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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND

CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT


Co-financed by European Union - Trans-European Transport Network (TEN-T)

SUMMARY
1.

EXECUTIVE SUMMARY ............................................................................................... 7


1.1. FEASIBILITY
STUDY
OF
THE
INTERMODAL
TRANSPORT
INFRASTRUCTURE .................................................................................................................. 7
1.2.

INTERMODAL TRANSPORT FRAMEWORK AND CONSTRAINTS ...................... 8

1.3.

TERRITORY AND TRANSPORTATION SYSTEM .................................................... 8

1.4.

ENVIRONMENTAL ANALYSIS .................................................................................. 9

1.5. ANALYSIS AND FORECAST FOR THE DEVELOPMENT OF THE


INTERMODAL TRANSPORT INFRASTRUCTURE ............................................................ 10
1.6.

MASTERPLAN OF THE INTERMODAL TRANSPORT INFRASTRUCTURE ...... 11

1.7.

CONCLUSION .............................................................................................................. 12

2.

INTRODUCTION............................................................................................................ 13
2.1.

AIMS AND STRATEGIC OBJECTIVES OF THE ACTION ...................................... 14

2.1.1. ACTION'S CONTRIBUTION TO THE POLICY OBJECTIVES OF THE TEN-T


NETWORK .......................................................................................................................................... 16
2.1.2.

ADDED VALUE COMPARED TO TEN-T PRIORITY ....................................................... 16

2.2. FEASIBILITY STUDY FOR THE DEVELOPMENT OF THE INTERMODAL


PASSENGER AND FREIGHT TRANSPORT INFRASTRUCTURE AT CLUJ-NAPOCA
INTERNATIONAL AIRPORT ................................................................................................. 22
2.2.1.

CATCHMENT AREA AND FLOW FORECAST ANALYSIS ............................................ 23

2.2.2.

ENVIRONMENTAL ANALYSIS ......................................................................................... 24

3.

TRANSPORT PLANS AND REGULATORY FRAMEWORK ................................. 25


3.1.

INTERMODAL TRANSPORT FRAMEWORK .......................................................... 25

3.1.1.

POINTS OF DEPARTURE .................................................................................................... 25

3.1.2.

THE MARKET REQUIREMENTS FOR INTER-MODAL TRANSPORT.......................... 26

3.1.3.

AVAILABILITY OF EFFICIENT TERMINALS ................................................................. 26

3.1.4.

INTER-MODAL TRANSPORT ORGANIZATION ............................................................. 27

3.2.

GENERAL URBAN PLAN FRAMEWORK ................................................................ 27

3.3.

LOCAL PLANNING REGULATION .......................................................................... 32

DESIGNERS: Association AMC-POOL-SEA-SMA

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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)

3.4.

AUTHORIZATIONS REQUIRED FOR THE PROJECT ............................................ 34

3.5.

STAKEHOLDER ENGAGEMENT .............................................................................. 35

4.

AVIATION SERVITUDES ............................................................................................ 37


4.1.

DOCUMENTS WHICH FORMED THE BASE OF THE STUDY.............................. 37

4.2.

AVIATION SERVITUDES ........................................................................................... 38

4.3.

AREAS WITH CIVIL AVIATION SERVITUDES ...................................................... 40

4.4.

SECURITY AREAS ...................................................................................................... 40

4.5.

PROTECTION AREAS ................................................................................................. 43

4.6.

CONTROL REGIONS ................................................................................................... 43

4.7.

THE MARKING OF THE AVIATION SERVITUDES AREAS ................................. 44

4.8. APPROVAL CONDITIONS OF THE TECHNICAL DOCUMENTATIONS FOR


CONSTRUCTIONS, FACILITIES, ACTIVITIES ETC. IN THE AREAS WITH CIVIL
AVIATION SERVITUDES....................................................................................................... 48
5.

TERRITORY AND TRANSPORTATION SYSTEM ................................................. 50


5.1.

POPULATION IN NORTHWEST REGION ............................................................... 52

5.2.

AIR TRANSPORT MARKET IN ROMANIA AND NORTHWEST REGION .......... 53

5.2.1.

AIR PASSENGER TRANSPORT.......................................................................................... 53

5.2.2.

CARGO AND MAIL TRANSPORT ..................................................................................... 55

5.2.3.

TRADITIONAL AIRLINE COMPANIES OPERATING IN ROMANIA ............................ 59

5.2.4.

LOW-COST AIRLINE COMPANIES OPERATING IN ROMANIA .................................. 59

5.2.5.

AIR CHARTER TRANSPORT MARKET IN ROMANIA ................................................... 60

5.3.

AIR TRANSPORT MARKET IN CLUJ COUNTY ..................................................... 60

5.3.1.

RAIL TRANSPORT MARKET IN ROMANIA AND NORTHWEST REGION ................. 62

5.3.2.

RAIL PASSENGER TRANSPORT ....................................................................................... 67

5.3.3.

RAIL FREIGHT TRANSPORT ............................................................................................. 69

5.3.4.

RAIL TRANSPORT IN THE NORTHWEST REGION ....................................................... 72

6.

CLUJ-NAPOCA INTERNATIONAL AIRPORT ........................................................ 74


6.1.

LOCATION AND RELATIONS WITH THE TERRITORY ....................................... 74

6.2.

CONNECTIONS TO THE AIRPORT .......................................................................... 77

DESIGNERS: Association AMC-POOL-SEA-SMA

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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)

6.2.1.

TERRITORIAL CONTEXT ................................................................................................... 80

6.2.2.

CRITICAL ISSUES FOR FUTURE DEVELOPMENTS ...................................................... 81

6.3.

THE AIRPORT IN NUMBERS .................................................................................... 82

6.3.1.

CURRENT STATUS OF THE AIRPORT AND PROJECTS IN PROGRESS ..................... 85

6.3.2.

PASSENGER TERMINAL .................................................................................................... 87

6.3.3.

TERMINAL CARGO ............................................................................................................. 89

6.3.4.

RAIL TRANSPORT IN CLUJ - NAPOCA MUNICIPALITY .............................................. 91

6.4.

COMPETITION ANALYSIS ........................................................................................ 93

6.4.1.

DIRECT COMPETITION ...................................................................................................... 93

6.4.2.

INDIRECT COMPETITION .................................................................................................. 96

7.

ENVIRONMENTAL CONTEXT .................................................................................. 97


7.1. ISSUES IDENTIFIED AND DISCUSSED IN THE ENVIRONMENTAL IMPACT
ASSESSMENT .......................................................................................................................... 98
7.1.1.

WATER QUALITY PROTECTION ...................................................................................... 99

7.1.2.

AIR PROTECTION .............................................................................................................. 103

7.1.3.

MANAGEMENT OF WASTE GENERATED ON SITE .................................................... 108

7.1.4.

SOIL AND SUBSOIL PROTECTION ................................................................................. 108

7.1.5.

PROTECTION OF ECOSYSTEMS ..................................................................................... 112

7.1.6.

NOISE AND VIBRATION .................................................................................................. 116

7.1.7.

PROTECTION OF HUMAN SETTLEMENTS ................................................................... 126

7.2. ACTIONS TAKEN BY CLUJ-NAOCA INTERNATIONAL AIRPORT TO PROTECT


THE ENVIRONMENT ........................................................................................................... 127
8.
ANALYSIS AND FORECAST FOR THE DEVELOPMENT OF THE
INTERMODAL TRANSPORT INFRASTRUCTURE......................................................... 129
8.1.

ANALYSIS OF THE RESULTS OF THE PUBLIC OPINION SURVEY ................ 129

8.1.1. ASSESSMENT OF THE INTEREST IN THE MEANS OF INTERMODAL PASSENGER


TRANSFER PROPOSED BY THE PROJECT ................................................................................. 131
8.1.2. ASSESSMENT OF EXPECTATIONS REGARDING THE SOCIAL AND ECONOMIC
IMPACT ............................................................................................................................................. 132
8.1.3.

ASSESSMENT OF OTHER INTERMODAL TRANSFER OPTIONS .............................. 133

DESIGNERS: Association AMC-POOL-SEA-SMA

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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)

8.2.

AIR TRAFFIC FORECAST METHODOLOGY ........................................................ 134

8.2.1.

CORRELATION BETWEEN GDP AND AIR TRAFFIC FORECAST ............................. 135

8.2.2.

HYPOTHESES REFERRING TO PASSENGERS AND CARGO TRAFFIC FORECAST


137

8.3.

RAILWAY TRAFFIC FORECAST METHODOLOGY ............................................ 140

8.3.1.

8.4.

HYPOTHESES REFERRING TO PASSENGER AND CARGO TRAFFIC FORECAST 140

FORECAST FOR THE PERIOD 2013-2038 .............................................................. 141

8.4.1.

PASSENGER AIR TRAFFIC AND AIRCRAFT MOVEMENTS ...................................... 142

8.4.2.

CARGO AIR TRAFFIC FORECAST .................................................................................. 146

8.5.

CONCLUSIONS ON THE PASSENGER AND CARGO AIR TRAFFIC FORECAST


153

9.
ADDRESS AND METHODOLOGY FOR THE DESIGN OF INTERMODAL
TRANSPORTATION INFRASTRUCTURES ...................................................................... 157
9.1.

INTERMODAL CHAINS ANALYSIS ....................................................................... 157

9.1.1.

AIR/RAIL TRANSPORTATION - PASSENGERS TRANSPORTATION ........................ 157

9.1.2. URBAN PUBLIC TRANSPORTATION NETWORK/RAIL (LONG DISTANCE) PASSENGERS ................................................................................................................................... 158
9.1.3.

9.2.

AIR/RAIL TRANSPORTATION - FREIGHT .................................................................... 158

INTERMODAL HUB MASTERPLAN OBJECTIVES .............................................. 158

9.3. GENERAL INDICATIONS FOR THE DESIGN OF THE INTERMODAL


TRASPORTATION INFRASTRUCTURES .......................................................................... 159
9.3.1.

PASSENGERS INTERCHANGE NODES .......................................................................... 160

9.3.2.

CARGO INTERCHANGE NODES ..................................................................................... 160

9.3.3.

INTERMODALITY COMMUNICATION AND ENCOURAGEMENT ........................... 160

9.3.4.

MAXIMUM ENERGETIC EFFICIENCY AND LOW ENVIRONMENT IMPACT ......... 160

9.4.

BENCHMARKING ..................................................................................................... 161

10. DESIGN
SOLUTION
FOR
INTERMODAL
TRANSPORTATION
INFRASTRUCTURES ............................................................................................................. 169
10.1.
10.1.1.

FUNCTIONAL RELATIONSHIPS ......................................................................... 169


PASSENGERS: RAILWAY STATION........................................................................... 169

DESIGNERS: Association AMC-POOL-SEA-SMA

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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)

10.1.2.

PASSENGERS: PEDESTRIAN PATHWAY .................................................................. 169

10.1.3.

PASSENGERS: NEW PARKING LOTS ......................................................................... 169

10.1.4.

FREIGHT: AIR-CARGO ................................................................................................. 169

10.1.5.

FREIGHT: CFR CARGO ................................................................................................. 169

10.2.

CONCEPT ................................................................................................................ 170

10.2.1.

PASSENGERS INTERCHANGE NODE ........................................................................ 170

10.2.2.

FREIGHT INTERCHANGE NODE ................................................................................ 170

10.2.3.
CIRCULATION AND PARKING LOTS NOT INCLUDED IN THE ECONOMICAL
FINANCIAL PLAN ........................................................................................................................... 171
10.2.4.
SUPPORT SERVICES: HOTEL NOT INCLUDED IN THE ECONOMICAL
FINANCIAL PLAN ........................................................................................................................... 171
10.2.5.

10.3.
10.3.1.

10.4.
10.4.1.

10.5.

SUPPORT SERVICES: PHOTOVOLTAIC PARK AND COGENERATION PLANT . 171

EVALUATED ALTERNATIVES ........................................................................... 172


GENERAL INTERVENTIONS PLANNING: ALTERNATIVE SOLUTIONS ............. 172

TECHNICALLY AND ECONOMICALLY POSSIBLE SOLUTIONS PROPOSED


185
ALTERNATIVE DESIGN SOLUTIONS FOR THE SINGLE INTERVENTIONS ....... 192

PROPOSED ARCHITECTURAL DESIGN ............................................................ 200

10.5.1.

GENERAL PLAN (Attachment n. 1) ................................................................................ 200

10.5.2.

CARGO AIRPORT (Attachment n. 2) .............................................................................. 200

10.5.3.
3)

RAILWAY STATION PLATFORM FOR PASSENGER TRANSPORT (Attachment n.


200

10.5.4.
TRANSPORT CONNECTIONS BETWEEN AIRCRAFT OPERATING PLATFORM
AND PASSENGER TRANSPORT RAILWAY (Attachment n. 4)................................................... 200
10.5.5.

THE ACCESS ROAD (TOWARDS TRAIAN VUIA STREET) (Attachment n. 5) ........ 201

10.5.6.

PHOTOVOLTAIC PARK (Attachment n. 6) ................................................................... 201

10.5.7.

RAILWAY PLATFORM FOR CARGO TRANSPORT (Attachment n. 7).................. 201

10.5.8.
TRANSPORT CONNECTIONS BETWEEN AIRCRAFT OPERATING PLATFORM
AND CARGO TRANSPORT RAILWAY ........................................................................................ 201

10.6.

COMPONENTS OF THE INTERMODAL HUB ................................................... 201

10.7.
RELATIONSHIPS BETWEEN THE MAIN COMPONENTS OF THE
INTERMODAL HUB .............................................................................................................. 202
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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)

10.7.1.

PASSENGERS PEDESTRIAN WALKWAY .................................................................. 202

10.7.2.

AIR-ROAD AND ROAD-RAIL FREIGHT INTERCHANGE ....................................... 204

10.8.

TECHNOLOGICAL NETWORK AND COMPLEMENTARY SERVICES ......... 205

10.9.

ENERGETICAL NEEDS ANALYSIS .................................................................... 205

11.

DEVELOPMENT OF THE PHASES .......................................................................... 207

11.1.

12.

11.1.1.

ADDED VALUE COMPARED TO TEN-T PRIORITY ................................................. 207

11.1.2.

ORIGIN/DESTINATION ANALYSIS ............................................................................ 207

RESTRICTIONS, PRESCRIPTIONS AND GENERAL INDICATIONS .............. 214

12.1.

TECHNICAL STANDARDS FOR IMPLEMENTATION (T.S.I.) ........................ 214

12.1.1.

FOREWORD .................................................................................................................... 214

12.1.2.

RESTRICTIONS, PRESCRIPTIONS AND INDICATIONS .......................................... 214

12.1.3.

BOUNDARIES OF INTERVENTION ............................................................................ 214

12.1.4.

COMPONENTS OF THE INTERMODAL HUB ............................................................ 215

12.2.

13.

PHASES DEVELOPMENT ..................................................................................... 207

GENERAL RULES .................................................................................................. 215

12.2.1.

RESTRICTIONS .............................................................................................................. 215

12.2.2.

SERVITUDE .................................................................................................................... 216

12.2.3.

PARAMETERS ................................................................................................................ 216

12.2.4.

INTERMODAL HUB COMPONENTS ........................................................................... 217

ESTIMATED INVESTMENT COSTS ....................................................................... 218

13.1.

INVESTMENT COSTS ........................................................................................... 218

13.2.

ESTIMATION OF THE MANPOWER EMPLOYED ............................................ 218

13.3.

MAIN ECONOMIC INDICATORS ........................................................................ 218

13.4.

COST-BENEFIT ANALYSIS ................................................................................. 218

DESIGNERS: Association AMC-POOL-SEA-SMA

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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)

1. EXECUTIVE SUMMARY
1.1. FEASIBILITY
STUDY
INFRASTRUCTURE

OF

THE

INTERMODAL

TRANSPORT

The purpose of the present feasibility study is to verify if there are effective conditions to realize
a series of infrastructures for freight and passengers transportation which can grant an efficient
exchange between the different transportation modalities.
On 2012, November the 22nd, the European Commission approved the decision on granting
Union financial assistance to projects of common interest and, among them, the "Studies for the
development of intermodal transport infrastructure for passenger and cargo at Cluj-Napoca
International Airport" - 2011-RO-91018.

Figure 1 - TEN-T network scheme in Europe

DESIGNERS: Association AMC-POOL-SEA-SMA

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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)

1.2. INTERMODAL TRANSPORT FRAMEWORK AND CONSTRAINTS


The intermodality development, dedicated both to passengers and to freight transportation, is one
of the main development politics supported by the European Union which has been also
acknowledged by Romany, also interested in the positive consequences in terms of environment
sustainability.
The infrastructural development project of the new intermodal transportation hub of Cluj-Napoca
airport will have to face the several urbanistic, environmental and building regulations in force.
The study indicates that there are no restrictions limiting the project realization, this also because
the project final draft essentially confirms the current use of the plots.
The different projects of the intermodal element have in fact taken into consideration the
characteristics defining the environment, and allow the requalification and the development of
already mostly urbanized.

Figure 2 - Intermodal infrastructures scheme

1.3. TERRITORY AND TRANSPORTATION SYSTEM


The study of the current transportation network and of its characteristics, the number of
passengers and the circulating freight quantity photographs a situation conveying the mondial
and european state of financial crysis.
Nonetheless, the romanian transportations network and in particular the one of its Nortwest
Region and Cluj-Napoca County, have proved in the past years a great growth potential. For
example, the Cluj Airport in the first half of 2013 was the second romanian airport for
passengers traffic.
In Chapters 5 and 6 we underlined the weak and strong points of the transportation system, both
at the territorial and local level, also including in the analysis the characteristics of the means of
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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)

transportation (the ones using the road system) which in the Nortwest Region subtract most of
the passengers to the railway and the air services.

1.4. ENVIRONMENTAL ANALYSIS


In Chapter 7 we analyzed and synthetyzed all the studies and valutations of the Environmental
Impact Analysis. Doing so, we took into consideration all the potential effects deriving from the
project realization in relation to the environmental components.
Concerning the impact of the project on the environment and the population, its assessment is
made separately for the construction period and for the operating period.
The measures proposed in the project will be analyzed and additional measures will be proposed
to reduce and remove the negative impact on the environment and to set the adverse effects
within permissible limits.
Within the framework of the reduction/removal measures of the negative impact, a special
attention will be given to the monitoring activity from the point of view of environment
protection during the period of construction of the objective, including organizational,
methodological and monitoring leveraging recommendations.
The main conclusions resulting from the analysis of the potential impact on the environment as a
result of the execution of the project allow to say that the negative impact on the environment is
neither significant nor persistent.
The impact on the environment, having a different intensity and a short duration, is recorded
mainly during the construction period and only in the working area and the site organization.
The project represents, through its equipment and functions, a measure with important positive
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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)

economic and financial, as well as social effects.


The measures that should be taken by the project beneficiary to meet the requirements imposed
by the environmental legislation can be made through a good management of the construction
and operating works, with the observance of the specific technical norms related to the ongoing
activities, without imposing radical measures; if needed, additional measures will be proposed in
order to minimize the impact.
The analyses carried out during the Environmental Impact Study documentation process pointed
out a series of measures to be put-to-use by the beneficiary and the project executants - both in
the construction period as well as in the operating period - in order to meet the requirements
imposed by environmental protection norms.
Through the observance of these proposed measures, the negative impacts will be substantially
reduced both in the execution as well as in the operating period.

1.5. ANALYSIS AND FORECAST FOR THE DEVELOPMENT


INTERMODAL TRANSPORT INFRASTRUCTURE

OF

THE

The prevision of the quantity of passengers and freight has been estimated in the socio-economic
study with the use of different hypothesis which defined the average potential consumer base and
freight commerce regarding the Cluj-Napoca Airport.
Through the use of internationally approved guidelines its been possible to make some
previsions for different periods, and also simulating scenarios including or excluding the
intermodal infrastructures development.
With the implementation of the intermodal structures for passengers traffic, a positive trend of
growth has been recorded through the years, and that justifies the money investiment.
This conclusion is even more evident if compared to the prevision of freight movimentation
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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)

which, thanks to the new intermodal system, demonstrate an enormous development potential.

Figure 3 - Passengers and cargo forecast

1.6. MASTERPLAN OF THE INTERMODAL TRANSPORT INFRASTRUCTURE


Before the design phase, an analysis of some intermodality examples in different airports has
been carried out: this, to understand how the connection joints between the means of
transportation have been solved.
At a later stage, during the design phase, we studied different placing hypothesis for the
dislocation of the functions that are needed to develop the intermodality in the Cluj-Napoca
Airport.
With a SWOT analysis the strong and weak points of the strategic planning have been pointed
out, and then two solutions have been individuated.
Among them, the favorite provides a better connection between the air and the rail cargo areas, a
better refurbishment of the abandoned areas (keeping the same use of the plot) and a wider area
destined to parking lot; the passengers and freight infrastructures are also better distinguished.
The different analysis and solutions are described in chapters 9, 10, 11 and 12.

Figure 4 Hotel elevations

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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)

1.7. CONCLUSION
Analyzing the above-mentioned conclusions drawn in the different chapters, we can state that the
realization of the passengers and freight intermodal infrastructures will bring along several
positive effects both for financial, the social and the environmental point of view, confirming the
europeand and romanian development politics concerning the realization of intermodal hubs for
both passengers and freight transportation.

Figure 5 - Public square terminal

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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)

2. INTRODUCTION
The European Commission approved on 22 November 2012 the decision on granting Union
financial assistance to projects of common interest "Studies for the development of intermodal
transport infrastructure for passenger and cargo at Cluj-Napoca International Airport" 2011RO-91018 - S - within trans-European transport (TEN-T) networks.
The overall objective of this action, aiming the passenger and cargo intermodal transport through
a connection between the air and rail transport systems and a connection of the same type for
cargo. The purpose is to promote intermodality through the development of a balanced
transportation means based on the competitive advantages of each mean of transport and
contribute to sustainable development primarily by minimizing the adverse effects of transport
on the environment and to improve transport safety.
The European Union financial assistance for this project is of 50%, i.e. more than 1 million Euro.

Figure 6- Individuation of Cluj-Napoca international airport within Ten-T network (source Ten-T)

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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)

2.1. AIMS AND STRATEGIC OBJECTIVES OF THE ACTION


Intermodal transport is an issue that has gained attention both at European level and in the
transport sector policies of individual member countries. While the field of intermodal freight
and logistics in general (freight Inter-modality) was promoted with a series of concrete initiatives
at the European level (eg Marco Polo program, cargo and freight intermodal hubs, etc.),
Intermodal passengers it is still devoted the same attention.
The objectives of intermodality should be pursued both organically correlating the characteristics
of modal interchange infrastructure (physical size of the networks as a platform and functional
dimension of intermodal networks with horizontal and vertical connections: International National - Regional - Local) that the characteristics of the services offered by the connected
mode (static or dynamic coordination). Therefore, the achievement of the objectives should be
monitored with respect to a programmatic approach-design at three levels for both intermodality
in long distances (between air and rail transport) and urban-metropolitan basin:
- First level - Presence of connections between infrastructure networks (eg, the presence of the
railway system in the airport);
- Second level - static Coordination between different transport services;
- Third level - Ability to integrate dynamic type through the full integration of services offered in
order to guarantee a trip "seamless" for users who wish to undertake trips that combine different
modes of transport.
For example, the "Transport Policy White Paper (2001)" identified the following priority areas
for passenger transport:
- Integrated pricing;
-

Baggage handling;

Continuity / fluidity of multi-modal travel (seamless journey).

The most recent "Transport Policy White Paper (2011)" continues to denote both for freight and
passenger the fundamental importance of intermodality also in relation to the main objective of
achieving the 60% reduction of greenhouse gas emissions.
The specific objective of the action at Cluj-Napoca is to elaborate a set of studies necessary for
the design of an intermodal transport project related to International Airport with a view to
ensure the interconnectivity of the air transportation of passenger and freight with the railway
network. By creating the intermodal terminal, the beneficiary intends to establish a connection
between the terminal which ensures the air transportation of passenger and freight and the
railway line.
The Feasibility Study aims to deepen the provisions of the Airport Development Plan (PUZ)
regarding the node of interchanges through a master plan that would integrate all recent projects
in a unified and coherent planning framework adequate to the expected results of functional
efficiency, environmental sustainability, levels of urban quality, construction and operational
cost containment. Studies developed also have allowed to determine the optimal solution for the
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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)

route and the length of the railway line.

Figure 7 - View of the Cluj-Napoca Airport. On the right the new runway under construction (source
photoavia.net)

Over the last few decades airports have become increasingly key factors of competition in the
transport of goods and people.
With this project, the regional context, and more widely, the North-West quadrant of Romania,
will finally be equipped with a transportation system in which converge and be integrated
intermodal flows of different means of transport that will generate at different scales, through the
new infrastructural supply and services, new potential catchment area.
The objective of the study is to assess the technical feasibility, economic and management of the
pole modal interchange air / steel / rubber / in the airport, check their compatibility with the
environment and with the territory, to outline the steps for the realization.

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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)

Figure 8 - Cluj-Napoca International Airport Destinations (source Cluj-Napoca airport)

2.1.1. ACTION'S CONTRIBUTION TO THE POLICY OBJECTIVES OF THE TEN-T


NETWORK
Cluj-Napoca Airport is located in a barycentric position and in direct connection with the
priorities axis 7 and 22 linking Bucharest to Budapest.
This is an excellent position to strategically address the challenges both of the European and
local market.
The interventions to be planned and implemented in the coming years aim to make it a complete
intermodal hub; a strategic step that will satisfy two requirements of primary importance: to
become a resource for trans-European corridors that affect this area and, at the same time, to
become one of the first airports in the region, because it will be organically "connected" with the
main rail and road networks to macro-regional character.
Some of the significant infrastructure under construction that are going on (or in advanced
planning stage), will be used to fill the current state of backwardness of existing infrastructure,
reorganizing and prioritizing the demand to and from the various local consumer base, producing
a series of direct and indirect effects of socio-economic.
2.1.2. ADDED VALUE COMPARED TO TEN-T PRIORITY
The aim of the action is strategically important at Community level and complies fully with the
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provisions and the priority guidelines referred to article 5 of the guidelines on development of
the Trans-European transport network (TEN-T).
This intermodal development, will contribute significantly to the strengthening of the existing
services and the strategic focus of complementary functions that will benefit from a higher level
of accessibility and services of the highest profile and efficiency.
This study sets out a plan of action, starting from January 2016, governed by time intervals
during four phases:
- PHASE 1 0/2 years (2 years)
-

PHASE 2 3/5 years (3 years)

PHASE 3 6/10 years (5 years)

PHASE 4 11/14 years (4 years)

The sequence is set according to functional sections that are structured in such a way as not to
interfere with airport operations and to meet the needs related to the implementation of
infrastructure projects on time.
In reference to the priorities above, the objectives targeted are the following:
a) AIR CARGO (PHASE 1)
The development of a surface of 125,000 sqm from the interior of the airport into a cargo
area is wanted. The surface proposed to become the air cargo area is located at the end of the
existing runway. The cargo area will be formed by a platform for cargo airplanes, air cargo
warehouse, loading-unloading platform for vehicles and parking lot.
b) RAIL PASSENGER STATION (PHASE 2)
Carrying out of a Cile Ferate Romne (CFR) train station which will be located across the
airport, in the current area of CFR goods transport and CFR infrastructure. The investment
includes the performance of a CFR train station for passengers, of two secondary railways
and direct access passenger way to/from the airport, DN1C (Traian Vuia Street) and the
Apahida-Vlcele ring road.
c) PASSENGERS PASSAGE (PHASE 2)
Carrying out of a connection passage for the passengers between the CFR travellers station
and the airport. The passage shall have exits at the platforms of the train station, at DN1C
(Traian Vuia Street), at the parking lots of the airport and in the square in front of the train
station.
d) CONNECTION CFR CARGO WITH AIR CARGO (PHASE 3)
The surface specified to be used as CFR cargo is wanted to be placed in the CFR marshalling
yard area from Apahida. In order to create the connection between the CFR cargo area and
the AIR cargo area within the airport, the performing of some roads is provided, which
include three roundabouts and an underground vehicle passage which will cross below the
railways and under DN1C (Traian Vuia Street).
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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)

e) RAPID VEHICLE CONNECTION (DIRECT) BETWEEN CFR-AIR CARGO (PHASE 4)


In order to establish a faster connection between the CARGO areas (CFR-AIR), with the
purpose to facilitate the goods transport, the performance of two underground/above-ground
passages between CFR cargo and AIR cargo, by crossing the railways, DN1C and the
Apahida- Valcele ring road, with direct exits in the airport cargo area and in the CFR cargo
area, is provided.
f) VEHICLE TRAFFIC PLANNING WITHIN THE AIRPORT (PHASE 3)
In order to perform the connection between terminals, parking lots, AIR cargo area and
access way from the three roundabouts from DN1C (Traian Vuia Street) will be carried out
some roads for vehicle traffic within the airport.
g) AIR CARGO EXTENSION AREA (PHASE 4)
A surface of 110,000 sqm, located near the air cargo area was taken into consideration for the
extension of this cargo area with specially designed facilities, platform for large aircrafts,
warehouses, vehicle platforms and parking lots.
h) CFR CARGO FREIGHT VILLAGE (PHASE 3)
A surface of 154,000 sqm for CFR cargo is provided, which will be located in the CFR
marshalling yard area from Apahida. The specified surface for CFR cargo will benefit from
CFR goods station with platforms and goods unloading enhancements from CFR to vehicles,
access way and internal traffic for vehicles, administrative buildings.
i) PLANNING AND EASE OF ACCESS WAYS AND TRAFFIC FLOW IN FRONT OF THE
AIRPORT (PHASE 2)
For the ease and planning of traffic in front of the airport, the performance of three
roundabouts is provided for the access ways within the airport and the enlargement of the
traffic lane in the airport area - DN1C (Traian Vuia Street).
j) AIRPORT HOTEL (PHASE 3)
The construction of a hotel is provided to mainly serve the needs of the passengers and also
of the rest of the population. The hotel will be placed next to the future CFR passengers train
station, in the area situated between the existing railway and Cantonului Street. This will
have a direct connection with the airport, through the pedestrian bridge passage. The
proposed construction will be equipped with approximately 150 rooms, commercial spaces
and will dispose of facilities for conferences.
k) PARKING LOTS FOR LONG TERM (PHASE 3)
Because the chosen area for the site of the hotel and the destinated area for rail (CFR)
passengers train station are close to the airport, the carrying out of a parking lot for long term
is taken into consideration, which also serve the CFR passengers train station and the airport.
The parking lot will be placed near the CFR passengers train station, respective near the
hotel, the area being situated between the existing railway and Cantonului Street and will
have a surface of 74,000 sqm.

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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
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Co-financed by European Union - Trans-European Transport Network (TEN-T)

l) COGENERATION POWER STATION (PHASE 2)


A cogeneration power station will be performed. This was designed to facilitate energy and
thermal power supply of the airport facilities. The production of "cold" (tri-generation) can
be achieved within individual buildings.
m) CONNECTION TO THE 20KV POWER NETWORK (PHASE 1)
A second power supply connection of all the airport facilities will be made from an
independent source than the existing one, for when the existing one will be too loaded, this
new one will become operational.
n) PARKING LOTS WITHIN THE AIRPORT (PHASE 3)
Three parking lots will be performed, at the ground level within the airport. A parking lot
will have the surface of 111,000 sqm and will be positioned between the interior traffic, near
the area provided for air cargo and two parking lots with a surface of 31,000 sqm which will
be positioned in front of the terminals.
o) PHOTOVOLTAIC PARK (PHASE 2)
The performance of a photovoltaic park of 2 MW is provided on a surface of 40,000 sqm, for
the supply of airport facilities. The surface designated for the Photovoltaic Park is located
inside the airport, near the surface which was taken into consideration as area for the
extension of the air cargo area.

