the working ratio
for operation cost exceeds 1.0 as shown in Table 19.5.3, which means the new type tram
could recover its operation cost. On the other hand, the working ratio for total cost remains
0.405, which means even the introduction of new type tram is difficult for recovering the total
19-21
cost including construction cost. However, it is much higher than 0.323 of the usual type tram.
Therefore, it could be concluded that the new type tram can manage to operate in the black if
the construction cost is contributed. If not, some subsidy will be necessary for the new tram,
however, the amount of subsidy can be reduced compared with the usual tram operation.
Table 19.5.3 Outline of New Type Tram

Specifications Unit TR32
No. of Passengers 1,000 persons/day 117,900
Distance Km 13.2
No. of passengers at peak period passenger./hour-direction 8,489
Capacity passenger./train 210
Necessary trains at peak period trains/hour-direction 16
Headway at peak period Minute 4
Commercial speed km/hour 22.5
Operation hour hour/day 15
Average Trip Length km/trip 3.4
Round trip round trips/day
Vehicle run vehicle-km/day 7,411
Cost per Vehicle km million vehicle km 35,835
Total Cost per Passenger km million lei 97,497
Tariff Lei 1222
Revenue (current fare evasion rate) million lei/year 39,440
Working ratio for operation cost 1.101
Working ratio for total cost 0.405

1) Estimation of Emission
environment. In a comparison between the Master Plan and the Master Plan case that
excludes the New Tram, total CO2 emission of New Tram case decreases 4.47% and total
emission amount of NOx reduces 5.27%.
New Tram- CO2 New Tram -NOx
3,500,000 7,000
81
69
3,000,000 19,756 6,000
16,942
Public
2,500,000 5,000
Private
CO2 (kg/day)
NOx (kg/day)
4,169
2,000,000 Freight 4,000 4,032 Public
2,211,493 2,286,751 Private
1,500,000 3,000
Freight
1,000,000 2,000
2,149 2,330
500,000 1,000
546,139 592,012
0 0
MP case MP except New Tram MP case MP except New Tram
Figure 19.5.1 Estimation of Emission Amount (CO2 and NOx) – New Tram
19-22
estimated.
Table 19.5.4 Environmental External Costs –New Tram
Balance ( MPa-MPb)
MP case MP except new tram
in euro
Public 97 621 113 725 -16 -103
Private 12,606 32,252 13,034 37,519 -429 -5,266
Freight 3,113 19,341 3,374 20,966 -261 -1,625
Daily total 15,815 52,215 16,522 59,209 -706 -6,994
Yearly total 5,772,499 19,058,487 6,030,368 21,611,334 -257,869 -2,552,848
(2) Environmental Impact of the Project

The project proposes improvement of existing tram line to new type of tram taking the
existing route from Pasaj Colentina to Depoul Alexiandria through Piata.Unili. Only minor
impacts are identified such as on traffic flow including public transport during the
construction and noise in the operation phase.
Table 19.5.5 Matrix Table of Environmental Impacts by Project Phase- New Tram
evaluation Occupancy
and spatial construction Operation of people and
1. Resettlement
2. Economic activities
Social Environment
3. Traffic and public facilities X X

4. Split of communities
5. Cultural property
Water rights and rights of
6.
common
7. Public health condition
8. Waste
9. Hazards (Risk)
10. Topography and geology
Natural Environment
11. Soil erosion

12. Ground water
13. Hydrological situation
14. Coastal zone
15. Flora and fauna
16. Meteorology
17. Landscape
18. Air pollution
Pollution
19. Water pollution

20. Soil contamination
21. Noise and vibration X X
22. Land subsidence
23. Offensive odor
Note:
XX: The environmental items to which special attention has to be paid. They might be serious impacts that may
condition
significant.
19-23
1) Traffic Flow
During construction of new rail infrastructure, some impacts on traffic flow will be occurred
especially central part of the city, which aligns on narrow streets.
2) Noise
As same as traffic flow, noise impacts were identified during construction and operation
stages.
(3) Environmental Overall Evaluations

The proposed plan aligns on the existing route from Pasaji Colentina to Depoul Alexiandria
through Piata.Unili. No major environmental impact is identified, however, there is impact on
traffic flow including public transport during the construction phase. Proper traffic
management shall be made during the construction and alternative routes shall be considered.
In addition, it is recommended that in order to provide noise alleviation measures, rolling

stock shall be equipped with a more of elastic wheel such as rubber-cushioned wheel that
reduces 3.5-4.0 dB(A) compared to rigid wheels. Moreover, tram tracks shall be made of
materials that can absorb noise from tracks in order to reduce reflected noise.
Regarding external cost, both Green House Effects (CO2) and Air Pollutant (NOx) were
estimated as positive results. CO2 and NOx were estimated 257,869 Euro/year and 2,552,848
respectively.
Consequently, environmental management during the construction in order to mitigate the

impact is second to none in importance even it is positive evaluation results.
19-24
20. Fare System Improvement
20. Fare System Improvement
Integration of the fare system, ticketing system and supporting devices and introduction of
common ticketing system among different public transport administration bodies as a
participants is proposed to improve the convenience of transferring and rationalization of
the public transport management bodies.

20.1.1 Objectives
The objectives are to improve the convenience of transferring between public transport modes
and to increase the number of public transport passengers by reducing the impediment to
transferring between public transport modes.
20.1.2 Outline
Integration of fare system, ticketing system and supporting devices will be promoted and
common ticketing system will be introduced among different public transport administration
bodies as a participant.
Revenues are pooled and then distributed to each participating public transport body
according to certain rules agreed upon.
20.1.3 Major Issues to be Solved

(1) adoption of acceptable fare and ticketing system by public transport users
(2) reduction of number of fare evaders
(3) establishment of rational and agreed distribution of revenues among participants
(4) endowment of incentives for streamlining the management of administration bodies.
20.2 Basic Plan

20.2.1 Characteristics of Unified Fare System
(1) Measures for the Improvement of Transferring System
The main concepts of soft-type measures for the improvement of transferring system are the
following.
1) formation of rapid and convenient public transport system will be established by area
servicing public transport and trunk public transport with high speed and large transport
capacity
2) minimization of transferring time and number of transferring times through a unification of
operation system
3) simplification of the fare system so as to achieve convenient transferring to enable
passengers to travel any destination with only one ticket
4) formation of the network in accord with the activities of the passengers
"Unification" of public transport is the key word to improve the convenience of transferring in
public transport system. Unification of public transport implies the following;
1) unification of operation
2) unification of ticketing system
20-1
3) unification of tariff
4) unification of public transport network
5) unification of public transport policy
Convenience of transferring will be much improved by the public route setting, diagram
setting, improvement of facilities, provision of convenient fare and ticketing system with the
background of supportive public transport policies assuming transferring system.
In Western Europe the unification of fare system and common ticketing system are adopted in
many cities. Verkehrsverbund in Germany is one of the representative examples of such
system.
* Verkehrsverbund in Germany
EC regulation 119/ 69 stipulates that cost for transport service should be recovered by
the revenue from the sales of the ticket and so on and otherwise if impossible,
transport service should be entrusted to the transport company by means of bidding
based on the judgement of the authority involved.
Although the frame for the consensus to fare system based on the law on passenger
transport is retained, the standard to meet the transport policy for consensus on the
fare system was abolished on this occasion.
- In Germany urban public transport has a multi-layered structure comprising public
transport service by federal government and public transport services (metro and
tram) by local companies.
- "Verkehrsverbund" in Germany is the structural measure to unify the fare system
and to promote the coordination and restructuring of transport service in such
circumstances.
- Verkehrsverbund is usually established as a company cooperatively invested in by
the transport companies located in the peculiar local area to coordinate transport
services including the diagram and fare system provided by the participating
companies.
- In such a case, a common fare system is to be applied to all transport services
provided by the participating companies in the area considered.
- Usually revenues from the sales of the tickets are pooled once within the
Verkehrsverbund and then distributed to each company based on rules agreed
beforehand.
(2) Unification of Fare System

