JAPAN INTERNATIONAL COOPERATION AGENCY (JICA) MUNICIPALITY OF BUCHAREST REPUBLIC OF ROMANIA — THE COMPREHENSIVE URBAN TRANSPORT STUDY BUCHAREST CITY AND ITS METROPOLITAN AREA IN THE REPUBLIC OF ROMANIA FinAL REPORT Summary MarcH 2000 CENTRAL CONSULTANT INC. PADECO CO.,LTD.(June 16,1999)Preface In response to the request from the Government of Romania, the Government of Japan decided to formulate the Master Plan on the Comprehensive Urban Transport Study of Bucharest City and its Metropolitan Area and entrusted the study to Japan International Cooperation Agency (ICA). JICA sent a study team to Romania five times between July 1998 and December 1999. ‘The study team was headed by Mr. Takeshi Yoshida and composed of members of Central Consultant Inc. and Padeco Co., Ltd. ‘The team held discussions with the officials concerned of the Government of Romania, and conducted field surveys in the study area. After the team retuned to Japan, further studies were made and the present report was prepared. I hope that this report will contribute to the promotion of the project and to the enhancement of friendly relations between our two countries. I wish to express my sincere appreciation to the officials concerned of the Government of Romania for their close cooperation extended to the team. Kimio Fujita President Japan International Cooperation AgencyMarch, 2000 Mr. Kimio Fujita President Japan International Cooperation Agency Tokyo, Japan Dear Sit, ‘ansmittal We are pleased to submit to you the study report on the Comprehensive Urban Transport ‘Study of Bucharest City and its Metropolitan Area. This study was conducted by Central Consultant Inc., in association with Padeco Co., Ltd., under a contract to JICA, during the period of July, 1998 to December 1999. In conducting the study, we have examined the feasibility and rationale of the project with due consideration to the present situation of Romania and formulated the transportation master plan in Bucharest. We wish to take this opportunity to express our sincere gratitude to the officials concerned of SICA and the Municipality of Bucharest. We would also like to express our gratitude to the officials concerned of the RATB, METROREX and the Embassy of Japan in Romania for their cooperation and assistance throughout our field survey. ‘We hope this report will contribute to the further promotion of the project. Very truly yours, ‘Takeshi Yoshida Team Leader ‘The Master Plan on the Comprehensive Urban ‘Transport Study of Bucharest City and its Metropolitan AreaTable of Contents CONCLUSIONS AND RECOMMENDATION (WHAT SHOULD BE DONE TODAY FOR THE FUTURE (OF BUCHAREST?) ov. BACKGROUND FOR PLANNING ssn 1. IvFRODUCTION“ How WAS THE STUDY PERFORMED?” 2. BACKGROUND OF METROPOLITAN AREA "KNOWING BUCHAREST?” sna 3, PERSON TRIP BEHAVIOR“ HOW DO PEAPLE MOVE EVERY DAY’ 4. TRANSPORT PROBLEM" WHAT ARE PROBLEMS NOW?”. ‘TRANSPORT MASTER PLAN... 5. FUTURE URBAN STRUCTURE" HOW SHOULD BUCHAREST BECOME?”.. a 6. FUTURE TRANSPORT DEMAND “BUCHAREST WILL BE A PASSENGER-CAR-CENTERED CITY UNLESS. SOMETHING IS DONE?” nro en 7. FUTURE TRANSPORT NETWORK ALTERNATIVES “WHAT IS A DESIRABLE TRAFFIC NETWORK?” 8. TRANSPORT MASTER PLAN “GUIDELINE FOR FUTURE URBAN TRANSPORT SYSTEMS) 9. ROAD DEVELOPMENT PROJECTS “HOW DO ROADS AND TRANSPORT CHANGE? "snnnneeannne 10. PUBLIC TRANSPORT DEVELOPING PROJECTS “HOW WILL THE PUBLIC TRANSPORT SYSTEMS CHANGE? ”.. nnn 11. EVALUATION OF TRANSPORT MASTER PLAN “WHAT ARE THE EFECTS OF THE MASTER PLAN? "29 12, IMPLEMENTATION PLAN “HOW SHOULD THE MASTER PLAN BE IMPLEMENTED? ”.. PRIORITY PROJECTS renee 13. BASARAB OVERPASS “COMPLETION OF INNER RING ROAD? "ese rnsrenin dd 14, BOTTLE NECK PIATA IMPROVEMENT “MAKING TRANSFER CONVENIENT FOR PASSENGERS AND, ALLEVIATING TRAFFIC CONGESTION? ”... 36 18. PARKING SYSTEM DEVELOPMENT IN CENTRAL AREA“TAKING BACK THE CENTRAL AREA TO PUBLIC ‘TRANSPORT SYSTEMS AND PEDESTRIANS? * sven 16. NEW PUBLIC TRANSIT CORRIDOR DEVELOPMENT” FAST AND COMFORTABLE AND FACILITY OF TRAVEL?” snes 17. FARE SYSTEM IMPROVEMENT“ MAKING TRANSFER BETWEEN PUBLIC TRANSPORT MODES, ‘CONVENIENT? ”Conclusions and Recommendations “What should be done today for the future of Bucharest?” 1. Establishment of Public Transport Priority Policy 1.1 Background Bucharest, which they once called a little Paris, was a modern city which had tram routes opened in year 1871 and had tall and beautiful buildings along Calea Victoriei. One of the characteristics of the urban structure of Bucharest is that a high density built up area was formed within a 5 km radius and a public transport network consisting of metro, tram, trolley bus and bus was established in a dense pattern. Therefore Bucharest might be recognized as a compact shaped city with relatively well developed public transport infrastructure for citizens’ use, After the democratic revolution of the year 1989, the Romanian economy has been transiting 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 rate of increase for the past four years reaches 4.7%. If the present tendency of increase of vehicles continues, the study area will become more congested and air pollution in the central arca will be more serious. Thus Bucharest may make the same mistakes that the cities of Western Europe and the United States made (Do Nothing Case). 1.2. Necessity of Public Transport Priority Policy Bucharest stands at the crossroads of two scparate ways and a basic policy of public transport should be established. Specifically, this policy concerns promoting the use of the public transport modes in place of passenger cars in consideration of the environmental issues. For this purposc, the transport network should be improved making the most use of the existing public transport infrastructure, the central city area should be further developed, and the "sub-core" area in the surrounding area should be fostered. Naturally, Bucharest’s advantage of a compact city frame work must be maintained. In other words, an urban transport master plan based on a public transport priority policy should be implemented. The tendency of today should be changed under this basic policy. It is never too late if we start making the difference now. Master Plan Before the Master Plan was established, the citizens! transport activity was quantitatively analyzed based on various surveys including the person trip survey in the Study area. The model was created after studying the relationship between the socio-economic indices including the population and the traffic demand. Based on this relationship, future socio- economic indices were forecasted. The future traffic demand was estimated with the population forecast by the plan considered to be created in order to induce a future urban structure having multiple city cores instead of one concentrated core. According to the estimated future traffic demand, alternative plans of future transport network patterns were examined to implement the project goals including the securing of smooth mobility for citizens, creation of an attractive central area, creation of sub urban cores, and improvement of the environment. As a result, a transport master plan that combines the improvement of ring roads and public transport modes, especially a tram system (multi-modal public transport axis development) was established. The proposed master plan to be achieved by the year 2015 will serve for the formation of the future urban structure, for the development of the suburban cores such as Gara de Nord, Obor and Sudului and ‘as a great support for the improvement of the urban environment.2.2. Feasibility Although the total investment cost for the 15 year period amounts to US$ 2,175 million (Lei 33.5 trillion), the economic internal rate of return (EIRR) is 18.8% and the benefit cost ratio calculated with a discount rate of 12%, is 1.4. Therefore the master plan is sufficiently feasible. It is strongly recommended to implement the projects proposed in the Master Plan as a guideline in order to realize a city based on a public transport priority policy and to overcome the tendency to become «a private vehicle oriented society. 