Figure 9 Air Terminal of Cluj-Napoca Airport (source Cluj-Napoca airport)

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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
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Co-financed by European Union - Trans-European Transport Network (TEN-T)

Figure 10 - Growth chart of intermodal infrastructures

DESIGNERS: Association AMC-POOL-SEA-SMA

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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
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Co-financed by European Union - Trans-European Transport Network (TEN-T)

With reference to the scale and the strategic importance of the project, the long-term planning at
EU level will help to ensure a high added value, especially with regard to:
- The creation of an important node for exchanging goods and passengers between Romania
and the rest of Europe;
-

The influx of passengers and goods in a central position to the 7 and 22 Corridor linking
Bucharest and Budapest;

The development aims to become the most important regional airport of the country with
high standard services for airlines, passengers and other users who will find a direct
interchange ability with the system of the main road and rail networks in regional and local
level;

The expected positive impact on the socio-economic and employment thanks to the new
dynamics that the infrastructure will be able to generate;

The improvement of mobility / accessibility from the North West Romanian territory and the
neighboring regions of the European States;

A substantial contribution to the process of inter-regional cohesion between the territories of


the new Member States in Eastern Europe and the rest of the European continent;

The improvement of environmental conditions through the promotion and creation of more
and better connections and intermodal road-rail-air to reduce emissions and the impact on the
general area and the overall economy.

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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)

Figure 11 - TEN-T network (source Ten-T)

2.2. FEASIBILITY STUDY FOR THE DEVELOPMENT OF THE INTERMODAL


PASSENGER AND FREIGHT TRANSPORT INFRASTRUCTURE AT CLUJNAPOCA INTERNATIONAL AIRPORT
In order to support this feasibility study, develop and deepen the various topics and the preferred
option for the terminal, the following studies were carried out:
-

Socio-Economic Impact Study: emphasising the necessity and the opportunity of the action.

Environmental Impact Study: analysis of environmental conditions and potential impacts due
to the development of intermodal infrastructures.

Topographic Survey: identifies the characteristics and constraints in the area.

Geotechnical Survey: analyzes the characteristics of soil and subsoil.

Cost-Benefit Analysis: comparative analysis of the advantages, in terms of improvements to


the collective well-being, and the costs in terms of resource prices.

In this feseability study much of the information was taken from the studies described above.
The object of the project is represented by carry out some studies from which it results the
opportunity to develop the intermodal transport infrastructure for passengers and goods at the
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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
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Cluj-Napoca International Airport and also the possibility to perform such an investment both
from the economic point of view and from the technical point of view.
Also, the generated implications by this development of the infrastructure on the regional
economic activities are emphasized. The industry transport is influenced by a series of
endogenous and exogenous factors, which immediately influence, on short term or on long term,
the evolution of the passengers and goods transportation, as well as the obtained results by the
companies that activate in this field: airports, train stations, road transport companies, tourist
agencies.
At the moment the infrastructure necessary for a significant goods transport does not exist, the
air traffic is performed only for regular passenger flights and the freight are loaded within the
limits of the possibility of the planes performing such flights.

Figure 12 Multimodality scheme

2.2.1. CATCHMENT AREA AND FLOW FORECAST ANALYSIS


Among the most important elements to be analyzed in order to justify the development of the
infrastructure for intermodal passenger and freight at the Cluj-Napoca airport, there are the
analysis of catchment areas and the forecast of passenger and freight flows.
The socio-economic impact analysis has allowed to compare the scenarios with and without the
project, for passenger and freight flows, projected over a sufficiently long period.
A summary of the analysis performed treated the following issues:
- analysis of the social and economic environment in Romania, Northwest Development
Region and Cluj County;
-

air Transport market in Romania, Northwest Region and Cluj Napoca International Airport;

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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)

analysis of rail passenger and freight transport market in Romania and the Development
Northwest Region;

economic and social impact analysis;

forecast of passenger and freight traffic for Cluj - Napoca Intermodal Centre;

SWOT Analysis about the development of the Intermodal Centre.

The socio-economic impact analysis demonstrates both the current strategic role of Cluj County
(and its airport) in the Northwest Region and the importance of carrying the Intermodal Centre to
consolidate this role and promote economic development.
2.2.2. ENVIRONMENTAL ANALYSIS
With the Geotechnical Survey and the Topographic Survey, which provided the knowledge of
the soil and subsoil, and especially through the development of the Environmental Impact Study,
was given a great attention to the environmental aspects that can affect the development of the
intermodal center. Particularly were depth issues related to:
- Water quality protection.
-

Air protection.

Protection against noise and vibration.

Protection of soil and subsoil.

Protection of ecosystems.

Protection of the human settlement and other objectives of public interest.

The management of the waste generated on site.

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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)

3. TRANSPORT PLANS AND REGULATORY FRAMEWORK


3.1. INTERMODAL TRANSPORT FRAMEWORK
Departments of the Ministry of Transport & Infrastructure and the European Gateways Platform
formulated Inter-modal Strategy Romania (ISR2020), targeted for the period 2011 up till 2020 to
be in line with the European Union Strategy "Europe 2020".
3.1.1. POINTS OF DEPARTURE
Both the existing Romanian transport policy and the European Union transport policy act as
points of departure for the formulated inter-modal strategy of Romania.
The framework of the Romanian transport policy is currently built up through the following
documents:
- Spatial Planning of the National Territory (law no. 363/2006).
- Sectorial Operational Programme on Transport 2007-2013 (SOPT).
- Ministry of Transport & Infrastructure Sustainable Transport Strategy 2008.
The objectives of the European Union that are relevant for the ISR2020, are targeted on:
- Improving the competitive global position of Europe.
- Promote a more resource efficient, greener, and high-employment economy.
- Developing an economy based on knowledge and innovation.
- Mobilisation of untapped efficiencies in logistics.
- Achieve a better utilization of transport infrastructure.
- Development of green logistics corridors in Europe.
- Better integrate transport modes and reduce friction costs affecting inter-modal transport.
- Reduction of the administrative burden and mitigation of liability related legal costs in multimodal transport chains.
- More emphasis on quality criteria in modal choices.
- Higher competence levels, mobility and attractiveness of the logistics professions.
Globalization and EU enlargement to the East have created new challenges for European
transport.
The fast growth of freight transport contributes to the economy but also causes congestion, noise,
pollution and accidents. At the same time, transport has become increasingly dependent upon
fossil fuels. The communication from the Commission states that, without adequate measures,
the situation will continue to worsen and increasingly undermine Europe's competitiveness and
the environment that we all live in.
The realization of the EU-objectives is foreseen to reduce freight logistics costs in Europe with
around 2% and freight transport times with around 3%. Such improvements are expected to lead
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to an increase of the average yearly GDP growth rates for EU27 by +0.04%.
The Commission therefore recommends modernizing logistics to boost the efficacy of individual
modes of transport and their combinations. In particular it recommends a better distribution of
traffic towards more environmentally friendly, safer and more energy efficient modes of
transport.
3.1.2. THE MARKET REQUIREMENTS FOR INTER-MODAL TRANSPORT
The key success factors for inter-modal services are:
- Availability of frequent, scheduled, reliable, punctual (95% plus) services.
- Schedules geared to the movement of Business-2-Business20 and consumer goods.
- Full door-to-door solutions, including trucking alternatives (flexibility).
- Control and management of a secure door-to-door chain.
- Being full price competitive vis--vis road transport.
- Fast dispatching at terminals to ensure efficient round-trip schedules for trucking companies
(road collection and delivery services), including efficient road access infrastructure.
- Consistency of delivery (best reached through IWT/rail shuttles, i.e. fixed capacity21,22).
- Seamless (inter)national inter-modal services (interoperability, synchronization of processes
between railways and operators, data interchange).
- Infrastructure access charges ensuring a level playing field between inter-modal solutions
and road transport.
- Presence of users as close as possible to the inter-modal terminals.
- Availability of efficient terminals.
- Availability of empty container depots at strategic hubs.
- Supportive activities by authorities.
- Transparent and accountable situation between stakeholders both from private and public
side (e.g. non-performance contract clauses).
- Awareness of the possibilities of inter-modal transport by the market.
- Availability of knowledge and know-how in the market.
3.1.3. AVAILABILITY OF EFFICIENT TERMINALS
A highly competitive inter-modal transport system in Romania depends on the short term
predominantly on the availability of efficient terminals on the main locations in Romania. The
locations and the characteristics of such terminals have been defined earlier in this strategy.
It is acknowledged that the operation of such terminals, given the experiences with the
development of inter-modal transport in other parts in Europe, has to be executed by private
enterprises. In the cases where the public authority will (financially) develop an inter-modal
terminal, the operation of the terminal will be tendered among private companies.
The efficiency of terminals is also influenced by the infrastructural access by road to the
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terminal. The access infrastructure to an inter-modal terminal is therefore considered to be


integral part of the terminal and required part of the planning and development of the inter-modal
terminal. This includes the above raised development points on transport lane.
3.1.4. INTER-MODAL TRANSPORT ORGANIZATION
The field of inter-modal transport is one to stay and one to grow in the coming decades. For the
European Union it will be one of the key backbones of sustainable transport development in
Europe. The market is becoming increasingly aware that they depend on parallel solutions to
road transport, and are demanding therefore inter-modal transport solutions to be offered to
them.
The experiences in Europe with the initiation, creation and development of inter-modal transport
clearly show that the path to a successful inter-modal transport system is a long one and requires
the concerted action of all stakeholders, from public and private side, and on all levels.
A continuous dialogue between the public and the private sector is a key cornerstone for a
successful development of inter-modal transport. It is therefore the strategy of the Ministry to
establish two parallel working entities:
- Inter-Modal Transport Unit within the Ministry, with the primary tasks of initiating,
developing, and managing inter-modal policy development, infrastructure realization, and
support activities Broadening of the activities by the Romanian Inter-modal Association
(RIA) to enhance awareness and promotion activities oriented on both the private and the
public side
- RIA can also act as the facilitator for the required dialogue between the public and private
authorities. A continuous structure should be established to this effect. This set up will also
serve the need for market information and market intelligence that needs to be transferred
from the private sector to the public sector to enhance the inclusion of market aspects in for
example policy making. The activities as executed by e.g. the Bureau Short-Sea Shipping in
the Netherlands (the first inter-modal dedicated promotion bureau in Europe) could act as a
lead example.
3.2. GENERAL URBAN PLAN FRAMEWORK
According to Document D8 MDRT of General Urban Plan PUG (Source: Town Hall of ClujNapoca Municipality), before the new PUG, Cluj is characterized by the following aspects:
- Intact historical centre, of a few recent poor quality interferences;
- Historical outskirts of all standards (from slums to inter-war demarcation);
- Massive industrial areas, of which the activity is insignificant;
- Unfinished socialist assemblies, left without headquarters;
- Unusual developments carried within the last 20 years;
o Remote constructions on agricultural lands, orchards and forests;
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o Residential conflicts: blocks of flats among houses and houses among blocks of flats;
o Half of the incorporated area of the new PUG is not occupied nor equipped;
o Lack of facilities and equipment in the neighbourhoods
Historical defaults: precarious mobility conditions, of an uneven and incomplete network, of
missing segments (one boulevard, to the Railway Station);
City situated backwards from Somes;
Too high prices of unfitted lands (agricultural lands) and inconsistent for construction
purposes (risks of landslides, forests, orchard);
Economically decayed historical centre due to constructions of shopping centres (malls) and
due to lack of strategies and uptrend policies;

According to the same document, Cluj must become:


- A city addressed to the people safe, lasting, alternative and flexible;
- Contemporary approach for the medium-scale sustainable European City;
- Compact, dense, of average height, of quality public spaces, mixture of urban functions,
money saving and energy saving during travels the city of short routes;
- Procurement of a comfortable and lasting life environment;
- Rich and diverse natural frame;
- Airy climate and prudently integrated urban recreation.
The new PUG proposes the following:
- To repair transformation of defaults in advantages;
- To develop urban territories, investment opportunities, public spaces;
- To allow the construction of buildings, trade, services;
- To guide domestic and foreign investors;
- Returning Cluj to Somes which acts as the citys backbone. Development of the corridor as
axis of interest, with streets, promenades, public parks, sport and recreation, on water and
water banks, an urban silhouette as a visit card;
- Urban mobility: clearing the internal traffic on the railway corridor, on the southern ring and
Somes corridor; connections in the territory with the motorway (connection Valcele
Ciurila), with Floresti (northern bank of Somes river) and Baciu (parallel with the railway);
- To reflect clear strategies regarding the main characteristics of urban development: expansion
in the territory, dwelling densities, functional mixture, functional conversion of certain areas;
- To be oriented to regulations that lead to increase of urban comfort and life quality;
- To have a corrective character of previous regulatory effects;
- To cancel those regulations (speculative derogatory PUZ) with no effects or that can be
restricted by new regulations;
- To be oriented to reconsidering the existent public space and to the production of new public
spaces in the new developments;
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To provide solutions and recommendations for placement of those objectives of municipal


and regional importance;
To prime the cooperation in using the territory of the metropolitan area;
To provide conditions for a favourable negotiation of large urban projects through
enforcement of regulations;
To provide the flexibility necessary for the evolution of urban development opportunities
without leading to derogations that may unbalance the overall conception;
To be a comprehensible instrument, easy to be understood by developers, public and easy to
apply in the administrative apparatus.

See attachment no.1 at the end of the chapter:


- General Urban Plan of Cluj-Napoca.
-

General Urban Plan Apahida.

Growth Pole in Cluj - Napoca

Figure 13 - Growth Pole in Cluj Napoca (Source: Northwest RDA)

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Figure 14 - Accessibility and Mobility Cluj Metropolitan Area (Source: Northwest RDA)

Figure 15 - Prioritization of projects from PIDU Cluj POR Axis 1 (Source: Northwest RDA)
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At regional level, a series of strategic objectives were settled, in accordance with Strategy
Europe 2000, the general objective being represented by Growth of regional economy by
multidimensional and integrated development for the reduction of intraregional and interregional
disparities and for the increase of regional life standards.
The specific objectives are the following:
1. Increase of workplaces and income
There was an identification of the fact that the region has a high potential to attract foreign
investments, especially in Cluj and Bihor Counties, and yet despite its potential, the Region
is ranked on the fifth out of 6 places at national level, attracting only around 4% of the FDIs
in Romania. Actions are needed to improve the attraction of foreign investments in the area,
and the construction of the Intermodal Centre would be an opportune modality to achieve
that.
The export activity recorded an evolution until 2012, and the attraction of foreign
investments shall also contribute to growth of exports, including via Cluj-Napoca Airport and
Cluj Intermodal Centre.
The Northwest Region has a high tourist potential spa, cultural (due to the big cities and to
the large number of historical monuments), mountain, rural, religious, sportive and
recreational, business, etc., a large number of localities in the region being accredited in
terms of tourist potential. Despite its natural and anthropic tourist resources, its diverse
natural landscapes and valuable cultural heritage, the access to these objectives is poorly
developed.
2. Development of accessibility to the region and of mobility of inhabitants, merchandises
and information.
The density of modernized routes is higher than in other regions of Romania, and yet it is
below the European average standards, as this problem is obvious especially in the system of
county routes, which are modernized in a reduced percentage, especially in those counties
facing lower levels of development.
The lack of rail accessibility and the wear of infrastructure and rolling stock stand for
weaknesses. The deficient connections in the area (especially inter-county connections) and
the existence of countless restricted areas in terms of speed lead to drawbacks in the rail
transport, although it is one of the means of ecologic transport promoted at European level.
The increase of the accessibility of air transport through the four airports (of which 2 belong
to TEN-T network) is not only justified under the aspect of passenger transport but also
under the aspect of intermodal freight transport, which facilitates the development of
commercial connections and the regions economic growth. The growth of inhabitants
mobility is essential, but it must be developed through passage from individual motor traffic
to public traffic.
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3.3. LOCAL PLANNING REGULATION


The International Airport of Cluj-Napoca is located on the administrative territory and within the
limits of the Cluj-Napoca municipality.
The location is appropriate as the airport is positioned in the east of the city in the area where the
European road E567 intersects, on the way from Dej, the national road DN16 from the Reghin
direction of travel.
The by-pass Apahida-Vlcele is in the vicinity of the airport and deviates the heavy traffic from
the Dej/Reghin Trgu-Mure/Alba/Bucharest route, thus, bypassing the neighborhoods Mrsti,
Gheorgheni and Zorilor.
The urban area where the airport is placed is an industrial, commercial and service one.
Numerous national and international companies have their registered office in the industrial
parks located in this area.
The airport and the various facilities located in its immediate vicinities are placed / incorporated
in the following UTRs (Reference Territorial Units), as these were defined in the GUP Cluj and
the Local Planning Regulation (RLU):
UTR
UTR_Lip
UTR_Ei
UTR_El
UTR_Et
UTR_Sp_TDS
UTR_Tr
UTR_Ta_UTa
UTR_Tf
UTR_Ve
UTR_Uec
UTR_TDA

Description
Reduced height housing placed on a peripheral-type plot.
Area of economic activities of industrial nature.
Storage area, logistics.
Area of tertiary economic activities.
Special purpose area. Special purpose lands owned by the Ministry of
National Defense.
Road traffic area and related facilities.
Air traffic area and related facilities.
Railway traffic area and related facilities.
Green area for the protection of water or acting as an ecological corridor.
Area of urbanization. Area of commercial economic activities en detail
conducted in large units - big box, mall, and showroom.
Agricultural lands arable, pastures, hayfields, located outside the city
limits.

The facilities of the project under consideration are located within the limits of both the ClujNapoca Municipality and the Apahida locality, Sannicoar village.
The following UTRs located within the limits of the Cluj-Napoca Municipality are important
from the point of view of the facilities proposed for implementation as part of the project
Development of the Infrastructure of Intermodal Transportation for Passengers and Freight at
the Cluj-Napoca International Airport:
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UTR
UTR_Ta_UTa
UTR_Et
UTR_Tf
UTR_Ta_UTa
UTR_TDA

Description
Air traffic area and related facilities, for the CARGO base; Wind farm; car
parks; connection for maneuvering aircrafts on the runway in the cargo area,
passageway for transporting passengers in the air station.
Area of tertiary economic activities.
Railway traffic area and related facilities, for underground pedestrian passage
under DN16 and CF and the railway station for passengers.
Air traffic area and related facilities.
Agricultural lands arable, pastures, hayfields, located outside the city
limits, for the first stage of the railway and road freight transport connection.

The provisions of the RLU (Local Planning Regulation), for the General Urban Plan of both
Cluj-Napoca and Apahida, at the level of the reference territorial units, detailed the concrete way
for using the land and set the mandatory rules applicable in relation to the entire territory of the
territorial-administrative unit, contributing to setting the conditions and limits for granting the
permit to build.
Some of these UTR require specific authorization if they are affected by constructions. In
particular:
SpTDS_MApN.
Special purpose area.
Special purpose lands
owned by the Ministry
of National Defence.

UTR_Tf.
Railway traffic area
and the relating
establishments

The joint order of MLPAT, the Ministry of National Defence, the


Ministry of Internal Affairs, the Ministry of Justice, SRI, SIE, STS,
SPP no. 3376/MC/M3556/2102/667/C1/4093/2012/14083/D-821 of
1996 on the approval of building requirements for authorizing
military constructions will apply in conjunction with the provisions of
this regulation.
The provisions of the following laws shall also be applied:
(a)
Law no. 203 / 26.07.2003 (republished in 26.01.2005)
regarding the execution, development and modernisation of the
transport network of national and European interest.
(b)
Law no. 363 / 26.09.2006 regarding the approval of the
Establishment of the National Territory - section I - transport
networks
(c)
Law no. 55 / 16.03.2006 regarding railway safety
(d)
Law no. 213 / 17.11.2008 regarding public ownership and its
legal status
(e)
Resolution no. 817 / 14.07.2005 for the approval of the Plan

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regarding the long term strategy of the railway sector for reestablishing the financial equilibrium of the infrastructure's
administrator and for the modernisation and renewal of the
infrastructure.
(f)
Ordinance no. 43 / 28.07.1998 regarding the road regime
(g)
Emergency Ordinance no. 12/07.07.1998 (republished in
09.09.2004) approved by Law no. 89/1999 regarding the Romanian
railway transportation and the reorganisation of the Romanian
National Railway Company.
(h)
Order of the Ministry of Transportation no. 158 / 16.05.1996
regarding the issuing of the Ministry of Transportation's approvals to
the investments' technical and economic documentation or to the
technical documentation of systematisation for third parties.
For the regulations with permanent character specified in the present
Regulations waivers by the Regional and Detailed Urban Plan are not
allowed.

The detailed analysis of the legislation of the UTR was carried out in the Environmental Impact
Study.
3.4. AUTHORIZATIONS REQUIRED FOR THE PROJECT
In accordance with the Law 50/1991, regarding authorizing the execution of construction works,
republished with subsequent modifications and completions, was issued the Town Planning
Certificate no. 163/12.08.2013, with the purpose of: "Extension of the runway take-off/landing
07-25 of the motion surface and the airport infrastructure development in Cluj-Napoca
International Airport."
In point 3, the Technical regime of the Town Planning Certificate, it is indicated that it will also
be taken into consideration the development projects of the intermodal transport infrastructure
for passengers and cargo, which will be developed and accomplished in the area under the
administration of RLR Cluj-Napoca Airport and adjacent areas.
In this regard there were issued The Approval of Cluj-Napoca City Hall no. 241050/23rd of July
2013 and The Approval of Apahida Hall no. 14303/31st of July 2013.
The current use of the area for placing the cargo terminal within the airport is construction yard,
agricultural, and for the other project components (terminal station, cargo, railway passenger
connections and parking) there are kept the current uses.
The predominant function and uses permitted are: installation, constructions and warehouses
necessary for the functioning of air transport services for goods and persons, together with public
services and of general interest compatible with the functioning of air transport services.
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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)

According to the Regional Urban Plan "Development and modernization of Cluj-Napoca


International Airport", a number of regulations are specific to air transport functions and as a
result will be determined through specialized studies.
Furthermore, the permitted uses, conditioning and prohibitions will be specified on the basis of
technical constraints and obstacles provided by the technical projects and safety standards
detailed in the specialized studies.
Through the Town Planning Certificate have been also established and requested the following
notices and agreements that will accompany the application for the building authorization:
- the point of view / administrative act of the competent environmental protection authority, in
this case Cluj Environmental Protection Agency;
- the Water Management Opinion issued by CN Romanian Waters Basin Administration of
Somes-Tisa.
In order to issue a competent viewpoint, the environmental authority shall take into account,
also, the site agreements regarding the public utilities, and the competent authorities in the field
of health.
Other agreements obtained :
- E-On GAZ Principle Agreement no.208008323 from 22.08.2013.
- Electrica Distribution - North Transylvania - Cluj-Napoca - Principle Agreement
no.60101311736 din 26.09.2013.
- Romanian National Rail Company CFR S.A. Bucharest - Principle Agreement no 2847 from
02.10.2013.
The documentation has been registered at Regional Agency for Environmental Protection ClujNapoca with no. 26965 from 25.10.2013 for starting the procedure for Environmental
Agreement.

3.5. STAKEHOLDER ENGAGEMENT


Since the beginning of the project Development of intermodal infrastructures, has been given
great importance to the sharing of decisions and public information.

DESIGNERS: Association AMC-POOL-SEA-SMA

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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
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Were conducted several meetings and workshops and presented specialized studies and project
settings.
Remind in particular the seminar of 30/07/2013 that involved several agencies and institutions
and has been advertised in several newspapers and websites.
The dates of the meetings held are: 01/07/2013, 30/07/2013, 03/09/2013, 04/10/13.
See attachment no.2 at the end of the chapter that shows the reports of the above mentioned
meetings.

DESIGNERS: Association AMC-POOL-SEA-SMA

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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
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4. AVIATION SERVITUDES
In order to establish the characteristics, the conditions and the general requirements for the civil
aviation servitudes areas (areas which need to be protected for airport interests) of the permissive
framework to extend and/or use the constructions, the facilities, the activities, the lands etc. in
the areas with civil aviation servitudes areas, the influence area of these servitudes was analyzed.
Also:
- The strategic development program of the Cluj-Napoca Airport's infrastructure will be taken
into account (according to the approvals in principle issued by Romanian Civil Aviation
Authority (AACR) under no. 25766/1366 from 06/03/2008 and no. 20427/847 from
26/09/2011);
- The approval in principle no. 28596/1167 from 07/03/2012 will be taken into consideration
for the promotion of General Urban Plan of Cluj Napoca Municipality, Cluj County
documentation, related to the introduction in the General Urban Plan (PUG) of the aviation
servitudes areas, according to the provisions of the civil aviation provisions RACR - CADT,
edition 02/2003 with regard to the Approval conditions of the technical documentations for
the objectives found in the civil aviation servitudes area (approved by OMT 118/2003, as
well as the protection of these areas by the local public administration.
For a more detailed discussion of this subject, see chapter 3 of Topographic Study, also for the
aviation servitudes areas presented in the boards issued by SC Black Light SRL.
4.1. DOCUMENTS WHICH FORMED THE BASE OF THE STUDY
a) RACR-SACZ edition 03/2007 regarding the establishment of civil aviation servitudes and of
areas with civil aviation servitudes (approved by OMT 493/2007, published in the Romanian
Official Gazette no. 437/2007);
b) RACR CADT edition 02/2003 regarding the Approval conditions of the technical
documentations for the objectives found in areas with civil aviation servitudes (approved by
OMT 118/2003, published in the Romanian Official Gazette no. 641/2003).
As well as:
c) Doc. 8168 ICAO: Operations with aircrafts:
o vol. I: Flight procedures (edition 4/1993);
o vol. II: The laying of instrument and visual flight procedures (edition 4/1993);
d) EUROCONTROL: Manual for the design of RNAV procedures in the terminals' areas
(DME/DME, Baro-VNAV & RNP-RNAV) (edition 3.0/March 2003);
e) Doc. 9426 ICAO: ATS planning manual (edition 1/1984);
f) Annex 4 ICAO: Aviation maps (edition 10/2001);
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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
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g) Annex 14 ICAO: Aerodromes - vol. II: Heliports (edition 2/1995);


h) AACR: Heliports manual (edition 1/2000);
i) Doc. 9368 ICAO: Manual for the laying of the instrument flight procedures (edition 2/2002);
j) Doc. 8697 ICAO: Manual for aviation maps (edition 2/1987);
k) Doc. 9274 ICAO: Instruction manual for the collision risk model (CRM) for ILS operations
(edition 1/1980);
l) Civil Aviation Regulation RAC-WGS 84: The measurement of the aviation interest points in
the World Geodetic System WGS 84 (edition 1/1995);
m) EUROCONTROL: Navigation strategy for the ECAC states (edition 2.0/1998);
n) EUROCONTROL: Transition plan to implement the navigation strategy in the ECAC states
2000-2015+ (edition 2.0/2000);
o) The COMMISSION REGULATION (EU) NO. 73/2010 from 26 January 2010 for the
establishment of the quality requirements of aviation data and aviation information for the
Single European Sky;
p) The Local Convergence and Implementation Plan (LCIP) for Romania, level 1 and 2 (edition
2003-2007);
q) other documents issued by international aviation organisations of which Romania is a part,
applicable in Romania and which will become applicable after the issue date of the regulation
herein.
4.2. AVIATION SERVITUDES
The areas that have to be protected in the civil aviation interest (areas with civil aviation
servitudes) are the areas from the perimeter and around the civil aviation lands.
The civil aviation lands are:
- civil aerodromes (airports, heliports, general aviation lands or permanent or temporary air
work lands);
- sites of air traffic control;
- sites of air navigation means and meteorological sites related to civil aviation.
According to their nature, the civil aviation servitudes classify as:
- release servitudes - refer to the obstacles that can present a danger for the air navigation or
influence the operation of the equipment designed for air navigation;
- buoyage servitudes - refer to the signalling of the obstacles that are a potential risk of
collision for aircrafts and of the aerodrome areas with use restrictions;
- radio-electric servitudes - refer to the need to perform or maintain the release of objects
(constructions, facilities etc.) which, by their form, dimensions, orientation and/or materials
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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
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used can or could disturb the electromagnetic waves issued or received by the air navigation
means, as well as to prevent or ensure the protection of the respective means against various
parasite electromagnetic radiations;
other servitudes (miscellaneous) - The civil aviation lands and their surroundings, especially
the perimeters of airport infrastructures and their surroundings, are under the incidence of
some civil aviation servitudes regarding:
o the identification of all the significant obstacles and their inclusion in a specific database
- to establish the density of the obstacles and to evaluate the collision risk;
o the verification during the flight, when necessary, of the influence of some
objectives/obstacles on the operational parameters of the air navigation means and/or of
the aircraft's equipment - to maintain the safety conditions for the flight;
o the evaluation, when necessary, of the implications of the close presence of some road
and/or railway networks with heavy traffic, both as obstacles (the weight of the vehicles
and of the train) and as the influence on the well-functioning of the air navigation means
(important metallic mass, in movement) - to establish and apply the operational measures
required;
o the measurement of the noise level and acoustic zoning - to place and accordingly
improve the airport buildings, the districts, the anti-noise bulwarks;
o the finding of the air, water and/or soil pollution activities/sources and the application of
the necessary prevention and/or protection measures - to correctly choose and place the
technological installations, to correctly treat the waste, to correctly store the polluting or
dangerous materials/substances;
o the determination of the level of electromagnetic radiations and the evaluation of their
influence/effects and off the limits of the exposure to radiations for people - to correctly
place and enhance the buildings, the workplaces;
o the identification of the placement and use of the pyrotechnical/explosive devices with
triggering by means of radio control remote - to adopt the coordination measures of the
activities with the holders/users of the respective devices and to prevent accidental
detonation caused by the electromagnetic radiations issued by aviation equipment on the
ground or on the board of aircrafts operating in the area;
o the possibility that some lands adjacent to the airports are, according to the law, the object
of expropriation for the benefit of public utility, in connection to the development of the
respective airports;
o the identification and the interdiction/elimination of other elements (constructions,
facilities, activities, sources etc.) which, by their presence or operation affect or can affect
the flights' safety and the airport activities;
o the request by the Romanian Civil Aviation Authority (AACR) of some additional local
restriction, determined by specific, particular conditions.

DESIGNERS: Association AMC-POOL-SEA-SMA

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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
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4.3. AREAS WITH CIVIL AVIATION SERVITUDES


According to the particularities of each civil aviation land, the horizontal projections of the
limitation surfaces of the obstacles, of the protection surfaces of the instrument approach
procedures, of the protection surfaces of the air navigation means, of other categories of surfaces
or aviation requirement (as the case may be) define, on the ground (form, dimensions,
orientation) the corresponding area, found under the incidence of civil aviation servitudes.
The areas with civil aviation servitudes are:
- The security areas related to an aerodrome.
- The protection areas related to the air navigation means.
- The control regions of the air traffic near the aerodromes.
The definition of the areas with civil aviation servitudes imply the specification of the following
elements: the location, form, orientation, dimensions/limits, characteristics/conditions,
restrictions, obligations etc. The elements/characteristics of the areas with civil aviation
servitudes can undergo modifications in time, as a result of the amendment of the provisions of
the applicable national and international aviation regulations, of the modernisation of the air
navigation means etc.
4.4. SECURITY AREAS
With the purpose to limit the height of the obstacles, the following security surfaces are
established:
a) In the perimeter of aerodromes for airplanes:
- the lane of the take-off-landing runway;
- stopping extensions;
- released extensions;
- security surface at the end of the runway;
- the lane of the taxiway;
The security areas corresponding to the security surfaces specified above are the object of the
aviation regulations regarding the control of obstacles and those regarding the
authorisation/certification and technical exploitation of aerodromes.
In order to preserve the safety of the flights, within the areas specified above, the following are
forbidden:
- the placement, building and/or installation of new objectives (enclosures, roads, facilities
etc.), without the specialty approval of the Romanian Civil Aviation Authority (AACR),
including fences, taxiways, platforms, air navigation means (electronic and/or visual) and
meteorological means;
- road humps above the specific limits permitted by the profile aviation regulations;
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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
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the presence of fixed or mobile obstacles, except the air navigation means (electronic and/or
visual) which cannot be removed from operational reasons and which must have frangible
constructive and/or mounting structures.
the vegetation and/or inappropriate agricultural crops, which withdrawn or favour the
attraction of birds or wild animals;
the crossing of electric wires or cables, other than those installed for the good development of
the aviation activities;
the presence of sources of radio frequency which can interfere with the air navigation means;
the unauthorised access of persons, vehicles or animals;
the potential sources of fire, explosion etc.;
any other constructions, facilities and/or activities which affect or can affect the security of
the aerodrome's operations.

b) In the neighbourhood of aerodromes for airplanes:


- exterior horizontal surface;
- conical surface;
- interior horizontal surface;
- approach surface;
- interior approach surface;
- transition surface;
- interior transition surface;
- interrupted landing surface;
- climbing surface at take-off;
The security areas corresponding to the security surfaces specified in the previous paragraph are
the object of the aviation regulations regarding the control of obstacles and those regarding the
authorisation/certification and technical exploitation of aerodromes.
In order to preserve the security of the flight, within the security areas specified above, the
following are forbidden without the previous approval of AACR:
- the placement, construction and/or installation of new objectives (buildings, structures,
facilities etc.), including the construction and equipment/installation intended for aviation
activities;
- the performance of constructions or installations, as well as the development of activities
which, by their nature or by their operational process, affect or can affect the security of the
flight (objectives which cause smoke or artificial fog, lighting systems that can cause
confusions in identifying the lighting buoyage system of the runway and/or of the approach
light device etc.);
- the placement and operation of the emission sources that can cause interferences or
DESIGNERS: Association AMC-POOL-SEA-SMA

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disturbances of the functioning of the air navigation means;


the placement and exploitation of the objectives which withdraw and favour the attraction of
birds or wild animals (milling units, silos, inappropriate agricultural crops, warehouses,
storages, landfills, clearing tanks);
any other objectives (constructions, facilities, activities) which affect or can affect the
security of the flight.