1) Contents of Unification
Unification of the fare system is to establish integrated fare system among different public
transport modes supplied by an administrative entity or administrative entities.
Unification of the fare system is usually implemented together with common ticketing system.
2) Characteristics of Unification of Fare System

- Unification of operation is regarded as necessary supportive measure.
Unless operation system is integrally established, unification of the fare system
concerning the area, time or transport modes is not realistic and effective.
It means that the establishment of public transport network and operation system
should be based rather on the characteristics of the functions of each public
transport mode than on service supply entrusted to the competitive market.
- Unification of fare system is usually realized together with common ticketing system.
20-2
Common ticketing system enables passengers to use different public transport
modes provided by administrative entity or administrative entities with a common
ticket.
Common ticketing system seems relatively easy to be introduced and actually is
often introduced as the set with a transfer discount fare system.
* Transfer discount fare system
Transfer discount alleviates the burden of the fixed transport fare accruing
to the transferring between different public transport modes by
administrative entity or administrative entities
3) Merits of Unification of the Fare System

a. Merits
- Increase in the number of public transport passengers can be expected owing to
the improvement of convenience.
- Economical use of infrastructure, rolling stock, etc. can be expected due to the
rearrangement of network.
- Reduction of the cost can be realized because of the simplification of ticketing
and canceling.
b. Demerits
- Some possibility emerges to hinder the self-effort to improve managerial
efficiency.
- The cost increases because of the liquidation of the revenues for each public
transport entity.
4) Background of the Introduction of Unified Fare System in Western European

Countries
-. Autonomous management without any subsidy has proved to be difficult.
-. Consensus was confirmed to retain and develop public transport as a basic urban
infrastructure.
It can be said that the needs of users and necessity of managerial restructuring existed on the
background and conditions for the consensus for a unified fare system had matured.
In the situation surrounding the public transport in Bucharest Metropolitan area from this
point of view, the same conditions can be found concerning the needs of public transport
passengers and administration entities.
They are the following;
- Competitive routes by different transport modes are observed and profitability of
these routes are depressed.
- The public transport network is not easily understandable for the users due to the
lack of a unified public transport operation plan.
- The fixed cost accruing to the transferring lowers the convenience of public
transport and becomes a factor to hinder the use of public transport.
- The cost for infrastructure, facilities, and personnel due to the difficulty in
establishing streamlined and efficient public transport network.
Considering the above, the necessity of the unified fare system for the urban public transport
in Bucharest Metropolitan area is evident.
20-3
Confirmation of the details of unification of fare system and formation of consensus is
required in Bucharest Metropolitan area.
20.2.2 Basic Plan
(1) Type of Unified Fare System
1) Types of Fare System
Types of fare system are the following:
Table 20.2.1 Types of Fare System

Type of fare system Contents
a) flat common fare system All public transport modes are available at the same flat fare.
There are several variations of this system.
In Stockholm, flat common fare valid for all public transport modes in urban area is adopted
for only season tickets.
Flat fare system valid for only one public transport mode is commonly adopted.
a) merits
- convenient for users simplified ticketing canceler
b) demerits
- expensive for short distance trip
b) zone fare system Urban area is divided into small transport zones. Within the same transport zone and
duration of time all public transport modes are available for public transport passengers by
one ticket.
Different fare is applied to the trips beyond the transport zone.
a) merits
b) demerits
c) limited time free ridership Within certain duration of time, transferring is allowed freely without extra fares.
fare system This system is usually adopted together with above fare systems.
a) merits
b) demerits
d) discounted transfer system Transfer ticket is issued in the cabin and fare of the public transport mode transferred is to be
discounted.
There are other ways for this system. The path of the passenger is memorized in pre-paid
card or IC card and discounted fare is to be applied when transferred.
a) merits
- simplification of ticket checking
b)demerit
- increase in cost and required time for boarding and alighting because of the fare collection
within the cabin
- increase of cost in case of using card reader or ticket issuing machine
e) fare lowering This system is lowering fare level instead of issuing transferring ticket. Passengers have to
pay the fare every time of transferring.
a) merits
- simplified fare system
- reduction of the costs for devices
b) demerits
- unacceptable fare system for users which depends on the number of transferring
irrespective of distance
- - increase in cost and required time for boarding and alighting because of the fare
collection within the cabin
f) section specified common This system enables the passengers to use any of the public transport modes in the section
fare system specified.
2) Ticket Checking Types

- self servicing method
- boarding time checking and canceling
- alighting time checking and canceling
20-4
Actually the combination of above fare collection and ticket checking and canceling system is
adopted according to the fare system.
3) Combination Types of Fare Collection and Ticket Checking and Canceling
Combination types of fare collection and ticket checking and canceling are summarized below
(Table 20.2.2 and Figure 20.2.1).
Table 20.2.2 Combination Types of Fare Collection and Ticket Checking

Combination types of
fare collection and
Contents
ticket checking and
canceling
a) outside purchase Ticket offices or ticketing machines are located near station/stop. The purchased ticket is to be
inside self service checked in the cabin by passengers by canceling machine. Many examples are seen in European
canceling countries. In Bucharest Metropolitan area this method is adopted for surface public transport
provided by RATB. This method is applicable to flat common fare system, zone fare system and
limited time free ridership fare system.
a) merits
- Reduction of the time at station/stop through smooth boarding and alighting is expected.
- it is applicable to the multi-car unit transporters
b) demerit
- Fare evaders are easy to emerge without appropriate countermeasures.
b) outside purchase Ticket offices or ticketing machines are located near station/stop. The purchased ticket is to be
outside self service checked at station/stop by passengers by canceling machine. Many examples are seen in European
canceling countries. This method is applicable to flat common fare system, zone fare system and limited time
free ridership fare system. ı a) merits ı - Reduction of the time at station/stop through smooth
boarding and alighting ı it is applicable for the multi-car unit transporters ı b) demerit ı - Fare
evaders are easy to emerge without appropriate countermeasures.
c) collection of Passengers pay flat fare at boarding time regardless of trip distance. In case of transfer passengers
boarding time with flat receive transfer tickets.
common fare system a) merit ı - Simplification of the devices for fare collection is expected. ı b) demerit ı - Boarding and
alighting time increases due to the separation of boarding doors and alighting doors
d) outside purchase Ticket offices or ticketing machines are located near station/stop. The purchased ticket is to be
boarding and alighting checked at boarding and alighting time. This method is usually adopted for metro.
time checking a) merits
- Simplification of ticketing system s expected.
b) demerits
Boarding and alighting time increases in case of checking inside the cabin
e) boarding time This method is to issue the ticket to prove the boarding station/stop and to collect fares at alighting
ticket issuing and time from passengers.
alighting time fare a) merit
collection - The fare for short trip is not relatively expensive, because distance related fare is adopted.
b) demerit
- The time required for alighting becomes longer.
- The system costs high because of the ticket issuing machines, information boards, and exchange
machines.
f) pre-paid card Cash exchange at boarding and alighting time is abolished. The highest fare of the route is deducted
method from the pre-paid card at boarding time and the card is liquidated at alighting time. The passenger
who has pre-paid card insufficient for highest fare of the route is not allowed to board. After
alighting passengers can liquidate the trip and receive the cash at liquidating machine or office.
a) merit
- This system is applicable for flat common fare system and zone fare system.
- The multi-car unit transporter and multi-door transporter can be mobilized.
b) demerit
- Complicated fare collection and liquidating machines are required and costs become higher.
20-5
(2) Supportive Facilities, Devices and Personnel
The supportive facilities and devices differ according to the type of ticket such as magnetic
ticket, non-magnetic ticket and contact-less ticket. Also the number of personnel and
distribution of personnel are affected.
The representative ticket types are following:
Table 20.2.3 Ticket Types