3. Early Commencement of Priority Projects ‘A preliminary engineering study was conducted on five projects among the projects to be implcmented at an early stage. a. Linkage of Inner Ring Road by the Basarab Overpass The objective of the Basarab overpass project is to provide the missing link of the Inner ring road which was separated by the railways. The tram route also will be linked as will the road The project will resolve the future traffic demand in the circumferential direction and the EIRR shows a high value of 30.7%. Since this project is one of the most important projects in the entire transport network , its early commencement is recommended b. Improvement of Bottleneck Piata ‘The piatas of Gara de Nord, Obor and Sudului are the connecting points of the public transport system such as metro, tram, trolley bus and bus, and also important intersections for vehicle traffic, These piatas are expected to be developed as future sub-cores for business and ‘commerce. The aims of the project are to make passenger transfer between public transport modes easy and comfortable, to manage smooth traffic flows at the intersections and to complete the transport functions through the development of parking and other facilities. Because of high EIRR of 24.7%, implementation of the project at an early stage is expected. ¢. Parking System Development in Central Area If the present tendency of vehicle concentration into the central area continues, traffic control will be difficult and pollution problems such as exhaust gas will become more serious. Therefore a parking system development project is studied in order to restrict vehicle use in the central area. The parking facilities will be provided at the fringes of the area restricted to vehicles, and public transport will be the principal transport mode in the central area, Jn the historical district of the central area, pedestrian malls, small piatas and green spaces will bbe developed for citizens and tourists in order to promote urban revitalization and urban tourism, 4d. New Public Transit Corridor ‘Tram is the most important transport mode in the Study Area at present and in future. It can provide rapid and high capacity trunk transport axes the same as a metro by establishing @ segregated track, introducing new types of vehicles and public transport priority signals. The project is to introduce a new type of tram on the route Colentina - Central area - Alexandria which has high demand. It is necessary to prepare well in advance for the creation of a trunk public transport axis. ‘are System Improvement In order to make public transport more convenient and to promote citizens’ use of public transport, a fare system renovation such as common ticket introduction is necessary. The prevention of free ride is also an important issue to improve operating income. 4. Fund Resources ‘The implementation of projects proposed in this Master Plan requires a lot af funding. Basically, the funds for the projects should be covered by those who benefit from the implementation of theprojects (the beneficiaries-pay principle). Although the existing tax rates need to be raised and new taxes must be created for this purpose, the residents must bear the burden but, on the other hand, can lead a more comfortable life in an improved living and transport environment. To obtain funds minimally required to implement a project according to the beneficiaries-pay principle, the city of Bucharest needs to raise and eatmark a gasoline tax or raise the parking fees to obtain its own fund sources for the transport facility improvement fund, Furthermore, the city should create a city planning tax to be used as the project fund, However, since these fund sources are not sufficient, the creation of a public transport tax, as seen in the cities of Western Europe, should be examined to provide the necessary funds. ‘On the other hand, a project that needs a great deal of funding for construction, such as the tram system that urgently needs high technology, requires foreign funds from international or bilateral institutions with favorable conditions. However, private funding via the concession method, BOT method , PFI method, etc. should be utilized for projects with good revenue expectations. ‘The project implementation entities can provide 1,832 million dollars of the total investment cost. For the remaining 324 million dollars, such options as the introduction of a new public transport tax or of private funding using the concession method should be examined. In nal Reform Institutional reform related to various tax collecting systems such as the introduction of a city planning tax is necessary to secure the funding resources, and close coordination among various implementation authorities is also necessary to advance the project implementation efficiently. ‘The present transport commitice, which is steered by the municipality, should be completed, and the establishment of a permanent secretariat with a planning and coordinating function is recommended. Since the cooperation of citizens is essential for various institutional reforms, it is necessary to disclose information and to create opportunities to listen to citizens’ opinions. Improvement of Business of Public Transport Operation Entities For the sake of continuous supply of public transport services, the public transport operation entities must have an improved business basis to depend less on subsidies. For this purpose, clear identification of carnings and costs for each mode and route, improvement of productivity through simplifying the organization, and various measures for decreasing free riders and increasing passengers are required, Further Issues Feasibility studies and basic designs are necessary to prepare the fund procurement and to implement the projects proposed under the Master Plan, especially the priority projects. ‘The Master Plan is the guideline for the future transport orientation from a long-term viewpoint ‘and thus must be periodically reviewed as the socio-economic simation changes. The traffic survey result and other databases on which the Master Plan is based must be properly maintained and, preferably, updated and expanded in the future.Background for Plam ig “How was the Study performed?” 1. Introduction 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 to as “the Study”) through Japan International Cooperation Agency (hereinafter referred to as “JICA”). ‘The preparatory study team headed by Dr. Hitoshi leda, 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 ended in December 1999. The Study was performed as shown in the flow chart in Figure 11 1.2 Objectives of the Study and Study Area ‘The objectives of the Study are as follows: 1) To formulate a Comprchensive 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 oF 3 years after the completion of the Study; and 3) To carry out technology transfer through the implementation of the Study. ‘The Study area is the “Bucharest metropolitan area” including the city of Bucharest and the nearby commuting area (Figure 1.2). 1.3 Study Organization ‘To conduct the Study, JICA has organized a 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 a Counterpart Team, headed by Nicolae Cehan under the Municipality of Bucharest. The Municipality has organized a Steering Committee, chaired by Mr. Paul Radu Popovat, to facilitate the progress of the Study. Figure 1.3 shows the relationship of the Study ‘Team, Advisory Committee, Counterpart Team, and Steering Committee. 14 Study Report ‘The reports will consist of the main report prepared in English (three volumes) and the summary prepared both in English and Japanese. Volume I of the main report will describe mainly the present status of transport in Bucharest, while volume IT will describe mainly the Master Plan. Volume III will describe the priority projects 1.5 Technology Transfer ‘The Study Team tried to transfer the planning technology by working together with the Counterpart Team in Bucharest, It held three workshops and one seminar in an effort to inform the specialists and all those concerned of what the Study is about. In particular, the lectures given by the Advisory Committee members and documents and brochures distributed in the workshops and seminar greatly contributed to enhancing the understanding of the Study. During the Study, three Counterpart Team members visited Japan 10 master the planning technology and inspect the present statics quo of urban transport in Japan to further enhance the understanding of urban ‘transport planning,THE 5 0 aL [iuz [Se0! Geiliow Lien Jan I Feb War [Apr [Way] Jon [Jul Aue [Sep] Oct] Nov [Dee [Tan] Feb [War Taam] Cancel, [ alia ar | a en saree ca | ee : ‘ator sagt aan Figure 1.1 Study Flow Table of Contents for Main Report Part I Part I Part I [Introduction TI. Future Transport Demand _‘V.. Priority Project Study 1, Introduction of the Study, 8.Socio-economic 16 Inner Ring Completion with Development Scenarios Basarab Overpass. I. Existing Conditions 9.Urban Development Pattern 17.Bottole Neck Piata Improvement 2.Socio-economic Conditions. 