The limitation requirements of the obstacles applicable to an aerodrome for airplanes are
different according to the physical characteristics of the runway(s) of the aerodrome and the type
of the air operations performed or taken into account to be performed, based on a reference code,
which associates data regarding the infrastructure facilities and the types of aircrafts that could
operate on the respective aerodrome.
In the security areas, there cannot be places, built and/or installed objects that penetrate the
limitation surfaces of the heights of the obstacles. The cases in which AACR establishes, based
on an aviation analysis, that the object in question is not an obstacle for the air navigation, can be
exceptions from this provision.
The aviation analysis of the technical documentations for constructions and the evaluation of the
obstacles in the areas with civil aviation servitudes apply for each situation and are performed as
follows:
- in the areas with aviation servitudes for which the development programs of the
airports/aerodromes provide the modification of the operational conditions, the most
restrictive limitation/condition shall be applied, resulted from the reporting to the following 3
types of obstacle surfaces:
(i) geometric, according to the requirements of the regulation herein, of Appendix 14 ICAO
and of the complementary documents;
(ii) electromagnetic, according to the requirements of the regulation herein, of Appendix 10
ICAO and of the complementary documents;
(iii) operational, according to the requirements of Doc. ICAO 8168 PANS OPS and of the
complementary documents;
- in the areas with aviation servitudes for which the development programs of the
airports/aerodromes do not provide the modification of the operational conditions, the most
restrictive limitation/condition shall be applied, resulted from the reporting to the obstacle
surfaces (ii) and (iii) from letter a).
- in the absence of the information related to the development programs of
airports/aerodromes, for the aviation servitudes areas, the most restrictive
limitation/conditions from letter a) is applied.

DESIGNERS: Association AMC-POOL-SEA-SMA

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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
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4.5. PROTECTION AREAS


With the purpose to prevent the negative influences on the operational performances of the
aviation navigation means and/or meteorological means, the following protection surfaces are
established in their proximity:
- critical ILS surfaces (related to the direction aerials and, respectively, descent aerials);
- sensitive surfaces (related to the direction aerials and, respectively, descent aerials);
- radar protection surfaces;
- VOR/DME protection surfaces;
- NDB/Marker protection surfaces;
- action surface of radio-altimeter;
- protection surfaces of meteorological means;
- protection surfaces of the approach lighting device.
The protection areas corresponding to the protection surfaces specified in the previous paragraph
are the object of the aviation regulations regarding the protection, homologation and
authorisation of the air navigation and meteorological means.
ILS(p) (GP) protection areas
In order to provide the security of the air navigation, within the protection areas related to the air
navigation and meteorological means, as well as to the approach lighting devices, no kind of new
objectives (buildings, enclosures, metallic structures, radio stations, force electric operations,
electric welding etc.) can be placed, built and/or installed without the specialty approval of
AACR.
4.6. CONTROL REGIONS
With the purpose to ensure the air traffic control in the proximity of the aerodromes, in the
related air space the following control regions are established:
- CTR/aerodrome control areas, according to the data from table no. 3.6;
- TMA/control terminal region (according to AIP Romania ENR 2.1-3).
The control regions are the object of the aviation regulations regarding the air navigation
procedures.
In order to provide the security of the air traffic, the protection of the standard departure/arrival
routes (SID/STAR), of the instrument approach and take-off procedures, in the control areas
specified at the previous point, the following are forbidden without the specialty approval of
AACR:

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a) the placement of obstacles/objectives of any kind which, by their presence or operation,


imply a collision risk and/or can affect the regularity of the air traffic;
b) the concentration of obstacles above the maximum regulated limit/density.
4.7. THE MARKING OF THE AVIATION SERVITUDES AREAS
In order to include and mark the civil aviation servitudes areas in the urban and territory
enhancement plans, at the level of the authorities of the local public administration, in relation to
the provisions of RACR-SACZ regulation (current edition), the following reference areas are
considered:
a) On and near each aerodrome/airport:
Area I (is found at each end of the runway):
- trapezoidal inclined surface (decline 1:285);
- the small base of the trapeze coincides with the edge of the runway's lane;
- symmetrical to the extension of the runway's axis;
- enlargement by 15, to the exterior;
- extension/horizontal distance: 850 m from the end of the runway's lane, on the direction of
the runway's axis;
- the height of the large base of the trapeze: + 30 m from the aerodrome altitude (0 m);
- reference: aerodrome's altitude.
Area II (The edges of the runway's lane are at 150 m lateral from the runway's axis):
- conical surface, excluding Area I;
- extension/horizontal distance from the edges of the runway's lane, in any direction: 4500m
(excluding Area I);
- decline 1:150 from the edge of the runway's lane, to the exterior;
- the height of the exterior margin: + 30 m from the aerodrome altitude (0 m);
- reference: aerodrome's altitude.
Area III:
- horizontal surface which starts from the extremity of Area II and excludes Area I;
- the height of the surface; + 30 m from the aerodrome altitude (0 m);
- extension/horizontal distance from the edges of the runway's lane, in any direction: 8500 m
(excluding Area I and Area II);
- reference: aerodrome's altitude.
Area IV:
- extension: from the extremity of Area III until the CTR/TMA limit;
- the obstacles with equal heights or bigger than 45 m than the aerodrome's altitude (0 m) are
of interest;
- reference: aerodrome's altitude.
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b) Around the site of the air navigation and meteorological means:


ILS Areas: Decline
- rectangular horizontal surface, related to the site of the decline ILS antenna;
- extension/dimensions: 600 m lateral from the runway's axis, on the length of 2200 m in front
of the decline antenna (reported to the landing direction equipped with ILS).
ILS Areas: Direction
- rectangular horizontal surface, related to the site of the direction ILS antenna;
- extension/dimensions: 450 m symmetrical to the runway's axis, on the length of 5500 m
(5000 m in front of the direction antenna and 500 m behind it, reported to the landing
direction equipped with ILS).
Radio-altimeter area:
- rectangular horizontal surface, located from the physical end of the runway in the extension
of the axis;
- extension/dimensions: 60 m symmetrical to the extension of the runway's axis, on the
length of 1000 m.
Other protection areas:
- circular horizontal surfaces, related to the VOR, DME;
- NDB, radar, marker, meteorological platform locations etc;
- dimensions/radius; 2000 m from the location of the reference equipment, in any direction.
Control regions (CTR, TMA):
- characteristics established by AACR.
For the objective propose, the following boards from the objective regarding the Strategic
Development Program for the Cluj-Napoca International Airport were observed:
- 9PGA4 Board 6a Protection surfaces of the airport according to RACR CADT obstacles height;
- 9PGA4 Board 6b Protection surfaces of the airport according to RACR CADT - PNA
areas;
- 9PGA4 Board 6c Limitation surfaces of the obstacles height according to RACR
CADT - obstacles height;
- BOARD APUG - Protection surfaces of the airport according to RACR CADT - obstacles
height;
- BOARD BPUG Limitation surfaces of the obstacles height;
- BOARD CPUG Aviation servitudes-PNA-CADT-3500-4000 m;
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Figure 16 Extracted by: aviation buoyage servitudes - PNA-CADT-3500-4000 m (look at the attached
drawings at the end of the chapter or, for a more detailed graph see board c) attached to the
topographical study)

In addition to the requirements above, it is necessary to have the approval of AACR to the
technical documentations, including (pre)feasibility studies, execution/installation projects etc.
(as the case may be) for the objectives located in the following areas:
- Area I
- Area II
- Area III
- Area IV
- Area of the approach lighting device
- ILS Areas
- other Protection areas

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Figure 17 Extracted from: aviation buoyage servitudes - Hmax.SACZ-3500-4000 m (look at the attached
drawings at the end of the chapter or, for a more detailed graph see board d) attached to the
topographical study)

Outside the areas with civil aviation servitudes, the AACR approval is necessary for the
technical documentations related to any object/obstacle (pillar, pier, chimneys etc.) with the
height equal or bigger than 45 m in comparison to the site's land altitude.
In addition to the previous requirement, outside the areas with civil aviation servitudes, the
AACR approval is necessary to the technical documentations, including feasibility studies,
execution/installation projects etc. (as the case may be) for objectives such as:
- insulated constructions/structures (pillars, chimneys, wells etc.) which do not exceed the
regulated height limit of the area, but which forms significant local obstacles;
- opening, development or modernisation of heliports, general aviation lands or permanent
aviation work;
- installation or modernisation of the air navigation means (communications, radio-navigation,
supervision equipment/systems);
- routes for motorways/national roads, railways, main road aerial electric lines, pipelines for
natural gas, pipelines for liquid fuels, repeating station networks etc.;
- any other objectives, which affect or can affect the security of the flight.
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4.8. APPROVAL CONDITIONS OF THE TECHNICAL DOCUMENTATIONS FOR


CONSTRUCTIONS, FACILITIES, ACTIVITIES ETC. IN THE AREAS WITH
CIVIL AVIATION SERVITUDES
The approval conditions of the technical documentations for constructions, facilities, activities
etc. in the areas with civil aviation servitudes are specified in the civil aviation regulations in
force.
The approval conditions of the technical documentations for constructions, facilities, activities
etc. in the areas with civil aviation servitudes apply to ensure the corresponding protection of the
respective areas and of the objectives intended for civil aviation, in the public interest of the
security of air traffic.
Each area protected in aviation interest is customised by form and dimensions/extremities, by the
civil aviation servitudes under which it is, as well as by the permitted use regime, compatible
with the respective servitudes and with the development and/or modernisation programs/projects
in the field of civil aviation.
The special technical control of the objectives (constructions, facilities, activities etc.) in the
areas with civil aviation servitudes is performed by AACR by means of the permits issued,
according to the legal norms in force, to the technical documentations (including feasibility
studies, execution/installation projects etc.) of the respective objectives, as well as by means of
the specialised database which includes the relevant characteristics of the objectives involved.
For the safety of the flight, it is mandatory that the Romanian Civil Aviation Authority (AACR)
evaluates and approve the technical documentations related to all the objectives (buildings,
structures, pillars/piers, chimneys, cranes, trees etc.) which exceed the regulated height for the
reference areas specified above, as well as to all the objectives (installations, facilities, activities
etc.) located in the areas with civil aviation servitudes and which, by their presence or operation,
can represent obstacles for the air navigation or can affect the operational performances of the air
navigation and meteorological means.
The procedures for the issue of AACR permits for the technical documentations for the
objectives in areas with civil aviation servitudes is the object of the RACR-PMA-1 regulation
(current edition).
AACR can impose additional local conditions, determined by specific, particular aspects,
including the verification from flight of the effects of some objectives/obstacles on the
operational parameters of the air navigation means (radio-navigation, communication,
supervision equipment/systems), according to the provisions of the applicable national and/or
international aviation regulations.
In order to declare the areas with civil aviation servitudes and to establish the corresponding
protection regime, it is necessary that the authorities of the local public administration include
these areas in the zonal urban plans and integrate the specific data regarding the form,
dimensions/extremities, restrictions, obligations, use conditions/possibilities (including the
structure of the agricultural crops and their exploitation means on the lands bordering the
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aerodromes, to discourage and avoid the attraction of birds and wild animals) etc.
If the civil aviation servitudes areas extend over more administrative-territorial units, it is
necessary that the specified procedure be developed by each of the authorities of the local public
administration involved, according to the areas under their administration, so that the continuity
of the respective areas and the unit of the protection regime established is ensured.
It is forbidden to place and perform constructions, facilities, installations, equipment and other
new objectives in the civil aviation servitudes areas, as well as to perform activities which affect
or can affect the safety of the flight, without the approval of AACR.
The AACR specific approval must be renewed if:
- the construction-mounting works did not start within one year from the issue of the
respective permit;
- the site, characteristics of the objective and/or performance/use conditions, initially
approved, are modified;
- the beneficiary of the objective changes.
In civil aviation interest, for the security of the flights, it is necessary that the authorities of the
local public administration issue the Construction permits in areas with civil aviation servitudes
based only on the permits issued by AACR, by fully observing the requirements/conditions
specified in the respective permits.
The performance/installation, maintenance and supervision of the marking for day time and
buoyage for night time is ensured by the holders of the respective lens.
The holders of the light buoyage lens must ensure the well-functioning and correct using of the
buoyage for night time (putting into operation during the night, as well as during the day, when
there are conditions of reduced visibility).
The owners of the lands on which there are constructions, installations and/or facilities which
require marking for day time and/or buoyage for night time, must allow the access of the holders
of these lens in order to install, maintain and/or supervise the functioning of the respective
markings and beacons.

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5. TERRITORY AND TRANSPORTATION SYSTEM


Cluj-Napoca Airport is located in the Northwest Region of Romania. The Northwest Region
(Northern Transylvania) was created pursuant to law 151/1998 (amended by law 315/2004) by
the voluntary association of local public administrations of the following counties Bihor,
Bistrita-Nasaud, Cluj, Maramures, Satu-Mare and Salaj. It is not an administrative-territorial unit
and it does not have a legal personality. The region covers 14% of the Romanian territory and the
number of inhabitants, i.e. 2,71 million (12.7%) are ranked, at national level, on the fourth place
in terms of surface and population. It has a strategic positioning, as it stands for the entry gate in
Romania from the European Union and Ukraine and it is neighbored by Ukraine at North, by
Hungary at West, by the Central Region and Western Region at South and by the Eastern Region
at East. From geographic and scientific point of view, the region greatly corresponds to the area
known as Northern Transylvania, denomination that proves to be promoted as a regional brand
for tourism purposes and an investment promotion center.
Although the Region is crossed by seven European routes, it has a peripheral position in relation
to the European transport corridors. The connection with the important centers in the
neighborhood and with other regions is difficult, especially following the cessation of
Transylvania Motorway project.
The intensification and deepening of the social and economic trans-frontier cooperation was
supported in the period 2007-2013 by operational programs of trans-frontier cooperation:
Hungary Romania and Hungary Slovakia Romania Ukraine. In the national space, the
Northwest Region belongs to Macroregion 1 (NUTS1).
In order to exploit the development opportunities, the region must develop and modernize the
road, railway and air infrastructure as well as the intermodal transport system.
The Northwest Region is mostly covered by hills and mountains, but the plains and meadows are
also frequents. The natural frame is presented under the form of an amphitheatre descending
from East to West. The mountainous unit from the NE of the region continues to the S and W by
another mountainous area that includes Apuseni Mountains, which lies at the contact between
Cluj, Bihor and Salaj Counties. At NE we can encounter a first mountain range made of Gutai,
Tibles and Rodna Mountains, where the watershed between Somes and Tisa basins is formed.
Bargau and Calimani Mountains form the watershed between Somes and Siret drainage basins.
The hills and plateaux occupy the central area of the drainage basin and they form more units
well individualized: Bistrita, Nasaud and Sieu Hills and Somes Plateau. The central part of the
region is occupied by the hilly area overlapping Somes Plateau and Transylvania Plain, which is
crossed by Somes River.
The geographic area corresponding to plains comprises the West Plain belonging to counties
Bihor and Satu Mare, and the central part of the region, which is crossed by Somes River, is
represented by the hilly area overlapping Somes Plateau and Transylvania Plain.

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Figure 18 - Romania's Northwest Region (Source: Northwest ADR Natural Frame, November 2012)

In the Northwest development region, there are four registered and functional metropolitan areas:
-

Cluj-Napoca Metropolitan Area (comprises Cluj - Napoca Municipality and 18 contiguous


localities, of which the surface is 1,626 sq. km, of a population of 418,153 inhabitants).

Oradea Metropolitan Area (comprises Oradea Municipality and 11 contiguous localities, of


which the surface is 753 sq. km, of a population of 245,537 inhabitants).

Cluj-Napoca Municipality has the status of growth centre, while Oradea Municipality is an
urban development centre. Therefore, the projects included in the Integrated Development
Plan of Oradea Urban Development Centre are solely addressed to Oradea Municipality.

Satu-Mare Metropolitan Area comprises Satu Mare Municipality and 25 localities in the area,
of a population of 243,600 inhabitants.

Baia-Mare Metropolitan Area comprises Baia-Mare Municipality, 5 neighboring cities and


12 communes, which signed an association convention for the sustainable development of
the area (of a surface of 1,382 sq.km and 232,662 inhabitants). Baia-Mare Municipality also
has a growth centre status. In this region, we can also encounter the conurbations Turda Campia Turzii, Borsa - Viseu de Sus, Dej - Gherla, Stei Vascau - Nucet.

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5.1. POPULATION IN NORTHWEST REGION


Following 1990, a downgrade of urban centres takes place and starting with the second half of
1990, it was recorded an exodus of Hungarian and Germanic population from the significant
ethnic communities existent in the region (especially from Satu Mare and Bihor), followed by a
reversing of rural-urban migration in the second half of the nineties. This may be the cause of
reorganization of activities carried by State companies in the urban industrial centres.
Such influences led to a decline in the population of the cities located in the Northwest Region
by over 100,000 persons between 1992 and 2002. The most important decline was recorded in
the period 2002-2011, when the urban population of the region decreased from 1,406,399 to
1,290,889 persons (-115,510 persons, by 8.2%). In 2011, the total population in the Northwest
Region was of 2.6 million inhabitants.
The main cause for the population decline in the Region was the external migration, as
approximately 400,000 inhabitants in the region settled abroad. The cities that recorded the
largest number of emigrants were Vascau (45% of the population), Stei (41%), Negresti Oas
(41%), Campia Turzii and Turda (29%), Satu Mare (28%), Nasaud (26%), Simleul Silvaniei
(25%).
The six counties in the region comprise 42 cities and 398 communes (440 administrative units).
In terms of population, Cluj-Napoca Municipality has the largest number of inhabitants in the
region, as it results from the records regarding the population of the county capital cities in the
Northwest Region and of Mures and Alba counties. According to data recorded during the last
population census held in 2011, Cluj-Napoca Municipality is the second city in Romania in
terms of the number of inhabitants (317,953 persons), as it is the only city from the 8 county
capital municipalities within the analyzed area of which the number of inhabitants recorded
growth within the last decade.
On January 1st 2013, the population of Northwest Region counted 2,712,188 persons, which
represents 12.7% of the Romanian population, with a slight decline in the period 2008 2012
and such tendency is also maintained nowadays.
Population
Northwest Region
Total population
Romania

in

2008
2,724,176

2009
2,721,468

2010
2,719,719

2011
2,717,532

2012
2,712,188

21,528,627

21,498,616

21,462,186

21,413,815

21,355,849

Table 1 - Evolution of population in Romania and Northwest Region in the period 2008 2012 (Source:
Northwest RDA, Cluj County Council, National Institute of Statistics)

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Figure 19- Evolution of population in Romania and Northwest Region in the period 2008 2012 (Source: data
above; internal elaboration)

5.2. AIR TRANSPORT MARKET IN ROMANIA AND NORTHWEST REGION


The global economic and financial crisis, which determined negative evolutions of Gross
Domestic Product indicator for most of national economies in the period 2008 2012, also had
negative effects over the evolution of air transport market, which recorded important losses, both
in terms of number of transported passengers as well as in terms of freight volume.
5.2.1. AIR PASSENGER TRANSPORT
In Romania, according to airport traffic statistics supplied by NIS (National Institute of
Statistics), in 2012, the air traffic recorded a decline of 0.5% compared to 2011, following an
increase in 2011 of 6.5%, compared to year 2010. The total number of commercial air traffic
(with no transit passengers) recorded by IATA and LCC (Low Cost Carrier) companies in 2012
was of 10,727,847 passengers, compared to year 2011, when 10,782,712 passengers were
recorded.
The air passenger traffic did not regain its increase recorded in Romania in the period 2006
2008, recording a slight decline in 2009, of 0.2%, compared to year 2008 and of 0.5% in 2012
compared to 2011, as the decline rate was too small in comparison with the decline of air
transport market at international and European level.
In the table and chart hereinafter presented, we can identify the evolution of commercial air
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traffic for scheduled and non-scheduled flights, in the period 2008 2012, in Romania:

Passengers
Movements

2008
9,076,566
150,120

2009
9,092,853
160,047

2010
10,128,197
163,222

2011
10,782,712
151,511

2012
10,727,847
138,744

Table 2 - Evolution of air traffic in Romania (2008 2012) - Source: Civil Aviation Authority in Romania

Figure 20 - Evolution of number of passengers and movements in Romania (2008 2012) - Source: Romanian
Airports Association; internal elaboration

Although Romania recorded within the last years high growth rates in air traffic, it is still way
behind other countries, since the total traffic is much smaller than the one recorded in Great
Britain, the European Union State of the highest air traffic (201 million passengers), followed by
Germany (175 million passengers), Spain (165 million passengers), France (122 million
passengers) and Italy (116 million passengers) according to Eurostat 2011.
From the total of passengers recorded in 2012, 66% was generated by Bucharest (Otopeni 7,1
million passengers), followed by West Area (Timisoara 1.038 million passengers), by Northwest
Area (Cluj-Napoca 932 thousand passengers, Targu Mures 300 thousand passengers), by
Northeast Area (Bacau Airport 393 thousand passengers and Iasi Airport 170 thousand
passengers) and by Central Area (Sibiu 176 thousand passengers).

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Figure 21 - Top Romanian Airports according to the number of passengers recorded in 2012 (Source:
Romanian Airports Association; internal elaboration)

The airports in Cluj and Timisoara are the only airports in the country (except for the two
airports in Bucharest) that exceeded the threshold of 1 million passengers in 2011, but ClujNapoca dropped below this threshold in 2012. From the analysis of the number of passengers
recorded in the first semester of 2013, it results that Cluj-Napoca Airport is on the second place,
after Bucharest, outrunning Timisoara Airport.
5.2.2. CARGO AND MAIL TRANSPORT
At global level, following the international economic and financial crisis, the air freight activity
recorded declines within the last years. In 2012, a decline of 1.5% was recorded, following a
decline of 0.6% in 2011, and for 2013, IATA assesses an increase of only 1.4%.
In Europe, the situation is more alarming, as the crisis crossing Euro zone, the crises in Greece
and Cyprus and the increased price for kerosene determined, in 2011, an increase of only 1.5%
of the air freight activity and a decline of 2.9% in 2012, despite the 0.5% growth in capacity,
which leads to a very low load-factor of only 47%.
Boeing performed a forecast of the freight activity for the next 20 years and it considers that the
global annual growth average shall be of 5.2%, and Europe shall record a similar growth.
In Romania, the cargo and mail activity is less developed, as most of this traffic is carried
through Otopeni Airport.
The freight and mail quantity decreased in 2009 compared to year 2008, due to the international
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economic and financial crisis; yet, subsequently, it recorded constant growths, as you can notice
in the hereinafter-mentioned table and chart:

Figure 22 - Evolution of cargo and mail air traffic in Romania (2008 2012) - Source: Romanian Airports
Association; internal elaboration

Commercial
flights

Scheduled
flights

Non-scheduled
flights

Cargo and mail (tons)

2008
2009
2010
2011
2012
26,686
24,499
25,540
26,979
29,334

Loaded
Unloaded
Movements
Cargo and mail (tons)
Loaded
Unloaded
Movements
Cargo and mail (tons)
Loaded
Unloaded
Movements

8,928
17,758
150,120
26,234
8,698
17,536
131,727
452
230
222
18,393

8,790
15,709
160,047
23,826
8,545
15,281
144,029
673
245
428
16,018

9,903
15,637
163,222
25,055
9,663
15,392
149,195
485
240
245
14,027

10,851
16,128
151,511
25,884
10,275
15,609
138,264
1,095
576
519
13,247

12,447
16,887
138,744
28,201
11,875
16,326
128,871
1,133
572
561
9,873

Table 3 - Evolution of cargo and mail traffic, according to the type of flights - Source: Romanian Airports
Association; internal elaboration

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Figure 23- Evolution of cargo and mail traffic, according to the type of flights - Source: Romanian Airports
Association; internal elaboration

Figure 24 - Evolution of cargo and mail movements, according to the type of flights - Source: Romanian
Airports Association; internal elaboration

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Fourteen of the seventeen airports in Romania intend to build cargo terminals in the future.
Currently, there are five cargo terminals, two being located in Bucharest (Otopeni and Baneasa),
one in Timisoara and one in Arad. In other four airports Constanta, Cluj - Napoca, Satu Mare
and Sibiu, storehouses or neighbouring buildings are used for goods storage, or the goods are
unloaded or loaded directly into the means of transport.
The main companies that perform cargo flights in Romania are the following:
- TNT Romania, which operates flights from Otopeni (to Sofia, Munich, Liege), Timisoara and
Cluj-Napoca Airports;
- DHL International Romania, which operates flights from Otopeni (to Bergamo, Budapest,
Chisinau, Treviso) and Arad Airports.
- UPS Romania on Otopeni Airport (flights operated by Farnair Switzerland to Koln and
Katowice).
- FedEx Romania from Airports Otopeni, Timisoara, Arad.
- TAROM on Otopeni Airport.
- ABC Air Hungary operates flights for TNT on Cluj - Napoca and Timisoara Airports.
- Silver Air on Airports Cluj-Napoca and Timisoara.
From the total of cargo transport registered in Romania, 85% is recorded on Otopeni Airport,
while Cluj-Napoca Airport has a share of 3%.
Compared to year 2011, year 2012 recorded a growth of approximately 4% in terms of cargo
quantity by air transport in Romania. Cluj-Napoca Airport recorded a growth of 22%.

Otopeni
Timisoara
Constanta
Cluj-Napoca
Arad
Sibiu
Suceava
Craiova
Satu Mare
Baia Mare
Iasi
Targu Mures

2012 (kg)

2011 (kg)

23,671,500
1,459,000
1,105,000
910,267
775,430
5,312
4,203
4,000
2,450
1,728
1,140
932

21,826,000
3,281,472
156,000
744,928
872,700
39,087
0
0
1,261
345
10,024
1,307

Variations
2012/2011
8%
-56%
608%
22%
-11%
-86%

94%
401%
-89%
-29%

Table 4 - Evolution of cargo transport registered on the Romanian airports (Civil Aviation Authority in
Romania)
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Figure 25 Evolution of cargo transport registered on the Romanian airports (Source: Civil Aviation
Authority in Romania; internal elaboration)

5.2.3. TRADITIONAL AIRLINE COMPANIES OPERATING IN ROMANIA


Currently, in Romania, there are 21 operational traditional airline companies. Two of them
started their operation in the summer season of 2012: TAP to Lisbon and Air Malta to La
Valleta. Among those that recorded the highest number of flights and implicitly, the highest
number of passengers are the following:
- TAROM.
-

Air France KLM.

Lufthansa.

British Airways.

Carpatair.

5.2.4. LOW-COST AIRLINE COMPANIES OPERATING IN ROMANIA


At European level, according to data published, the low cost airline companies, members of the
European Low Fares Airline Association (ELFAA), transported in 2012 202,4 million
passengers, recording a 7.2% growth, compared to the 189 million passengers recorded in 2011,
when a 9.5% growth was recorded compared to the previous year. ELFAA has ten members:
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easyJet, Flybe, Jet2.com, Norwegian, Ryanair, SverigeFlyg, Transavia.com, Vueling, Volotea


and Wizz Air.
In Romania, the low-cost companies recorded in 2012 a total traffic of approximately 4.8 million
passengers, with Wizzair as leader on the market, with a number of 2,76 million passengers
transported. Related to the total of air traffic recorded on the Romanian airports in 2012, i.e. 11
million passengers, the low-cost segment represents 41% of this total.
Ten low cost airline companies operate in Romania: Blue Air (the only company on 100%
Romanian capital), Wizz Air (Hungary), Germanwings (held by Lufthansa), Ryanair (Ireland),
national Irish company - Aer Lingus, Air One (Italy), Windjet (Italy), Air Berlin (Germany),
Flydubai and Pegasus (Turkey).
5.2.5. AIR CHARTER TRANSPORT MARKET IN ROMANIA
Following the economic crisis, in the period 2009 2012, the charter flights market in Romania
recorded a decline, as the preferred destination of Romanian tourists was Romania due to their
reduced financial resources. The Data of the National Association of Travel Agencies (ANAT)
indicates that more than 60% of the tourists who chose Romanian destinations bought tourist
packages benefitting from discounts through the offers of the type special offers and early
booking discounts.
In 2012, TAROM Company recorded a number of 156,000 passengers on charter flights; among
the other companies that also operated on such flights are Pegasus, Aegean, Blue Air.
In 2012, there were by 5% more foreign visitors in Romania than in 2011, and 94% of them
came from the European Union, most of them from Germany, Italy, Poland, France, Great
Britain and USA. Nevertheless, ANAT considers that our country did not reach the attractiveness
level desired for foreign tourists, as the statistics indicate that their percentage as a whole is the
smallest from the entire European community.
In 2011, the preferences of foreigners travelling to Romania through the travel agencies were the
following: Danube Delta (+60% compared to 2010), cultural circuits, spa tourism (+16.5% of
foreign tourists compared to 2010), Black Sea Cruises (+20%), city break tourism, as Bucharest
was preferred especially by young tourists, as well as Black Sea.
5.3. AIR TRANSPORT MARKET IN CLUJ COUNTY
Cluj County is the capital of Northwest Development Region; in 2012, its population counted
692,819 inhabitants and its surface is 6,674 sq. km. The locality structure is composed of ClujNapoca Municipality, 4 municipalities of second rank, a city of third rank and 75 communes
comprising 420 villages.
According to the hereinafter-presented table, the population of Cluj County fluctuated very little
within the last 5 years and it counts approximately 700,000 inhabitants.

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Population
Cluj County

2008

2009

2010

2011

2012

692,021

690,590

692,339

694,136

692,819

Table 5 - Evolution of the population in the period 2008 2012 (Source: National Institute of Statistics,
Northwest RDA; internal elaboration)

Cluj County is one of the most dynamic counties in Romania from economic point of view. The
foreign investments in the county reach a very high level, as the main investors come from
Germany, Hungary, Netherlands, Spain and Italy. 5,099 companies are registered with foreign
ownership, which represent 8.5% of the total companies registered in the database of the Office
of Trade Register. Most of the companies activate in the field of trade.
In 2012, approximately 46,179 companies activated in Cluj County (a growth of 10% compared
to 2011), being only exceeded by Bucharest Municipality, where 186,000 companies activated
from the total national of 930,000 companies.
The road infrastructure of Cluj County was in 2011 of 2,720 km in length, of a minor growth
compared to year 2005 (2,633 km). The road density is of 40,8 km /sq. km, which situates Cluj
on the second place in the region after Salaj County. Cluj County does not dispose of an
appropriate network of motorways and highways; the execution of Bucharest-Bors highway may
lead to the economic and logistic development of the region at to shortening of the transport
times between the main centres of the region.
The County is crossed by the European Route E60 Hungary Oradea Cluj Brasov, by E576
Cluj-Napoca Dej, by E81 Satu Mare Zalau Cluj - Napoca Brasov Bucharest and by E58
Cluj-Napoca Dej Bistrita Baia Mare Vatra Dornei.
The County and Communal routes are 2,197 km in length.
The road infrastructure, even if from the point of view of its length is appropriate in relation to
the size of the county, is mostly made of two traffic lanes (except for the section of 52 km in
length pertaining to Transylvania Motorway). Due to this reason, distances are covered in a
relatively extended period (see the hereinafter-mentioned table).