Ticket type Merits and demerits
a) non-magnetic ticket a) merits
- The cost is low.
b) demerits
- The disposal ability is low.
b) magnetic ticket a) merit
- The cost is low
- It is easy to print on the ticket surface.
- It is effective for illegal ridership
b) demerit
- It is troublesome to use.
- It is hard for aged or handicapped passengers to use.
- The maintenance cost of the checking devices is high.
c) contact-less card a) merit
- The convenience for the passenger is improved.
- The disposal ability is large.
- The card has large potential for the usage other than public transport.
b) demerit
- The cost is high (facilities, devices and development of issuing and liquidation system)
- The development of the system is not well matured as merchandise.
Present fare systems adopted in Bucharest Metropolitan area are following.
a. METROREX
Flat fare system is adopted. Main ticket types are the following.
- normal ticket valid for 2 trips
- one day trip ticket (valid for two trip)
- communication ticket (10 trips)
- season ticket (one month)
Magnetic tickets are adopted.
b. RATB
Flat fare system is adopted. Different flat fare system is adopted for express buses and
regional buses (beyond 30 km).
Main ticket types are following. Non-magnetic tickets are used, however as for the surface
public transport it is only used for express buses.
- one way ticket valid for one route
- one day ticket (valid for all routes in urban area)
- season tickets (one week, half month and one month are adopted as duration of
validity. various ticket types are available depending on number of routes
available and area.)
RATB has a plan now to adopt magnetic ticketing system or contact-less ticketing system.
(3) Liquidation and Cost Sharing

The common methods for the distribution of revenues are the following:
20-6
Table 20.2.4 Representative Liquidation Method and Cost Sharing Method
d Commonly observed method; Other method
Ticket
Liquidation method Cost sharing method for ticketing
issuing
Season Issuing same d proportional distribution to d independent sharing by company without mutual
ticket ticket vehicle-km adjustment
d proportional distribution to the
number of operation d entrusting ticket seller at the cost of sales commission (ex.
d proportional distribution to place- some 5% of total amount of ticket sales) for ticket production
km and sales
d proportional distribution to d entrusting ticket seller at the cost of sales commission and
passenger-km sharing the cost for ticket production by the operation
n combination of fixed ratio and companies in proportion to the number of operation, etc.
proportional distribution to the n equal sharing (in case of equal distribution)
vehicle-km
n equal distribution (In case no
discerning difference in transport
capacity by company is recognized)
Coupon Issuing own d proportional distribution to tickets d independent sharing by company without mutual
ticket, company at destination adjustment
ordinary ticket d proportional distribution to place- n entrusting ticket seller at the cost of sales commission for
ticket km only sales
d proportional distribution to
passenger-km
Coupon issuing same d proportional distribution to tickets d entrusting ticket seller at the cost of sales commission for
ticket, ticket at destination only sales
ordinary d proportional distribution to place- d entrusting ticket seller at the cost of sales commission and
ticket km sharing the cost for ticket production by the operation
d proportional distribution to companies in proportion to the number of tickets or amount
passenger-km of tickets at destination, etc.
n proportional distribution to n independent sharing by company without mutual
number of operation adjustment
n proportional distribution to sales n sharing the costs for ticket production, ticket selling,
amount accounting work for tickets at destination
n equal distribution n equal sharing
(4) Possible Fare and Ticketing System

Possible fare and ticketing system are summarized in Table 20.2.5.
Project costs and cost differences between alternative cases were roughly estimated.
1) Cost for Inspector Increase and Benefit from Fare Evader Decrease
Since magnetic cards are used at Metrorex, the number of inspectors for ticket checking is
low. On the contrary the number of inspectors in RATB is large because self-service checking
system on board with non-magnetic card is adopted.
The number of inspectors in RATB was almost doubled from 1992 to 1999 and also numbers
of disclosed fare evaders increased corresponding to the increase of number of inspectors.
Though the increase of inspectors was supposed to have an effect on the decrease of fare
evaders, no apparent evidence to exist that effort.
Presently the rate of fare evaders are estimated some 25% for surface transport and 6% for
Metro according to the survey result in "Pre-investment Study for Bucharest Urban Transport,
1998, EU PHARE".
20-8
Table 20.2.5 Comparison of Fare and Ticketing System
Fare system Ticket type Ticket Checking Problems Countermeasures Cost Benefit
1. Existing - flat fare - non-magnetic - ticket office - nothing relevant to public - increase of inspectors - inspector cost - decrease of fare evasion
system
improvement (Long distance (RATB) - self-servcie on board (RATB) Transport passenger increase - imposition of heavy penalty - passenger survey
route is exclusive.) - magnetic - automatic checking - large possibility of fare on fare evaders cost
- no transfer discount (Metrorex) outside of car at boarding Evasion - enforcement of passenger
- no time limitation (Metrorex) - insufficient statistical data transport survey
for validity on transport demand
2. RATB - flat fare - magnetic (RATB, - ticket office - nothing relevant to public - increase of inspectors - inspector cost - decrease of fare evasion
proposal 1 Metrorex)
(Long distance - self-service on board Transport passenger increase - imposition of heavy penalty - checking device
route is exclusive.) (RATB) - large possibility of fare on fare evaders - vending machine
- no transfer discount - automatic checking Evasion - statistical center
- time limitation for validity outside of car at boarding
(Metrorex)
3. RATB - flat fare - magnetic (RATB, - ticket office - nothing relevant to public - checking device - decrease of fare evasion
proposal 2 Metrorex)
(Long distance - self-service checking Transport passenger increase - vending machine - decrease of the number of
route is exclusive.) inside of car at boarding - possibility of the boarding - statistical center inspectors
- no transfer discount - automatic checking and alighting time increasing
- time limitation for validity outside of car at boarding Because of the separation of
(Metrorex) entrance and exit
4. Common - flat fare - magnetic (RATB, - ticket office - nothing relevant to public - checking device - decrease of fare evasion
ticket 1 Metrorex)
(Long distance - self-service checking transport passenger increase - vending machine
route is exclusive.) inside of car at boarding - possibility of the boarding - statistical center
- free transfer within - automatic checking and alighting time increasing
each organization outside of car at boarding because of the separation of
(RATB, Metrorex) (Metrorex) Entrance
- time limitation for validity
5. Common - flat fare - magnetic (RATB, - ticket office - possibility of the boarding - checking device - increase of public transport
fare 1 Metrorex)
(Long distance - self-service checking and alighting time increasing - vending machine passengers
route is exclusive.) inside of car at boarding because of the separation of - statistical center - decrease of fare evasion
- free transfer among - automatic checking Entrance - liquidation cost - decrease of the number of
participating organizations outside of car at boarding - rise of ticket fare inspectors
- time limitation for validity (Metrorex) - revenue distribution
20-9
6. Common - flat fare - non-magnetic - ticket office - large possibility of fare - increase of inspectors - inspector cost - increase of public transport
fare 2
(Long distance (RATB) - self-servcie on board (RATB) Evasion - imposition of heavy penalty - passenger survey passengers
route is exclusive.) - magnetic - automatic checking - insufficient statistical data on fare evaders cost - decrease of fare evasion
- free transfer among (Metrorex) outside of car at boarding on transport demand - enforcement of passenger - liquidation cost
participating organizations (Metrorex) - difficulty in inspection transport survey
- time limitation for validity at peak period
- rise of ticket fare
- revenue distribution
7. Common - flat fare - magnetic (RATB, - ticket office - large possibility of fare - increase of inspectors - inspector cost - increase of public transport
fare 3 Metrorex)
(Long distance - self-servcie on board (RATB) Evasion - imposition of heavy penalty - checking device passengers
route is exclusive.) - automatic checking - rise of ticket fare on fare evaders - vending machine - decrease of fa re evasion
- free transfer among outside of car at boarding - revenue distribution - statistical center
participating organizations (Metrorex) - liquidation cost
- time limitation for validity
8. Common - flat fare - magnetic (RATB, - ticket office - possibility of the boarding - issuing short time/distance - checking device - increase of public transport
fare 4 Metrorex)
(Long distance - self-service checking and alighting time increasing ticket - vending machine passengers
route is exclusive.) inside of car at boarding because of the separation of - statistical center - decrease of fare evasion
- free transfer among - automatic checking Entrance - liquidation cost
participating organizations outside of car at boarding - rise of ticket fare
- no time limitation (Metrorex) - revenue distribution
for validity
9. Common - flat fare - non-magnetic - ticket office - large possibility of fare - increase of inspectors - inspector cost - increase of public transport
fare 5
(Long distance (RATB) - self-service on board (RATB) Evasion - imposition of heavy penalty - passenger survey passengers
route is exclusive.) - magnetic - automatic checking - insufficient statistical data on fare evaders cost - decrease of fare evasion
- free transfer among (Metrorex) outside of car at boarding on transport demand - enforcement of passenger - liquidation cost
participating organizations (Metrorex) - difficulty in inspection transport survey
- no time limitation at peak period - issuing short time/distance
for validity - rise of ticket fare ticket
- revenue distribution
10. Common - flat fare - magnetic (RATB, - ticket office - large possibility of fare - issuing short time/distance - inspector cost - increase of public transport
fare 6 Metrorex)
(Long distance - self-service on board (RATB) Evasion ticket - checking device passengers
route is exclusive.) - automatic checking - rise of ticket fare - vending machine - decrease of fare evasion
- free transfer among outside of car at boarding - revenue distribution - statistical center
participating organizations (Metrorex) - liquidation cost
- no time limitation
for validity
Note: The number of personnel for ticket sales: 867 (RATB)