10.Future Transport Demand 18.Parking System Development in Central Area 8.Existing Land Use and IV Transport Master Plan 19.New Public Transit Corridor Environmental Condition Develpoment 4,Person Trips Characteristics _ 11.Transport Master Plan 20 Fare System Improvment and Freight Movement ‘Formulation 5.Road Facilities and Road 12.Road Sector Plan ‘Traffic 6.Public Transport 13,Public Transport Plan ‘Problems and Issues 14.Evaluation of Transport Master Plan 15.Action PlanAdvisory Bucharest Steering Committee fem SICA Municipality /—) Committee Figure 1.3 Study Organization2. “Knowing Bucharest” Background of Metropolitan Area 2.1 Urban Development History 22 23 24 ‘The name of Bucharest appeared for the first time in history in thelSth century. They say that Bucharest was founded as the capital of Wallachia by Lord Vlad. Bucharest was always in the front line against the Ottoman Turks. Bucharest began to be built as a modern city in the middle of the last century when Romania became an independent country. In 1861, gaslights on the streets were introduced earlier than Paris and Berlin. In 1871 a tram system began operation, Many large-scale buildings along Victoria Street were constructed in those years. At that time Bucharest was called Little Paris in the Balkans and now the memory of that name can be seen in part of the central area of Bucharest. The built up area in 1930s encompassed a 5-km radius, ‘corresponding well with the principal part of the present built up area. This compact city feature is onc of the main characteristics of Bucharest. After 1947 during the cra of the communist party regime, in the eastern, southern and western parts of the city, many high rise residential buildings were constructed and large-scale industrial estates were developed in extended dircetions. In the 1980s, a mammoth building called People’s Palace was constructed after the demolition of many historical buildings (Figure 2.1), Geographical Position Bucharest is located at the crossing point of two axes. One is the East-West axis which extends from Constanta to West Europe via Hungary and Austria, and another, the North-South axis which extends from Istanbul and Athens of Mediterranean sea to Russia via Ukraine. These circumstances from ancient times 10 modern times located among large empires such as the Roman, Byzantine, Ottoman, Austrian, Russian and German have had an influence on Bucharest. Although Bucharest might not yet have used its geographical advantage, it has high potential of development as an international nodal point for people and goods. Natural Conditions ‘The topography of Bucharest is flat so there is no obstacle for development of the urban formation and transport network. This is one reason why Bucharest features a typical radial and ring network pattern. The existence of the Dambovita River flowing through Bucharest and several Jakes on the northern side of the city indicates that the land in and around Bucharest is covered with sediments from the river. The fact that Bucharest suffered from several large earthquakes suggests that seismic design considerations are required for urban planning and duilding construction. ‘Transition Economy Romania stands on the path of transition from a planned economy to a market economy. The progress of transition of Romania has not advanced as much as Hungary and the Czech Republic. ‘The Gross Domestic Product (GDP) has increased constanily from 1993 to 1996, but then it started to decrease, In particular, the state-owned heavy industries which were the mainstay of the Romanian economy in the past, ate rapidly dectining, because of the market cconomy. Many urgent issues remain to be solved, including the privatization of these state-owned companies, fostering of high-tech industry, and institutional reform for the restoration of the Romanian economy. In the course of the transition, a difference in income has appeared in the society where it did not exist and the uneven distribution of wealth due to the underground economy has caused social unrest 10 increase.2.5 Population Size and Density ‘The population of Bucharest metropolitan area is 2.15 million and this figure means Bucharest stands higher by population size compared with Budapest (2 million), Warsaw (1.7 million), Sofia (1.4 million), Prague (1.2 million) exempting London and Paris. The population density of Bucharest is 3,600 person/km?, higher than Warsaw (3,400 person/Km*), Prague (2,400 person/Km?), Budapest (1,200 person/Km?). The characteristics of the Study Area are that farm lands or industrial estates appear suddenly where high density residential areas end. In other words, Bucharest is a compact and high density city. However low density residenti developments on the premise of using vehicles along the Outer Ring Road have appeared and signs of urban sprawl can be observed (Figure2.2 and Figure 2.3), Historical buildings Green spaces near ‘Triumph Are Dambovita River in the central area Piata Unirii ‘Tall residential buildings Figure 2.1 Old and Modern City of BucharestFigure 2.3 Population in Each Zone“How do people move every day?” 3. Person Trip Behavior 3.1. Person Trip Survey In order to find out citizens’ daily trip behavior, a person trip survey was conducted by means of home interviews upon 90,272 citizens (41,179 men and 49,093 women). From this survey, age, sex, occupation, car ownership, trip frequency, purpose, origin, destination, and transport mode, cic. as well as traffic situation in the Study area were obtained and analyzed. 3.2. Trip Production, Trip Purpose and Transport Mode ‘The total number of daily trips produced in the Study Area was 5,766 thousand trips. The average trip production was 2.7 trips per person per day, which is a little lower than 2.9 to 3.0 trips in ‘western major cit For trip purpose composition, “To work” trips account for the largest share of 24.7%. For the ‘composition of the transport mode, the share of the public transport is 34.0% and that of private is 18.8%. Apparently, the public transport modes play an important role as a means of transportation for citizens. Among the public transport modes, the shares of bus and tram are high (Figure 3.1). ‘The average trip production of persons who belong to car owner households is 3.5 trips and much ‘greater than 2.4 trips of persons who belong to non-car owner households. Since the former use cars for 39.8% of their trips, automobile traffic will further grow as the number of car owner households continues to rise in the future. Figure 3.1 Trip Purposes and Transport Modes 3.3 Trip Generation and Attraction Large trip generation excluding trips of “To home” appears in traffic zones along Inner ring road and Middle ring road corresponding to the population distribution. On the other hand large trip attraction concentrates on central zones and their surrounding zones agglomerating commercial and business activities (Figure 3.2). 3.4 Trip Distribution Concerning the trips by mode heading for the center, passenger cars and buses come from all directions. On the other hand, metro users come from the South and Southeast, and tram users come from the Northeast and Southwest, which shows a modal split towards the center depending on the modal development condition (Figure 3.3). 10eee eee Figure 3.3 Concentration in Central Area for Each Trip Mode“Wheat are the problems now?” 4, Transport Problems 4.1 Vehicle Ownership ‘The number of registered vehicles in the city of Bucharest is increasing rapidly, growing at an annual rate of 4.7% in the past four years. The number of passenger cars per 1,000 persons was 191 in 1998 and this figure has not yet reached the level of Central and Western Europe. However, if the tendency of vehicle ownership continues to increase, sooner or later the vehicle ownership rate will reach that level and serious problems such as traffic congestion, air pollution by exhaust gas etc. will occur (Figure 4.1). 4.2. Traffic Demand ‘Traffic congestion already occurs on the trunk roads in the central area, At peak time, the traffic congestion can be seen at major intersections such a Obor and Sudului which are cross points between large traffic demand concentrating to the central area and traffic demand in the circumferential direction. 43 Road Network ‘One of the big problems on the existing roads is the discontinuity. There are missing links in the ring roads, where traffic demand is in the circumferential direction, Especially the cxistence of the railways causes discontinuities of the inner ring road. B-dul Uniri is a major barrier for traffic in the N-S direction (Figures 4.2 and 4.3), 44 Parking ‘The roads in the central area are occupied by parked vehicles. One reason is that the regulations ‘on parking are not so strict, and another reason is parking spaces are insufficient compared with the parking demand. The on-street parking decreases the toad capacity and causes traffic congestion and traffic accidents. It is inconvenient and unsafe for pedestrians. AS Decrease of Public Transport Passengers ‘The operating entities of public transport in Bucharest are METROREX and RATB. The problem is that the number of passengers of both entities has been decreasing since the year 1992 when it reached a peak. Though the increase of the number of vehicles is one problem, the issue to be solved is how to increase the number of public transport passengers. To eliminate the cause of the following problems, not only the infrastructure needs to be improved but also efforts on improving the business of each entity as well as cooperation and coordination between entities are required to give the passengers’ needs top priority. 