Departure

Cluj-Napoca

Destination
Bucharest
Targu Mures
Sibiu
Alba Iulia
Bistrita
Oradea
Satu Mare

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Distance (km)
449
109
167
98
121
153
174

Duration
7hr 30 min
1hr 50 min
2hr 47min
1hr 38min
2hr 1min
2hr 33min
2hr 34min

Average Speed
60km/h
60km/h
60km/h
60km/h
60km/h
60km/h
60km/h
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Departure

Destination
Baia Mare
Deva
Brasov
Suceava
Timisoara
Arad
Budapest
Kiev
Vienna

Distance (km)
148
164
272
306
321
269
460
870
655

Duration
2hr 28min
2hr 44min
4hr 32min
5hr 6min
4hr 36min
3hr 49min
5hr 29min
14hr 30min
7hr 46min

Average Speed
60km/h
60km/h
60km/h
60km/h
71km/h
60km/h
84km/h
60km/h
84km/h

Table 6 - Route distances between Cluj-Napoca Municipality and the main neighboring cities (Source:
Northwest RDA, www.radpp.ro, County Directorate of Statistics, Cluj)

The rail network was in 2011 of 240 km in length, of which 129 km were electrified lines. The
rail density was of 36 km per 1,000 sq. km of territory. Nevertheless, the structure is degraded,
so that the travel time is increased, as the travellers prefer the road transport, which is faster and
which provides a higher number of travels to many destinations in the county and other counties.
It is here that the Regional Division of Railway Transylvania is centred.
The air transport is ensured by Cluj-Napoca International Airport, one of the main airports in
the country, ranked on the third place in terms of passenger traffic, after the airports in Bucharest
and Timisoara (in 2012) and on the second place, after Bucharest, according to AACR statistics
related to the first 6 months of year 2013. The airport has a strategic importance for the entire
region, as it is part of the Trans-European Transport Network TEN-T.
5.3.1. RAIL TRANSPORT MARKET IN ROMANIA AND NORTHWEST REGION
The advantages of rail transport in relation to other means of transport are the following:
- The freight transport is cheaper and it offers the possibility of transporting a larger quantity;
-

Power efficiency, given that the power consumption on the transport unit is 10 times more
reduced in comparison with road transport and three times more reduced than naval
transport;

It offers access to a larger category of persons, not only to automobile holders;

Less environmental pollution, as the quantity of air polluting emissions is only 10% of the
pollution generated by the other means of transport;

Increased safety, on the second place in terms of passenger safety, after the air transport;

It provides a higher degree of freight integrity during transportation, within the context of a
smaller damage risk compared to other means of transport.

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Given the extraordinary safety level and its reduced pollution level, the European Union places
particular emphasis on the development of this means of transport and on the foundation of a
unique rail transport market. Nevertheless, there are certain difficulties in the achievement of this
project due to differences between countries in terms of gauges, supply voltage, signalling
systems.
There are significant differences between the Member States: between 2000 and 2009, the rail
passenger traffic in EU-15 increased by 16%, as the countries such as UK, Belgium, Sweden
recorded over 30% growths. In exchange, countries as Romania, Lithuania and Bulgaria
recorded massive declines of approximately 35%.
In the period 2000 2009, the rail freight transport travels in EU-12 countries recorded a 15%
decline, as Romania, Bulgaria, Czech Republic, Slovakia and Estonia recorded more than 25%
falls in the volume of freight transported in the national rail transport.
In the preamble of the chapter about the infrastructure within the EU multi-annual budget project
for the period 2014 2020, it is stated: Europes economic future requires intelligent,
sustainable and fully interconnected transport networks, both in terms of digital networks of
passenger and freight transport as well as transport of energy resources. This project envisages
the amount of 21.7 billion Euros (to which 10 billion Euros shall be added for transport
infrastructure from the Cohesion Fund) for the development and modernization of the transport
network in the European Union, and yet, this amount is not enough considering the very high
disparities between East and West Europe.

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Figure 26 - Railway network in Romania (source Ministry of Transport)

In Romania, the total length of the rail network is of 20,210 km of railway lines, which belongs
to the Romanian State and its territory is crossed by corridors TEN-T IV and IX.
At present, following countless restructurings, starting with 1998, there are three large State
owned trade companies:
1. National Railway Company C.F.R. S.A., which is the administrator of rail infrastructure;
2. National Company of Rail Passenger Transport C.F.R. Calatori S.A., which is the national
operator of rail passenger transport;
3. National Company of Rail Freight Transport C.F.R. Marfa S.A., which is the national
operator of rail freight transport.

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Figure 27 - Distribution of rail network in Romania in 2012 (source: Romanian National Institute of
Statistics)

The infrastructure has faced a continuous degradation within the last two decades; apart from
decommissioning of certain railway lines and reduction of the number of fittings, a considerable
increase of travel time is added. All such factors led to a fall in using the rail transport in favour
of other means of transport, especially road transport.
Within the last years, in the period 2009 2011, some modernization works were executed,
especially in the section Curtici-Brasov, by means of three major projects among which 2 were
signed, and the third it was, at the middle of 2012, in the assessment phase. The works carried
out led to increase of the maximum traffic speed to 160 km/h for passenger trains and to 120
km/h for freight trains.
According to the obligations assumed by Romania, TEN-T central network must be modernized
in its entirety, in order to reach the operational speeds of 160 km/h and /120 km/h, so as to
ensure the optimal connectivity between Central and West Europe and Constanta Harbour.

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Figure 28 - Modernization plan of railway network (source CFR internet site)

The modernization and development of national rail infrastructure aims to obtain the interoperability of this infrastructure outside TEN-T priority axes, by modernization of some railway
sections and by rehabilitation of certain CFR railway stations, of certain bridges and tunnels.
The rail network comprises approximately 1,100 railway stations (including halts), which hold
an important role both in the transport system as well as in the sphere of public interest of each
county or city in Romania. The current state of most of the railway stations is precarious, reason
for which a project intends to be implemented for the modernization of railway stations, aiming
to rehabilitate and modernize the railway stations in two phases: the first phase consists of 16
stations and the second phase consists of 5 stations, with the execution period 2012 2015. In
2012, agreements were concluded for the modernization of 15 railway stations and 17 tunnels
and railway bridges.

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Figure 29 - Romania - Railway network (source CFR internet site)

5.3.2. RAIL PASSENGER TRANSPORT


In Romania, road traffic holds the highest weight factor (78.7% in 2012) in the total traffic of
transported passengers, followed by rail traffic (17.8%), air traffic (3.4%) and naval traffic
(below 0.1%). From the hereinafter-presented chart, it results that the growth tendency within the
last years was recorded by road and air transport to the detriment of rail and naval transports.

Figure 30 - Weight factor of each means of transport in passenger traffic and their evolution in the period
2006-2012 (source: National Institute of Statistics; internal elaboration)
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The evolution of the main indicators thousand trains km, thousand seats provided km and
thousand passengers recorded by CFR Calatori Company in the period 2007 2012 is
hereinafter presented.
Indicators
thousand trains km
thousand seats provided km
Thousands pax

2007
67,117
24,012
85,753

2008
66,286
22,586
75,343

2009
64,144
20,987
65,538

2010
60,004
19,033
57,670

2011
60,554
17,338
53,452

2012
56,999
14,644
48,767

Table 7 - Evolution of physical indicators recorded by CFR Calatori in 2012 (source: CFR activity report in
2012)

The graphic of the hereinbefore-mentioned indicators identifies that they had a negative
evolution within the last 5 years, according to the following chart:

Figure 31 - Evolution of physical indicators recorded by CFR Calatori in 2012 (source: CFR activity report in
2012)

As regards the evolution of indicators average trains/day and passengers-km (million)


recorded by CFR Calatori in the period 2007 2012, they also recorded a fall, more emphasized
for passengers km travelled.
Indicators
Trains/day
million pax km

2007
1,603
7,417

2008
1,686
6,877

2009
1,556
5,975

2010
1,577
5,248

2011
1,589
4,814

2012
1,438
4,148

Table 8 - Evolution of indicators average trains/day and passengers-km (million) recorded by CFR
Calatori in the period 2007 2012 (source: CFR activity report in 2012)

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From the chart presented below, we identify that while the number of trains per day is relatively
constant, the number of passengers recorded a negative evolution.

Figure 32 - Evolution of indicators average trains/day and passengers-km (million) recorded by CFR
Calatori in the period 2007 2012 (source: CFR activity report in 2012)

The descending evolution is a consequence of current social and economic conditions, but also
of the rehabilitation works to the rail infrastructure. These factors determine the orientation of
passengers to another means of transport especially to road transport, as it is cheap as well.

5.3.3. RAIL FREIGHT TRANSPORT


The evolution of cargo transport volume (tons) in Romania, in the period 2006-2011 are resumed
in the following chart:

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Figure 33 - Evolution of cargo transport volume (tons) in Romania, in the period 2006-2012 (source:
Romanian National Institute of Statistics; internal elaboration)

On the market of rail freight transport there are CFR Marfa and other 19 private companies. It is
identified that most of the shares are held by CFR Marfa (approximately 50%), followed by GFR
(25.15%), while the other 18 competitors hold approximately 25%.
The market shares of the main operators are the following:

Figure 34 - Market shares of rail freight transport companies (source: CFR activity report in 2012; internal
elaboration)

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From the analysis of inter-regional flows, we can notice that while the largest volume of freight
traffic in the Northwest Region is carried with the Central Region, the lowest freight exchanges
are carried with the Southwest, Northeast, South Muntenia and Southeast Regions.
Unloading region
Loading
region

Northwest

Centre

Northeast

Southeast

South
Muntenia

BucharestIlfov

Southwest

West

Centre

52,500
114,895

8,077
482,873

14,347
164,463

56
41,369

31,781
16,750

12,005
85,952

52,902
38,581

Northeast

47,474

67,230

213,377

471,491

2,781

50,539

75,477

Southeast
South
Muntenia
BucharestIlfov
Southwest

85,500

757,438
187,605
1,484,11
3
142,505

233,267

4,979,636

443,954

62,493

91,564

64,206

29,731

48,991

31,585

142,335

377,049

44,233

22,843

18,028

4,890

48,542

29,451

2,373

9,015

19,091

28,815

2,467

43,067
139

346,010
23,646

46,986
20,456

72,397
21,283

127,035
14,465

36,184
7,536

256,807
20,454

13,627
126,465

Northwest

West

Table 9 - Analysis of rail freight traffic per regions (source: ADR-Vest)

The regional structure of the rail freight traffic (tons of freight) shows that most of it is held by
the Central Region (81%), followed by the Northwest Region and West Region, each holding 6%
of the traffic recorded by the 8 regions is hereinafter reflected:

Figure 35 - Market shares held by Romanias Regions in the rail freight transport (source: RDA West;
internal elaboration)
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5.3.4. RAIL TRANSPORT IN THE NORTHWEST REGION


In the Northwest Region, the length of the rail network in 2011 reached to 2,142 km, of which
312 km were electrified lines (15%), and 244 km double lines (11%). The rail network is denser
than the national network (49 km/1000 sq. km compared to 45 km/1000 sq. km), reaching
densities above average in Bihor, Bistrita-Nasaud and Satu-Mare Counties and below average in
Salaj, Maramures and Cluj Counties.

Figure 36 - Railway network close to Cluj-Napoca (source Harta generala retea CFR)

From the point of view of the length of electrified lines, Northwest Region is on the last place at
the country level, recording a weight factor of only 7.7% from the national network and 18%
from the total lines in the region, given that the region is the territory of Romanias
infrastructural connection with the West of Europe. The rolling stock is still insufficient.

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Figure 37 - Rail network in the Northwest Region (source: North-West Development Region Agency)

The evolution of the number of km pertaining to the rail infrastructure, according to the types of
lines (simple, electrified, double) in the period 2007 2011 in the Northwest Region and
Romania indicates that while at national level, it slightly modified, in the Northwest Region it
maintained at constant parameters on the entire period analyzed.
Lines Type
Simple lines (Km)
Electrified lines (Km)
Romania
Double lines (Km)
Simple lines (Km)
Northwest Region Electrified lines (Km)
Double lines (Km)

2007
10,639
3,974
2,909
1,586
312
244

2008
10,646
3,974
2,909
1,586
312
244

2009
10,645
4,002
2,909
1,586
312
244

2010
10,645
4,020
2,909
1,586
312
244

2011
10,638
4,020
2,909
1,586
312
244

Table 10 - Evolution of rail infrastructure according to the types of lines in the period 2007 2011 in
Romania and Northwest Region (source: Northwest PDR 2014-2020; version May 2012)

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6. CLUJ-NAPOCA INTERNATIONAL AIRPORT


The civil airport of Cluj is established in April 1, 1932 and the route Bucharest-Cluj is open on
May 1, 1933, line served by L.A.R.E.S (Romanian State Airlines) with Junkers 13 planes, having
a capacity of 5 seats. In September 11, 1933, Cluj Airport was declared International Customs
Airport by opening the first international line Prague-Bucharest-Cluj.
December, 2010, the passengers of the Cluj-Napoca airport reach, for the first time, the number
of 1 million and on September 2011 began the building of a new 3500 m runway (Phase 1
2,100 m). The new runway will have 45 m width, up to 60 m with shoulders.
On 2011 for the second consecutive year, Cluj-Napoca International Airport registers 1 million
passengers.
For more information see attachments at the end of the chapter:
- aerodrome chart - ICAO;
-

instrument approach chart ICAO (ILS/DME RWY 26);

instrument approach chart ICAO (PAR RWY 08);

LRCL.

Figure 38 - Cluj-Napoca International Airport - 2013 (source Cluj-Napoca airport)

6.1. LOCATION AND RELATIONS WITH THE TERRITORY


The Cluj-Napoca airport is located in the North-East region of Romania. The region covers 14%
from the Romanian territory and it is located on the fourth place at national level from the point
of view of surface and population. It is strategically positioned, being the entry gate in Romania
from the European Union and Ukraine and it borders on Ukraine in North, on Hungary in West,
on the Centre and Western Region in South and on the Eastern Region in East.

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Figure 39 Main roads map (source romaniatourism.com)

Figure 40 - Rail map (source romaniatourism.com)

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Cluj-Napoca Airport is located in Someseni district at the far eastern of the city . The airport
premises is bounded on the west by Becas Creek, at north of the Somesul Mic River, at east of
the Zapodiei Valley and at the south of the Traian Vuia Route, which is part of the national road
DN 1C, Cluj-Napoca, Dej, Baia Mare route.
The site of the objectives of the proposed investment is:
- the Cluj-Napoca International Airport area;
-

the CFR area, situated between the railway and Cantonului Street respectively the CFR
marshalling yard area from Apahida.

Also, connections between these areas will be developed, for these connections being considered
the ring road Apahida Vlcele, DN1C (Traian Vuia Street) and the railroads opposite to the
airport.

Figure 41 - Cluj-Napoca International Airport is located east of the city (source Google maps)

Geographically, the relief formed of hills and mountains is predominant, but the plains and grass
lands are also frequent. The natural framework is presented as a coliseum which descends from
east to west.
The mountain unit from the N-E of the region is continued towards S and W with another
mountain area which includes the Apuseni Mountains, developed at the contact between the
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counties Cluj, Bihor and Salaj. In N-E, a first mountain chain can be seen, formed of the
Gutiului, ibleului and Rodnei Mountains, which form the cut-water between the Someului
and Tisei basins.
Brgaului and Climani Mountains form the cut-water between the Some and Siret
hydrographic basin. The hills and plateaus occupy the central area of the hydrographic basin and
form more well-individualised units: The Bistriei, Nsudului, Sieului hills and the Somean
plateau.
The central part of the region if formed by the hills area superposed to the Somean Plateau and
to the Transilvania plain, crossed by the Some River.

Figure 42 - Physical Map (source: romaniatourism.com)

6.2. CONNECTIONS TO THE AIRPORT


Currently there is no rail link to the airport and the accessibility of goods and passengers is only
by road. In particular, the passenger can get to the airport either by the use of private vehicles or
using public transport (bus and taxi).
The airport relies on a provision of parking to meet the different categories of users. Overall,
today's parking spaces available inside the airport are approximately 3,000 and covers an area of
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about 130,000 square meters..


In general, the airport has a good vehicular access respect to the center of the city and the
neighboring countries in particular toward Sibiu, Tirgu Mures, Bistria, Baia Mare, Zalu - Satu
Mare and Oradea.
For the future, the PUG foresees the development of new connections to the A3 motorway
towards the south-west, while, on a local scale, is planned some bypass whose purpose is to
decrease the traffic along east-west axis that connects the city to the airport.

Figure 43 - Road network in northeast Romania around the city of Cluj (source: Google Maps)

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Figure 44 Traffic Scheme proposals (source: PUG Cluj-Napoca)

The airport is located 8 km east of the city centre on the European route E576. The drive from
the city centre takes about 20 minutes. Passengers driving to the airport can use the car park
located in front of the terminal building. For visitors, car rental services are also available in the
terminal building and there are usually a wide range of taxis waiting in the airport car park, just
off the terminal building.
The airport bus stop is approximately 100 m from the terminal building. RATUC, the local
public transport company, operates its Route No. 8 that connects the airport with the Mihai
Viteazul Square in the city centre. The No. 8 bus runs every 30 minutes and the travel time
between the airport and the city centre is approximately 30 minutes.

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Figure 45 - RATUC bus route 8 (source Wikipedia)

6.2.1. TERRITORIAL CONTEXT


Romania wants a Master Plan for the development of transport infrastructure, document which
will be based on the estimation of transport demand and traffic flow until 2030.
Under the circumstances, there is a need to elaborate and develop a national transport model, to
estimate the prospective transportation demand and traffic flows, by modes of transport, for
medium and long term, namely 2015, 2020 and 2030, in order to identify and prioritise the
transport policy measures and transport investment projects. Estimating the socio-economic
evolution impact over the mobility level for people and freight, the effects of the implementing
transport policy measures and transport investment projects is another decisive factor in the
elaboration of the Master Plan.
For an efficient transport system that should answer the mobility demands both on the freight
segment and on the passenger one, there is a need to implement projects related to transport
integration, to infrastructure quality increase.
The execution of the Master Plan for transports has a special importance for the infrastructure
optimisation, especially for the railway infrastructure shifting the freight and passenger flows
from roads to the railways, making them more efficient and increasing the international
commercial activities at the same time.

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Figure 46 - Romanian 2020 Railway Platform and long term strategy

6.2.2. CRITICAL ISSUES FOR FUTURE DEVELOPMENTS


The main issues to solve for improving intermodal functions are the following:
- Extended time and increased costs needed to process freight transfers between plane train
and train truck due to different container systems and due to the necessity of additional
manipulation of the freight;
-

Low air cargo traffic at present on Cluj-Napoca International Airport;

Currently, there is a low coordination level between train schedule and the schedules of
airline companies (27% of the trains passing through Cluj-Napoca cannot have any
connection with the air transport, 21% of the air flights can connect to less than 5 trains and
other 21% of air flights face a major unbalance between the connections to the train for the
departure flight and the connections for the arrival flight);

Lack of a high speed connection with the future Transylvania Motorway;

Lack of qualified personnel for the operation of such a centre;

Increase of airports security costs for Cluj-Napoca International Airport due to additional
areas of activity and due to new access points.

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Relatively low quality of rail transport infrastructure in the country and Cluj Area and
insufficient investments for rehabilitation and modernization of this infrastructure;

High tariffs for the use of rail transport infrastructure favours transport routes through Serbia;

Reduction of the competition between rail operators if CFR Marfa is purchased by GFR
Company;

High sensitivity of air cargo transport to the evolution of national and international economy;

Declining tendency within the last years of the volume of air freight transport at European
level;

Low promotion of the intermodal transport in Romania and reluctance of certain clients in
using this type of transport.

6.3. THE AIRPORT IN NUMBERS


The data transport passengers begin to be significant since 1996. From this moment thanks to the
investments made and the strategic position of the city of Cluj and its airport, there was a very
clear growth trend.

Figure 47 - Passenger growth since 1996 (source Cluj-Napoca airport)

Between 2007-2010, Cluj-Napoca International Airport has registered high growth rates of
passenger air traffic. This increase was caused by the achievement of an effective and efficient
management, by adoption of marketing strategies that generated the development of air traffic
and attraction of new air operators on Cluj market (Wizz Air, KLM, Lufthansa).
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A slight decline was recorded in 2011 and 2012 due to both global and regional economic crisis,
as well as to the fact that in this period works were carried for the modernization of the airport
infrastructure, which determined the closure of the airport for a limited period and the shifting of
the traffic on Targu Mures Airport.

Figure 48 - Total and international passenger traffic evolution at Cluj-Napoca International Airport in the
period 2007 2012 (source Cluj-Napoca airport; internal elaboration)

In 2011, Cluj-Napoca International Airport reached the threshold of 1,000,000 passengers for the
second consecutive year, proving again to be one of the most important airports of Romania and
the main airport serving the Northwest region of the country.
The highest growth rates were recorded on international flights, following the entry on the
market of new airline companies and new destinations.
The only company operating domestic flights is TAROM Company, with flights to Bucharest
and temporary flights to Constanta.

Total
number
of
passengers
International number of
passengers

2007

2008

2009

2010

2011

2012

390,521

752,181

834,400

1,028,907

1,004,855

931,999

267,039

567,997

670,306

818,700

819,032

756,385

Table 11 - Evolution of total and international passenger traffic at Cluj-Napoca International Airport in the
period 2007 2012 (source: Cluj-Napoca airport website)
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For 2013, the Airport announced the opening of new destinations, as the network of routes
served by the airport is about to develop to Prague and Tel Aviv.
In consequence, in 2013 the number of passengers is expected to grow significantly, mainly on
external routes. For the first semester of 2013, Cluj-Napoca International Airport is ranked on the
second place (465,133 passengers) in the top airports in Romania, after the National Company of
Bucharest Airports (which recorded 3,489,698 passengers) and ahead of Timisoara International
Airport (which recorded 388,440 passengers).
Through its marketing and commercial policy, the airport fostered both the operation of IATA
traditional companies (of which TAROM holds the largest weight factor) as well as the operation
of low cost companies (the commencement of Wizzair Companys operation resulted in
fosterage of the traffic in the region and triggered very high growth rates).
TAROM S.A. airline transport company operates from Cluj-Napoca airport regular domestic
flights to Bucharest (31 flights each week) and regular external flights to Vienna (5 flights each
week). In the past, TAROM Company also operated to the following destinations: Frankfurt,
Madrid, Constanta; such flights were cancelled due to the flights lack of profitability (according
to the Companys representatives). The traffic to such destinations was taken over, to a great
extent, by Wizz Air and Lufthansa Companies, or it shifted to other airports (mainly Budapest).
Besides TAROM Company, the following companies operate on Cluj-Napoca Airport:
Lufthansa, with flights to Munich and Wizz Air Company, with flights to the following
destinations: London, Madrid, Rome, Bergamo, Dortmund, Barcelona, Paris, Bologna, Pisa,
Bari, Valencia, Zaragoza, Treviso, Palma de Mallorca, Charleroi, Eindhoven.
From the analysis of market share held by the airlines in the total of passenger air traffic
boarded/un-boarded on the airport in 2012, it results that most of the passengers are brought by
Wizzair (68%), followed by TAROM (22%) and Lufthansa (10%).

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Figure 49 - Market share of scheduled flight airlines operating from Cluj-Napoca International Airport
(2012) - Source: Cluj-Napoca International Airport; internal elaboration

6.3.1. CURRENT STATUS OF THE AIRPORT AND PROJECTS IN PROGRESS


Cluj-Napoca International Airport (R.A. Cluj-Napoca Airport) belongs to the category of modern
regional airports in Europe, being the third largest airport in Romania in terms of passenger
traffic.
In its evolution, the airport experienced a continuous development and modernization to
synchronize with air traffic growth, with increasingly advanced performances of aircraft,
passenger requirements and national regulations or international standards specific to the airport.

Figure 50 - Cluj-Napoca International airport (source Cluj-Napoca airport)

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6.3.1.1.A new runway


On 8 September 2011, works began to build a new runway at Cluj-Napoca International Airport.
The works for building the first 2,100 m of track represent the first stage of investment, whose
objective is the building of a new runway of 3,500 m. It is the first runway to be built in Romania
in the last 50 years. The old runway dates back to 1968 and has a width of 30 meters. The new
runway will be 45 m wide, up to 60 m with shoulders. The project is part of a comprehensive
investment program launched by the Cluj County Council, which is currently running at the
airport and plays an important role in supporting regional development and growth of passenger
traffic in the medium and long term.
6.3.1.2.Airport movement surfaces
It is aimed to extend the boarding platform - the actual one has a length of 450 m, ensuring an
additional seven parking spaces for B737 - 900, A-321 or MD-90 aircraft type. In extending the
takeoff run, perpendicularly to the runway, it is necessary to build a platform for de-icing / antiicing, as currently this action is carried out on the existing platform.
The aim of this project is, on the one hand, to create a higher capacity of aircraft parking, and a
fast clearance of the runway for smooth movements on the track, and on the other hand, to
facilitate de-icing / anti-icing of a greater number of aircraft simultaneously, and create a space
with a higher capacity for aircraft parking.
6.3.1.3.A new control tower
Once the new 3,500 m runway is completed, it is necessary to build a new control tower, taking
into account the visibility required by air traffic controllers, the obstacle clearance design and the
possibilities of intervention if roll-off trucks in case of emergency. The new control tower is
designed to ensure air traffic safety and visual surveillance of airport activities on a much wider
area. Cluj-Napoca International Airport together with ROMATSA and the designer chosen will
identify in the next period the optimal location for the new control tower, to ensure ROMATSA
requirements on usable area, visibility over the movement area, separate entrance and parking for
the vehicles, so as not to affect future airport development projects and to meet the height
requirements upon returning to operation under the current runway.
6.3.1.4.Security perimeter road
It is aimed to build a perimeter road for the new airport infrastructure including new targets of
investments achieved.
Once the site is organized to achieve the investment objective "Runway of 3,500 m (2,100 m
Phase I) and associated movement surfaces", the existing security perimeter road located in the
north where the site for the implementation of the new runway is set up, was disposed together
with the related systems (CCTV, microwave and infrared barriers, perimeter security lighting).
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Taking into consideration the ICAO standards and recommendations and domestic legislation on
airport security, providing airport security conditions is mandatory, by creating a new security
perimeter road with associated technical systems.
6.3.1.5.Platform security lighting, 2nd phase, on the east side
It is envisaged the design and installation of pillars containing nacelles with lighting reflectors
for nighttime for the passenger boarding platform.
The location of pillars will be located on the south-east of the future expanded platform for
boarding-disembarking passengers.
6.3.2. PASSENGER TERMINAL
In the 1960s, an extensive modernization of the airport began. In 1969, the new passenger
terminal was opened. By 1970, the airport was fully equipped with all of the safety facilities.
The airport remained a domestic airport until September 1996, when it was once again opened to
both international passenger and cargo traffic. The extension of the terminal building was also
started in 1996 and since August 1997 it is run by the Cluj County Council. By 2001, the
extension of the airport building was finished, the runway lighting system was modernized, and
the 1st category Instrument Landing System was implemented.
The construction of a new terminal, capable of handling 2 million passengers annually, started on
26 June 2007. The 10,812 sqm arrivals hall was inaugurated on May 22, 2008, followed by the
new departures hall, with a total area of 16,150 sqm, inaugurated in May 2009.
Technical and operational data of terminal are
ARRIVALS TERMINAL

Total area: 10,812 sqm


3 levels
3 lanes storage
Two processing streams passengers: domestic and
international (non-Schengen i Schengen)
- processing capacity: 2,000,000 passengers/year, 750
passengers/peak hour
- VIP lounge
- Commercial spaces
DESIGNERS: Association AMC-POOL-SEA-SMA

DEPARTURES TERMINAL

Total area: 16,150 sqm


3 levels
24 check-in counters
Two processing streams passengers: domestic and
international (non-Schengen i Schengen)
- Processing capacity: 1,500,000 passengers/year, 750
passengers/ peak hour
- VIP Lounge
- Commercial gallery
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- 3 gates

- Chapel
- 6 gates

Capacity of baggage handling system

Capacity aircraft parking platform

- Category C aircraft (for ex. Boeing 737, Airbus


A320)
- Category B aircraft (for ex. RTA, Focker, SAAB
2000)

2 collector lines
24 check-in counters
2 VIP check-in counters
2 baggage carousels in Terminal Departures
Integrated Security System (3 EDS)
Total processing capacity (3600 bags/ h) 1200 / EDS

Technical and operational characteristics


-

Operational capacity: 10 aircraft movements / hour


Type of traffic permitted: IFR / VFR
Track: 08-26: 2100 x 30 + 2 x 7.5m asphalt, 36 R / R / W / T
Platform: 10 aircraft parking stands (3 aircraft of B category and 7 of C category)
Means of rescue and fire fighting specific CAT 8 OACI
Schedule: 24/24 h

Figure 51 - The new terminal - departure hall (source: airport Cluj-Napoca website)
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6.3.3. TERMINAL CARGO


On Cluj-Napoca Airport, a relatively reduced volume of cargo and mail activity is recorded
because of the existence of a reduced number of cargo operators. The traditional passenger
airline companies transport low cargo quantities in the aircraft belly, while low-cost airline
companies do not provide such activities since they need a fast turnaround of the aircraft in order
to allow a maximum utilisation of the aircraft.
The main final clients of air cargo services in Cluj Area are the large companies Terapia,
Emerson, Fujikura, Bosch, deLonghi, and Panetone.
For example Bosh and DeLonghi are in TETAROM III and both Cluj-Napoca city centre and
airport district are identified as multi intermodal nodes.
The map also highlights the particular importance of The National Road - DN1 and Transylvania
Highway - A3 for the connection of Cluj to/from the rest of the country and TEN-T network.

Figure 52 Localization (green rectangle) of the main industrial/business infrastructures

Nevertheless, the largest part of cargo activity is carried out by trucks and just a small part is
transported by air, especially via Budapest and Otopeni.
Currently, the cargo flights are operated by the following companies:
- TNT, flights operated by ABC Air Hungary Company by Saab 340 aircraft, from Monday
through Friday, with destination Budapest
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Silver Air operates flights from Monday through Friday by Let - L410 aircraft, with
destination Budapest.

Cargo (kgs)
Growth rate

2008
1,085,193

2009
328,734
-70%

2010
357,846
9%

2011
744,928
108%

2012
910,267
22%

Table 12 - Evolution of cargo traffic on Cluj-Napoca International Airport in the period 2008 2012 (ClujNapoca International Airport; internal elaboration)

Figure 53 - Evolution of cargo traffic on Cluj-Napoca International Airport in the period 2008 2012 (ClujNapoca International Airport; internal elaboration)

The cargo and mail activity on Cluj-Napoca Airport mainly consists in dispatch of packages and
express courier, either to the new terminal for services operated by TAROM, or to the old
terminal for services operated by TNT and DHL.
The domestic cargo traffic recorded a decline because the only domestic flights are operated to
Bucharest.
The external cargo traffic is performed via Budapest and via Bucharest. The reduced volume is
due to the fact that most of the cargo is sent by road via Budapest or via Bucharest, as there are
only two external cargo flights with small capacity aircraft operated for TNT and DHL.
The three large international freight dispatchers existent in Cluj-Napoca: Schenker, Cargo World
and Kuhne & Nagel present the premises for the development of cargo activity in the area and
the construction of the intermodal transport shall be definitely appreciated by them, as it may
lead to increase of their turnover and client base.

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The evolution of mail activity recorded an important drawback following the cessation of Blue
Air flights, as this company had an exclusive agreement with the Romanian Mail Company.