The number of personnel for statistics: 26 (RATB)
The number of personnel for inspection of boarding ticket: 521 (RATB)
20-10
In this study, the based on the following assumptions, the necessary number of inspectors to
lower the rate of fare evaders was roughly estimated as 334 inspectors for a one percent rate.
- The rate of fare evaders is proportional to the number of inspectors

- When two inspectors are located on each car or train, the rate of fare evaders will be
lowered to 6%.
- The inspectors are assumed to work in two shifts.
- As a result, the relationship between the costs for increasing inspectors and benefits was
obtained (Table 20.2.6).In this study the based on the following assumptions, the necessary
number of inspectors to lower the rate of fare evaders was roughly estimated 334
inspectors for one percent.
Table 20.2.6 Cost for the Increase of Inspectors and Decrease of Revenue Loss
Table 22.3.1 Benefit of the inspector increase
Rate of No. of Unit cost Total No. of fare Estimated loss
fare evadors inspectors evadors
(%) (pers.) (USD/year) (mil.USD/year) (mil.pax./year) (mil.USD/year)
Existing condition 25 530 2,000 1.06 252.7 25.27
Case 1 20 2,200 2,000 4.40 202.1 20.21
Case 2 15 3,870 2,000 7.74 151.6 15.16
2) Benefit from Inspector Decrease and Fare Evader Decrease

In case RATB adopts the new ticket checking system, for instance boarding time checking
with magnetic card, RATB can reduce the number of inspectors. The loss accruing to the fare
evaders and cost for inspectors are estimated (Table 20.2.7).
Table 20.2.7 Benefit of the Inspector and Decrease of Revenue Loss
Table 22.3.2 Benefit of the inspector Decrease and Decrease of Revenue Loss
Rate of No. of Unit cost Total No. of fare Estimated loss
fare evadors inspectors evadors
(%) (pers.) (USD/year) (mil.USD/year) (mil.pax./year) (mil.USD/year)
Existing condition 25 530 2,000 1.06 252.7 25.27
Improvement case 6 30 2,000 0.06 60.6 6.06
Note: 0.1USD/trip was assumed.
3) Cost for Statistical Processing

Currently both RATB and METROREX employ a small number of staff for statistical work
(Table 20.2.8). In case of magnetic card system, statistical data processing will be much
alleviated by a computer analyzing system.
If magnetic card system is employed for common flat fare ticketing system between RATB
and METROREX, the statistical work for liquidation will expand. In this Study the cost for
statistical processing and liquidation work in case of non-magnetic card system was assumed
at around 0.5 mil. USD
20-11
Table 20.2.8 Costs for Statistical Processing
RATB Metrorex Total
(USD/year) (mil.USD/ (USD/year) (mil.USD/ (mil.USD/year)

/year) /year)
Existing condition Staffing 5 2.000 10.000 4 2.000 8.000 0.018
Equipment 5 PC 6200 44 PC 6.200
Note: 0.1 USD/trip was assumed.
4) Benefit from Passenger Increase

The common fare system is expected to improve the convenience of transfer among public
transport routes and modes, because the system will exclude the time for new ticket purchase
and make the obstacles hindering transfer smaller. However it shall also be considered that
the number of public transport passengers depends on the fare level of the common fare ticket.
In the case the price of common fare ticket level is set to reflect the average expenditure of
person trip by public transport, it was proved that the number of public transport passengers
would be increased by the modal share model which was made for the transport demand
forecast. The change of generalized cost matrix by zone in the transit assignment was used as
input for the modal share model (Table 20.2.9).

by Alteration of Fare and Ticketing System
Alteration of fare system Elasticities with Increase of Increase rate
respect to public transport
generalized cost demand
(trips/day)
Existing fare system > Common ticket within RATB and Metrorex -0.176 117,573 1.033
Common Ticket within RATB and Metrorex > Common Fare System -0.146 80,964 1.022
Existing fare system > Common fare system -0.180 198,537 1.055
Note:1.52 was applied as multiplier of fare alteration in common fare system.
1.62 and 1.10 were applied to the fares of RATb and Metrorex respectively in common ticket system
within RATB and Metrorex.
In the case the improvement of transfer convenience is reflected by the time required for
transferring without raise of fair level, the expected passenger increase estimated in a same
way is shown in the table below (Table 20.2.10).
20-12
by Improvement of Transfer
Alteration of fare system Elasticities with Increase of Increase rate

respect to public transport
generalized cost demand
(trips/day)
Existing fare system > Existing fare system -0.375 63,154 1.018
Note:Half value was applied as coefficient to the waiting time and transfer time for generalized cost.
Based on these forecasts the benefits from the passenger increase were estimated (Table
20.2.11 and 20.2.12).

by Improvement of Transferring for RATB
Elasticity RATB share Estimated Estimated

with respect in public increase in increase in
to transfer transport no.of RATB RATB
improvement passengers revenue
(%) (pax./day) (mil.USD/year)
Existing condition -0.375 86 54,312 1.98

by Improvement of Transferring
Elasticity Estimated Estimated
with respect increase in increase in
to transfer public transport public transport
improvement passengers revenue
(pax.) (mil.USD/year)
Existing condition -0.375 63,154 2.31
In the comparison of the fare and ticketing system half cost was estimated for the non-
magnetic card system.
It was clarified that the minus cost by reducing the number of fare evaders is a decisive factor
for the project feasibility.
In case of the introduction of magnetic card system, checking of ticket shall be strictly carried
out, otherwise the advantage of the system is rather decreased compared with the non-
magnetic card system (Table 20.2.13).
20-13
Table 20.2.13 Comparison of Fare and Ticketing System
Table*** Costs and Benefits of Fare and Ticketing system (unit:mil.USD/year)