1) Inconvenient ticketing system For the metro, passengers using tickets having magnetic strips pass through automatic turnstiles and can transfer between routes within the metro network only. For surface tansport, passengers use a ticket made of paper for a one-time ride along one transport mode route. In other words, an RATB ticket is common fare, but passenger transfer cannot be made using one ticket, Therefore passengers select routes which have few transfers, or extend their walking distance. 2) Non-cooridnated public transport routes. Since the demand for routes with little transfer is great, there is a large number of routes and route forms are complicated on trunk roads, many routes arc duplicated while on the other hand, transport services become worse in low demand areas. 23) Inconvenient transfer between publi transport modes In major stations where metro, tram and bus connect, many inconveniences exist for public transport passengers such as inadequate locations of entrances and exits of stations and bus stops and lack of convenient ways to transfer. ce of Urban Transport Plan Since no urban transport plan has been established, the transport problems such as urban sprawl and concentration of cars in the central area cannot be effectively solved but are becoming increasingly serious. Therefore, the urban transport plan is indispensable for the Study Area. improper parking Mlegal parking and lack of facilities for pedestrians Uncomfortable pedestrian andFigure 4.2 Existing Road Network Figure 4.3 Existing Public Transport NetworkTransport Master Plan “How should Bucharest become?” 5. Future Urban Structure 5.1 Future Economic Growth ‘The Romanian economy is currently declining and will continue to do so for a while but begin improving before long. Assuming that the economy grows at an average rate of 2.7% per year, the GDP in 2015 will be 1.8 times as high as the one in 1998. 5.2. Future Population ‘The future population of the Study Arca in 2015 is projected to be 2.26 million persons under the scenario mentioned above. The future working population by residence place and work place is forecast to be 1.06 million and 1.13 million persons respectively. 5.3. Urban Development Pattern The city of Bucharest is currently preparing a General Urban Plan (GUP). This Study, naturally incorporating the GUP in preparation, considers the following three urban development patterns from the perspective of the future urban transport plat a, Uncontrolled development pattern (sprawl of residential areas to surrounding farmland) (Figure 5.2); b. Intensive multi-centred development pattern (set-up of the sub-urban centre in the existing turban area to maintain compactness of the city while avoiding excessive concentration) (Figure 5.3); and c. Dispersed multi-centred development pattern (set-up of new urban and industrial areas along the Outer Ring Road) (Figure 5.4). ‘The intensive multi-centred development pattern has been selected (Figure 5.1) because it: 1) Can easily maintain the compact urban area with the estimated low pressure of population increase; 2) Conforms to the basic concepts of the PUG in creation. 3) Has fewer detriments of an automobile-oriented society. 4) Contributes to the environmental preservation.Urban Area RiverL.ake Green Area Study Area Usan Area of] Hitt Usan Cores Figure 5.2 Uncontrolled Development Pattern Urban Area River ake Green Area Study Area Groen Bet Urban Center e]] Jl Figure 5.3 Intensive Multi-centred Development Pattern Figure 5.4 Dispersed Multi-centred Development Pattern 16“Bucharest will be a passenger-car-centered city unle something is done!” 6. Future Transport Demand 6.1 Future Increase in the Number of Vehicles ‘The number of passenger cars owned in the Study Area is estimated to pass 585,000 in 2015. This amount is 1.4 times larger than that of 1998 (411,000). The number of passenger car ownership pet 1,000 persons was 191 in 1998, and is expected to reach 259 in 2015. This number of vehicles js far less than that of the major cities in Western Europe (over 400) but nearing that of the major cities in Eastern Europe (Jess than 300). 6.2. Future Increase in Person Trip As the economy grows, a person's income will increase and, consequently, more houscholds will ‘own vehicles. Since a person belonging to a car ownership household has a far higher average number of trips than a person who docs not, the number of total person trips in the study area is estimated to reach 7,051,000 trips in 2013, which is 1.2 times larger than in 1998 (5,629,000 trips). ‘The average number of person trips will reach 3.1 trips per day in 2015, compared with 2.7 trips per day in 1998. 6.3, Future Person Trip Distribution Since, in the intensive multi-centred development pattern, there will be more population in the surrounding area than in the central area, the person trips will grow further in the former and there will be far more traffic flow into the central area, where commercial and business activities are concentrated (Figure 6.1). 64 Selection of Transport Mode ‘The following Table 6.1 shows the allocation of future OD traffic estimated in the intensive multi- centred development pattern, to the transport network whose transport facilities have not been improved (Do Nothing Case). Apparently, the passenger car traffic will significantly increase but ‘only about the same number of passengers as at present will use the public transport systems. Therefore, road congestion will occur everywhere in the central area and trunk roads connecting to it unless the transport systems are improved (Table 6.1 and Figure 6.2). Table 6.1 Number of Trips in Each mode in Existing Condition and Do Nothing Cases Unit Te To BeNehing Gwe __Trarsport Mode Mea ae Public Transport 3,021,944 a. 9% ae t 2,492,400 | 271d | 320,399 | 00.273 | 22074911 5755600 | 3051334" 17vers @ is @ iss Figure 6.1 Future Concentration of Trips in Each Zone Figure 6.2 Congestion of Roads in Do Nothing Case 18“What is a desirable traffic network?” 7. Future Transport Network Alternatives 7A 12 13 Planning Principle 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 suitabte for comfortable life of citizens, ~ To create a lively and attractive city centre. = To secure accessibility to the cultural and historical heritages. The basic policies were established based on the future course of development of the city structure and from both the perspectives of a road transport network and a public transport ‘nctwork used to attain the above goals. Formation of Basic Transport Networks Based on the basic policies, wo basic network patterns for each of the future road network and public transport network were established. 1) Basic Road Network Pattern a. Radial and Ring Formation Pattern (Figure 7.1) In order to meet future vehicle traffic demand, a radial and ring formation pattern with high service level is formulated under this alternative. b. Ring Road Reinforcement Pattern (Figure 7.2) In order to resolve existing traffic problems, a ring road reinforcement pattern with minimum investment is formulated under this alternative. 2) Basic Public Transport Network Pattern a, Rapid Transit Axis Pattern (Figure 7.3) For this alternative, the metro network is considered as the principal public transport mode. ‘The Rapid Transit Axis Pattern is thus a metro oriented pattern where the six routes will be improved and/or newly constructed. b, Multi-Modal Axis Pattern (Figure 7.4) For this alternative, the roles and functions of tram are considered to be the same as for metro, The Multi-Modal Axis Pattern is a tram oriented pattern where radial and ring tram routes will be developed. Selection of Alternatives Four alternatives produced by combining the above two road network patterns and two public ‘transport notwork patterns were cxamined for feasibility based on the estimated costs and benefits compared with the Do Nothing Case (Tables 7.1 and 7.2). Consequently, Alternative 4 (combination of Ring Road Reinforcement as basic network pattern / Multi-Modal Axis Pattern as public transport network pattern) was selected as appropriate because it: ~ Requires the minimum investment cost; ~ Has the highest economic internal rate of return and, - Has the lowest impact on the environment. 