Mail (kgs)
Growth rate

2008
6,436

2009
104,457
1523%

2010
85,691
-18%

2011
11,623
-86%

2012
67
-99%

Table 13 - Evolution of mail at Cluj-Napoca International Airport in the period 2008 2012 (Cluj-Napoca
International Airport; internal elaboration)

Table 14 - Evolution of mail at Cluj-Napoca International Airport in the period 2008 2012 (Cluj-Napoca
International Airport; internal elaboration)

Mail dispatches from Cluj area (2 4 tons per day) were mostly taken over by trucks and
transported to Brasov Selection Centre. Small mail external dispatches are sent to Budapest via
Oradea.
6.3.4. RAIL TRANSPORT IN CLUJ - NAPOCA MUNICIPALITY
Cluj-Napoca Railway Station is crossed by main lines CFR 300 and 401 and it is one of the
largest railway station in the northwest of the country in terms of passenger and freight volume.
It was modernized and it is close to the centre of the city, located north. Through Cluj-Napoca
Railway Station, approximately 54 trains arrive, of which 16 are high-speed trains, 4 Inter-City
trains, 25 accommodation trains and 9 Fast Trains.
Freight trains are mainly served by Cluj-Napoca East Railway Station.
The Intercity and Inter-Regio trains connect to the cities located at relatively large distances
(Bucharest, Timisoara, Iasi, Brasov) or Oradea and Satu Mare at small distances, while Regio
trains normally operate on short routes of local interest (Huedin, Teius, Bistrita, Dej, Jibou,
Beclean, Campia Turzii).

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Next table show distances between Cluj-Napoca Railway Station and the railway stations
connected to it.
Departure

Destination

Cluj-Napoca

Arad (via Alba Iulia)


Arad (via Oradea)
Brasov
Bucharest
Constanta (via Bucharest)
Craiova
Galati
Iasi
Oradea
Satu Mare (via Baia Mare)
Suceava
Timisoara
Belgrade
Berlin
Budapest
Chisinau
Kiev
Sofia
Venice
Vienna

Distance
(km)
332
274
331
497
722
375
641
458
152
252
322
330
508
1,260
400
588
1,116
1,033
1,252
670

Table 15 - Rail distances between Cluj-Napoca and major destinations

In 2012, the number of passengers transported through Cluj-Napoca Railway Station is assessed
to approximately 5,6 million passengers.
From the analysis of the indicators transported passenger by trains, transported freight by
trains, net tons km of transported freight and Tons of transported freight on 2 directions:
Cluj Apahida and Cluj Oradea, it results that within the last 3 years (2010 2012), the
number of transported passenger trains was maintained at relatively constant parameters, while
the number of transported freight trains dropped in both cases, in all indicators analysed.

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Cluj Apahida
Year
Transported passenger by trains (pax)
Transported freight by trains (pax)
Net tons km of transported freight (pax)
Tons of transported freight (pax)

2010
28,021
4,068
30,892,847
1,115,906

2011
27,520
3,698
28,176,924
1,032,942

2012
28,182
2,704
22,870,489
955,709

2011
16,016
1,109
7,053,077
259,882

2,012
16,546
811
6,861,147
226,713

Cluj Oradea
Year
Transported passenger by trains (pax)
Transported freight by trains (pax)
Net tons km of transported freight (pax)
Tons of transported freight (pax)

2010
17,057
1,220
7,867,854
287,772

Table 16 - Evolution of the main rail transport indicators in the period 2010 2012 on directions Cluj
Apahida and Cluj Oradea

6.4. COMPETITION ANALYSIS


Cluj-Napoca International Airport has a difficult situation in terms of the competition from other
airports, being surrounded by many airports of smaller or similar dimensions.
Although the Romanian air transport market recorded, especially after Romanias adhesion to the
European Union in 2007, high growth rates, above the average recorded at European level, the
large number of airports located in Romania, in relation to the total population, determines a very
high level of competitiveness, especially for the airports in the country.
In 2011, except for the airports located in Bucharest, i.e. Otopeni and Baneasa, there were only
two airports in the country that exceeded the number of one million passengers, respectively
Timisoara International Airport Traian Vuia and Cluj International Airport, and yet the latter
dropped in 2012 under the level of one million passengers, following the opening by Wizzair of
a new operation base on Targu Mures Airport.
6.4.1. DIRECT COMPETITION
The Direct Competition for Cluj-Napoca International Airport is represented by:
- Airports located in its immediate neighbourhood: Targu Mures Airport (TGM)
-

Airports located more than 150 km away: Budapest Airport, Sibiu Airport (SBZ), Timisoara
Airport (TSR), Oradea Airport (OMR), Baia Mare Airport (BAY), Satu Mare Airport (SUJ),
Bucharest Airports (OTP and BBU)

Some of their characteristics are summarize below.


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Distance from
Cluj-Napoca
(km)

Runway
(m)

2,100 (*)

932,000

Targu Mures Airport

102

2,000

300,427

Ferihegy International Airport Budapest

467

3,707

8,504,020

Sibiu International Airport

169

3,090

176,503

Oradea International Airport

164

1,800

40,494

Baia Mare International Airport

142

1,800

17,523

Satu Mare International Airport

171

2,500

19,289

Traian Vuia International Airport, Timisoara

335

3,500

1,038,410

Henri Coanda International Airport, Bucharest

437

3,500

7,101,712

Aurel Vlaicu International Airport, Bucharest

445

3,200

424,016

Airport
Cluj-Napoca

Passengers 2012
(number)

(*) The new runway of Cluj-Napoca (in progress) will have a length of 3,500 m

Figure 54 - Airport in competition: distance from Cluj-Napoca (internal elaboration)

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Figure 55 - Airport in competition: length of the runway (internal elaboration)

Figure 56 Airport in competition: number of passengers on 2012 (internal elaboration)


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6.4.2. INDIRECT COMPETITION


In Romania, passenger and freight road transport stands for an important competitor for the
airline companies, and implicitly for the airports. The major advantages are represented by the
fares charged to passengers and luggage in excess by road transporters (fares are lower and no
additional fees are added, as it is the case for air transport), as well as by the fact that passengers
are taken from home, since coaches have many stations on their route, in Romania and outside
the country as well.
The major disadvantage of road transport is nevertheless represented by the travel time,
especially for long routes: Spain, Great Britain, and Scandinavia.
The market of passenger road transport is dominated by two large operators: Atlassib and
Eurolines Romania. There are dozens of small transport companies as well, with 1-3 trips per
week, specialized especially for destinations such as Spain, Italy and England; most of them
operated from certain areas of the country, but some of them provide connections to many
regions in Romania.
Atlassib belongs to Atlassib Group, it holds a fleet of 1,150 coaches and it operates 160 offices
across Europe. It has daily departures from Cluj-Napoca to their entire European Network, which
contains hundreds of destinations in countries such as Spain, Italy, Germany, France, Belgium,
Netherlands, Scandinavia, Greece, England and Portugal.
The second large transporter on the market is Eurolines Romania, member of Eurolines Group,
which operates, on a daily basis, trips from Cluj-Napoca and from the most important localities
in the region.
The freight road transport is composed of cargo transport via express courier / transport and
logistics companies and of express courier companies. The significant companies present on the
Romanian market are the following: DHL, TNT, Fan Courier Express and UPS.
As in the case of passenger road transport, in Romania there are hundreds of companies
providing freight road transport services, as there is an extremely large range of offers; yet,
quality and transport conditions provided by them are precarious and they do not comply with
the current regulations imposed for passenger and freight transport activity.

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7. ENVIRONMENTAL CONTEXT
In Romania, according to the Government Emergency Ordinance 195/2005, approved by the
Law 265/2006 (Environmental Law), art. 11, it is necessary to apply for and obtain an
Environmental Agreement for new investments, including the installation of the type proposed in
the analysed project.
According to the legal text, Article 11, paragraph (2), "To obtain the Environmental Agreement,
public and private projects that may have significant environmental impacts, by their nature, size
or location, are subject to the decision of the competent authority for environmental protection,
to the assessment of the environmental impact".
The stage of framing these investments shall be in accordance with the provisions of the
Government Decision no. 445/2009 regarding the framework procedure for environmental
impact assessment for certain public and private projects and those of the Order no. 135/2010
regarding the approval of the methodology to apply the EIA procedure for public and private
projects.
In the Cluj-Napoca area, the vegetation features are closely related to specific physical and
geographical conditions and the extent of the area occupied by certain plant associations depends
on soil, exposure, etc.
The difference in altitude between the high and low areas and the differences of microclimate
conditions are able to determine a natural setting on vertical of the vegetation, and, therefore, all
vegetation floors starting with steppe and ending with higher mountain pastures are present in the
Cluj-Napoca area.
The works specified in the intermodal transport system designed for Cluj-Napoca Airport can be
found in Annex 2 of the law:
List of projects for which must be carried out the procedure for framing for the Environmental
Impact Assessment, at the following points:
3. Energetic industry:
a) industrial installations for the production of electrical and thermal energy and
technological steam, other than those provided in Annex. 1;
10. Infrastructure projects:
a) development projects of the units / industrial areas;
b) urban development projects, including the construction of shopping centres and car
parking;
c) construction of railways, other than those provided in Annex. 1 intermodal transhipment
installations and intermodal terminals;
e) construction of roads, harbours and port installations, including fishing harbours, other
than those provided in Annex. 1;
h) tramway lines, underground and surface railways, suspended lines or similar specific lines,
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used exclusively or mainly for passenger transport;


11. Other projects:
h) installations for the recovery or destruction of explosive substances;
13. a) Any alterations or extensions, other than those referred to point 22 of Annex, of the
projects provided in Annex 1 or in this Annex, already authorized, executed or in the process of
being executed, which may have significant negative effects on the environment.
Thus, the framing procedure is guided by the environmental authorities and the decision is made
either to carry out a full EIA procedure, with or without Appropriate Assessment or for a
simplified EIA procedure, with or without Appropriate Assessment.
7.1. ISSUES IDENTIFIED AND DISCUSSED IN THE ENVIRONMENTAL IMPACT
ASSESSMENT
Environmental and social issues identified and discussed in the Environmental Impact
Assessment (EIA) are:
- The quality and the quantity regime of water;
- The quality of the air;
- The waste management;
- The soil and the soil quality;
- Biodiversity and aquatic ecosystems;
- Noise and vibrations;
- Population and human health.

Figure 57 Airport Environmental context

Applying the same reasoning, the following categories of environmental issues or environmental
factors potentially affected are considered irrelevant for purposes of this analysis (i.e. implying
lack of potential impact due to project implementation): landscape / visual and respectively
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historical and cultural heritage. These two exceptions are derived strictly from the topographic
position of the target under consideration within an area of housing and services.
With reference to the noise and to the soil and subsoil, have also been developed specific depth
studies, which together EIA, have allowed the creation of a very important reference for the
subsequent design phase.
7.1.1. WATER QUALITY PROTECTION
Cluj-Napoca city is located in Someul Mic hydrographic basin, considered part of Some basin,
where Someul Mic river flows downstream of Dej city.
Analysing the existing situation of the work on these streams we have been found that Someul
Mic River has a higher degree of development upstream from the city of Cluj Napoca, due to the
hydropower development works, water supply and flood wave attenuation, or existing dams:
- Fntnele (gravity dam of rockfill).
- Tarnia (resistance with dam double curved arch).
- Someul Cald (gravity dam of concrete).
- Gilu (mixed gravity dam of concrete).

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Figure 58 - Hydrographic Network of Cluj County

The hydrological study drafted by the Water Basin Administration of Some Tisa Cluj and the
Hydrological and Hydrogeological Office and INMH Bucharest show the characteristics of the
maximum natural flows on the Someul Mic River and its tributary streams.
The Hydrographic basin in Cluj Napoca area is composed by the following water courses:
Someul Mic River as the main course defining the basin and the tributary streams that outlet
their waters in it, as follows:
Cadastral watercourses
Garbau Creek
Popilor Creek
Chinteni Creek
Tigani II Creek
Muratori Creek
Zapodie Creek
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Uncadastral watercourses
Calvaria Creek
Popesti Creek
Tigani I Creek
Becas Creek

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After analysing the entire course of the Someul Mic River, on the territory of Cluj-Napoca City,
results that development work is required to ensure the transport capacity of the riverbed and to
achieve the water course stability.
In this regard NA ROMANIAN WATERS - The Water Basin Administration Some-Tisa
proposed, on the administrative territory of Cluj-Napoca and Apahida village (villages Apahida
and Snnicoar), built-in area/outside the built-in area, the project called The arrangement of
the river Someul Mic in the municipality of Cluj Napoca, Cluj County - object Someul Mic
and its tributaries.
Through the proposed work there are performed arrangements of the sections of the course and
of tributaries which are crossing Cluj-Napoca and village Apahida, ensuring the removal of the
riparian zone from under the influence of the negative effects of floods, thus avoiding
degradation of existing work;
In the downstream sector of the city where it is located the international airport, there were
provided embankment works for the arrangement of the riverbed, in order to ensure flood
protection enclosures to the international airport of Cluj.
The right bank embankment on a length of L = 5100 ml has the role of putting in safety the
following objectives: Airport Cluj Napoca, Cluj Napoca Customs, National Road DN1C,
Snnicoar village.
In the airport area, also, it is proposed the regularization of the riverbed V. Beca on L = 1300
m, which includes deviating the route of the riverbed outside the protected enclosure and
increasing the transport capacity at the corresponding level of the calculation flow rate Q 0,1%.
7.1.1.1.Water supply and sanitation
Currently both the airport and in the cargo area and Train Station CFR Apahida passengers are
both sewerage networks and pluvial domestic wastewater, and water supply network for drinking
and fire fighting.
Domestic wastewater from sanitary use fitted to buildings are discharged into sewers network.
Rainwater collected from the roof of the buildings and roads and parking on the premises will be
collected and discharged into public sewerage network are either on their own green space.
Rainwater from the parking area will be passed through oil separator and then will be discharged
in the public sewer or on its own green space.
Rainwater on the track and braces are collected by a network of drains and gutters routed through
the sewers.

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7.1.1.2. Sources of wastewater generation


Sources of wastewater generation during execution
During the execution of works, the main sources of water pollution are:
- waste and results in the toilets and sanitation;
- wastewater from washing paddock technological losses that are deposited temporarily,
aggregates and other materials;
- wastewater at work cleaning machinery;
- rainwater leakage through the working site platforms;
- wastewater results from the preparation of construction materials.
Heavy traffic, determine various air pollutants emissions. Atmosphere is then washed by rains,
so air pollutants are transferred to other environmental factors (surface and underground water,
soil etc).
Yet unquantifiable quantities of pollutants that may be involved in groundwater by rain that
washes site platform but the project will reduce the amount of pollutants conveyed by rainwater
to storm sewers and / or through sewage in groundwater.
Sources of wastewater generation during operation.
Wastewater generated during the operation of the proposed objectives are:
- domestic wastewater from buildings;
- wastewater from cleaning of premises and facilities for loading / unloading;
- storm water on runways, taxiways and parking;
- storm water from buildings.
Domestic wastewater from sanitary use will be discharged into sewers network together with
domestic wastewater from aircraft.
Wastewater drainage from the building will be taken over and run through the gutter drains.
Rainwater that washes platforms roads / access roads in the area, will be collected by a network
of rainwater and run after a pre-treatment through an oil separator, respecting the laws in force
(NTPA 001 /2005) or drains or the water will be used for watering green areas.
7.1.1.3.Impact Forecast
Water impacts during execution
It is estimated that emissions of pollutants (traffic from specific site conditions, handling and
placing of materials) that come directly or indirectly into surface water and groundwater quantity
is not important and does not change the classification by quality of water.
Regarding the possibility of polluting the groundwater layer, it is estimated that it will be
relatively low. It requires fuel storage in sealed containers, maintenance of machines (washing
them, making repairs, exchanges of commodities, oil, fuel, etc. ) only in special places (on
concrete platforms, equipped with decanters for retention loss).
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Wastewater that will result from site organization has imposed compliance limitelelor load with
pollutants, as NTPA 002/2005, where they will evacuate to public sewers.
These pollution sources are added during the execution of existing pollution sources during
operation / maintenance, because the activities of achieving objectives is carried out in parallel
with specific airport, road and railway transport.
Water impacts during operation.
Air Cargo operations in buildings and CFR include several activities that could lead to the
discharge of pollutants in sewage system. These activities include sanitation / hygiene halls, ice
and snow removal on surfaces platforms, parking and taxiways withtin zones CARGO, any fuel
storage, refueling, ensuring cleanliness and maintenance of vehicles and machinery.
Sources of pollution for the activities analyzed in operation, are also rainwater that washes the
platforms, parking and raceways of the aircraft and railway cargo terminals and household
wastewater from toilets enclosure.
Finally, in the Environmental Impact Study, were indicated mitigation measures that the project
can develop to limit the potential impacts.
7.1.2. AIR PROTECTION
Atmospheric pollution is one of the major factors affecting the health and living conditions of the
population in large urban areas.
In accordance with Law 104/2011 on ambient air quality, the environmental territorial public
authority, organized at county level, makes publicly available, annually, until March 30, the
ambient air quality report for the previous year, with respect to all pollutants covered by this law.
The Environmental Protection Agency from Cluj has monitored the air quality of Cluj County
both through analyses performed using the equipment from the laboratory of physic-chemical
analysis and with the help of automatic monitoring stations of the air quality located in those five
sampling points in the county, of which four points are located in Cluj-Napoca City in following
points:
- CJ1 traffic - Aurel Vlaicu Street
- CJ2 urban Nicolae Balcescu Highschool
- CJ3 suburban Grigorescu District
- CJ5 urban Dej City
Also, it was taken into account the measurements made by the laboratories of the most important
undertakings polluters. These measurements underlying the development of the Integrated air
quality management Program in Cluj-Napoca crowding.
The results of these measurements revealed the exceedance of PM10 indicator limit values
determined gravimetrically, in 2008, 2009, 2010 and some overtaking in 2011.
By the current Integrated Program of air quality Management for Cluj-Napoca crowding, as
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revised form, for PM10 and NO2 indicators, were analysed the causes of these overtaking but
were established, also, new measures to achieve the limit values laid down by the legislation in
force.
The measures proposed under this program shall, in particular, reduce the pollution caused by the
vehicles, rehabilitate and modernize the infrastructure of the county, the traffic flow, increase the
green areas, control the construction sites, improve the sanitation of cities, control of compliance
with the urban documents, providing parking places, use of clean transport means, create
facilities for cycling and public awareness about the importance of measures to reduce ambient
air pollution.
The measures and activities within the program management cover a maximum of 5 years
period.
The result of the analysis for detecting overruns causes have generally emphasized the influence
of traffic and additional activities from around:
1. CJ1 station traffic type - Aurel Vlaicu Street
- heavy traffic;
- non-industrial combustion plants.
2. CJ2 station urban type 1- Nicolae Balcescu Highschool
- heavy traffic;
- construction of a overground parking Mihai Viteazu Market;
- heating systems in homes, public institutions and companies in the area;
- combustion in processing industry.
3. CJ3 station suburban type Grigorescu District
- the station is located near a high traffic arteries;
- bus parking platform in Grigorescu District;
- non-industrial combustion plants.
4. CJ4 station industrial type Dmbovitei Street
- the station is located near an industrial area;
- heavy traffic.
5. CJ5 station urban type 2 Dej City
- traffic inadequate state of roads;
- combustion in processing industry;
- production flows;
- other mobile sources.
In order to improve air quality and framing in the maximum allowable concentrations,
environmental territorial authority monitors, annually, the stage of implementing the measures
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proposed in the Integrated Program of Air Quality Management for Cluj and Dej city crowding,
with deadlines and relevant costs.
On this occasion all the measures provided in the program are reviewed and it is issued an annual
report on the status of implementation of the measures contained in it.
Following the completion of the most measures stipulated in IPAQM, in 2012, was found a
significant reduction in the number of exceedance recorded compared with 2011.
It was that in 2012, the number of overruns for Cluj and Dej city crowding to be only 9.
7.1.2.1.Emissions of air pollutants and air quality protection
During construction, the main sources of air pollution specific to construction works are:
- operation of the concrete plants;
- activity of the construction machinery;
- transportation of construction materials (concrete, ballast, etc.);
- earthworks (excavation, storage, filling works).
The activity of the construction machinery and the road traffic related to site organization can
also be mobile emission sources of air pollutants.
The amounts of pollutants emitted into the atmosphere by construction machinery depend mainly
on the following factors:
- technological level of the engine;
- engine power;
- fuel consumption per unit of power;
- capacity of the machinery;
- age of the machinery / engine;
- endowment with pollution control devices (catalysts).
It is obvious that the emission of pollutants decreases as the engine performance is more
advanced.
The main area of emission of pollutants resulted from the activity of the machinery and transport
equipment is the territory of the works or of the road, where applicable, extended laterally on
both sides, with one strip 10 to 15 m wide. The maximum concentration of pollutants is achieved
in this area.
Dispersion studies supplemented with measurements show that, outside of this area, the
concentration of pollutants in the air is reduced substantially. Thus, at 20 m on the outside of this
strip, the concentrations are reduced by 50% and over 50 m, the reduction is 75%.
The protection of atmosphere is designed to prevent and limit the damage and to improve its
quality in order to avoid the occurrence of adverse effects on the environment, human health and
property. To this end it is proposed that the following measures are taken during construction:
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Item Type of activity/action

1.

Measures proposed for reducing the impact


For the preparation of cement concretes modern
technologies are proposed, which require equipment and
facilities for the removal or reduction of particulate
emissions from major sources. In this case, the entire
equipment for transferring aggregates from tanks is sealed.
The elevator, the dispensing scales and the mixer are placed
in a perfectly sealed enclosure and the pneumatic transfer
system of cement into silos is perfectly sealed. The cement
silos are equipped with dust collection equipment (bag
The operation of concrete filters with shaking-vibrating and recovery functions) of
plants
99.8% to 99.9% efficiency. Thus, the emissions will not
exceed the limits set by law.
The compliance with particulate emissions concentrations
will be measured regularly.
The provision of fabric filters at cement storage silos and
the check of the tightness of the cement loading / unloading
pneumatic installation are necessary measures to reduce
losses of cement and for the compliance of air
concentrations of particulate matter with the regulations.

2.

Warehouses for materials

The regular wetting of aggregate deposits is a temporary


measure for reducing the emissions and it is performed only
in the case of aggregates used for preparing concrete and
the stabilized.
There will be taken measures to cover the fine aggregates
depositing areas.
The machinery will be regularly checked in order to
increase performance.

3.

Operation of machinery

Another possibility to limit emissions of pollutants from


equipment is the use of new generation equipment and
trucks, equipped with advanced systems to minimize and
retain pollutants in the atmosphere

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Item Type of activity/action

Measures proposed for reducing the impact

4.

Transport of materials

To limit the immediate discomfort that occurs during the


construction of a road (especially in summer) there will be
chosen optimal routes for vehicles used on the site,
especially for those carrying construction materials that can
release fine particles into the atmosphere. Also, these
materials will be covered as much as possible during
transport. Roads can be watered regularly.

Waste management

Collection of waste of any kind and disposal in arranged


and authorized deposits or waste recovery by specialized
and authorized companies.

Water pollution

Development of temporary works for collecting rainwater


and possible fuel or other hazardous substances leaks.

Air pollution during the operation of the Cargo Terminal can be produced by the following main
sources of local pollution of air and its surroundings:
- Manoeuvres of aircraft on and near the ground.
- Airport vehicles including ground handling services and the traffic in public areas.
- Public and private road traffic to and from the airport.
- Production of energy, heating and hot water for airport facilities.
- Other construction works associated with airport development.
- Traffic on the national road.
The main factors of pollution come from:
- aircraft: CO, CO2, NOx, SO2, unburnt hydrocarbons;
- motor vehicles: CO, CO2, NOx, SO2, suspended particulates, unburnt hydrocarbons.
Air quality in the areas of interest is good, falling within the limits set by Law 104/2011 on
ambient air quality. Although the transport circuit will increase due to the anticipated growth of
the cargo type of activity, the effects on air pollution will not lead to a deterioration of the
current situation due to the connection to the railway and the road networks.
Considering the foregoing, that in the Environmental Impact Study has been explained in more
detail, the conclusion is that the operation of the facility will have a minimal impact on the
environmental factor air.

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7.1.3. MANAGEMENT OF WASTE GENERATED ON SITE


Municipal solid waste will be selectively collected into appropriate bins stored in special places
inside the construction site, selected and periodically discharged in the existing landfills or
recycled where appropriate.
Site organization will include facilities for controlled and selective storage of all categories of
waste. During the execution of the construction works, toilets will be provided in sufficient
numbers, relative to the average number of construction workers.
The contractor is required, under the Government Decision mentioned above, to keep track of
monthly production, interim storage, treatment and transport, recycling and final disposal of
waste.
In the case of the designed facilities, the types of waste from construction activities will comply
with the provisions of the Government Decision no. 856/2002.
The amount of waste can be globally assessed, according to the lists of quantities of works. Part
of these waste products, such as those from the excavations, will be recycled into fillers,
levelling and as inert material.
Recovery is proposed by using waste as filling material in the construction works and for
levelling areas affected by humans or nature (gullying, borrow pits, quarries, etc.).
It is difficult to make at present a precise quantitative assessment of all types of waste listed and
of their management (storage, recovery, disposal), the technology adopted by the contractor has
priority in assessing the nature and quantity of waste.
Construction activities will be monitored in terms of environmental protection and the
monitoring will mandatory include waste management.
The manner of waste management will aim at reducing risks for the environment and the
population and at limiting the amount of waste disposed of by discharging to landfills.
There shall be compliance with the provisions of Law 211/2011 on waste regime and there shall
be kept records of the quantities of waste generated in accordance with the provisions of the
Government Decision no. 856/2002 on the keeping of waste management records and approving
a list of wastes, including hazardous waste.
7.1.4. SOIL AND SUBSOIL PROTECTION
In the geotechnical study and in Environmental Impact Study information about soil and subsoil
were analyzed in depth. Below is provided the most important information related to the project
areas.
7.1.4.1.Geological structure of the basement
The target area is situated in Transilvania Depression, the basement belongs to Badenian
represented at surface by grey marly clays with sandy intercalations and calcareous concretions.
The basic layer is covered by alluvial deposits consisting of gravels and sands, specific to the
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terrace area of Someul Mic. The thickness of these deposits are up to 20m.
Geological structure of the area is characterized by the following formations:
- Quaternary age alluvium of the river Someul Mic;
- Upper Eocene age formations represented by grey-purple marls of the horizon of marls with
bryozoaires marls and of sandy grey marls of the Nummulites fabianii horizon.
7.1.4.2.Soil types and their characteristics
The variety of soils with different caloric physical properties, with varying degrees of use and
coverage, contribute to diversification microclimate conditions.
Cluj-Napoca city and its surroundings are at the limit of the leachates chernozem and brown
forest soil area. Along with these intrazonal nature, are light brown coastal soils, puddles,
alluvial soils and salty.
Drilling carried out at the site revealed the following stratification:
- Brown vegetal soil with organic material on a thickness from 0.70 to 0.80 m;
- Brown solid clayey dust, on a thickness of 0.70 m;
- Yellow-brown dusty sand, fine-medium with a compaction average on a thickness of 0.50 m;
- Grey-black sandy shore, soft plastic with organic materials, on a thickness of 0.60 m.
- Gravel, sand, yellow binder on a thickness from 2.70 to 3.00 m.
The upper layers of soil, dust, sand and silt have smaller load bearing features, appear on small
thickness, and at load can record high and uneven compaction.
Gravel layer appears on a greater thickness and on the whole area, has excellent load bearing
characteristics and is indicated as shales for construction.
Leachates chernozems are widespread in the eastern part of the city, the western boundary of the
area crossing in the north of the localities Slitea Nou, Coru and Baciu, with extension in the
south along the national road Cluj-Turda. The existence of these chernozems in the region is
linked to the conversion of forest soils due to the vegetation and climate. If the rock is rich in
calcium carbonate occurs carbonated chernozem secondary leaching, showing the efflorescence
at surfaces.
At west of the chernozems area it is met the brown forest soils represented by typical brown
forest soils and podzolic brown forest soils with a loamy or clayey texture. In some places, as
beech and oak forests, on sandstones, conglomerates and sands is forming an alluvial claypodzolic soil.
All soils are strongly affected by erosion and other modelling processes. On lower sectors of
relief, on both sides of water courses, due to excess moisture, puddle or hydromorphic soils
occur. Someul Mic and Nad Meadow Beds are covered with carbonated soil on account both
of deposits and rocks rich in calcium carbonate.
Nearby Someeni and Dezmir towns, on account of the salt layers appear the saltyon which is
developing typical herbaceous vegetation adapted to these conditions.
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Figure 59 - The geological map of Cluj Napoca City

7.1.4.3.Groundwater
The groundwater - was intercepted in the drilling and the widths of -1.30 m and -3.20 m. During
periods of abundant rainfall, water infiltration can occur at any rate up to -0.50 m from the
current field. The groundwater level in the area is variable and correlated with the water level of
the river Somes Mic and partly influenced by the annual flow of rainfall.
From the chemical point of view, according to STAS 3349/83, underground water from the area
shows towards concrete very weak carbonic aggression (SO2 occurs at a rate of 258-300 mg / l).

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7.1.4.4.Surface water
The airport is not crossed by rivers and also there are no areas covered with stagnant water
(lakes, ponds, and so on).
The hydrographic network of the area is dominated by Somes Mic River, which traverses the
administrative territory of Cluj-Napoca from west to east.
In terms of Minor River valleys in the area are tributaries of the river Somes Mic, from which the
closest in the areas are Becas Creek and Zapodie Valley.
7.1.4.5.Ground stability
The classification in areas prone to natural hazards, at macrozoning level, will be in accordance
with the Official Gazette: Law no. 575/November 2001: Law regarding the approval of the
National Spatial Plan Section 5: Natural risk zones.
The risk factors considered are:
- earthquakes,
- flooding and
- landslides.
The studied area shows no signs of instability. Site conditions do not lead to the conclusion that
there was a risk of the occurrence of slip phenomena.
7.1.4.6.Sources of soil and subsoil pollution
During the execution period the sources of pollution are specific to construction works and to the
operations necessary for the field arrangement in order to achieve the proposed objectives and
for the achievement of the actual constructions as well: scraping and transportation of volumes of
topsoil and earth, achieving embankments, achieving excavations in order to make the
constructions, the platforms, the roads and the execution of municipal networks, achieving the
foundations of the proposed constructions and achieving ditches and gutters to collect rainwater.
During the ground handling works are produced particle emissions. These sources of dust are
accompanied by sources of emission of pollutants specific to internal combustion engines,
represented by machinery engines that run those operations.
The machines may lose fuel and oil due to technical faults. Unnoticed and not remedied, these
losses represent sources of soil and subsoil pollution; large quantities discharged threatening to
degrade groundwater quality.
Pollutants emitted during the execution period are found mostly in the soils in the vicinity of
work fronts and areas in which activities are performed during the execution period. An
important role in filling the soil with various pollutants has rainfall, which favors deep pollution.
In conclusion, during the execution period, the environmental factor soil is primarily affected by
the change of use, but, at the level of this environmental factor, that is constituted as contact and
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accumulation interface, are integrated the effects of pollution of other environmental factors
(water and air). The excavation and filling works will alter soil characteristics, considering the
depth of foundation and stabilization works.
During the operational phase the pollutants that affect the quality of soil are those resulting from:
- car traffic: emissions of exhaust gases;
- any loss of oil and petroleum products from equipment and vehicles serving the activity and
from vehicles transiting the area as a result of intensified cargo activity;
- the inappropriate management of domestic waste and other waste types specific to the
activity generated on the emplacement.
Of the total emissions of pollutants resulting from traffic carried on platforms, parking and road,
it is estimated that most of it will be deposited at distances up to 30 m on the ground, on both
sides of the roadway, the concentration, respectively the amount deposited decreasing
significantly with the distance from the axis of the road.
Besides the direct effect of these pollutants on the environment, there are indirect effects as well.
The atmosphere is washed by rain so that the air pollutants are transferred to other environmental
factors (surface and underground water, soil, vegetation, wildlife) and may ultimately affect
human health.
It is estimated that there will be no changes to the quality and structure of the soil and subsoil,
except in case of accidental discharges due to failures of the sewerage network and wastewater
treatment plant and to non-intervention in time of those authorized.
Therefore, the environmental factor soil is affected, to a small extent, both by the direct activity
(waste collection, accidental discharges of fuel, traffic accidents) and the indirect activity
(emissions of traffic) of the assessed objective.
The characterization of the impact is given by the following attributes: minor negative impact
both directly and indirectly, cumulatively, on long term.
At last, in the Environmental Impact Study there are many recommendations about
environmental protection measures that constructor has the obligation to carry out.
7.1.5. PROTECTION OF ECOSYSTEMS
In the Cluj-Napoca area, the vegetation features are closely related to specific physical and
geographical conditions and the extent of the area occupied by certain plant associations depends
on soil, exposure, etc.
The diversified potential of the vegetation and fauna is the expression of the mountain forest
associations (coniferous and deciduous coniferous mixed forests) together with the forest-steppe
associations of the Transylvanian Plain.
On the administrative territory of Cluj-Napoca there are several types of protected areas of an
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important local interest. Their specificity may differ; the reserves were established legally or by
declaring them as ecological areas with conservation and recreation role for the residents.
Current protected natural areas in Cluj-Napoca (2011) are:
Item

Name

Area
(ha)

Protection regime
Nature Reserve (Protected area of
national interest)

Fgetul Clujului

2
3

Fgetului Clujului-Valea Morii


Bile Someeni

1276,2
4,7

Fnaele Clujului

102,4

The lesser mole rat reserve Apahida

29,9

10

Nature Network 2000-ROSCI0074


Not specified in the underlying study
Nature Network 2000- ROSCI0078
Nature Reserve (Protected area of
national interest)
Protected area of national interest

Natural areas proposed from protection in ATU Cluj-Napoca (2010) are:


Item
1
2
3
4
5.
6.