Fare ad Ticketing System Costs Total Benefits Total B/C
Increase of Device, Liquidaton Decrease of fDecrease of Increase of
inspectors equipment, fare evader inspectors passengers
etc.
1 Existing system improvement 3.34 - - 3.34 5.06 - - 5.06 1.51
2 RATB proposal 1 3.34 15.00 - 18.34 5.06 - - 5.06 0.28
3 RATB proposal 2 - 15.00 - 15.00 19.21 1.00 - 20.21 1.35
4 Common ticket 1 - 20.00 - 20.00 19.21 1.00 1.98 22.19 1.11
5 Common fare 1 - 20.00 0.10 20.10 19.21 1.00 2.31 22.52 1.12
6 Common fare 2 3.34 - 0.50 3.84 5.06 - 2.31 7.37 1.92
7 Common fare 3 3.34 20.00 0.10 23.44 5.06 - 2.31 7.37 0.31
8 Common fare 4 - 20.00 0.10 20.10 19.21 1.00 2.31 22.52 1.12
9 Common fare 5 3.34 - 0.50 3.84 5.06 - 2.31 7.37 1.92
10 Common fare 6 3.34 20.00 0.10 23.44 5.06 - 2.31 7.37 0.31
Note:The rate of fare evaders by the increase of the inspectors was assumed at 20%.
20.3 Project Cost Estimation

The costs for the introduction of common fare system are estimated based on the common
fare system with magnetic card system and ticket checking at boarding.
Table 20.3.1 Project Costs

magnetic card
RATB Validation device 2,500 USD/unit 6.000 15.000.000
(2,000 veh.)
Metrorex Validation device 2,500 USD/unit 766 1.915.000
(41+20 stations)
Analysis Center (1 computer, 100 sq.m) 50,000 USD/unit 1 50.000
6,500 USD/unit 100 650.000
Ticket Office (Vending machine, 3.5 sq.m) 5,000 USD/unit 400 2.000.000
Total 19.615.000 USD

20.4.1 Schedule
Following implementation plan was assumed.
Table 20.4.1 Implementation Schedule

1. Institutional Company
Arrangement Affiliated Companies
Integrated Public and Private
2. Supportive Tendering
System Introduction
3. Fare SystemFlat fare system
Common fare system
4. Network
Rearrangement
20-14
Following process is considered to be realistic for the realization of new fare and ticketing
system.
(1) Realization of common flat fare system for the public transport modes by same public
transport service supplier
(2) Realization of common flat fare system for the public transport modes regardless of the
public transport service supplier
20.4.2 Institutional Arrangement

Also for the realization of the new fare system, institutional arrangements at different levels
are necessary.
(1) Institutional arrangement to solve the technical and legal matters within each public
transport service supplier
(2) Institutional arrangement comprising public transport service suppliers to solve the
technical and legal matters
(3) Institutional arrangement comprising of public transport service suppliers, governmental
organizations and other relevant organizations necessary to be involved to solve the
technical and legal matters

(1) Economic Evaluation
In Section 20.2, various types of fare system were introduced and compared. Among these
systems, the introduction of common ticket, use of magnetic card, and self-service canceling
at boarding were recommended.
The introduction of this ticketing system increases the number of passengers due to:
1) Passengers are not required to pay extra money to transfer public transport modes,
2) Passengers can save time at transferring points even if they do not have another mode’s
tickets.
Therefore, passengers save money and time to transfer, which increases the number of
passengers by public transport modes through decreasing the general cost (“fare” + “time cost
converted into money”) from origin to destination to move by public transport modes.
Since there are two entities to operate the public transport modes, one is RATB, the other is
METROREX, the following two economic evaluations were performed;
Case 1 : Introduction of common ticketing system for all public transport modes,
irrespective of RATB and METROREX
Case 2 :Introduction of common ticketing system among only RATB.
By using the common ticket, the following two points are assumed to try the economic
evaluation.
1) The passengers can save 5 minutes of time for transferring public transport modes.
2) The fare system is changed so that the short distance trip fare becomes a little higher than
the present fare.
20-15
From the above assumption, the general cost matrix was made using fare and time between
Origin and Destination. Using this matrix, the economic analysis was made as mentioned in
section 20.4. The results are shown in Table 20.5.1. Both case 1 and case 2 are viable,
however, Case 1 is recommended because of higher value of EIRR. Table 20.5.2 shows the
sensitivity analysis for introducing the common ticketing system, which indicates a little
sensitive values of the economic indicators, especially the change of 20%.
Table 20.5.1 Economic Evaluation of Introduction of

Common Ticketing System
Item Case 1 Case 2
Financial Cost ($ 1,000,000) 19.6 17.7
Economic Cost ($ 1,000,000) 14.1 12.8
Total Economic Benefit (Lei Mil./day) 89.2 75.3
EIRR (%) 13.9 12.7
B/C 1.123 1.0405
NPV (Lei Mil.) 19,234 6,344
Table 20.5.2 Sensitivity Analysis for Introducing the Common Ticketing System
-5% 0.130 1.067 10,474
-20% 0.104 0.899 -15,807
+5% 0.131 1.070 11,436
Cost Increase +10% 0.123 1.021 3,637
+20% 0.110 0.936 -11,960
-5% 0.134 1.090 13,978
-20% 0.113 0.955 -7,046
-5% 0.134 1.096 15,335
Foreign Exchange Rate
-10% 0.131 1.070 11,436
Decrease
-20% 0.123 1.021 3,637
(2) Financial Evaluation

The introduction of the common ticketing system has two major advantages from the
financial viewpoint. One is the revenue increase by decreasing the fare evasion and the other
is the saving of inspectors’ salary, which becomes unnecessary after introducing this system.
Advantage 1 : Decrease of salary of inspectors

Currently about 500 staffs are working at RATB to inspect free riders, however,
after introducing this system, the number of inspectors could be decreased to
100 persons until 2015, considering the deduction of fare evasion rate
from25% to 5% (See Advantage 2). Therefore, salary of 400 staffs was counted
as the cost saving of this system.
Advantage 2 : Increase of the revenue by decreasing free riders
At present about 25% of passengers of RATB and 6% of Metro passengers are
said to be free riders. After introducing this system, the share of free riders is
assumed to decrease to reasonable rate of 5% according to the results of EU
PHARE report.
20.5.2 Revenue Increase

After introducing the common ticketing system, the fare evasion rate will decrease to the
reasonable rate of about 5%, therefore, RATB can expect to increase its revenue significantly.
As shown in Table 20.5.3, METROREX can increase its revenue by 2,453 million lei
20-16
(233,061 million lei – 230,608 million lei) and RATB by 421,189 million lei (842,301 million
lei – 421,112 million lei), respectively. From the introduction of this system, RATB can
obtain almost two times the revenue, compared with the existing revenue. Looking at the
working ratio (revenue/cost), the financial position is expected to improve after introducing
this system.
Table 20.5.3 Revenue Increase by Introducing the Common Ticketing System

Mode Metro Tram Trolley Bus RATB Total
Passengers (1998) 415 781 282 953 2,016 2,431
Revenue (A) 145,699 138,947 50,186 169,646 358,779 504,478
Passengers (2015, before) 656 961 371 1,034 2,366 3,022
Revenue (B) 230,608 170,981 66,070 184,061 421,112 651,720
B/A 1.58 1.23 1.32 1.08 1.17 1.29
Passengers (2015, after) 663 1,217 470 1,310 2,997 3,660
Revenue (C) 233,061 216,576 165,280 460,445 842,301 1,075,361
C/A 1.60 1.56 3.29 2.71 2.35 2.13
Revenue/Cost (1998) 0.361 0.312 0.269 0.331 0.314 0.326
Revenue/Cost (2015, before) 0.572 0.384 0.355 0.359 0.368 0.421
Revenue/Cost (2015, after) 0.578 0.486 0.888 0.898 0.736 0.695
Note: Unite Passenger : thousand persons
Revenue : Million lei
20.5.3 Saving the Salary for Inspectors