19Figure 7.1 Radial and Ring Figure 7.2 Ring Road Reinforcement Pattern Formation Pattern Figure 7.3 Rapid Transit Axis Pattern Figure 7.4 Multi-Modal Axis Pattern 20Table 7.1 Alternatives of Road ‘Transport Network Public Transport Rapid Transit Axis Multi-Modal Axis Road Network Pattern Radial and Ring Formation Pattern Alternative 4 Ring Road Reinforcement Pattern Alternative 3 ‘Seleued) ‘Table 7.2 Comparison of Alternatives Alternative! | Alternative 2 Cost (Lei billion) 338196 ~Beosht eibilion) IRR & {Giscount rate of 12%) Public Transpo poate Private Car Boe ied EE ‘Shere of Public Transport Mode % I ‘Note I Benefit in 2016 (after completion of all projects) Note 2: IRR ~ Internal Rate of Return Note 3: Existing 67.6%, Do Nothing 54.8% Note 4: “Benefit” composed of "time saving benefit” and “vehicle operating cost saving”. 3,673,570 1,840,774 2“Guide ine for future urban transport systems 8. Transport Master Plan 8.1 Formulation of Master Plan ‘The selected alternative 4 was revised in the course of formulating a master plan network, because each alternative was set up as a typical representative pattern, The utban transport master plan was formulated principally from the following viewpoints; 1) To reinforce the transport skeleton for the formation of the future urban structure (Figures 8.1 through 8.3) ~The ring roads such as Central Circulation Road, Inner Ring Road, Middle Ring Road, and Outer Ring Road will be completed. Metro line M4(L May-Laromet), a part of line MS (Drumul Taberei —Universitate-Str, Traian) and line MR4 (N.Grigorescu — L.d. Centura) will be constructed as the radial axes of the public transport. - A new type of Tram will be introduced as another radial and circumferential axis 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, Sudului are also assigned to be developed as sub commercial centers, ‘At these nodal points, the facilities for transferring between public transport modes are to be improved. ~The intersections are improved to ensure smooth traffic flow. ~ Parking facilities arc provided to contribute to the fostering of future development cores. prove the urban environment of the central area ‘The concentration of road traffic will increase if present tendency of car use is left as itis, Traffic demand management in the central area should be introduced. ~ Parking systems are introduced. ~The public transport systems are improved. - The historical blocks in the central area should be improved with pedestrian malls, sidewalk and green space development for citizens and tourists. ‘The finalized Master Plan has the EIRR of 18.8%, demonstrating its feasibility. Table 8.1 shows the result of the finalized Master Plan. 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 BYC) for the existing catalyst type engine share of 25% and EIRR is 21.1% (1.50 of B/C) for 90% (Refer to 11.3). Table 8.1 Res of Master Plan ct | Bete > pe | Pawel (si (ai (Discount Tramport | "Cae Pabie ia biliony | vies) weal) (Tap) | aps) | Maree Master Plan | 341288 | 46754 1378 3,684,352 | 1,829,992 | 66.8 228.2. Issues in Implementing the Transport Master Plan 1) Raising funds ‘The total amount of the investment cost of all master plan projects is Lei 33.8 willion (USS 2,137 million), The investment cost for the road sector is Lei 9.5 million) and for the public transport sector is Lei 23.9 trillion (USS 1,523 total investment cost, 1,832 million dollars is likely to be provided but the remaining 342 million dollars cannot be easily procured. Such options as the introduction of a public transport tax such as the one imposed in Paris or of private funding with the concession ‘method should be examined. 2) Altering organizations and systems A coordinating organization is required to supervise and coordinate the planning because different entities implement different projects. Tax and other systems must be improved to provide finances. 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. Figure 8.2 Public Transport Network in Master Plan 23THTTELTTEL Road Improvement = Grade Separation e Intersection Improvement Underground Passa Be ‘Multi-modal Terminal ‘Metro Line Construction. ———._ Tram Line Construction $$ New Tram Project Trolley Construct Figure 8.3 Projects in Master Plan“How do roads and traffic change? 9. Road Development Projects ‘The following describes the road-related projects (Table 9.1 and Figures 9.1 through 9.2). 9.1 Road Network Plan 1) The ring roads including the Inner Ring Road, Middle Ring Road, and Outer Ring Road are completed where the links are missing. 2) Ovcrpasses and underpasses are provided at the major intersections of ring roads and major radial roads to handle increased traffic load. 3) Roads surrounding the central area are provided as paths to the cultural and historical areas. 4) Semi-trunk roads are provided in the north-south and east-west directions to decrease the traffic flow into the central area. 5) Since almost all the radial roads required are already provided, other roads used to connect to inter-region expressway networks to Ploiesti and Constanta, are provided, By implementing the above road projects, the road congestion can be mitigated (Figure 9.3, 6.2) 9.2. Road Traffic System Management Plan 1) A certain number of parking facilities are provided in the central area so that parking at the roadside is prohibited, in principle, except where parking space is secured. More parking facilities are provided in the area surrounding the central area to promote the park-and-ride policy. 2) Tratfic signals are improved to increase the road capacity, ensure the safety of vehicles and pedestrians, and encourage more people to usc public transport systems. The ITS is applied t0 all the city areas to promote the use of public transport systems, improve the traflic signals, and provide information to the car drivers. 3) Improvement of urban landscapes, enhancement of street environments, restrictions applied to preserve historical buildings and maintain landscapes, and improvement of pedcstrians' environment including sidewalks, pocket parks, and flower beds are implemented to make the central area more comfortable and attractive. 9.3 Development of Freight Terminals Freight terminals are constructed near the industrial area along the Outer Ring Road, in particular near the intersections at the expressway t0 Constanta and at Expressway Al, to improve the efficiency of freight transport. Table 9.1 Road Projects in Master Plan, Project nner Ring Rood ‘Connection Roads Bebween ier | Central Circulation Reads | Ovter Ring Road ' Connection Roads io Autosteada | Intersection Improvement t “iaffic [Parking System Develo 1.700 vebicle spaces | Management _| ‘Traffic Signal & ITS synchronization ete. | Swret Environment Improvement fee eo ‘Note: The numbers tn the remarks cormespond to hese Ta the Figure 25Figure 9.2 Intersection Improvement Plan Figure 9.3 Policy of Parking Lot Improvement in Central Area 26oe “How will the public transport systems evoly 10. Public Transport Development Projects ‘The following is the list of the projects related to public transport (Table 10.1 and Figure 10.1). 10.1 Improvement of Trunk Publi ‘ransport Axes 3) Among the metro routes in the radial directions, the sections currently under construction are completed and the sections expected to be necessary in the future are built to provide a trunk public transport axis of the city. 2) In addition to the metro, the tram system is improved as another trunk public transport axis. A new type of tram is introduced and the existing tram infrastructure is repaired and modified to enhance its functions. 10.2 Construction of Multi-Modal Networks 1) The networks of various modes are used to systematically provide services. The metro and tram systems work as the mainstay while the trolley and bus systems share the burden according to their functions. In other words, the various routes will be improved to have the trolley and bus systems work as feeders when connected to the metro and tram systems, and work as trunk routes in the districts without metro and tram routes. 2) Since restrictions are imposed on the use of passenger cars in the central area, the trolley and mini- bbus systems are provided to improve the public transport in consideration of the environment. 10.3 Improvement of Public Transport System Nodes 1) The Gara de Nord, Obor, Sudului, and other stations that will work as important nodes in the urban structure in future are improved to become the functional status of public transport nodes. 2) Other nodes are improved to facilitate the transfer of passengers among public transport systems. 10.4. Improvement of Passenger Services 1) Common ticketing system for both metro and surface transport systems, enabling transfer of passengers between systems, is introduced to provide convenience to passengers and rationalize the administration. 