Name
Pdurea Fget
Complexul Tufele Roii
Bile Someeni
Dealul Sf.Gheorghe
Fnaele Clujului
Pdurea Hoia-Cheile Baciului

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Area
(ha)
554,4
217,4
16,7
19,7
83,4
289,9

Protection regime
Acc. to the Establishment Order
Special regime of avifaunistic protection
Acc. to the Establishment Order
Acc. to the Establishment Order
Acc. to the Establishment Order
Acc. to the Establishment Order

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Figure 60 - Natural areas protected in Cluj-Napoca. Red ellipse is the airport area

In the vicinity of the airport can be found the following protected areas at these approximate
distances from the location.
- The lesser mole rat reserve from Sub-Coast - 1,000 m.
-

Bile Someeni - 500 m.

Dealul Sfntul Gheorghe - 400 m.

Dealurile Clujului Est - 3,500 m.

Cojocna-Suatu-Crairt. - 3,300 m.

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No protection area directly interferes with the airport and the development of this project raises
no technical or legal problems for the areas mentioned above.

Figure 61 - The location of the protected areas (blue areas) relative to the airport (red ellipse)

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7.1.6. NOISE AND VIBRATION


Directive 2002/49/EC of the European Parliament and Council on the assessment and
management of environmental noise (ADI), requires Member States to achieve "Strategic noise
mapping" of the agglomerations and of the main infrastructure, to make the results on the levels
of noise pollution publicly available and to develop action plans to manage noise.
According to ADI, within each agglomeration it is necessary to draw up separate action plans for
road noise, railway, industrial noise and from airports.
As a result Cluj Napoca City Hall has developed an action plan to prevent and reduce noise in
Cluj Napoca in 2010.
According to the GD 321/2005 on the assessment and management of environmental noise, the
"Action Plan to prevent and reduce noise" is revised every 5 years.
It is given below a summary of the "Action Plan for the prevention and reduction of noise in Cluj
Napoca" accomplished in 2010.
Cluj- Napoca City Hall developed eight strategic noise maps, two for each noise source referred
to in the Government Decision no. 321 of 2005, republished, on the assessment and management
of environmental noise. The focus was on the noise emitted by:
a) road traffic;
b) railway and tramway traffic;
c) airport traffic;
d) industrial sites in progress in 2006, activities in accordance with Annex no. 1 to the
Government Emergency Ordinance no.152/2005, approved with modifications and
completions by Law no. 84/2006.
Hereinafter are analyzed the different types of generated noise. Thus, the fact that the ClujNapoca International Airport is located on the administrative territory of Cluj-Napoca city was
also taken into account.

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Figure 62 - Strategic noise map for road traffic, Lden indicator


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Figure 63 - Strategic noise map for rod traffic, Lnight indicator

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The number of people exposed to different values of the Lden (dB) indicator in the city of ClujNapoca:
Noise source

55 - <60

60 - <65

65 - <70

70 - <75

>75

Road traffic

72600

77400

41600

10100

400

Railway and tramway traffic

5100

3800

500

Airport traffic

500

IPPC industry

800

100

The number of people exposed to different values of the Lnight (dB) indicator in Cluj-Napoca:
Noise source

45 - <50

50 - <55

55 - <60

60 - <65

65 - <70

Road traffic

75000

65500

33300

9500

500

Traffic (railway + tramway)

7000

4400

2300

100

Airport traffic

65400

3700

400

IPPC industry

1000

400

In the case of the Lden indicator are recorded exceedances of the maximum permitted values for
road traffic (10500 people affected by noise levels above 70 dB). In the case of the Lnight
indicator are recorded exceedances of the maximum permitted values for road traffic (10000
people affected by noise levels above 60 dB) and for the railway and tramway traffic (100 people
affected by noise levels above 60 dB).
Although during the night (Lnight) the number of people exposed to the noise generated by the
airport traffic is higher, the maximum permitted values are not exceeded.
7.1.6.1.Road noise
It was noted that the average noise level was exceeded in all measurement locations due to heavy
traffic in the area and heavy duty traffic. Noise has become in recent years the primary cause of
discomfort for population. Due to its increased intensity, noise has become an environmental
pollutant and a disruptive factor for life and work.
Noise near major roads is significant and, assuming that it is maintained for a longer period, it
cannot be tolerated. The Lden recorded near some of the main roads is between 75 and 80 dB,
exceeding the limit by 5-10 dB.
The situation is further aggravated by the fact that the difference between the night and day
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values of the noise range only between 4-7 dB. The Ln> 70 dB and Lden > 65 dB values for the
night, are characteristic for almost all the main roads in the city.
Action plan proposals (with the perspective until 2020) to reduce road traffic noise in ClujNapoca are:
- Improvement of the parking situation.
- Construction of underground parking lots in the city centre.
- Developing P&R car parks at the city limits.
- Construction of new car parks in public transport nodes.
- Solving the problems related to parking at city level.
- Improving public transport.
- Developing pedestrian areas.
- Limiting speed inside districts.
The conducted studies show that the proposed measures may lead to a significant reduction in
the number of people affected by noise; in the areas where after implementing the noise
mitigation measures L2sn > 70 dB, it will be necessary to use passive protection.
It would be advisable to start a windows changing program, primarily for buildings that are
situated along the main streets where, after the implementation of noise reduction measures,
Lden> 75 dB.
7.1.6.2.Railway noise
Railway traffic noise is caused by the operation of the traction motor fit on the engine, by the
train travelling on tracks and the related acoustic signals.
Special noise problems caused by rail transport include: slippage on curves, squealing of brakes,
noise in stations, noise in marshalling yards or on metal bridges without ballast, which does not
affect many people but still can lead to a significant local discomfort.
An estimate of the equivalent noise levels for 24 hours using as source the railway traffic,
performed in open field conditions measuring noise propagation at different distances from the
railway track, is shown below; on the rows are shown the equivalent noise levels at 30 m from
the track (STAS 6156-82), 60 m, 150 m, 200 m and 486 m where the residential area should
begin so that the equivalent noise level has values below 50 dB(A) admissible limit.

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where the measurement was carried out (m)

Leqadm
dB(A)

Leqadm measured value


dB(A)

30
60
100
150
200

50
50
50
50
50

65,7
63
59,5
57
56

Distance from railway track

Currently neither railway traffic, nor tram traffic lead to exceeding the limit noise values,
therefore no action plan is needed.
The action plan to be presented was primarily developed for stricter regulations that will come
into effect in 2012, which lower the limit by 5 dB, and secondarily to reduce discomforting noise
effects, which do not reach the limit value.
7.1.6.3.Air traffic noise
At present strategic noise maps show that the current limit values for air traffic are not exceeded.
If, according to the proposals, these limit values will decrease by 5 dB, there will be exceedances
for the buildings located next to the airport, near runway 08.
The affected buildings will be those located in Prieteniei Street, Planoarelor Street, Aviator loan
Pop de Cluj Street, Elicei Street, Zborului Street, Parautitilor Street, Aviatorilor Street, Traian
Vuia Street.
Air traffic noise is not significant for the city's noise status.
However, aircraft flying over the city, due to the nature of the noise they produce, can be
extremely disturbing especially during the quieter evening and night hours and at weekends.
Compared to the noise of aircraft taking off, less noise is produced during landing primarily due
to the more silent flight manoeuvres (slow speed downward gliding flight).
Currently, the airport does not produce noise exceeding the noise limit, so no action plan should
be developed.
Therefore, the action plan to be presented was primarily developed for when the limit will be
decreased by 5 dB and secondarily for the situations when the air traffic noise is within limits but
it has unpleasant effects.
The aim of the prepared action plan is to reduce noise from aircraft flying over the city during
take-off or landing in areas where noise exceeds the limit value: 5 dB, or in areas where there are
no exceedances, but the population is affected.
Noise from planes taking off and landing is the main source of the negative impact on the airport,
compared with other sources such as noise from aircraft in the areas of access and their
connection to jet bridges, ground-level noise produced by aircraft towing vehicles, buses, cars,
equipment and auxiliary power units, etc. used on the airport movement surfaces (e.g. aircraft
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aprons), noise produced during overhaul and repair of aircraft, noise from cargo and other noise
emissions, such as from road traffic.
Effective reduction of noise can be ensured by the use of multiple measures. For the Cluj-Napoca
airport, the mitigation measures can be performed in the following areas:
- traffic optimization in terms of noise during nights or rest hours;
- changes in the flight routes;
- passive noise protection;
- implementation of a monitoring system;
- where new constructions are to be built, the airport noise must be taken into account.
It can be concluded that aircraft movements combined with traffic noise on the national road DN
are the main cause of problems on / around the airport as compared with that the airport noise
is insignificant. The decreased levels of noise pollution of modern aircraft technologies will help
the airport to meet the stringent rules to protect the environment despite the fact that aircraft
movements will increase several times.
With this planned expansion and development of the airport, ground noise will be influenced by
the new size of the airport, its location, the topography, changes of the locations where works are
executed, the increased number of aircraft and the types of activities. Airport development
includes plans to increase the number of aircraft aprons or relocating the positions in areas where
there is potential for increased noise at ground level close to the new Cargo Terminal of the
airport.
There are also plans to change taxiways and aprons. These changes could lead to a noise
reduction coefficient because they allow very efficient ways of operating on the runway and
aprons.
However, to date, there have not been identified noise sensitive receptors.

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7.1.6.4.Cluj-Napoca International Airport Action Plans


The Action Plan of July 2013 follow the specifications of GD 321/2005, republished, including
HG 1260/2012.
The airport noise maps show the following situation for the current state:

Figure 64 - airport noise, day-evening-night, Lden

Figure 65 - airport noise at night, Lnight


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The estimated number of dwellings (rounded to hundreds), and schools and hospitals exposed to
ambient noise generated by airport activities are the following:
Exposure to environmental noise generated by airport
activities estimated (in hundreds)
Lden dB(A)
From
45,0
50,0
55,0
60,0
65,0
70,0
75,0

To
49,0
54,0
59,0
64,0
69,0
74,0

Schools,
Education

Houses
Lden
1100
0
0
0
0
0
0

Lnight
0
0
0
0
0
0
0

Lden
0
0
0
0
0
0
0

Lnight
0
0
0
0
0
0
0

Hospitals,
clinics, nursing
Lden
0
0
0
0
0
0
0

Lnight
0
0
0
0
0
0
0

Total area (in


km2) exposed
indicator
values
Lden
145
57
0,25
0
0
0
0

Lnight
45
19
0,6
0
0
0
0

Finally, through the implementation of specific maps, it was verified that at present there are no
significant areas of conflict.
There were also produced maps of noise impact for the new runway

Figure 66 - airport noise, day-evening-night, Lden

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Figure 67 - airport noise at night, Lnight

7.1.6.5.Conclusions
It can be stated that the main source of noise in Cluj-Napoca is the traffic. Of the three types of
traffic: road, rail and airport, which were taken into account in the development of strategic noise
maps, the first has the highest weight, as there was recorded the highest number of people
exposed to noise and even exceedances of maximum permitted values for both indicators (Lden,
Lnight).
The main traffic arteries are the most affected by the increased noise levels, for example: Traian
Vuia, Aurel Vlaicu, B-dul 21 Decembrie 1989,Calea Moilor, Calea Mnstur, Calea Floresti,
Calea Turzii, Avram Iancu, Constantin Brncusi, B-dul Nicolae Titulescu, Calea Bucuresti,
Fabricii, B.dul Muncii, Horea, General Eremia Grigorescu, B-dul 1 Decembrie 1918 and so on.
Rail traffic, which also crosses residential areas, is the second source of noise pollution mainly in
east of the city and to the south of the railroad. The areas located in the north of the railway are
occupied mainly by industry and, therefore, poses no special noise protection problems.
The economic activity (industrial, commercial) contributes directly to noise pollution only to a
lesser extent but it contributes indirectly because of the transport using heavy vehicles.
Air traffic due to the existence of the airport in the Someeni district leads to high noise pollution
(80 dB) in the southern half of the district and moderate noise pollution (75 dB) in the rest of it.
Inside the 80 dB curve can be located a small number of urban functions.

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7.1.7. PROTECTION OF HUMAN SETTLEMENTS


7.1.7.1.During the construction period.
An increased attention will be given to the manipulation of the equipment in the places where
works are being executed in the vicinity of the economic objectives that run their activity near
the road.
During the construction period, the site can be a source of insecurity. The contractor will
establish strict rules that ensure the circulation and the limitation of conflicts between the traffic
on nearby streets and the construction equipment, through an adequate control and light
signalling.
The site traffic will be directed so that heavy vehicles congestions in the work areas are avoided.
For the work equipment, there will be established routes that ensure the easiest access to the site,
with minimum disturbances.
The signalling of the site with warning panels will be ensured to force the drivers to reduce speed
and pay increased attention to the traffic in order to avoid accidents.
A limited work schedule will be chosen in order to create the minimum discomfort to the
riparians.
The contractor will have the obligation to ensure the clean maintenance of the access road during
the construction period.
The protection of the private and public buildings from the adjacent area will be ensured.
After the site decommissioning, the land used temporarily for the site organization, for the work
technology or for other purposes, will be restored and/or made available to the local members for
other utilities, observing the legislation in force.
7.1.7.2.During the operating period.
It is recommended that, after the coming into operation of the new terminal, measurements are
taken for the noise level and, depending on the registered level, after asking the affected riparian
population, there will be established measures for the avoidance of the noise discomfort.
The buildings that are erected in the aeronautical servitude area are certified by the Romanian
Civil Aeronautical Authority. The certificates are issued as a result of the beneficiarys
acknowledgement of the specific conditions within the vicinity of the airport.
Together with the increase of the air traffic, concomitantly with the development of the adjacent
areas, the airport has the obligation to truthfully observe the European legislation regarding the
protection of human settlements.
The main conclusions resulted from the analysis of the potential impact on the environment as a
result of the execution of the cargo terminal allows the statement that the negative impact on the
environment is neither a significant, nor a persistent one.
The impact on the environment, having a different intensity and a short duration; is recorded
mainly during the construction period and only in the area of the works and of the site
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organization.
The project represents, through its equipment and functions, a measure with important positive
economic and financial, as well as social effects.
The measures that should be taken by the project beneficiary to meet the requirements imposed
by the environmental legislation, as they result from the conclusions of the present report, can be
made through a good management of the construction and operating works, through the
observance of the technical norms specific to the activities that are being run, without imposing
radical measures.
Where applicable, there will be proposed additional measures considered to be efficient in the
minimization of the impact.
Through the analyses made during the documentation process, there have been highlighted the
measures needed to be taken by the beneficiary and the project executants, both in the
construction period as well as in the operating period in order to observe the requirements
imposed by environmental protection norms.
Through the observance of the proposed measures by the EIA, the negative impacts will be
substantially reduced both in the execution as well as in the operating period.

7.2. ACTIONS TAKEN BY CLUJ-NAOCA


PROTECT THE ENVIRONMENT

INTERNATIONAL

AIRPORT

TO

In order to ensure environmental protection, Cluj-Napoca International Airport pursues:


- Complying with European and international regulations on environmental protection and
anticipate future requirements
-

Preventing and limiting the environmental impact of air traffic and airport activities by:
o Assessing and monitoring the level of noise and adopting measures to reduce noise
o Minimizing the emission of pollutants in the air, water and soil
o Reducing the consumption of energy and other natural resources
o Preventing risks from dangerous substances (de-icing liquid, aircraft fuel, oil etc.) for the
environment
o Proper waste management

Implementation of environmental policies at all levels by:


o Communication of information on the results achieved through the application of
environmental protection measures
o Engaging and motivating employees so that they can be aware of the impact of their
activities on the environment and getting involved in protecting it

Maintaining an ongoing dialogue with the authorities and citizens by:

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o Exchange of information
o Accurate compliance with the standards
o Adopting a proactive attitude to ensure environmental protection

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8. ANALYSIS AND FORECAST FOR THE DEVELOPMENT


OF THE INTERMODAL TRANSPORT INFRASTRUCTURE
8.1. ANALYSIS OF THE RESULTS OF THE PUBLIC OPINION SURVEY
First of all, a survey was performed with the purpose of identifying key problems, of verifying
the impact and for the procurement of a feedback regarding the necessity for the development of
an intermodal passenger and freight transport infrastructure to Cluj-Napoca International Airport.
Shown below are the main results of the analysis, for full details of the results refer to the socioeconomic study.
The main features of the survey are as follows:
- Quantitative research through telephone calls;
-

Sample of 3,000 respondents above 18 years old;

Stratification of the sample according to sex, age, county;

Data collection period: 16-31 July 2013;

Persons from the following counties were interviewed: Alba (7.1%), Bihor (13%), BistritaNasaud (6.8%), Cluj (15.2%), Covasna (4.8%), Harghita (7%), Maramures (11.1%), Mures
(12.5%), Salaj (5.4%), Satu Mare (8%), Sibiu (9.2%); the persons residing in Cluj-Napoca
Municipality represented 9.4%.

Figure 68 - Distribution of respondents by county

There was a normal distribution of respondents on categories of age, sex, occupation/ jobs and
income.
From the point of view of air transport experience, 26.8% of persons travelled by airplane at least
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once within the last two years, and among them, 54.9% travelled from Cluj-Napoca International
Airport.

Figure 69 - Sample exposure to air travel

Assessment of current opinions regarding the intermodal passenger transfer reveal that
predominantly used means of transport to reach to Cluj-Napoca International Airport is the car,
irrespective of the passengers place of residence.
Train, public transport, taxi and minibus are currently used in a marginal way.

Figure 70 - Transfer to the airport respectively from Cluj-Napoca municipality (left) and from outside (right)

Because the car is the most polluting means of transport and the less efficient means of transport
for passengers (see the charts below), it results a high cost for the society. This cost would be
reduced by far if part of the passengers opted for rail transport to/from the airport.

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Figure 71 - Pollution: CO2 emissions per 1.000 passengers-kilometres (source: Statistics Netherlands)

Figure 72 - Pollution: NOx emissions per 1.000 passengers-kilometers (source: Statistics Netherlands)

8.1.1. ASSESSMENT OF THE INTEREST IN THE MEANS OF INTERMODAL


PASSENGER TRANSFER PROPOSED BY THE PROJECT
One of the objectives of the project related to the infrastructural development of intermodal
passenger and freight transport to Cluj-Napoca International Airport is a railway station for
passengers, which shall be able to make sure the passengers easy transfer between the two
means of transport.
The main hypotheses that must be verified are those according to which this transfer related
option is perceived by potential passengers (both by passengers who travelled before by airplane
from Cluj-Napoca International Airport as well as by those passengers who have not had this
occasion yet) as sufficiently useful for:
- Taking air travel decisions, with the departure point from Cluj-Napoca International Airport;
-

Using train transport to the airport, in case the air travel decision would have already been
taken.

The decision to travel by plane from a certain airport may also be influenced, among other
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factors, by the means of transport used to reach to the airport (the most important parameters are
cost, comfort, travel time and connection time). The higher the distance between the place of
residence (or the point of departure) and airport, the more important the influence of this means
of transport.
Entering into survey data, the opinion of 67% of respondents is that a railway station situated in
the area of Cluj-Napoca International Airport or in its close vicinity would be beneficial in taking
the decision to travel by plane from this airport. A separate opinion of those individuals who
travelled by plane within the last two years was verified, following which a percentage of 63%
results in favor of using the railway station.
In conclusion, the answers to the questions regarding the railway station are correlated and they
indicate the fact that there is a high interest for the solution of intermodal passenger transfer
proposed within the project.
8.1.2. ASSESSMENT OF EXPECTATIONS REGARDING THE SOCIAL AND ECONOMIC
IMPACT
There is the net majority opinion according to which the new intermodal transport centre and
implicitly, the train-plane and plane-train transfer solution would increase transport quality and
would lead to a modernization of the transport related infrastructure.
The 89% of respondents think that the intermodal transport centre contribute to increase of
transport service quality and 73% that will contribute to modernization of the transport
infrastructure in Cluj-Napoca Municipality and Cluj County.
It is widely believed that the development of the intermodal transport centre will contribute to
growth airports activity (72% of respondents) and contribute to the economic development in
Cluj-Napoca, Cluj County and Northwest Development Region (63% of respondents).
The same optimistic view has been detected both in terms of the prospects for growth of tourism
(89% of respondents) that the creation of new employment (97% of respondents).
In conclusion, the respondents perception is that the economic and social impact of the
intermodal transport centre shall be important and positive.
The expectations expressed by the respondents within the opinion survey regarding an
intermodal transport centre of train-plane and plane-train transfer facilities include the following:
- Creation of new workplaces (95%);
-

Increase of the volume related to international trade activities in Cluj-Napoca (88%);

Elimination of traffic congestion in Cluj-Napoca (81%);

Re-launch of freight traffic in Cluj-Napoca (80%);

Decrease of transport costs (80%);

Creation of efficient transport corridors/ transport networks from gate to gate (77%).

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From the analysis of open answers, the last additional set of expectations was extracted,
considered as relevant to the studys purposes:
- Growth of transport quality, including the training of personnel involved (31%);
-

Better connections, including the reduction of travel time (19%);

Improvement of the precision (14%);

Increase of destinations at Cluj-Napoca International Airport (10%);

Tourism development (7%);

Increase of transport safety level (5%);

Growth of investments in the region (5%);

Diminution of the pollution caused by road means of transport (5%);

Economic growth of the city and county (3%);

Increase of competition in public transport (2%).

8.1.3. ASSESSMENT OF OTHER INTERMODAL TRANSFER OPTIONS


To question: there is a better method to increase the efficiency of passenger and freight transfer
between different means of transport than the project for development of an intermodal transport
centre within Cluj-Napoca Airport, 80% of respondents answered no, 9% dont know.
Alternative solutions proposed by 11% of respondents aimed the following:
- Use of minibuses (36.2%);
-

Buses with departures from every neighbourhood (15.5%);

Underground station (15%);

Tramway or trolleybus (12.1%);

A motorway to the northern area of the country, which passes near the airport (10.3%);

Coaches (8.6%);

Transport by means that use solar energy (1.7%).

Just a few answers contained arguments against the project for development of an intermodal
transport centre within Cluj-Napoca Airport, such as the high costs incurred in building new rail
lines to the airport and the poorly developed railway infrastructure in the county and region.

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8.2. AIR TRAFFIC FORECAST METHODOLOGY


An important stage in building the forecast model is the availability of data, for these purposes
the data used coming from Cluj-Napoca Airport, the competing or similar airports in Romania or
Europe, the domestic and international bodies of the industry (AACR, IATA, ICAO, ACI),
traffic forecasts of the main aircraft manufacturers (Airbus and Boeing).
In performing the traffic forecast of Cluj-Napoca Airport, the Manual on Air Traffic
Forecasting edited by ICAO in 2006 Third Edition has been used together with other
particular methodologies used for the achievement of traffic forecasts for airports. In pursuance
of the recommendations of this manual, the short, medium and long term forecasts were used.
Special forecasting methods were required, such as the traffic potential estimation, catchment
area analysis, identification of past comparable cases, forecasted economic development, traffic
development degree, social economic characteristics.
From the methodological viewpoint, the results of the traffic forecast have been determined
pursuant to establishing the most probable scenario, by analyzing the influence factors and
eliminating the future developments of low probability.
The estimated extended catchment area of ClujNapoca International Airport is 3.73 mil. people.
Out of these, the forecasted number of people in the catchment area of ClujNapoca
International Airport and potential passengers of the Airport in 2014 is about 1,304,000.
City

Population

Share

Catch

jud Cluj
Mures
Bistrita Nasaud
Maramures
Salaj
Satu Mare
Bihor
Alba
Sibiu

660.000
531.380
277.861
461.290
217.895
329.079
549.752
327.224
375.992

100%
20%
40%
20%
35%
10%
10%
35%
15%

660.000
106.276
111.144
92.258
76.263
32.908
54.975
114.528
56.399

Total

3.730.473

1.304.752

Table 17 - forecasted number of people in the catchment area (potential passengers of the Airport)

Generally, several factors are deemed to influence the passengers and cargo air traffic evolution,
however the most important ones taken into account are the national and local Gross Domestic
Product (GDP), its growth rate, GDP per capita, degree of penetration of air transport, level of
population income in the catchment area, demographic characteristics, trip cost, oil price.
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In preparing the air traffic forecast on medium and long term in the socio-economical study has
also used the traffic forecasts performed by Boeing, Airbus and Airports Council International
(ACI) for Europe for the period 2015 2040, the Eurocontrol statistics weighted by the
economic growth prospects for Romania, Cluj-Napoca municipality and Cluj County, the
analysis of the traffic history evolution and its development trends.
The basis of both long term forecast scenarios is represented by the European air traffic forecasts
prepared by Boeing and Airbus aircraft manufacturers, as well as the traffic forecast prepared by
ACI, corroborated with the GDP multiplier indicator.
Boeing forecast for the period 2012 2031
The Boeing forecast for the period 2012 2031 estimates an average passenger air traffic growth
rate (RPK) of 5% per year, and also provides details by regions.
The growth of the cargo traffic decreased after a peak period in 2010 however, having in view
the expansion of the emerging markets that will entail an increased demand for swift and
efficient cargo transportation, Boeing forecasts an average annual growth of 5.2% of the cargo
traffic over the next 20 years.
Airbus forecast for the period 2011 2030
Airbus forecast estimates its doubling over the next 15 years (average annual growth of 4.8%
over the next 20 years). The fact has been ascertained that the air transport was influenced only
on short term by the unfavorable external factors (oil crisis, Gulf war, SARS, 11 September,
financial crisis commenced in 2008).
In Europe the Airbus forecasts predicts smaller annual growth rates: 3.8% for the period 20112030 and 4.2% for the period 2021-2030.
Airbus predicts an average annual growth of the cargo traffic of 4.9% per year, in 2030 86% of
this traffic representing international cargo traffic, and 14% domestic traffic.
ACI forecast for the 2010 2029 period
ACI estimates an average annual growth of the traffic of 4.1% per annum over the next 20 years.
The forecast for Europe is as follows: 3.3% for the period 2010-2014 and 2.9% for the period
2010-2029.
8.2.1. CORRELATION BETWEEN GDP AND AIR TRAFFIC FORECAST
The correlation between the growth rates of GDP and air traffic has been analyzed in the form of
the GDP multiplier, which in respect of Romania and the period 19952007 was x4.0, compared
to x2.0 on the mature markets. For the period 2013-2030 and in respect of the European Union
this indicator is forecasted to maintain a stable level of x2.5 (2010 Roland Berger study).
Having in view the x4.0 level for ClujNapoca Airport for the period 2013-2025, the x3.0 level
for the period 2026-2030, and the x2.0 level for the period 2031-2038, the following air traffic
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increase growth rhythms follow when using this type of estimation:

GDP forecast %
Air traffic multiplier
Air traffic forecast %

2013

2014

1.6%
4.00
6.4%

2.2%
4.00
8.8%

20152020
2.2%
4.00
8.8%

20212025
3.2%
4.00
12.8%

20262030
3.2%
3.00
9.6%

20312038
3.2%
2.00
6.4%

These growth rhythms are close to those forecasted by IATA for the lately acceded to EU
countries, of 10% yearly.
The performed forecast has taken into account the following indicators:
- Average GDP increase per Romania used for Cluj area;
-

Income of local population: above the average per Romania;

Economy: development above the average potential;

Tourism: development above the average per Romania pursuant to the existence of a
significant number of tourist attractions and a better developed air transport infrastructure.