At present RATB hires about 500 hundred inspectors to inspect the fare evasion, however,
with the introduction of this system, the number of inspectors can decrease by 400 persons to
100 persons. As mentioned in section 14.2.7, RATB can save about 139,372 million lei upto
2015. RATB can assign this money to projects.
20.5.4 Environmental Considerations

The Fare System Improvement is proposed for introduction of common ticketing system and
related equipment. In consideration of convenience for user, the common ticketing system is
suitable idea.
This is the fact that according to a result of transit assignment, average transferring time is
1.23. In addition, opinion survey on willingness to pay carried out by JICA Study team shows
more than 76% of passenger changes 1 time transport shown in following tables.
Consequently, common ticketing system is acceptable for public transport user, although
appropriate public information including trial period shall be made.
Table 20.5.4 Transferring Times from Transit Assignment Result

Transport Mode Transferring Times
Metro 1.10
Tram 1.06
Trolley 1.37
Bus 1.41
Average 1.23
20-17
Table 20.5.5 Transferring Transport Number from Opinion Poll Survey
Transferring Number Ratio
0 times 9 18%
1 times 38 76%
2 times 3 6%
50 100%
20.5.5 Environmental Considerations

The Fare System Improvement is proposed for introduction of common ticketing system and
related equipments. In consideration of enhancing convenience for user, the common
ticketing system is reasonable idea.
This is the fact that according to a result of transit assignment, average transferring time is
1.23. In addition, opinion survey on willingness to pay carried out by JICA Study team shows
more than 76% of passenger changes 1 time transport shown in following tables.
Those aspects support to introduce common ticketing system, which is acceptable for public
transport user, although appropriate public information including trial period shall be made.
Table 20.5.6 Transferring Times from Transit Assignment Result

Transport Mode Transferring Times
Metro 1.10
Tram 1.06
Trolley 1.37
Bus 1.41
Average 1.23
Table 20.5.7 Transferring Transport Number from Opinion Poll Survey

Transferring Number Ratio
0 times 9 18%
1 times 38 76%
2 times 3 6%
50 100%
20-18
SUMMARY OF THE STUDY
1. Country Republic of Romania
2. Name of Study The Comprehensive Urban Transport Study of Bucharest City and Its
Metropolitan Area
3. Counterpart Agency The Municipality of Bucharest
4. Objective of Study Formulation of the Comprehensive Urban Transport Master Plan up to the
year 2015
1. Study AreaæBucharest city and its metropolitan area (61,681 ha)

2. The Master Plan Summary
2.1 Formulation of Urban Transport Master Plan
Based on various traffic surveys including the person trip survey, the future transport demand was
forecast and the urban structure was determined. Then, with the objectives of i) securing the smooth
mobility, ii) creating the attractive city center, iii) formulating sub-core centers, vi) protecting the urban
environment, etc., the transport master plan was formulated in which the Ring Road Reinforcement as a
basic network pattern was combined with the Multi-Modal Axis Pattern as a public transport network
pattern.
2.2 Selection of Priority Projects

Priority projects to be further studied were selected among the projects which are expected to be
implemented within 2 or 3 years after the completion of the Study. The following five projects were
selected as priority projects, based on the criteria of i) whether projects match the recommended city
structure, ii) whether projects concern the completion of a ring road, and iii) projects match the
Multi-Modal Transport Axis Pattern.
a. Inner Ring road linkage by Basarab overpass
b. Bottleneck Piatas improvement
c. Parking system development in central area
d. New type tram introduction
e. Fare system improvement
3. Implementation Plan
In order to realize the recommended Master Plan, about 2,174.5 million dollars of investment fund is
required. This investment amount was allocated to the short term, medium term and long term,
considering the following criteria of i) whether projects solve problems without requiring a large amount
of investment, ii) whether the economic and financial evaluation is high, iii) projects which have close
relationship to each other should have related construction timing, etc..
Short Term ( Ù2003) æ Investment 673.7 Million Dollars
Medium Term (2004 – 2008) æ Investment 608.8 Million Dollars
Long Term (2009 – 1015) æ Investment 892.0 Million Dollars
4. Economic Evaluation
The economic evaluation of the Master Plan and the selected priority projects are as follows:
Project IRR B/C

Master Plan 18.8% 1.38
Inner Ring road linkage by Basarab overpass 30.7% 3.90
Bottleneck Piatas improvement 24.7% 1.77
Parking system development in central area 13.7% 1.08
New type tram introduction 17.6% 1.51
Fare system improvement 12.7% 1.04
5.Recommendations
(1) To realize the Master Plan, especially, priority projects
(2) To conduct the feasibility studies and/or basic designs necessary for fund raising and implementing the
projects
(3) To proceed with the legal and institutional reform necessary for the implementation of the Master Plan
(4) To update and expand the data base according to the change of socioeconomic situation
i
Summary
The Comprehensive Urban Transport Study

of Bucharest and Its Metropolitan Area
Study PeriodæJuly 1998*March 2000

Counterpart AgencyæThe Municipality of Bucharest
Outline of the Study
1. Background
After the democratic revolution of the year 1989, the Romanian economy has been shifting from
a planned economy to a market economy. In the course of the transition, the purchase of
vehicles became deregulated and the number of vehicle owners is sharply increasing. The
average annual increase of vehicles registered for the past four years reached 4.7%. As it is
expected that the present increase of vehicles will continue in future, the study area will become
more congested and air pollution in the central area will be more serious. Thus, Bucharest may
make the same mistakes that the cities of Western Europe and the United States have made.
Bucharest stands at a turning point of going to which way and should establish a basic policy of
public transport for the future.
2. Objectives
The objectives of the Study are as follows:
1) To formulate a Comprehensive Urban Transport Master Plan of the Bucharest City and its
Metropolitan Area for the period up to the year 2015;
2) To conduct a further study on priority projects and programs which should be
implemented within 2 or 3 years after the completion of the Study; and
3) To carry out a technology transfer through the implementation of the Study.
3. Study Area
The Study Area (61,681 ha) is the “Bucharest Metropolitan Area” including the city of
Bucharest and its environ areas.
4. Traffic Survey
In order to grasp the trip behaviors of inhabitants of the Study Area, the person trip survey,
screen line survey, cordon line survey, travel speed survey, traffic volume counting survey,
freight movement survey, public transport passenger survey, parking survey, and passenger
opinion survey were conducted.
5. Result of Person Trip Survey

In order to find out citizens' daily trip behavior, a person trip survey was conducted by means of
home interviews with 90,272 citizens (41,179 men and 49,093 women). The major results were
as follows:
nTotal trip output was about 5,766 thousand trips per day.
nThe average number of trips per person was 2.7 trips per day.
nThe share of commuting trip accounted for 24.7%.
nThe shares of public transport and private vehicles were 34.0% and 18.8%, respectively.
nAmong the public transport modes, “Bus” occupied 35.0%.
ii
n40% of trips by persons belonging to the car-owned household used their cars.
nLarge trip generation excluding “go-home” trips appears in traffic zones along the Inner
Ring Road and the Middle Ring Road where the population distributes. On the other hand,
the large trip concentration appears on central city zones and their surrounding zones
agglomerating commercial and business activities.
nTrips by mode heading for the center were depending on its modal development
condition.
6. Transport Problems within the Study Area

The following transport problems have come out into the open within the Study Area.
nThe number of vehicles registered is increasing rapidly and traffic congestion is severe
here and there.
nThe Ring Roads have not been completed.
nThe roads in the central area are occupied by disorderly parking of vehicles.
nThe number of passengers using the public transport has been decreasing.
7. Transport Master Plan