2) Routes are rearranged to suit the introduct n of common ticketing system. ‘Table 10.1 Major Public Transport Projects im Master Plan 7 ; 7 Gant] Tnplemeiaion sector | Pict | Contents fener ttettoeae tudo of 4 ine iy Lava tka rr ironex ‘Conscton of MS ne | DiTaberei = Sh Trae (km) [258 Meron Meo | Constucton of MR4 ine | Nrgoresen 1d Centar (4.7m) 35 | Metorex | Modernization of Rling Sock | Pact of new ling Socks 196 | Metres jee _[FenbewAcdives | : ‘Crsinaton of ss sen nkgesSlkages © hm) Po Ra | Contructon sew tam routesong. | St Pande is | RATE ‘er Ring read i ' tm | Constaction of new porb-south |, Viet ete (8.2m) 52 RATE, ‘Tamroute (Tess incusve Musiciatiey | Ineodocton of aew eegory tam | Clomiaa Alcoa (13.1) a | RATS | Retabittion of wamriasructee | Relation worn orbs orheat | 132 | RATB ant fete andsoutbeastaexof Bucket i “Haney | Exe of ley basrouie "Esashi! of cen ae roi Tie | Esantishnent of pubic waespon | New pola ewvroamenaly sound 1 | rome cent aca tees bus or woe bus | ‘Constacon of puis wanspst soda! Mak-modal cal pits) etz”~—| 86 cnt ao se 27‘Multi Modal Terminals Cross - Center Linkages (Tram) North - South Tram Route New Type Tram Figure 10.1 Public Transport Projects in Master Plan 28“What are the effects of the Master Plan?” 11. Evaluation of Transport Master Plan 11.4 Economic Evaluation ‘The benefit of the Master Plan is usually deduced from the result of calculation of both vehicle ‘operation cost saving and time saving. Cast and benefit are compared under the project life of 25 years. Since the economic internal rate of return (EIR) for the Master Plan attains the level of 18.8%, it can be concluded that the Plan is feasible from the point of the national economy. The benefit/cost ratio (B/C) of the Master Plan, applied with a discount rate of 12%, reaches 1.37 and the net present value (NPV) is Lei 5.7 trillion, While the road sector has an EIRR of 16.5%, the public transport sector has as high an EIRR as 19.2%. In the road sector, the Thner Ring Road has a higher EIRR (25.4%) than the Middle Ring Road (15.4%), indicating the profitability of improving the Inner Ring Road. In the public transport sector, the tram has @ higher EIRR (19.5%) than the metro (13.3%), indi advantage of a multi-modal transport system axis pattern centered around the latter. 11.2 Financial Considerations The total investment amount of the projects reaches US$ 2,175 million, As possible funding sources for the projects, the general accounts of the central government and the Municipality, the budgets of METROREX and RATB, the loans of international institutions, bilateral foreign aid, and private investment are examined. From the following sources, US$1,832 million is expected to be procured (Table 11.1); 1) To use the foreign assistance and soft loans from international lending agencics for projects which require a huge amount of funds and use of high-technology (mainly for the improvement of metro and tram). 2) To change the existing fuel tax into a tax earmarked for road improvement and to raise the tax rate by 10-15% (mainly to be used for road improvement). 3) To introduce the city planning tax for land and buildings owned by beneficiaries from the improvement of urban transport facilities, Tax rate is 500 thousand lei pet 6Sm? of average space owned by houscholds and offices (mainly used for improvement of strect and piata). 4) To utilize the private funds for revenue-expected projects. One-third of the total investment is expected from private capital (mainly used for parking construction). For the remaining US$3,420 thousand, the following sources should be examined; 1) To introduce the capital gains tax within the CBD and the Metro extension area, 2) To apply the concession method, BOT method, etc. ‘Table 11.1 Expected Fund Sources “Rancont of Procired Fund (cil, USS) i301 vein faa Fn fom private sector Revenue from fuel surcharge tax ‘Assignment by Bucharest Municipality Allocation from RAT City planning tax Others I “Total fund procurement 2911.3 Environmental Evaluation The following charts compare the emissions of Carbon Dioxide (Hereinafter, CO2), a substance related to the global environmental issues and Nitrogen Oxide (NOx), a major air pollutant, between the Do Nothing Case (Do Nothing) and the Master Plan Case (MP.OP). In view of the EURO2 emission restriction taking effect recently, we considered two possibilities: In Options 1 and 2 (Figures 11.1 and 11.2), the ratio of existing catalyst type engines occupies 25% and 90% of all the passenger cars, respectively. In Option 1, as shown below, the Master Plan Case results in the total emission of 27% less CO2 and 20% less NOx than the Do Nothing Case, In Option 2, the Master Plan Case results in the total emission of 21% less CO2 and 74% less NOx. In Option 2, in particular, the ratio of catalyst type engines with high NOx emission contributes to this result. ‘On the other hand, the CO2 emission is somewhat increased, which is a characteristic of catalyst type engines. As a conclusion, this Master Plan is appropriate in terms of protection of urban environment because implementing only the projects proposed in this Master Plan can reduce the total emission of air pollutants even if the ratio of catalyst engines remains at the current level. san fee pi = i : } “fee Tene Figure 11.1 Comparison of NOx and CO2 Emission Amount (Option 1) 30,000 {aPeic — fers a om F won 2000000 3 15,000 1,500,000 | 496, : E - ; fed Figure 11.2 Comparison of NOx and CO2 Emission Amount (Option 2) 30“How shouid the Master Plan be implemented?” 12. Implementation Plan 122 12.2 12.3 Schedule of Project Implementation In order to formulate the investment schedule of the projects proposed by the transport master plan, following items were considered (Table 12.1). = 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 rcturn 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. 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’? 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 anew Study necessary’? As a result, the following five projects were selected. a. Inner Ring road linkage by Basarab overpass b. Bottleneck Piatas improvement ¢. Parking system development in central area 4. New type tram introduction ¢. Fare system improvement Improvement of Public Transport Business ‘As the demand for public transport is on the decline, both the METROREX and RATB, unable to cover the service costs with the revenue from fares alone, currently have no choice but to rely on a large amount of subsidies. However, to continuously provide comfortable transport services, these transport entities must improve the basis of business and: 1) Improve the productivity by introducing a division-based accounting system to clearly identify earnings and costs, 2) Contract out work items that can be contracted out to downsize the organization, 3) Transfer the authority to the field operation departments, 4) Positively introduce a system that fuels demand, e.g., an improved fare system. 5) Create a section that forecasts demand and makes plans in order to respond to demand ‘changes in the future. 3112.4 Revision Appeal to the local and national governments for revision of the following laws and organiza 1) A large amount of fund is requiced to implement a project. For financial sources to be secured, the related laws must be revised to cnable the change of tax rates and the ercation of of Related Laws and Organizations ons, new taxes. 2) Since different entities implement different projects, a coordinating organization run by the city office must be established to coordinate implementation of projects. 3) For parking and other facilities that may be run by privately owned compa should be revised so that private capital can be easily introduced, Table 12.1 Project Implementation Schedule fro Pat Shot Med — Lang [aria frost iter Ringed sant & Wet wa -—— 04] er Ring Rt Soh Ss) 16| fs Cal Cin Ris soe] le cznesion Ra RR & Cin Ra oe | aisse nine Ras aire. 14a Js oer Ring Root rr 10 sit tprvemen f——| sa scoesios [ngrnenensoiteecine esl fratie |. Deveopen ot Pakng ces 7a] Isogemen [2 even Sigal Tac Manse =. ans] fleet N ecrescrenetguet ies = | I cents Stine Dre Terer-Urveat) ere ars] [s camtncion MR ine N.C —L8 Ceta) fear ‘| J Moseniaion olin sss 104 Is racing ote ng tc (1 2 — me 6 rutaring ne ings sd linn i Costin fre etre as} bs coumsion a Rae sng Mite Rg Rid aval I Cetin Tam Rte gle Rg Rod 154 asin otNo Sot Tn Ree ana] saison New Ts yt ans] s Reaiition cf Tn nse nsathoet Pa Remon ota Insta ine re fro [Ltmpaenen fade Nort naa brent ,Obr 2as| J anpanenes oP udu an opine Pa is 1a npc fi Uae 5 fs rape of Pussnge ass 44 can of Ne Tiating Die en vo fomtstem [a oer Renan x Opens Magnet A foes. Ceram og Temi 5] b> sme Enon zeal fra {waz won| aa are 32Priority Projects “Completion of Inner Ring Road” 13. Basarab Overpass 13.1 Background and Objectives. Within the arterial road network formed by a radial and ring pattern, the Inner Ring Road has one of the most important roles from the viewpoint of the urban structure and transport system in Bucharest. ‘The caster part of the Inner Ring Road has been developed with 6 lane carriageways. However, the western part is discontinuous at the railway lines near Gara de Nord, Tram lines are also interrupted by the railway and, therefore, the tram passengers are forced to transfer at Basarab or Gara de Nord. Accordingly the project aims to construct th missing link of the Inner Ring Road, and complete a circular transport system in Bucharest consisting of road and tram lines to improve the convenience of public transport for passengers. 