The difference between the two scenarios achieved on the basis of quantity and quality factors is
as follows:
Factors
GDP
Potential traffic

Economy
Population
income

Project scenario

No project scenario

2 - 3.3%
Increase pursuant to building up the
intermodal centre and railway
station
Accelerated increase pursuant to
the development of airport activity
and emergence of new companies
Accelerated increase pursuant to
the generation of new highly
qualified jobs
New companies with passengers
and cargo flights
Average development

2 - 3.3%
Smaller increase than in the scenario
of building up the intermodal centre
and railway station

Airline
companies
Tourism
Population
in
Slight increase
catchment area

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Slower increase according to IMF


and WB forecasts
Slower increase (country average)
New companies with passengers
flights
Average development
Slight increase

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8.2.2. HYPOTHESES
FORECAST

REFERRING

TO

PASSENGERS

AND

CARGO

TRAFFIC

Prior to determining the traffic volume expected in respect of Cluj-Napoca Airport, the current
and potential demand of the catchment area must be calculated using several methodologies:
1) degree of penetration of air transport;
2) GDP-based analogy;
3) projections using analogies with other European airports;
4) comparison with other airports in Romania;
5) projection on the basis of the number of foreign visitors and passengers using other transport
means.
1) Degree of penetration of air transport.
Neglecting the regional differences pertaining to the economic development, the total air traffic
has been compared to the total population. Taking into account an air traffic in Romania of 11
mil. pax and a population of 22.3 mil., it followed an air transport penetration rate of 493
passengers at 1,000 people.
Having in view a catchment area of Cluj-Napoca Airport of 3.73 mil. people (precisely
3,730,473), it follows a current potential of 1,893,123 passengers (493 passengers at 1,000
people 325,280 passengers at 660,000 inhabitants of Cluj county).
An air transport degree of penetration of 493 passengers at 1,000 people is rather low and has a
special potential of growth towards the 2,000 3,000 passengers at 1,000 people in the Western
Europe. An increase in this degree of penetration is expected pursuant to an increased tourist
traffic and traffic generated by the low-cost companies.
2) GDP-based analogy.
The current potential traffic can also be determined using the ratio between the number of trips
per capita and GDP per capita. Having in view that in respect of the Northwest Region the GDP
per capita was estimated at about Eur 8,222 in 2012, 0.3 flights per capita per annum are
estimated, entailing a current traffic potential in the immediate catchment area of 198,000
passengers, and of 1,119,142 people in respect of the extended catchment area.
3) Projections using analogies with other European airports.
Another forecast method consists in making comparisons with comparable European airports in
terms of catchment area, economic development, traffic type, tourist development level.
For comparison purposes, the activity of such regional airports in the Eastern Europe has been
analyzed:

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Graz
Zagreb
Ljubljana
Bratislava
Tallin

Pax 2012
930,617
2,342,000
1,198,911
1,416,117
2,181,508

Catchment area
1,300,000
3,000,000
2,100,000
4,500,000
1,340,000

Pax/1,000 people
716
781
571
315
1,628

Table 18 - Number of passengers at similar foreign airports (Source: airport website)

Bratislava airport was excluded from the forecast because is strongly competed by Vienna
Airport located only 50 km away.
Using the minimum between the compared airports (a rate of 571 passengers at 1,000 people),
the conclusion has been reached that Cluj-Napoca Airport has a traffic potential of 2,130,100
passengers, much above the current traffic level, probably due to the existence of the competing
airports and the presence of an insufficient number of companies and flights operated from ClujNapoca Airport.
4) Comparison with other airports in Romania.
The number of passengers flying from / to the Cluj-Napoca International Airport has varied as
shown below:
2007

2008

2009

2010

2011

2012

No. pax international

267,039

567,997

670,306

818,700

819,032

756,385

No. total pax

390,521

752,181

834,400

1,028,907

1,004,855

931,999

Growth rate

60%

93%

11%

23%

-2%

-7%

Table 19 - number of passengers flying from / to the Cluj-Napoca International Airport

We have taken into account for comparison purposes Timisoara, Bacau and Targu-Mures
airports, which have underwent an exponential growth pursuant to the operation of the low-cost
flights, as well as small airports:
Airport
Timisoara
Cluj-Napoca
Bacau
Constanta

Catchment Area
(mil.)
1.8
3.7
1.8
1.5

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No. of Passengers
(mil.)
1.38
0.93
0.39
0.065

Mobility rate
767
423
260
433
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Targu Mures

0.3

150

Table 20 - Number of passengers at similar Romanian airports

Cluj and Timisoara airports have underwent an exponential traffic growth after Wizzair low-cost
company commenced its operations, which generated over 500,000 passengers on each of these
airports. Using an average mobility rate of 500 passengers at 1,000 people, below that of the
studied airports, we estimate a traffic potential for Cluj-Napoca Airport of 1,865,237
passengers.
5) Projection on the basis of the number of foreign visitors and passengers using other
transport means.
The total potential of the air traffic is represented by the residents leaving Romania, nonresidents coming to Romania, both for business and recreational purposes, air passengers visiting
friends (VFR) traffic and tourists visiting the region.
The inbound traffic of passengers can be estimated using statistics referring to tourists registered
in the Northwest Region in the previous years (about 96,729 tourists yearly).
The residents in the catchment area leaving Romania use both the air flights from Cluj-Napoca,
Targu-Mures, Budapest airports and the road and railway transport means. The prevailing means
being the own cars and bus travels.
Having in view that at present several bus travels are operated daily with at least 7 passengers/
travel, which is the minimum required to justify the operation of Cluj-Napoca destination, it
follows a traffic of about 86,800 passengers, part of whom will be taken over by the flights
operated from Cluj-Napoca Airport.
Bus travels are operated by Atlassib daily, Eurolines daily, Tabita daily, Pletl daily, Kessler
daily, Saiz daily, other transporters to Spain and Italy minimum 3 times a week.
To these is added part of the bus passengers in Targu-Mures, Alba-Iulia, Bistrita, Satu Mare,
Baia Mare, Oradea and all the small localities where bus stations exist, wherefrom we estimate
that an annual current traffic of other 80,000 transported passengers.
At the same time, there is an important traffic of passengers using their own cars, much higher
than the bus traffic. An aggregate potential is thus reached of about 160,000 passengers who can
be partially taken over from these transport means.
In the case of regional airports, the cargo activity is reduced, the aircraft used having a low
cargo capacity.
The following classes of cargo could be carried out from Cluj-Napoca Airport:
- Small parcels and document;
-

Cargo transported at order with small airliners;

Cargo forwarded by shipping companies in the area;

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Mail and cargo dispatched in the cargo hold of traditional companies.

In respect of Cluj-Napoca Airport the cargo forecast has taken into account similar growth
rhythms to those of the passengers forecast in the case of the scenario without investments, and
much higher rhythms in the case of the scenario with investments in achievement of the
intermodal terminal as of 2017, according to the evolution of the European airports having made
similar investments.
8.3. RAILWAY TRAFFIC FORECAST METHODOLOGY
Generally, multiple factors are deemed to influence the passenger and cargo railway traffic
increase, however the most important ones taken into account are the national and local Gross
Domestic Product (GDP), its growth rate, GDP per capita, degree of penetration of railway
transport, level of population income in the catchment area, demographic characteristics, travel
cost.
An important stage in building the forecast model is the availability of data, for these purposes
the data used coming from CFR Calatori (CFR Passengers) and CFR Marfa (CFR Cargo)
companies, the competing companies in Romania, the domestic and international bodies of the
industry, from the National Institute of Statistics (INS).
The railway traffic forecast has been achieved in parallel with the air traffic forecast, having in
view that these transport modes will influence each other within the intermodal terminal.
8.3.1. HYPOTHESES REFERRING TO PASSENGER AND CARGO TRAFFIC FORECAST
Prior to determining the traffic volume expected in respect of the intermodal terminal on ClujNapoca Airport, the current and potential demand of the catchment will be calculated using this
methodologies:
1) Degree of penetration of railway transport.
2) GDP-based analogy.
1) Degree of penetration of railway transport.
Disregarding the regional differences pertaining to the economic development, the total railway
traffic of passengers and cargo, respectively, has been compared to the total population.
Taking into account a railway passenger traffic in Romania of 57.56 million passengers (INS
source) and a population of 22.3 million people, it followed a railway transport penetration rate
of 2,581 passengers at 1,000 people.
Having in view a catchment area of Cluj-Napoca Airport of 3,730,473, it follows a current
potential of 9,629,048 passengers.
Currently only 5,591,000 railway passengers (CFR SA source) were recorded in 2012 in ClujNapoca, about 1,499 passengers / 1,000 people, much below the degree of penetration of the
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railway traffic of Romania.


In relation to the cargo railway transport, a quantity of 55,755,000 tonnes of cargo (INS source)
at a population of 22.3 million people was recorded in Romanian in 2012, that is, a degree of
penetration of 2,500 tonnes / 1,000 people.
At Cluj-Napoca municipality level, according to the data received from CFR Calatori SA, a
quantity of 1,182,442 tonnes of cargo (CFR SA source) was recorded in 2012, that is, only 317
tonnes / 1,000 people (as against the 3.73 million people in the catchment area); having in view
the average per Romania the potential is about 8 times higher, that is, about 6 million tones of
cargo.
2) GDP-based analogy.
The current potential traffic can also be determined using the ratio between the number of trips
per capital and GDP per capital. In respect of the Northwest Region the GDP per capital was
estimated at about Eur 8,222 in 2012, much above the national average, notwithstanding that the
indicators recorded in respect of the passenger and cargo railway transport are much below those
recorded nationwide, which indicates that the development potential is of growth by at least
28%.
In the absence of any available traffic data, no comparison has been possible with the competing
counties or county capitals (there are no competing intermodal centers) with reference to the
development level and degree of penetration of the passenger and cargo railway transport.
8.4. FORECAST FOR THE PERIOD 2013-2038
As follows from the previous sub-chapters, Cluj-Napoca Airport has a passenger traffic much
below the potential of the area (depending on the methodologies used). The socio-economic
study estimate that pursuant to the building of the 3,500 m runway, that will allow the operation
of large capacity airliners, as well as to the building of the intermodal center, the airport traffic
will undergo a substantial increase underwent by other airports as well.
In preparing the traffic forecasts for Cluj-Napoca the following factors which influence the
volume of demand have been had in view:
- available capacity of the airport and air space;
-

historical and forecasted GDP increase and GDP multiplier increase in respect of the air
traffic;

general economic situation local, national, international;

social economic and demographic variables in the Northwest region;

development level of tourism in the area and its potential;

economic factors directly related to the potential clients;

competition of the airports in the area and of other transport means;

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political and environmental constraints applicable in the air transport sector;

technological progress of aeronautics, telecommunications, navigation and other related


domains;

degree of safety, security and convenience of the trip by air;

forecasted evolution of the oil price.

8.4.1. PASSENGER AIR TRAFFIC AND AIRCRAFT MOVEMENTS


Using the information provided by Marketing Information Data Tapes (MIDT) referring to the
number of plane ticket reservations made by the population in the area via agencies specialized
in the sale of services of air transport to international destinations, the consulting team has
identified possible markets with traffic potential of interest for the airline companies, originating
from Cluj-Napoca Airport. This analysis has indicated that the main destinations of the local
population are: Italy, Spain, Germany, England, Benelux.
In Romania there is a high air traffic potential for the future as well, as the increase in the
standard of living will entail an increased degree of penetration of the air transport among the
population. Pursuant to the economic growth and tourism development the air transport moves
towards the level achieved in the developed countries. The growth rates forecasted by IATA for
the countries lately acceded to EU is below 10% yearly.
Currently Cluj-Napoca Airport operates airline flights of Lufthansa and TAROM, and low-cost
flights of Wizzair.
With reference to the domestic traffic in Romania, 84% of the domestic traffic is achieved by
TAROM national company, which operates domestic flights to 13 airports out of the 16 ones
existing in Romania and open for the commercial passenger traffic (the destinations not served
are: Craiova, Tulcea and Constanta). The company has constantly extended its network of
domestic routes, increasing year by year the number of operated frequencies. Thus, the number
of passenger has scored an increase, 30% of the total traffic of TAROM being achieved on
domestic flights, which are served by all the aircraft in the companys fleet.
Socio-economic study estimate that the evolution of the number of passengers of TAROM will
be positive also having in view its affiliation to the Sky Team alliance, having as direct effect on
Cluj-Napoca Airport the benefit of an extended network of international routes via the
connection flights offered by TAROM and the partner companies of the alliance.
8.4.1.1.Forecast in the scenarios of implementation and non-implementation of the intermodal
center project
In respect of the short term forecast (period 2013-2015), when the airport infrastructure remains
unchanged, the growth rhythms taken into account are close to those derived from using the GDP
multiplier, deemed to be 4.00 in the period 2013-2015 (corresponding air traffic increase of 6.4%
in 2013 and 8.8% in 2014 and 2015).
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In respect of the 2016-2020 medium term forecast, average traffic growth rhythms have been
taken into account that are close to those derived from using the GDP multiplier, (increases
between 6% and 10%, the average increase derived from the GDP multiplier being 8.8%).
The current flights and passengers averages recorded in 2012 have been taken into account both
in respect of short term and medium term forecasts. In the period 2021 and 2029-2031, the
growth rate both in respect of the passengers and cargo forecasts is only 2%, having in view that
recurring economic crises will occur in accordance with the theory of economic cycles.
Where no investments will be made to achieve the intermodal transport center, in preparing the
air traffic forecast the passenger number yearly growth rhythms taken into account are close to
those derived from using the GDP multiplier for the period 2013-2020, and much lower
subsequently, 1 percentage points smaller than in the case of the investment achievement (except
for the period 2032-2038, when the growth rhythms are equal to those of the scenario including
the achievement of the intermodal transport center, having in view that the effect of its existence
would have faded away, and the latter would already operate at almost its maximum capacity). In
the periods 2021 and 2029-2031 the growth rhythm in respect of both the passenger and cargo
forecasts is only 2%, having in view that recurring economic crises will occur in accordance with
the theory of economic cycles.

Figure 73 - Aerial view of Cluj-Napoca International Airport and the surrounding area
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PASSENGER FORECAST Scenario of implementation of the intermodal centre project


Traffic type
International
Domestic
Other
Total
Growth rate

2013
718,472
177,320
87,421
983,213
6%

Pax no. (x1000)


Growth rate

2014
776,576
183,768
109,612
1,069,956
9%

2015
831,872
217,672
122,482
1,172,026
10%

2016
937,584
226,825
139,040
1,303,449
11%

2017
1,015,006
240,908
168,538
1,424,452
9%

2018
1,092,336
252,160
207,750
1,552,246
9%

2019
1,159,277
262,230
237,409
1,658,916
7%

2020
1,208,445
272,299
277,672
1,758,417
6%

PASSENGER FORECAST Scenario of NON-implementation of the intermodal centre project


Traffic type
International
Domestic
Others
Total
Growth rate

2013
718,472
177,320

2014
776,576
183,768

2015
831,872
217,672

2016
919,200
226,824

2017
995,104
236,184

2018
1,060,520
244,816

2019
1,125,512
254,592

2020
1,173,248
264,368

87,421

109,612

122,482

139,039

165,232

197,743

219,391

249,125

983,213

1,069,956

1,172,026

1,285,063

1,396,520

1,503,079

1,599,495

1,686,741

6%

9%

10%

10%

8.7%

8%

6%

5%

Table 21 - Passenger number forecast for the period 2013-2020

Table 24 - Forecast of passenger air traffic 2013 2020

Figure 74 - Passenger number forecast and growth rate for the period 2013-2020

Figure 76 - Forecast of passenger air traffic 2013 - 2020 and growth rate

2021
1,793
2.0%

2022
1,892
5.5%

2023
1,996
5.5%

2024
2,106
5.5%

2025
2,221
5.5%

2026
2,321
4.5%

2027
2,426
4.5%

2028
2,535
4.5%

2029
2,586
2.0%

2030
2,638
2.0%

Total (x1000)
Growth rhythm

2021
1,720
2.0%

Table 22 - Passenger number forecast 2021-2030

Pax no. (x1000)


Growth rate

2031
2,690
2.0%

2032
2,784
3.5%

2033 2034
2,882 2,983
3.5% 3.5%

2035
3,087
3.5%

2036 2037
3,195 3,307
3.5% 3.5%

2022
1,797
4.5%

2023
1,878
4.5%

2024
1,963
4.5%

2025
2,051
4.5%

2026
2,123
3.5%

2027
2,197
3.5%

2028
2,274
3.5%

2029
2,320
2.0%

2030
2,366
2.0%

Table 25 - Forecast of passenger air traffic 2021 - 2030

2038
3,423
3.5%

Total (x1000)
Growth rate

2031
2,413
2.0%

2032
2,498
3.5%

2033
2,585
3.5%

2034
2,676
3.5%

2035
2,770
3.5%

2036
2,867
3.5%

2037
2,967
3.5%

Table 23 - Passenger number forecast 2031-2038

Table 26 - Forecast of passenger air traffic 2031 - 2038

Figure 75 - Passenger number forecast 2021-2030 / 2031-2038 and growth rate

Figure 77 - Passenger number forecast 2021-2030 / 2031-2038 and growth rate


DESIGNERS: Association AMC-POOL-SEA-SMA

2038
3,071
3.5%

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AIRCRAFT MOVEMENTS FORECAST Scenario of implementation of the intermodal centre project


Traffic type
International
Domestic
Others
Total
Growth rate

2013
8,216
3,224
2,002
13,442
3%

Movements
Growth rate

2014
8,632
3,224
2,511
14,367
7%

2015
9,360
4,368
2,805
16,533
15%

2016
10,819
4,412
3,217
18,447
12%

2017
11,764
4,412
3,861
20,037
9%

2018
12,815
4,937
4,667
22,418
12%

2019
13,340
4,937
5,229
23,506
5%

2020
14,075
4,937
5,997
25,010
6%

AIRCRAFT MOVEMENTS FORECAST Scenario of NON-implementation of the intermodal centre project

Traffic type
International
Domestic
Others
Total
Growth rate

2013
8,216
3,224
2,002
13,442
3%

2014
8,632
3,224
2,511
14,367
7%

2015
9,360
4,368
2,805
16,533
15%

2016
10,712
4,368
3,185
18,265
10%

2017
11,648
4,368
3,785
19,801
8%

2018
12,688
4,888
4,529
22,105
12%

Table 27 - Aircraft movements forecast 2013 2020

Table 30 - Forecast of aircraft movements 2013 2020

Figure 78 - Aircraft movements forecast 2013 - 2020 and growth rate

Figure 80 - Forecast of aircraft movements 2013 - 2020 and growth rate

2021
25,260
1.0%

2022
26,396
4.5%

2023
27,584
4.5%

2024
28,826
4.5%

2025
30,123
4.5%

2026
31,177
3.5%

2027
32,268
3.5%

2028
33,398
3.5%

2029
33,732
1.0%

2030
34,069
1.0%

Movements
Growth rate

2021
24,776
1.0%

Movements
Growth rate

2032
2033
35,270 36,152
2.5%
2.5%

2034
37,055
2.5%

2035
37,982
2.5%

2036
38,931
2.5%

2037
39,905
2.5%

Table 29 - Aircraft movements forecast 2031 - 2038

Figure 79 - Aircraft movements forecast 2021-2030 / 2031-2038 and growth rate

2038
40,902
2.5%

2023
26,540
3.5%

2024
27,469
3.5%

2025
28,431
3.5%

2026
29,141
2.5%

2027
29,870
2.5%

2028
30,617
2.5%

2029
30,923
1.0%

2020
13,936
4,888
5,706
24,530
6%

2030
31,232
1.0%

Table 31 - Forecast of aircraft movements 2021 - 2030

Table 28 - Aircraft movements forecast 2021-2030

2031
34,410
1.0%

2022
25,643
3.5%

2019
13,208
4,888
5,025
23,121
5%

Movements
Growth rate

2030
31,232
1.0%

2031
31,544
1.0%

2032
32,018
1.5%

2033
32,498
1.5%

2034
32,985
1.5%

2035
33,480
1.5%

2036
33,982
1.5%

2037
34,492
1.5%

2038
35,009
1.5%

Table 32 - Forecast of aircraft movements 2031 - 2038

Figure 81 - Forecast of aircraft movements 2021-2030 / 2031-2038 and growth rate

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8.4.2. CARGO AIR TRAFFIC FORECAST


In preparing the traffic forecasts for Cluj-Napoca Intermodal Center the following factors which
influence the volume of demand have been had in view:
- historical and forecasted GDP increase;
-

general economic situation local, national, international;

social economic and demographic variables in the Northwest region;

development level of tourism in the area and its potential;

economic factors directly related to the potential clients;

direct competition and that of the other transport means;

political and environmental constraints applicable in the railway transport sector;

degree of safety, security and convenience of the trip by train;

cyclical nature of the economic crises (economic crises have been forecasted for 2021 and
2029-2031;

situation of the proportion between the various types of cargo in the case of other intermodal
centers or according to specialized studies.

As follows from the previous chapter, Cluj-Napoca Municipality passengers traffic is much
below the potential of the area (depending on the methodologies used). We estimate that
pursuant to the building of the intermodal center the passenger and cargo railway traffic will
undergo a substantial increase, underwent by other airports and counties as well.
The railway traffic forecast for Cluj-Napoca Intermodal Center for the period 2013 2038 has
been prepared using the above-described methodologies and various data sources (statistics of
CFR, INS, Eurostat, studies and other domestic and international data sources).
8.4.2.1.Forecast in the scenario of implementation and NON-implementation of the intermodal
center project
The tables and charts below show on the left side of the page the centralized results of the
railway traffic forecast for the period 2013 2038 in respect of the intermodal center and on the
right side of the page the cargo traffic forecast (in tons) in the alternative of non-achievement of
the intermodal center.

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CARGO AIR TRAFFIC FORECAST scenario of implementation of the intermodal center

Cargo (tons)
Growth rate

2013
963
6%

2014
1,048
9%

2015
1,148
10%

2016
1,292
13%

2017
1,615
25%

2018
2,584
60%

2019
3,877
50%

2020
5,234
35%

CARGO AIR TRAFFIC FORECAST scenario of non-implementation of the intermodal center

Cargo (tons)

2013
963

2014
1,048

2015
1,148

2016
1,259

2017
1,368

2018
1,473

2019
1,567

2020
1,653

Growth rate

6%

9%

10%

10%

9%

8%

6%

5%

Table 33 - Cargo air traffic forecast for the intermodal center 2013-2020

Cargo (tons)
Growth rate

2021
6,804
30%

2022
8,505
25%

2023
10,206
20%

2024
11,737
15%

2025
13,498
15%

2026
14,848
10%

2027
16,333
10%

2028
17,966
10%

Table 36 - Cargo air traffic forecast for the intermodal center 2013-2020

2029
19,762
10%

2030
21,739
10%

Cargo (tons)

2021
1,686

2022
1,762

2023
1,841

2024
1,924

2025
2,011

2026
2,081

2027
2,154

2028
2,229

2029
2,274

Growth rate

2%

5%

4%

5%

5%

3%

4%

3%

2%

Table 34 - Cargo air traffic forecast for the intermodal center 2021-2030

Cargo (tons)
Growth rate

2031
22,826
5%

2032
23,967
5%

2033
25,165
5%

2034
26,424
5%

2035
27,745
5%

2036
29,132
5%

2037
30,589
5%

Table 37 - Cargo air traffic forecast for the intermodal center 2021-2030

2038
32,118
5%

Cargo (tons)

2030
2,319

Growth rate

2%

2031
2,366

2032
2,425

2033
2,485

2034
2,548

2035
2,611

2036
2,677

2037
2,744

2038
2,812

2%

2%

2%

3%

2%

3%

3%

2%

Table 35 - Cargo air traffic forecast for the intermodal center 2031-2038

Table 38 - Cargo air traffic forecast for the intermodal center 2031-2038

Figure 82 - Cargo air traffic forecast for the intermodal center 2013-2038

Figure 83 - Cargo air traffic forecast for the intermodal center 2013-2038

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8.4.2.2.Forecasts of modal transport


Very important in case of an intermodal center is setting the flow of goods transported by the
three categories of transportation: air, rail and road.
The following pages detail (in the three periods belonging to the interval 2013 - 2038) the
amount of cargo transported within the following flows:
- Air - road;
-

Air - rail;

Rail - road.

Total intermodal cargo


Growth rate
Plane - truck intermodal cargo
Growth rate
Train - plane intermodal cargo
Growth rate
Train truck intermodal cargo
Growth rate

2013
964
0

2014
1,049
9%
0

2015
1,149
10%
0

2016
1,292
13%
1,034

26

103

2017
1,615
25%
1,131
9%
48
88%
194
88%

2018
2,585
60%
1,551
37%
207
327%
827
327%

2019
3,877
50%
1,939
25%
388
88%
1,551
88%

2020
5,234
35%
2,617
35%
523
35%
2,094
35%

Table 39 - Cargo traffic flows forecast 2013-2020 (tons)

Figure 84 - Cargo traffic flows forecast 2013-2020

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Total intermodal
cargo
Growth rate
Plane truck
intermodal cargo
Growth rate
Train plane
intermodal cargo
Growth rate
Railway truck
intermodal cargo
Growth rate

2021

2022

2023

2024

2025

2026

2027

2028

2029

2030

6,804

8,506

10,207

11,738

13,498

14,848

16,333

17,966

19,763

21,739

30%

25%

20%

15%

15%

10%

10%

10%

10%

10%

3,402

4,253

5,103

5,869

6,749

7,424

8,167

8,983

9,881

10,435

30%

25%

20%

15%

15%

10%

10%

10%

10%

6%

748

1,021

1,327

1,643

2,025

2,227

2,450

2,695

2,964

3,478

43%

36%

30%

24%

23%

10%

10%

10%

10%

17%

2,654

3,232

3,776

4,226

4,724

5,197

5,717

6,288

6,917

7,826

27%

22%

17%

12%

12%

10%

10%

10%

10%

13%

Table 40 - Cargo traffic flows forecast 2021-2030 (tons)

Figure 85 - Cargo traffic flows forecast 2021-2030

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2031

2032

2033

2034

2035

2036

2037

2038

Total intermodal cargo

22,826

23,968

25,166

26,424

27,745

29,133

30,589

32.119

Growth rate
Plane truck intermodal
cargo
Growth rate
Train plane intermodal
cargo
Growth rate
Train truck intermodal
cargo
Growth rate

5%

5%

5%

5%

5%

5%

5%

5%

10,728

10,785

11,073

11,362

11,653

11,944

12,236

12.848

3%

1%

3%

3%

3%

3%

2%

5%

3,880

4,314

4,782

5,285

5,549

6,118

6,730

7.066

12%

11%

11%

11%

5%

10%

10%

5%

8,217

8,868

9,311

9,777

10,543

11,070

11,624

12.205

5%

8%

5%

5%

8%

5%

5%

5%

Table 41 - Cargo traffic flows forecast 2031-2038 (tons)

Figure 86 - Cargo traffic flows forecast 2031-2038

The share of the three types of transport will change over time. If there is currently only cargo
flow between air and road transport, implementation and development of the intermodal center
will increase gradually to other flows, namely air - rail and rail - road.

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Table 42 - Cargo traffic flows forecast 2013-2038

The forecasted share of the 3 types of cargo transport (plane truck, plane train and train
truck) in 2013, 2020, 2030 and 2038 will be as follows:

Figure 87 - Forecasted share of cargo flows in 2013

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Figure 88 - Forecasted share of cargo flows in 2020

Figure 89 - Forecasted share of cargo flows in 2030

Figure 90 - Forecasted share of cargo flows in 2038

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8.5. CONCLUSIONS ON THE PASSENGER AND CARGO AIR TRAFFIC FORECAST


The passenger number forecast estimates for 2013 a total traffic of 983,213 passengers (up 6%,
equal to the GDP multiplier).
In respect of 2020, in the case of the implementation of the intermodal center project, the
passenger number forecast estimates a total traffic of 1,758,417 passengers, and for 2038 a traffic
of 3,423,448 passengers.
Where the project is not implemented, the forecasted traffic is 1,686,741 passengers in 2020 and
3,071,269 passengers in 2038.

(x1000)
No. of passengers without intermodal center
No. of passengers with intermodal center

2013

2020

2025

2030

2038

983

1,687
1,758

2,021
2,221

2,366
2,638

3,071
3,423

Table 43 - Comparison between the two scenarios (passenger numbers)

Figure 91 - Comparison between the two scenarios (passenger numbers)

The forecast of the additional passenger traffic directly or indirectly generated by the
implementation of the intermodal terminal (calculated as difference between the scenario with
project implementation and the scenario without project implementation) is as follows:

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Passengers (x1000)

2013
0

2014
0

2015
0

2021 2022 2023


94
118
Passengers (x1000) 73

Passengers (x1000)

2031
277

2032
286

2016
18

2024
143

2033
297

2017
28

2025
170
2034
307

2026
198
2035
318

2018
49
2027
229
2036
329

2019
59

2020
72

2028 2029 2030


261 266 271
2037
340

2038
352

Table 44 - Additional passenger traffic generated by the implementation of the intermodal center 2013 - 2038

Figure 92 - Additional passenger traffic generated by the implementation of the intermodal center 2013 2038

The cargo traffic forecasted to be achieved in 2020 is 5,101,363 kg, and 31,303,606 kg in 2038.
Where the project is not implemented, the cargo traffic forecasted for 2020 is 1,653,313 kg and
2,812,607 kg in 2038.

(tons)
Cargo without intermodal center
Cargo with intermodal center

2013

2020

2025

2030

2038

963
0

1,653
5,234

2,011
13,498

2,319
21,739

2,812
32,118

Table 45 - Comparison between the two scenarios (cargo)

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Figure 93 - Comparison between the two scenarios (cargo)

The forecast of the additional cargo traffic directly or indirectly generated by the implementation
of the intermodal center (calculated as difference between the scenario with project
implementation and the scenario without project implementation) is as follows:

Cargo (tons)

Cargo (tons)

2021
5,118

Cargo (tons)

2013
0
2022
6,743
2031
20,460

2014
0
2023
8,365

2015
0
2024
9,813

2032
21,542

2033
22,680

2016
33

2017
247

2018
1,112

2019
2,309

2020
3,581

2025
2026
2027
2028
2029
2030
11,487 12,767 14,179 15,737 17,489 19,420
2034
23,876

2035
25,134

2036
26,456

2037
27,845

2038
29,306

Table 46 - Additional cargo traffic generated by the implementation of the intermodal center 2013 - 2038

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Figure 94 - Additional cargo traffic generated by the implementation of the intermodal center 2013 - 2038

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9. ADDRESS AND METHODOLOGY FOR THE DESIGN OF


INTERMODAL TRANSPORTATION INFRASTRUCTURES
In this chapter of the study of the intermodal hub of Cluj Airport we analyze combinations and
alternative solutions in order to achieve the optimization of pedestrian and freight transportation
service, and of the reduction air pollution as well.
9.1. INTERMODAL CHAINS ANALYSIS
The term intermodality includes simultaneously a technical meaning, which represents a
specific typology of travel featuring the consequential use of several means of transportation, but
also a specific principle of transportation policy.
The intermodality targets must be pursued by linking organically both the characteristics of
infrastructural modal interchange (physical dimension of the networks intended as platform, and
functional dimension of intermodal hub with vertical and horizontal connections: international,
national, regional, local) and the characteristics of the services offered by the connected
modalities (static or dynamic coordination).
Therefore, the purposes achievement should be monitored relatively to a programmatic planning
approach for the long distance intermodality (between air and rail transportation) but also for the
urban and suburban - including vast metropolitan extension - intermodality.
This preparatory work observes the possible combinations with a dual view:
- Passengers intermodality.
- Freight intermodality.
9.1.1. AIR/RAIL TRANSPORTATION - PASSENGERS TRANSPORTATION
The progressive expansion of High Speed - High Capacity (HS/HC) rail transportation supply in
Europe allowed the long distance travel market to grow consistently, and in the meanwhile to
substitute (for segments included between 100km and 800km) both point-to-point and feeder
flights taking off from regional airports to the main European hubs.
The High Speed Train service is proving to be capable of altering the air/rail transportation
modal balance; the standard rail service is nevertheless competitive with the air service for
segments under 400-500 km; its still not clear if the increment of use of the rail transportation as
a direct connection mean with the airport hubs is capable of determining a direct reduction of
slots demand, wherever critical cases of strong congestion and infrastructural physical limitations
are located.
The key-factors in the air/rail intermodal integration are: the integration and coordination of the
informative services for ticketing, luggage management and pricing.

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9.1.2. URBAN PUBLIC TRANSPORTATION NETWORK/RAIL (LONG DISTANCE) PASSENGERS


This is a modal combination, which is very high-profile in sustainability terms, used for the most
part of middle/long distance travels (up to 300-400km for inter-regional trains and 700km for the
High Speed Train service).
The key factors of the intermodal services are:
- services integration (integration of National and European informative systems; integration
of ticketing service; schedule-based pricing, also related to the frequencies and the balancing
of luggage capacity and management );
- absolute transparency and security conditions during the transfers, both in the national and
urban/local scale, with minimum walking timings.
At the state-of-the-art, the prospecting scenarios are very heterogeneous if compared to the
communitarian area, where by the way the best results are achieved at single national levels. The
pricing and ticketing integration only takes place in urban or regional environments, and is
related to the reduction of public-private actors locally present.
9.1.3. AIR/RAIL TRANSPORTATION - FREIGHT
In the development planning of a new freight hub, the possibility of modal interchange with the
railway has to be considered as a fundamental condition. The resulting benefits can be measured
in terms of global service efficiency, traffic reduction of the arterial roads leading to the airport,
and environmental compatibility, if we consider that 1,000t of freight dislocated via rail are
comparable to 50 road travels.
Nowadays we only have very few examples of modal interchange optimization, and theyre
effective only at urban/regional level.
9.2. INTERMODAL HUB MASTERPLAN OBJECTIVES
The general purpose of this action, aimed at intermodal transportation for passengers and freight
through a connection between air and rail transport systems and a connection of the same type
for freight, is to promote intermodality by developing a balanced system of ways of transport
based on the competitive advantages of each way of transport - rail, air, land or sea - and to
contribute to the sustainable development mainly by minimizing the side effects of transport on
the environment and to improve transport safety.
Building a terminal specifically dedicated to this way of transport will encourage the freight
traffic growth to the airport, the number of passengers, the amount of freight transported over
long distances and the reduction of transport times on these distances, as well as the economic
development of the region.
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At the same time, in accordance with the Europe 2020 strategy which states the reduction of CO2
emissions for road vehicles, it is necessary to transfer a segment of freight transport from road to
rail transport and inland waterways, along with some other measures proposed.
The development of logistics freight platforms on the airports situated in the neighborhood of the
major intermodal transportation hubs, represents European or international connection points and
ensures their connection to the respective intermodal terminals.
The development of the road, rail, ports and airports systems in order to achieve the connections
with the regional hubs ensure the improvement of cooperation with the neighboring regional
markets.
The development of those intermodal centres in the immediate vicinity of logistic parks and
industrial platforms (existing or potential) must be supported to generate positive effects on local
and regional economy by reducing the costs of transport and logistics of economic operators, as
well as by reducing the impact of transport on environment (decongesting road transport
networks and reducing the gas emissions produced by the means of road transport).
The optimal solution for the route and the length of the railway line shall be determined through
the performance of several studies.
9.3. GENERAL INDICATIONS FOR THE DESIGN OF THE INTERMODAL
TRASPORTATION INFRASTRUCTURES
The aim of the design of a new intermodal hub is to highlight the relationships between the
different components, in order to strengthen the mutual connections, creating a synergy between
the parts.
This preliminary work verifies the feasibility of the projects which intend to resolve punctually
the nodes of intermodal exchange, and which are interconnected and organized by a masterplan
of Clujs airport area.
The study evaluates two main aspects:
- The single nodes considered as horizontal connections which resolve the relationships
between the different transportation modalities;
- The vertical connections between the nodes which regulate the relationships at different
scales of intervention (international, national, regional and local).
The nodes of the intermodal system here taken into considerations are the following:
- Air/rail
- Air/road
- Road/rail

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The general indications which regulate the design are the following:
9.3.1. PASSENGERS INTERCHANGE NODES
-

Choice of the correct modality of connection (pedestrian, assisted, etc.):


o granting pedestrian walkways for segments shorter than 300m;
o providing assisted pedestrian walkways for longer segments;
o assuring safe pedestrian connections without a smooth transition;
o designing simple pedestrian paths, with aided orientation and without stream
obstructions;
o minimizing height gaps.