7.1 Premises of Formulation
(1) Future Economic Growth
The economy in the Study Area was forecast to grow at the average rate of 2.7% per year.
(2) Future Population
The population within the Study Area will increase to 226 thousand persons in 2015 from
215 thousand persons in 1998.
(3) Urban Structure
Aiming at the co-ordination with the General Urban Plan (GUP) which the Municipality of
Bucharest is currently preparing and the formulation of this transport master plan, the
suitable urban structure for the Study Area was determined as the Intensive Multi-Centred
Development Pattern which will set up the sub-urban centre in the existing urban area in
order to maintain the compactness of the city while avoiding excessive vehicle
concentration.
7.2 Basic Policy of Planning

In establishing the Transport Master Plan, the following goals were used to establish the basic
policies of planning:
- To ensure smooth mobility for citizens and for industries
- To protect the environment suitable for comfortable life of citizens
- To create a lively and attractive city centre
- To secure accessibility to the cultural and historical heritages
7.3 Formulation of Master Plan

Based on the basic policies, two basic network patterns for each of the future road network and the
public transport network were established.
1) Basic Road Network Pattern
a. Radial and Ring Formation Pattern
b. Ring Road Reinforcement Pattern
2) Basic Public Transport Network Pattern
a. Rapid Transit Axis Pattern
b. Multi-Modal Axis Pattern
From four alternatives prepared by combining the above two basic road network patterns and
two basic public transport network patterns, the combination of Ring Road Reinforcement as
iii
the basic network pattern and Multi-Modal Axis Pattern as the public transport network pattern
was selected as appropriate. By adding the following concrete points from the viewpoint of the
realisation of the projects, the Master Plan was finalised.
1) To reinforce the transport skeleton for the formation of the future urban structure
- The ring roads such as Central Circulation Road, Inner Ring Road, Middle Ring Road,
and Outer Ring Road will be completed.
- Metro line M4, a part of line M5 and line MR4 will be constructed as the radial axes of
the public transport.
- A new type of Tram will be introduced into the radial and ring axis routes of the public
transport system.
2) To support urban development cores
- The nodal points of passenger transfer between different transport modes such as Gara
de Nord, Obor and Sudului are also to be developed as commercial sub-centers.
- At these nodal points, the facilities for transferring between public transport modes are
to be improved.
- The intersections are to be improved to ensure smooth traffic flow.
- Parking facilities are to be provided to contribute to the fostering of future development
cores.
3) To improve the urban environment of the central area
- The concentration of road traffic will increase if the present tendency of car use
continues. Traffic demand management in the central area should be introduced.
- Parking areas are to be provided properly and the parking systems such as illegal
parking regulations are to be introduced.
- The public transport systems are improved.
- The cultural and historical blocks in the central area should be improved by providing
pedestrian malls, sidewalk and green space for citizens and tourists.
7.4 Economic Evaluation

The finalized Master Plan has the EIRR of 18.8%, proving its feasibility. Benefit is composed of
“time saving benefit” and “vehicle running cost saving benefit”. If the environmental benefit is
considered, EIRR is 19.2% (1.40 of B/C) for the existing catalyst type engine share of 25% and
EIRR is 21.1% (1.50 of B/C) for 90% (B/C is calculated by the discounted rate of 12%).
7.5 Fund Procurement

The total amount of the investment cost of all master plan projects is US$ 2,137 million. Out of
the total investment cost, 1,832 million dollars is likely to be raised, but the remaining 342
million dollars cannot be easily procured. Such options as the introduction of a public transport
tax such as that imposed in Paris or of private funding by the concession method should be
examined.
7.6 Reform of Related Law and Institution

Tax and other law must be improved to provide finance. Furthermore, organizations and
systems must be altered because the Transport Master Plan involves not only the improvement
of infrastructures but also enhancement of operations including restrictions on parking,
improvement of traffic signals and public charge systems, and rational administration of public
transport systems.
7.7 Master Plan Projects

Projects recommended in the road plan and the public transport plan are as follows:
iv
Road Related Projects
Project Cost
Project Remarks
Contents (Million US$)
Inner Ring Road 9.61km 128.7 No.1 – 4
Central Circulation Roads 7.03km 31.9 No.5 – 9
Road Middle Ring Roads 15.84km 104.3 No13 –15
Development Connection roads between Inner Ring and
7.90km 22.9 No.10- 12
Central Circulation Roads
Outer Ring Road 75.00km 16.5 No.18
Connection roads to Autostrada 14.62km 143.6 No16, 17
Intersection improvement 8 intersections 89.8
4,700 vehicle
Parking system development 76.9
Traffic spaces
management Synchronization
Traffic signal & ITS 31.5
etc.
Street environment improvement Pedestrian way etc. 22.4
Others
Freight terminal development 2 terminals 8.5
Total 676.9
Major Public Transport Related Projects

Sector Project Contents Cost Implementation
(mil.USD) Body
Metro Construction of M4 line 1 May – Laromet (3.1km) 77 Metrorex
Construction of M5 line D.Taberei – St. Traian (9.4km) 258 Metrorex
Construction of MR4 line N.Grigorescu – L.d.Centura 88 Metrorex
(4.7km)
Modernization of Rolling Stock Purchase of new rolling stocks 196 Metrorex
From DC to AC drive
Tram Construction of cross-center 5 linkages (5.1km) 29 RATB
linkages
Construction of new tram route St. Panduri etc. 15 RATB
along Inner Ring road
Construction of new north-south C. Victorici etc. (9.1km) 32 RATB,
Tram route Transit mail inclusive Municipality
Introduction of new category tram Colontina-Alexandria (13.1km) 319 RATB
Rehabilitation of tram infrastructure Rehabilitation work in northwest, 132 RATB
northeast and southeast area of
Bucharest
Trolley Extension of trolley bus route Establishment of central area 1 RATB
bus etc. access route
Establishment of public transport Non-pollutant environmentally 1 RATB,
route in central area sound electricity bus or trolley Municipality
bus
Transfer Construction of public transport Multi-modal terminal (3 piatas) 56 Municipality,
facilities nodal facilities etc. Private
company
Others Introduction of new fare system Magnetic common ticketing 20 Metrorex,
system based on flat faro system RATB,
Municipality
8. Implementation Schedule
In order to formulate the investment schedule of the projects proposed by the Master Plan, the
following items were considered.
- Projects which can solve the present problems efficiently without requiring a large amount
of investment should have priority.
v
- Projects that may be involved in any problems such as land acquisition should be
implemented considering the period for solving the problems.
- Projects with economic and financial returns should have higher priority.
- Projects that have a close relationship to each other should have related construction
timing.
- Financial resources capability should be considered.
- Investment amount in each year should be equalized if possible.
No. Project Short Medium Long Cos t(Mil. $)