13.2. Outline ‘The Basarab overpass diagonally crosses over the railway and connects Nicolae Tilulescu and Sos. Othidector. ‘The standard structure of cross section consists of a four-lane roadway and a two-lane tram track. The overpass does not have any pedestrian way because a pedestrian underpass is constructed under the railway yard when the metro is constructed. A tram stop is set up in the middle of the overpass and connected with the surface level vi 13.3 Economic Evaluation ‘Two issues concerning the construction of an overpass were examined: which route should be used and how long the overpass should extend (Figures 13.1 through 13.3). Two coutes were considered: cone along the existing roads and another on the south side along the idle railway lines. Additionally, two ways of extending the overpass were considered: a continuous overpass from Tituleseu to Dambovita and only a short overpass over the railway. Alter the four alternatives which are combinations of the above options were examined, Alternatives 2 and 4 were selected. Then, Alternative 4 was finally selected because Alternative 2 poses a difficulty in acquiring land for expanding roads in order to build overpasses and, having many private houses along the roads, environmental impacts such as noise and vibration (Table 13.1) must be considered. ‘Table 13.1 Comparison of Alternatives = ‘Alt3 (2a). ‘Alta Gh) os Bula yard Radway ya Overpass length Short overpass Short onrpss Fans iaige sae sa Trafic problem Srna ee aoe Public transport Noags fo Gira Engineeriny ~T gee Buy Easy | Long pan bridge | Long pan br Cost el mo tw BIRR (%) ws 807 Eniroamental io Sma Sot 3313.4 Implementation Plan ‘This project will be implemented by the city of Bucharest. As the work on this project should begin as early as possible to eliminate the bottleneck in traffic, the city of Bucharest should initiate the feasibility study and Location of Basarab Overpass Gara de Nord Gara de Nord LEGEND Ay Natiulescu - mmmmn Road a: Calea Givlesti — C: Sos Orhideelor Viaduct 9: CaleaPlevaei 4 ‘tiie Railway: Dambovita Figure 13.1 Alternatives of Basarab Overpass, 34aa Fy ii 5 Figure 13.2 Vertical Section of Basarab Overpass SS Figure 13.3 Image of Basarab Overpass 3514, 14.1 14.2 143 144 "Making transfer convenient for passengers and alleviating traffic congestion” Bottle Neck Piata Improvement Purpose Each of the Gara de Nord, Obor and Sudului piatas has the following characteristics (Figures 14.1 and 14.2): 1) Each piata is an important transfer point for passengers using metro, tram, trolley and bus. 2) Each piata has prosperous commercial areas and is expected to be developed as a business and commercial pole of the Study Area in future. Since each of these piatas is used by many public transport passengers and has heavy traffic at the intersections nearby, these piatas should be improved for the following objectives: + To improve the passengers” transfer convenience between transport modes. + To promote business and commercial development + To improve surface traffic flows at the intersection Development Concept Development concepts are as follows; 1) Gara de Nord (Total construction cost 24.2million US$) (Figure 14.3) + Change of tram routes + Construction of trolley and bus terminals + Construction of taxi stand and pool + Construction of underpass for transfer + Construction of underground parking 2) Obor (Lotal construction cost 28.Smillion USS) (Figure 14.4) + Relocation of tram routes ‘+ Construction of bus terminals + Construction of underpass for transfer + Construction of underground parking 3) Sudului (Total construction cost 3.0million USS) (Figure 14.5) ‘+ Construction of bus terminals + Construction of parking lot Economic Evaluation All of the Gara de Nord, Obor and Sudului piatas showed high economic internal rates of return, ive,, 27.2%, 25.7%, and 23.1%, respectively. Implementation Plan This project is implemented by Bucharest Municipality. ‘The users of the parking lots and bus terminals should be charged to repay the investment, For the underground parking lot, private funds are introduced. The restriction on parking at the intersections and the arrangement of parking lots should occur. All the piatas should have an improved function as a node ‘connecting public transport modes through rearrangement of public transport routes that matches the improvement of bus terminals.Figure 14.2 Present Situation of Piatas 37‘Underground pass to change tram rail to bus _ ‘Taxi pool Tram route Bus terminal Underpass between st Station of tolley bus, ‘bus, and tram ‘Underground parking Figure 14.3 Main Target Facilities at Gara de Nord 38Underground parking Taxi pool ‘Tram platform Pedestrian mall Bus terminal Parking Lot Figure 14.5 Main Target Facilities at Sudlui 39“Faking back the central area to public transport systents and pedestrians” 15. Parking System Development in Central Area 15.1, Objective The objective is to restrict the on-street parking in the central area in order to reduce the vehicle inflow to the central area and thus take back the street environment to people. On the other hand, vehicles used for business activities, etc. are provided with parking spaces at appropriate charges. 15.2 Outline To improve the status quo of traffic, restrictions are applied on parking in the central area and off-street parking facilities are supplied simultaneously as the street parking is restricted. Parking restriction should be implemented at the same time as illegal parking cases are cracked down on, The users of both on-strect and off-street parking facilities in the central area should be charged (Table 15.1 and Figures 15.1 and 15.2). Under/Surfece Ground aoe Building (vehictes) (2000 USS) 220. mre 265 4,820 310 600 780. sO 17) Armand Calinescu '8) Regins Blisabeta 9) Baul UnirivLibertatt 10) Natiunitor Unite 11) Baul Liberati 42)Pra.Concordiet 13) Panait Cerna 14) Stren Now Total For the realization of parking restriction in the central area and restriction of vehicle inflow to the central area, public transport must be well developed as an alternative means of transport, the environment for passengers will also be well-served. Therefore it is necessary to provide safe and attractive pedestrian malls, transit malls and sidewalks to connect the many historical buildings still remaining in the central area of Bucharest (Figures 15.3 and 15.4), 15.3 Economic Evaluation If the chaotic on-street parking that blocks the traffic flow is eliminated, both the road capacity and driving speed are improved and the road users can enjoy the benefit of reduced driving time and costs. The comparison of construction costs and this benefit resulted in the EIRR of 13.7%, demonstrating the importance of providing parking fac 15.4 Implementation Plan ‘Two-staged plan is proposed for the parking system development in central ares. ‘The core central area is proposed to be implemented at the first stage. The area is about 1 km?, enclosed by the roads Calea Victoriei, Rosseti, Tudor Arghezi, Hristo Botev and Piata.Unirii. Planned capacity is 975 vehicles. with estimated cost of US$ 20.0 million. At the second stage the parking restriction will be expanded to the remaining area of the restriction area. Planned capacity is 3,700 vehicles with estimated cost of USS $6.9 million. 40Figure 15.2 Location of Planned Parking Facilities 4Figure 15.4 Pedestrian Priority Streets and Pocket Parks 4216. 