Roads 1. Inner Ring Road (Basarab & West section) 63.1
2. Inner Ring Road (South Section) 16
3. Central Circulation Roads 49.6
4. Connection Roads bw. IRR & Circulation Rds. 143.6
5. Middle Ring Road 104.3
6. Outer Ring Road 16.5
7. Street Improvement 54.8
Intersections Improvement of intersections 89.8
Traffic 1. Development of Parking Facilities 76.9
Management 2. Development of Signals & Traffic Management 31.5
Metro 1. Construction of M4 line (1 May - Laromet) 77
2. Construction of M5 line (Drumul Taberei - Universitate) 257.5
3. Construction of MR4 line (N. Grigorescu – L. de Centura) 88
4. Modernization of rolling stocks 19.8
5. Purchasing of new rolling stocks (1) for M2 127.6
6. Purchasing of new rolling stocks (2) 48.4
Tram 1. Construction of Cross-center Linkages 28.6
2. Construction of Tram Route along Middle Ring Road 47.3
3. Construction of Tram Route along Inner Ring Road 15.4
4. Construction of North-South Tram Route 31.9
5. Introduction of New Tram system 319
6. Rehabilitation of Tram Infrastructure in southwest 121
7. Rehabilitation of Tram Infrastructure in other area 132
8. Purchasing of Rolling Stocks 88
Trolley Trolley route construction 0.8
Piata 1. Improvement of Gara de Nord 24.2
2. Improvement of Pta. Obor 28.5
3. Improvement of Pta. Sudului 3.1
4. Improvement of Pta. Unirii 13.2
5. Improvement of Pta. Universitatii 5.5
6. Improvement of Passenger Facilities 1.1
Renovation of 1. New Ticketing Device system 19.6
O/M system 2. Other Renovations for Operation/Management 0
Others 1. Construction of Freight Terminals 8.5
2. Street Environment 22.4
Total 673.7 608.8 892 2,174.5
9. Priority Projects
Priority projects to be studied were selected from the projects that it is desirable to implement
within 2 or 3 years after the completion of the Study, according to the following criteria:
- Whether the project matches the urban structure in the intensive multi-center development
vi
pattern from the perspective of strategy;
- Whether the project concerns the completion of the Ring Road;
- Whether the project matches the public transport improvement in the Multi-Modal
Transport Axis Pattern;
- Whether the project contributes to the improvement of the central area;
- Whether the project can use the existing facilities;
- Whether the project have a high efficiency;
- Whether the fund procurement, land acquisition, and environmental effects have any
problems; and
- Whether a new Study is required.
As a result, the following five projects were selected.
(1) Basarab Overpass

The Basarab overpass will diagonally cross over the railway and connects Nicolae Tilulescu and
Sos. Orhideelor. The standard profile structure will consist of a four-lane roadway and a
two-lane tram track. The overpass will not have any pedestrian way because a pedestrian
underpass will be constructed under the railway yard when the metro is constructed. A tram
stop will be set up in the middle of the overpass and connected with the surface level via stairs,
elevators or escalators.
(2) Bottle Neck Piata Improvement

The following projects will be important to improve the bottleneck at Piatas.
1) Gara de Nord
x Change of tram routes
x Construction of trolley and bus terminals
x Construction of taxi stand and pool
x Construction of underpass for transfer
x Construction of underground parking
2) Obor
x Relocation of tram routes
x Construction of bus terminals
x Construction of underpass for transfer
x Construction of underground parking
3) Sudului
x Construction of bus terminals
x Construction of parking lot
(3) Parking System Development in Central Area

To improve the present traffic conditions, restrictions will be applied to parking in the
central area and off-street parking facilities will be provided simultaneously as the street
parking is restricted. Parking restriction should be implemented at the same time as illegal
parking cases are cracked down. The users of both on-street and off-street parking
facilities in the central area should be charged.
(4) New Public Transit Corridor Development

The selected radial route for the new tram is from Colentina via Central area to Alexandria,
for which a large demand is expected. This route, with a total length of 13.2km, should be
constructed in stages from the existing tram route. As the route for accessing the central area,
some alternative plans as well as the most appropriate plan are proposed in consideration of
vii
building construction plan that has recently arisen.
The major contents of the projects are as follows:
- Construction of segregated tracks in principle
- Introduction of environmentally sound high speed trams
- Construction of automatic point-switches
- Establishment of public transport priority signaling system (PTPS)
- Improvement of depots (Colentina, Alexandira)
- Improvement of power supply system (4 new sites)
(5) Fare System Improvement

Integration of a fare system, a ticketing system and supporting devices will be promoted and
a common ticketing system will be introduced for different public transport administration
bodies as participants. Revenues will be pooled and then distributed to each participating
public transport body according to the place-kilometer or passenger-kilometer principle.
Magnetic cards with time limitation for validity will be used for both metro and public
surface transport. Passengers can freely utilize public transport modes regardless of modes
and providers. The self-service ticket checking system in boarding is proposed for the
moment. The total project cost is estimated to be about US$20 million.
9. Recommendations
(1) To realize the Master Plan, especially, priority projects
(2) To conduct the feasibility studies and/or basic designs necessary for preparing the fund
procurement and implementing the projects
(3) To proceed the legal and institutional reform necessary for the implementation of the
Master Plan
(4) To update and expand the data base according to the change of socioeconomic situation
viii

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THE COMPREHENSIVE URBAN

CENTRAL CONSULTANT INC.

Part Existing Conditions

3. Existing Land Use and Environmental Condition ....................... 3-1

4. Person Trip Characteristic ................................ .......................... 4-1

5. Road Facilities and Road Traffi ................................ .................. 5-1

6. Public Transport................................ ................................ ............ 6-1

7. Problems and Issues ................................ ................................ ...... 7-1

Part Future Transport Demand

8. Socio-Economic Development Scenarios................................ ...... 8-1

9. Urban Development Patte ................................ ......................... 9-1

10. Future Transport Demand ................................ .......................... 10-1

Part Transport Master Plan

12. Road Sector Plan ................................ ................................ ......... 12-1

13. Public Transport Plan ................................ ................................ . 13-1

14. Evaluation of Transport Master Plan................................ ......... 14-1

15. Action Plan................................ ................................ ................... 15-1

Part Priority Project Study

17. Bottleneck Piata Improvement ................................ ................... 17-1

18. Parking System Development in the Central Area .................... 18-1

20. Fare System Improvement ................................ .......................... 20-1

Table 2.1.1 Gross Domestic Product ........................................................................................ 2-1

Table 4.1.1 Number of Samples and Sample Rate ................................................................... 4-1

Table 5.1.1 Major Interregional Roads ..................................................................................... 5-2

Table 6.1.1 Passengers of Public Transport .............................................................................. 6-2

Table 8.1.1 GDP Projection in Target Year ............................................................................... 8-3

Table 9.3.1 Problems of Uncontrolled Development and Corresponding

Table 10.2.1 Estimated Parameters........................................................................................... 10-2

Table 12.2.1 Implementation Schedule of Autostrada Projects ................................................ 12-3

Table 13.5.1 Characteristics of Major Multi-modal Facility .................................................... 13-25

Table 15.1.1 Evaluation for Priority Project ............................................................................. 15-2

Table 16.2.1 Related Road Condition....................................................................................... 16-2

Table 18.2.1 Vehicle Count Parking Survey, On-Street

Table 20.2.1 Types of Fare System........................................................................................... 20-4

Figure 2.1.1 Past Trend of GDP ............................................................................................... 2-2

Figure 3.2.1 Existing Land Use of Study Area......................................................................... 3-4

Figure 4.2.1 Working Status by Working Category.................................................................. 4-3

Figure 5.1.1 Nationwide Road Network................................................................................... 5-1

Figure 6.1.1 RATB Route Patterns ........................................................................................... 6-3

Figure 8.1.1 Future Economic Growth Scenarios .................................................................... 8-3

Figure 10.1.1 Procedures of Future Traffic Demand ................................................................ 10-1

Figure 11.2.1 Screen for Corridor Analysis.............................................................................. 11-6

Figure 13.2.1 Metro Construction Projects .............................................................................. 13-7

Figure 16.1.1 Location of Basarab Overpass ........................................................................... 16-1

Figure 17.1.1 Locations of Piata............................................................................................... 17-1

Abbreviation English Romanian

( ) should not be used in the report but is described for reference.

1.1 Study Development

Accordingly, the Japan International Cooperation Agency (hereinafter referred as “JICA”),

1.2 Objectives of the Study

1.3 Study Area

PART 1 PART 2 PART 3

Existing Conditions Future Transport Transport

11 Transport 16 Inner Ring

14 Evaluation 19 New Public

Figure 1.4.1 Study Structure

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