16.1 16.2 16.3 16.4 Fast and comfortable new facility of travel” New Public Transit Corridor Development Objective A track system (new tram) with a different capability from the conventional tram in Bucharest is introduced to add a new transport axis to the trunk public transport network. Outline ‘The selected radial route for the new tram is between Colentina, central area, and Alexandria, for which a large demand is expected. This route, with a total length of 13.2km, should be constructed in stages from the existing tram route. As the route for accessing the central area, some alternative plans as well as the most appropriate plan are proposed in consideration of building construction plan which recently arose (Figure 16.1). ‘The major contents of the projects are as follows: ~ construction of segregated tracks in principle ~ introduction of environmentally sound high speed trams (39) - construction of automatic point-switches (5) = cstablishment of public transport priority signaling system (PTPS) (23) - improvement of depots (Colentina, Alexandira) - improvement of power supply system (4 new sites) Economic Evaluation The Colentina - Unirii - Alexandria route is estimated to have a total cost of 82 million US$ but also an EIRR as high as 17.6% and thus is economically feasible. In this route, the section between Unirii and Alexandra has the higher EIRR (18.6%) than the one between Colentina and Unirii and thus should be constructed with a higher priority. ‘Table 16.1 Economic Evaluation of New Publ em Colentina — Uniti Financial Cost $1,000,000) Bo Boowomic Cast ($1,000,000) 31.0 | ‘Total Benefit (Lei Mil./day) IRR (7) BC NPV (Lei Mil ‘Transit Corridor Coreatin Implementation plan This project is assumed to be implemented by the RATB. For the implementation, the following points should be considered 4) In the project route, fourteen tram Tines already exist. AS the first stage of improvement, a F/S including rearrangement of public transport routes and examination of major facilities is required. In the next step, the improvement of tracks, extension of power supply systems, introduction of PTPS, and provision of point-switches are required, Then, the new coaches should be introduced, 2) Since a cathedral is planned to be constructed at Piata Unirii, the route must be determined prudently. Since the district northeast of Piata Unirii is narrow, it is likely that the existing route needs to be changed 3) The source of funds required for implementation must be secured because the project cost is large. 4BSegregated tram track Figure 16.1 Outline of New Tram17. Wt 17.2 173 174 “Making transfer between public transport modes convenient” Fare System Improvement Objectives Objectives are to improve the convenience of transferring between public transport modes and to increase the number of public transport passengers by means of reducing the impediments of transferring between public transport modes. At the same time rationalization of the public ‘transport management is expected by rearrangement of the public transport network due to the new fare system, 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 participants. Revenues are pooled and then distributed to cach participating public transport body according to the place-kilometer or passenger-kilometer principle. Magnetic card with time limitation for validity will be used for both metro and surface public transport, Passengers can freely utilize public transport modes regardless of mode and provider. Self-service ticket checking system at boarding is proposed for the moment. The project cost is estimated at about 20 million US$. Economic Evaluation ‘The network simulation with low barriers for transfer between public transport _modes demonstrated the increased convenience and increased passengers of public transport modes, proving its meaningfulness in traffic policies. Since the management is also rationalized when the public transport service is modified, the necessity of implementing this project is high. The following lists the effects of improving the fare system. ‘Table 17.1_ Effects of Improving the Fare System Use 1 ~_Public Transport Service Provider ‘The user can use the shortest route without) Improved convenience of public transport modes is worrying about costs expected to increase passengers. }>_Alleviation of wansfer cost ', Reuctangement and rationalization of routes Costs can be alleviated for tips with many, Ratjonalized selection of routes by passengers transfers. promotes the natural selection of routes and} fc. Understandable cout: formation rearrangement and rationalization of network. Rational routes forthe service provider leads to an understandable network forthe user. Implementation Plan For the implementation of this project, the following points must be considered: 1) For the moment, the boarding-time checking, although requiring more loading and unloading time, must be used to prevent fare evasion. In future, however, a method befitting the Bucharest city had better be determined in view of other European cities. 2) For the implementation, consensus on the policy must be formed because the institutional and technical feasibility must be examined and organizations with coordinating functions must be rearranged, 3) As managerial efforts are not directly reflected in the financial condition of participants in the case of common flat fare system, securing incentives for rationalization of management and improvement of profitability is a vital issue. 4) It will be necessary 10 consider the common fare system as part of integrated policies in ‘combination with rearrangement of networks leading to the rationalization of administration, 45or Study Organizations and Members JICA Study Team Mr. YOSHIDA, Takeshi Mr. NAKAMURA, Akio Mr. MIZUNO, wane Mr. YAMANE, Takao Mr. BELL, Derek Dylan Mz. ISHIYA, Masayuki Mr. MILLER, John Mr. KATSURADA, Toshisada Mr, MINAMI, Naoyuki Mr. MASAKI, Yasuo Mr. HYOGO, Koichi Mr. IIO, Akitoshi Mr, FUIWARA, Kenichiro Mr. YANAGISAWA, Masatoshi JICA Advisory Committce Chaitman Dr. [EDA, Hitoshi ‘Member Mr. KOYAMA, Nobuhiro Meraber Mz. SAKAGUCHI, Shinichi Member Dr. ONO, Yuji JICA Headquarters Mr. KAIBARA, Takao ‘Ms, HONDA, Eri Mr, KOIZUMI, Yukibiro JICA Romanian Office Mr. OKUBO, Hiroaki Project Manager Deputy Leader/Public Transport City Planning/Land Use Socio Economy/Traffic Demand / Economic & Financial Analysis ‘Traffic Survey/Analysis Freight Transport Survey/Analysis Public Transport IT Road Street Planning “Transport Facility Plan Design/Cost Estimate Management/Operation Environmental Concern ‘Administrator Design/Cost Estimate Professor, Dept. of Civil Engineering, University of Tokyo Development Specialist, ICA, International Cooperation Officer, International Affairs Div., Ministry of Construction Deputy Director, Senior Oificer for Environmental Policy, Planaing Div., inistry of Transport Director, IstDevelopment Study Division, JICA, Deputy Director, 1st Development Study Division, SICA, Ast Development Study Division, JICA, Resident Representative Romanian Counterpart ‘Mr. CEHAN, Neculai Mr. ILIE, Valeriu Mr. DUMITRASCU, Marian Mr. STOIA, Nicolae Ms. TANASOIU, Emilia Mr. BRATU, Marian ‘Mr. DOSONIU, Gheorghe Mr. CALINESCU, Sorin Mr. TODORAN, Gheorghe Mr. NEGREA, Sorin Ms, GHEORGHITA, Florentiaa Mr. IANA, Valentin Chairmau Mr. POPOVAT, Paul Radu Member Member Member Member Member Member ‘Member ‘Member Member Mr. MANCTU, Eugeni Mr. CEHAN, Neculaie Mr. POPESCU, Constantin Mr UDRISTE, Gheorghe Mr. BANCILA, Mibai Mr. DUMITRESCU, Radu Mr. TERTELIU, Vasile Ms. BELDEAN, Viorica Mr. BOLD, Adrian Chiet of Counterpart Team, Director, DIPCC, PMB Member, Engineer, PMB Member, Engineer, PMB Member, Engineer, RATB. Member, Engineer, CPU Member, Engineer, RATB Member, Engineer, METROREX Member, Engineer, METROU SA Member, Engineer, METROU SA Member, Engineer, RATB Member, Engineer, RATB Member, Engineer, BPR General Vice Mayor , PMB Manager of Transport Department Director, DIPCC, PMB General Manager, RATB General Manager, METROREX Advisor, CGMB Advisor, CGMB Specialist of Traffic Police Dizector of METROU SA Chief Architect-PMBSUMMARY OF THE STUDY 1. Country Republic of Romania 2. Name of Study ‘The Comprehensive Urban Transport Stidy of Bucharest City and Is Metropolitan Area | 3. Counterpart Agency | ‘The Municipality of Bucharest [4 Objective of Study | Formulation of the Comprehensive Urban Transport Master Plan up to the L year 2015 1. Study Area : Bucharest 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, if) 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 pattem was combined with the Multi-Modal Axis Pattern as @ public transport nctwork 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 wese selected as priority projects, based on the criteria of i) whether projects match the recommended city structure if) whether projects concer 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 ©. Parking system development in central area 4. New type tram introduction , 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, if) projects which have close relationship to each other should have related construction timing, et. Short Term —(- —2003) : Investment 673.7 Million Dollars ‘Medium Term (20042008) : Investment 608.8 Million Dollars Long Term (2009-1015) _: 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, Bic Master Plan 188% 138 Tnner Ring road linkage by Basarab overpass 307% 3.0) Bottleneck Piatas improvement 27% = 177 Parking system development in central area 131% = 1.08 New type tram introduction 176% = iSI Fare system improvement 1 104. | S.Recommendations (1) To realize the Master Plan, especially, priority projects 2)To conduct the feasibility studies andior 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