Choice of the correct node dimensioning in order to avoid clogging, cues, accidents;
Efficient and attractive passengers terminals in order to incentive the use of means of
transport different from the car;
Maximum flexibility during the development phases, to allow an ease translation into design
of the potential changes of market demands and terminals and nodes design criteria.

9.3.2. CARGO INTERCHANGE NODES


-

Strategic use of existent and planned infrastructures;


Maximum flexibility during the development phases, to allow an ease translation into design
of the potential changes of market demands and terminals and nodes design criteria;

9.3.3. INTERMODALITY COMMUNICATION AND ENCOURAGEMENT


-

Clear signage, and excellent communications in the interchange nodes;


Maximum visibility and clarity of communication systems.

9.3.4. MAXIMUM ENERGETIC EFFICIENCY AND LOW ENVIRONMENT IMPACT


-

Granting the design of low-impact energy systems

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9.4. BENCHMARKING
Airports are, by definition, interchange nodes which are connected to their own consumer base,
often granted by the sole road infrastructures: the discussions and dissertations about the airports
considered as multimodal centers and interchange nodes are for sure a high priority. The need to
directly connect the railway lines to the airport areas is taking more and more importance: this
comes from a growing attention towards the environmental aspects, and consequently the
external general costs connected to the transportation theme (congestion problems, energetic
drainage, emissions and environment costs), which translates into several benefits for the airport
operators and passengers/users themselves.
Among the European airports already featuring a meaningful air/rail intermodality history we
can point out:
- Amsterdam-Schiphol;
- Frankfurt;
- Paris-CDG.
Which are strongly characterized by a strong policy of integration with the railway line and in
particular with the High Speed Train service (respectively Thalys, ICE and TGV).
It is also interesting to highlight the examples of Heathrow (London) and Arlanda (Stockholm)
which are provided with a fast and efficient connection to the surrounding urban centers through
dedicated railway lines. Moreover, there are other examples of airports featuring railway or
subway connections to the regional local network.
Concerning the short-range or refueling flights heading to the main airports, very significant
progresses have been done in Germany, where the High Speed Trains carries the 45% of all the
Lufthansa passengers in the segment between Colonia and Frankfurt (AIRail service).
With AIRail, the substitution of the national short-range flights (at a loss) with rail segments, and
the use of the precious slots previously occupied by these flights at the Frankfurt Airport in favor
of much more lucrative long-range flights, contribute to the profitability of the service.
In Switzerland, the Fly Rail Baggage Service allow the passengers heading to Zurich, Geneva
and Basil airports to register their luggage and to get their check-in card in several rail stations.
In the Netherlands, the so-called train-taxi concept represents a successful example of
integration of the taxi service, gained through an integrated fare system: fixed fee for train users.
In Karlsruhe, in Germany, the urban trams use the same railway as the commuter trains which
connect the city center to the Karlsruhe surroundings.
In Helsinki, every new project of building development foresees a strong integration of
infrastructural elements since the very first planning phases: the station building is constructed in
the initial phase, creating the conditions for an easy and comfortable use of common ways of
transportation.

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Another good example of a modern connection/switching point is the Avenida de Amrica in the
Spanish capital city. Re-opened to the public in 2000, in this enormous exchange platform where train, subway and coaches lines converge - the number of users has grown by 30% since
the first year after the restoration works.
The following comparative analysis describes and comments the infrastructural equipment
dedicated to passengers and freight relatively to different means of transportation (rail lines, road
presence): the transportation modalities, their infrastructures and the connection between them
are described.
The selected airports share some characteristics with the Cluj Airport (dimensions or
transportation aspects), and are located in a macro regional environment characterized by a high
density of mobility infrastructures and by a growing inclination to public transport use.

Figure 95- Aerial view of Cluj-Napoca Terminal

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LYON
The Lyon/Saint-Exupry airport represents an example of integration between a medium-scale
airport (its the fourth airport if we consider the passengers traffic in France) and the TGV High
Speed railway service. Its located 20km from the city center.

8,4

The intermodality of the public


transportation system is achieved trhough:

Mppa (2012)
- REGIONAL RAILWAY LINE (LyonAlps Maritimes segment);
- TGV High speed Railway service linea
di (LGV Paris Lyon Torino/Marseille
segment).

Lyon/Saint-Exupry is one of the rare airport platforms characterized by a relevant ease of access
thanks to the efficiency of its intermodal hub. Among its development priorities, the
intermodality node is a critical subject for Lyon airport authority: its planned to implement the
service offer with the integration of the TER service (Train Express Rgional) - which is located
10km far from the airport area - before 2020.
Before 2015 its also planned to develop the Lyon railway network to support high speed freight
trains (Carex project): this development plan will be implemented with the connection between
the airport and the LGV Lyon-Turin new segment which will be opened in 2023, and which will
be a part of the so-called Corridor 5 Lisbon-Kiev.

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COPENHAGEN
The Kastrup airport its located in a strategic position, between Copenhagen and the Oresund
bridge leading to Malmo (Sweden): therefore, the service user base trespasses the national
boundaries, and the railway and road services have been adapted as a consequence. The
Copenhagen airport is located 9km from the city center and 37 Km from Malmo.

23,3

The intermodality of the public


transportation system is achieved trhough:

Mppa (2012)

- EXTRA-URBAN COACH SERVICE


- SUBWAY LINE (Copenhagen network)
- REGIONAL TRAIN (services towards
Copenhagen, Malmo and Goteborg in
Sweden)

The Lufthavnen subway station is located at the end of Terminal 3, and it's protected by the
terminal's roof. The subway shuttles every 4/6 minutes both during the day and the evening;
during the night the waiting time is about 15/20mins. The duration of the travel from Norreport
central station to Copehnagen Airport is 15 minutes.

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PISA
The Galileo Galilei International airport of Pisa is the first airport base in Tuscany considering
the number of passengers, and the second airport of Central Italy after the Roma-Fiumicino
Airport. Its located 1km from the city center.

4,4
Mppa (2012)

The intermodality of the public


transportation system is achieved
through:
- EXTRA-URBAN AND
REGIONAL COASCH SERVICE;
- REGIONAL TRAIN
- PEOPLE MOVER LINE (in order
to connect the Central Railway
Station with the airport and the
parking areas in development)
measuring 1,850m in length.

The Pisa port of call was the european regional airport with the closest rail terminal (connected
by a protected pathway measuring less than 40m in length): nowadays an ongoing project plans
to substitute the local train service between the airport and the central station, with a People
Mover line.

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FRANKFURT
Its the most relevant european intermodal complex connected to the highway and railway lines.
The Frankfurt Am Mein Airport its the largest German airport (57.520.001 passengers in 2012
and 2.23 million tons of freight) and the eleventh in the world. The airport structure is made up
of four runways. Its located 12km from the city center.

57,52
Mppa (2012)

The intermodality of the public


transportation system is achieved through:
- EXTRA-URBAN AND REGIONAL
COASCH SERVICE;
- IC, ICE AND REGIONAL TRAIN
SERVICES
- PEOPLE MOVER LINE (connecting
the two terminals)

Among the others, the connection to the railway line is the most important element to grant the
hub intermodality functionality; moreover, this is a distinguishing feature of the freight node, if
we consider the lack of airports featuring an efficient air/rail intermodality.

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LILLE
The Lille Lesquin Airport is located at the crossing of several transportation services, which
makes it extremely easy to reach. Its position is very strategic thanks to the proximity to Belgium
and to the city center, located 9 km away.

1,14
Mppa (2009)

The intermodality of the public


transportation system is achieved through:
- SHUTTLE SERVICE TO TRAIN
STATION

The consumer base estimated for this airport is 150 million people, the largest number of users in
Europe, accessible in distribution within 24/48h (France, Benelux, England). The airport is
moreover located in barycentric position in respect to the 6 most important European cargo hubs:
Paris, London, Bruxelles, Amsterdam, Frankfurt and Luxemburg.

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BUCAREST BNEASA
The Bucarest Baneasa Airport is the historic airport of the city. Its been the only airport of
Bucarest until the sixties, when the Henri Coanda node was opened. The air traffic has being
increasing exponentially thanks to the low-cost flights: in 2007 the traffic reached the million of
passengers. The airport is located 8.5km from the city center.

1,8
Mppa (2008)

The intermodality of the public


transportation system is achieved through:
- SUBWAY LINE
- URBAN BUS LINE
- TRAM LINE

A new connection between the airport and the subway line is planned: the new segment will connect the
Central Railway Station (Gara de Nord) with the Otopeni Airport, including stops inside the city center
(Piaa Universitii) and in the Baneasa Airport.

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10. DESIGN
SOLUTION
FOR
INTERMODAL
TRANSPORTATION INFRASTRUCTURES
10.1. FUNCTIONAL RELATIONSHIPS
We now analyze specifically the intermodal nodes components which characterize the design
project, subdivided per function: passengers/freight.
10.1.1. PASSENGERS: RAILWAY STATION
The railway station is part of the complex air/rail/road network dedicated to passengers.
10.1.2. PASSENGERS: PEDESTRIAN PATHWAY
The pedestrian pathway connecting the air terminal and the new train station makes the
passengers rail/air interchange more easy.
10.1.3. PASSENGERS: NEW PARKING LOTS
The new short-stop and long-stop parking areas allow the road/air passengers interchange, but at
the same time they also feed the road/rail passengers interchange in correspondence to the new
long-term parking lot.
10.1.4. FREIGHT: AIR-CARGO
Cargo airport will be a one-piece building.
10.1.5. FREIGHT: CFR CARGO
The area dedicated to the freight road/rail exchange is located on the east side of the airport. This
location is easily connected to the most important roadway and along the line between the city
and the industrial area which will be connected by a new metro (in planning by the
municipality).
In the new cargo area it will be possible to stock train in pause.

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Figure 96 - Aerial view of east side of CFR cargo area

10.2. CONCEPT
The definition of the design leanings is based on two main scale levels:
- general planning and localization of the interventions;
- punctual design of each intervention.
In relation to the above-mentioned scales, the planning individuates the following themes:
- passengers interchange node;
- freight interchange node;
- inner circulation and parking lots;
- support services: hotel;
- support Services: photovoltaic park and cogeneration plant.
10.2.1. PASSENGERS INTERCHANGE NODE
The passengers interchange node is made up of a railway station, the passengers air terminal and
its foreseen extension, and a vantage pedestrian walkway which connects the two rail/air
exchange nodes. The same element connects these poles with the main circulation system (road
and highway, long and short-term parking lots, taxi stops, bus stops, etc.).
10.2.2. FREIGHT INTERCHANGE NODE
The functional features which characterize the area are mainly the following:
- accessibility to the taxi areas system and to the runway, and the total independence of the
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maneuvering spaces dedicate to passengers traffic; this theme moves primarily from the
presence and positioning of the pre-existing military base functions, which allow to plan the
development of the new complex to grow in parallel to the runway: in this way it is possible
to achieve the optimal freight movement during the stocking and the load/unload operations
from and to trucks;
rail/road interchange outside the air side; the proximity to the highway track and the
feasibility of the connection to the railway network using an existing line, allow to plan a
very large complex within the same time preserves a good compatibility with the
environment, mostly in terms of environmental preservation in spite of a perfect intermodal
functionality.

The location of the freight node was chosen according to CFR and Municipality and without
changing the intended use of area.
The project, which also integrates a part of some existing buildings, is ordinated into modular
structures which allow the project itself to be flexibly adapted even in the final phases of the
construction: in this way, the demands of the different operators which may change during the
developing phases will be equally satisfied. To provide a wider logistic offer, we plan to build
either long and short-spanned structures, in order to create functional warehouses and offices.
The structural flexibility is also conceived to host advanced technological, mechanical and
informatics networks. It is also possible to subdivide and separate all of the planned buildings
into functional modular sub-units, so that both small and big economical operators will find a
properly-sized space for their needs.
10.2.3. CIRCULATION AND PARKING LOTS NOT INCLUDED IN THE ECONOMICAL
FINANCIAL PLAN
The main objectives regarding the parking lots theme are:
- make the free spaces in front of the airport more efficient;
- build up a new long-term parking.
10.2.4. SUPPORT SERVICES: HOTEL NOT INCLUDED IN THE ECONOMICAL
FINANCIAL PLAN
The addition of a hotel to the airport compound must be extimated in relation to the
dimensioning of the service structures and to the traffic analysis.
10.2.5. SUPPORT SERVICES: PHOTOVOLTAIC PARK AND COGENERATION PLANT
The choice to provide a photovoltaic park and a cogeneration plant to the airport system is
determined by the need to auto-production of energy deriving by either renewable (photovoltaic)
or assimilated (cogeneration), in order to meet the new inner energetic demand related to the
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airport expansion.
The proposal of the photovoltaic solution is related to the availability of the minimum surface
required for the installation of the photovoltaic field, and also to the fact that this kind of system
produces renewable energy without any polluting emissions. Moreover, the photovoltaic system
can also be considered as a source on income for the Airport Authority, since the exceeding
amount of energy can be sold, if we consider the favorable current financial conditions.
The Proposal of a cogeneration plant is related to the necessity of an efficient use of the fossil
fuel (natural gas), which can be realized through the use of cogeneration: it allows the
simultaneous production of both electricity and heat. Moreover, if combined with absorption
groups, its possible to use the heat produced during the summer to obtain cold energy for the
air-conditioning system.
10.3. EVALUATED ALTERNATIVES
The definition of the design alternatives is based on two main scale levels:
- general planning and localization of the interventions;
- punctual design of each intervention.

10.3.1. GENERAL INTERVENTIONS PLANNING: ALTERNATIVE SOLUTIONS


The developed proposals aim to improve the passenger traffic efficiency and practicality and to
increase/facilitate the freight exchange between rail/road/air as well.
The developed proposals are made up of the following elements:
-

New passenger terminal inside the airport area not included in the present study. The
terminal could directly connect the passenger terminal to the airplanes;

Connection between the old and new passenger terminals with a people mover or moving
walkway lines not included in the present study. The new terminal will be a separate
building from the existing one. In order to connect the two terminals - the older one to the
new one and vice-verse a people mover or moving walkway line are considered as a solution;

Connection between the airport passengers terminal and the new railway passengers station
included in the present study. We plan to develop a dedicated passage for passengers to
connect the new railway passenger station and the airport terminal;

Cargo area for the airport - included in the present study. We have been considered two
airport cargo areas: the first one is dedicated to freight handling from the airplane to the
trucks and vice-verse with a hangar cargo, a second one for freight storage into containers.
The two areas will be reciprocally connected with concrete platforms and to the main traffic
with dedicated roads. Airport Cargo Area extension is considered about 100,000sqm with a
potential additional area of 110,000sqm;

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Cargo area for the railways - included in the present study. For the requested turn-over of 700
ton/day we forecast n.2 rails for the trains composition. The freight village area has been
considered for trains measuring 750m in length, for an global area extension of about
400,000sqm;

Development of the connections between the airport cargo area and the freight village area included in the present study. New roads, underpasses and an overpass will be carried out to
connect rail and air cargo areas to the currently available roads. These new types of
infrastructures will be important to cut off the traffic in the main roads. No level crossings
have been considered in order to reduce dangerous situation;

New areas for short and long term parking inside and outside airport area included in the
present study but not in the economical evaluation. Long term parking lots will be developed
in areas further from the terminals immediately after the short parking lots, inside the airport
property. They can also be developed in an area located close to the railway passenger
station. Connections to the main streets will be done through the existing viability; the
connection to the airport will be through a tunnel road. In the following phase, the final
proposals will be analyzed in detail: the internal viability is planned to be mainly constituted
by one-way roads in order to minimize as much as possible the internal airport traffic. During
the design phase will be evaluated the exact necessary number of parking places also taking
in consideration the contribution of other private vehicles that they will park in the area like
taxi, bus, minivan, etc. Parking area considered is about 150,000/220,000 sqm (~ 4900 / 7200
parking places);

Hotel / commercial area included in the present study but not in the economical evaluation.
A new hotel located in the area in front of airport zone is suggested. Other areas dedicated to
a mall or for minor commercial purposes con be as well considered instead of the hotel. A
new connection between the Hotel / commercial area and the passenger railway station to
airport terminal is forecast with the same passage hereinbefore mentioned;

Area for green energy system supply - included in the present study. A green energy supply
system must be considered, in order to cover part of the necessary energy of the airport.
Green energy considered area is about 40,000sqm.

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The concept started from the observation of the existent situation. We considered that the most
important activity to be done on that area would be a general redesign of the most corrupted
sites. In order to transform and enhance the site, our programmed activities can have positive
after-effects.
Concerning the general planning alternatives and localization of the interventions, we have
analyzed the following scenarios.

Figure 97 - Existing situation of the area

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ALTERNATIVE 0 TECNICALLY OUTDATED


The choice not to make any interventions allows to spare the financed money, but obviously
doesnt lead to any managing benefits, if we consider the environmental development.
Moreover, the increasing demand of transportation deriving from the airport development would
turn into an additional charge of CO2 emissions, caused by the non-integration of passengers and
freight railway service, and this would make the environmental impact more critical.

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SWOT Analysis: Base case: none action

+
Economic estimation: the spare of public
money is 100%.

No local, regional
development.

or

over-regional

No additional workplace created,


consolidation
of
the
existing;
improvement against financial crisis.

nor
no

Increase of air pollution, due to the increased


demand of freight and people transportation
by road.
The area located south of the railroad needs
to redevelopment and would remain
degraded.

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ALTERNATIVE 1 TECNICALLY OUTDATED


The first hypothesis taken into consideration was made up of in the following elements:
1. A new road junction, regulating the passengers and freight traffic between the
airport and the freight village, and the highway.
2. Cargo rail area located near the existing cargo rail station, south-West of the airport
3. New passengers train station located on South of the airport, in an intermediate
position between the current and the future development area of the airport
4. New Hotel building placed between the Traian Vuia Road and the railway line
5. Three roundabouts on Traian Vuia Road to make the access to the airport more
easy
6. Air cargo area not include the taxiway for the airplanes.

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Co-financed by European Union - Trans-European Transport Network (TEN-T)

SWOT Analysis: Alternative 1

+
Centralization of the passengers connection
between rail station / airport and viability.

Freight area is not suitable because


located over a sloping plot;
The connection between freight area and
airport cargo area is considered on the
currently available roads;
The passengers rail station and hotel are
built on a land to be expropriated;
There are any NO-Standing zones and
parking places for the railway station;
Few designate areas for parking;
Many inlet roads cause the necessity of a
new interchange.

DESIGNERS: Association AMC-POOL-SEA-SMA

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ALTERNATIVE 2 TECNICALLY OUTDATED


The second hypothesis taken into consideration was made up of in the following elements:
1. A new road junction, regulating the passengers and freight traffic between the airport and
the freight village, and the highway.
2. Freight village cargo area located on South of the airport, near the new passengers
train station.
3. New passengers train station located on South of the airport with entrances of the
buildings aligned.
4. New Hotel building placed between the Traian Vuia Road and the railway line.
5. Three roundabouts on Traian Vuia Road to make the access to the airport more easy.
6. Air cargo area not include the taxiway for the airplanes.

DESIGNERS: Association AMC-POOL-SEA-SMA

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SWOT Analysis: Alternative 2

Freight area is considered on a land of railway


property;

The hotel will be raised on a land to be


expropriated;

The passengers rail station insists on a land that


it will be expropriated by PUG.

The connection between freight area and


airport cargo area is considered on the
currently available roads;
Few designate areas for parking;
There are any NO-Standing zones and
parking places for railway station;
Many inlet roads cause the necessity of a new
interchange.

DESIGNERS: Association AMC-POOL-SEA-SMA

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ALTERNATIVE 3 TECNICALLY OUTDATED


The third hypothesis taken into consideration was made up of in the following elements:
1. A new road junction, regulating the passengers and freight traffic between the airport and
the freight village, and the highway.
2. Freight village area located on South of the airport, near the new passengers train station.
3. New passengers train station located on South of the airport, with entrances of the
buildings aligned.
4. New Hotel building placed between the Traian Vuia Road and the railway line.
5. Three roundabouts on Traian Vuia Road to make the access to the airport more easy.
6. Air cargo area not include the taxiway for the airplanes.
7. New connection between Air cargo and Fright Village via underground tunnel.

DESIGNERS: Association AMC-POOL-SEA-SMA

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SWOT Analysis: Alternative 3

The connection between freight area and


airport cargo area is realized via a dedicated
tunnel.

Freight area is not suitable because located


over a sloping plot;

The passengers rail station insists on a land


that it will be expropriated by PUG.

The hotel will be raised on a land to be


expropriated;
There are any NO-Standing zones and
parking places for railway station;
Few designate areas for parking;
Many inlet roads cause the necessity of a new
interchange.

DESIGNERS: Association AMC-POOL-SEA-SMA

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ALTERNATIVE 4 TECNICALLY OUTDATED


The fourth hypothesis taken into consideration was made up of in the following elements:
1. A new road junction, regulating the passengers and freight traffic between the airport and
the freight village, and the highway.
2. Freight village area located on South of the airport, near the new passengers train station.
3. New passengers train station located on South of the airport, with entrances of the
buildings aligned.
4. New Hotel building placed between the Traian Vuia Road and the railway line.
5. Three roundabouts on Traian Vuia Road to make the access to the airport more easy.
6. Air cargo area not include the taxiway for the airplanes.
7. New connection between Air cargo and Fright Village with a new railway line (very
expensive in relation to the technical solutions to be adopted to overcome the
existing territorial constraints).

DESIGNERS: Association AMC-POOL-SEA-SMA

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SWOT Analysis: Alternative 4

Freight area is considered on a land of Railway


Authority property;

The hotel will be raised on a land to be


expropriated;

The passengers rail station insists on a land that


it will be expropriated by PUG.

The connection between the freight area and


airport cargo area is carried out with a
dedicated train line but the airport cargo area
is smaller than 750s length rail;
Few designate areas for parking;
There are any NO-Standing zones and
parking places for railway station;
Many inlet roads cause the necessity of a new
interchange.

DESIGNERS: Association AMC-POOL-SEA-SMA

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10.4. TECHNICALLY AND ECONOMICALLY POSSIBLE SOLUTIONS PROPOSED


After the evaluation of the four possible general distribution we have found two solutions,
of which the technical and economic feasibility has been studied in detail.
The solution 2 is the final proposal and has been divided into two phases, considering the
first stage as essential to meet the prospected new demands in terms of traffic increment,
and the second phase as an hypothesis of future completion in case of potential further
future expansion of the airport.
(view Attachment n. 1)

DESIGNERS: Association AMC-POOL-SEA-SMA

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SOLUTION 1 TECHNICALLY AND ECONOMICALLY POSSIBLE (Attachment n. 1)


The first hypothesis taken into consideration was made up of in the following elements:
1. New underpass road connecting air cargo, highroad and freight village.
2. Freight village area located on South of the airport, near the new passengers train station.
3. New passengers train station located on South of the airport, with entrances of the
buildings aligned.
4. New Hotel building placed between the Traian Vuia Road and the railway line.
5. Three roundabouts on Traian Vuia Road to make the access to the airport more easy.
6. Air cargo area not including the taxway for the airplanes.

DESIGNERS: Association AMC-POOL-SEA-SMA

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SWOT Analysis: Soluzione 1

Freight area and station passengers are


considered on a land of Railway Authority
property;

The hotel insists on a land to be expropriate;

Some no-standing zone and parking places for


railway station are present;

Few designate areas for parking;

A new dedicated connection between the airport


and the train station will be carried out;

The connection between the freight area and


the airport cargo area is committed to the
available roads;

A potential expansion area is individuated for


airport cargo area;
The connection between freight area and airport
cargo area is carried out with a new dedicated
underpass and available roads;
No new interchange is required.

DESIGNERS: Association AMC-POOL-SEA-SMA

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SOLUTION 2 Phase 1 - TECHNICALLY AND ECONOMICALLY POSSIBLE


(Attachment n. 1)
The second hypothesis taken into consideration was made up of in the following elements:
1. Freight village area located on East of the airport and the Apahida-Vlcele road.
2. Freight Village connected with the highway line with a new section of the circulation
system
3. New passengers train station located on South of the airport, aligning the entrances
4. New Hotel located on South of the railway lines, along with 74.000sqm of long-term
parking area
5. Two roundabouts on Traian Vuia Road to make the access to the airport more easy
6. Air cargo area includes the taxiing area for the airplanes

DESIGNERS: Association AMC-POOL-SEA-SMA

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SWOT Analysis: Solution 2: Phase 1

Freight area and passengers station are


considered on a land of Railway Authority
property;

The connection between the freight area and


the airport cargo area is committed to the
available roads;

Some no-standing zone and parking places for


railway station are present;
A new dedicated connection between the airport
and the train station will be carried out;
A potential expansion area is individuated for
airport cargo area;
No new interchange is required.

DESIGNERS: Association AMC-POOL-SEA-SMA

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SOLUTION 2 Phase 2 - TECHNICALLY AND ECONOMICALLY POSSIBLE


(Attachment n. 1)
The second phase of the second hypothesis taken into consideration was made up of in the
following elements:
1. Freight Village connected to the Air cargo area with a new overpass road to the
railway line.

DESIGNERS: Association AMC-POOL-SEA-SMA

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SWOT Analysis: Solution 2: Phase 2

+
The connection between freight area and airport
cargo area is carried out with a dedicated overpass.

DESIGNERS: Association AMC-POOL-SEA-SMA

none

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10.4.1. ALTERNATIVE DESIGN SOLUTIONS FOR THE SINGLE INTERVENTIONS


Concerning architectural design alternatives and related layouts of each single intervention, we
follow report the reasons which led to choose the solutions included in the final draft masterplan.
10.4.1.1.

NEW RAIL STATION - SQUARE - HOTEL

The passengers rail station is located on South of the railway line, along which a twin platform
roof will be realized.
The passengers will reach the tracks using a new underpass; the pedestrian walkway is reachable
from the station using a direct escalator, a panoramic escalator or the elevators.

Alternative 1: direct connection with the walkway

Alternative 2: panoramic connection with the walkway

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10.4.1.2.

AIR-RAIL-ROAD PEDESTRIAN CONNECTION

The evaluated design alternatives for the optimal position for the walkway, with or without
height gap during the length of the track.
Moreover, the alternatives have compared the two solutions featuring an assisted (moving
carpets or funicular shuttle) or non-assisted pedestrian walkway.
For this specific decision, we have analyzed several peculiar benchmarks, following reported.

First alternative: different levels of altitude for the passage and consequent minor comfort

Second alternative: constant level of altitude and thin linear structure with large vertical supports

Third alternative: constant level of altitude and large linear structure with small vertical supports
Three alternatives for pedestrian passage

BENCHMARKING OF PEDESTRIAN CONNECTION


The alternatives taken into consideration to compare some investigations carried out in European
and extra-European airports, concerning the assisted and non-assisted interchanges with
pedestrian walkways of different nature: assisted with tapis roulants, assisted with funicular
shuttle, non-assisted in tunnel, non-assisted in vantage walkway.

DESIGNERS: Association AMC-POOL-SEA-SMA

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Tapis roulants examples

ISTAMBUL

DUBAI

PROVIDENCE

MANCHESTER

FRANCOFORTE

Funicular shuttle service:

LAS VEGAS

DESIGNERS: Association AMC-POOL-SEA-SMA

MEXICO

DETROIT

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DUSSELDORF INTERNATIONAL

Length between airport and train station: 2.5 km


Type of pedestrian connection: SkyTrain
The SkyTrain cabin railway connects the Dsseldorf Flughafen airport railway station to the
terminal. The fully automatic SkyTrain cabin railway cruises about 10 metres high on a 2.5 km
route above the airport grounds. Every hour and in one direction, the five trains in total, each
consisting of two cabins, transport 2,000 people at a maximum speed of 50 km/h. Every cabin is
fitted with large panorama windows and has plenty of space for luggage. The luggage carts
cannot be taken onto the SkyTrain.
The SkyTrain commutes between the terminal and the "Flughafen" airport railway station
continuously at intervals ranging from 3 to 7 minute from 3:45 a.m. until 0:45 a.m. daily. The
travel length between the two end stops (the "Bahnhof Dsseldorf Flughafen" railway station and
"Terminal C") is 6 minutes. A shuttle bus service between the "Flughafen" railway station, car
parks 4, 5, 6 and the terminal is provided when the SkyTrain is not in service.

DESIGNERS: Association AMC-POOL-SEA-SMA

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BARI

Length between airport and train station: 2 km (with a new station over the railway bridge)
Type of pedestrian connection: subterranean tunnel
The new railway lines connecting Bari to the Palese Airport opened to the public on July 2013.
The new segment departs from the old railway lines property of the Ferrovie del Nord Barese
Authority (FNB) near the Fesca San Girolamo stop, to rejoin the old track near Bitonto, in the
peripheral urban area border of Bari. Two new railway stations have been realized on the new
segment: the first one, Aeroporto, serves the Karol Wojtila stop, directly connected by a
subterranean tunnel; the second one, Europa, located in a zone where a strong urbanistic
expansion is taking place. The new rail track, in the end, does not only connect the airport to the
station of Bari Centrale, but also allows the users to get to the Palese airport from every urban
center served by the Ferrovie del Nord Barese network.

DESIGNERS: Association AMC-POOL-SEA-SMA

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BRUXELLES - DIABOLO PROJECT

Length between airport and train station: 0 km


Type of pedestrian connection: Tunnel
Bruxelles Airport is one of Belgiums largest economic industrial hubs, accommodating
thousands of train passengers travelling to and from Bruxelles every day. For this reason,
Infrabel has been invested heavily in sustainable and customer-friendly mobility to and from
the airport in recent years. The Diabolo project will turn Brussels Airport into one of the most
accessible airports in the world.
For the realisation of the Diabolo access route Infrabel has installed a number of new railway
lines. At Brussels National Airport station, a new underground railway track runs via the Diabolo
tunnel to the new railway line along the central reservation of the E19 between Schaerbeek
and Mechelen (L25N). In Zemst the railway departs from the central reservation of the E19 via
a new 150-metre long bridge across the motorway to connect with the existing railway line in the
direction of Mechelen.
Diabolo guarantees optimum connections between air and railway transport. At the same time,
the project is in keeping with Infrabel's three key priorities: Optimisation of safety via
implementation of ETCS and a series of safety measures along the entire railway route;
improvement of train traffic punctuality; enhanced capacity of the railway network.
The link is made up of 6 main parts:
1. Extension of the existing station and a connection tunnel (450m).
2. The 2 bore tunnels under the airside part of the airport (1,100m).
3. Tunnel under the cargo area (550m).
4. The southern connection towards Brussels to the 25 N line (1,300m).
5. The northern connection towards Antwerp.
6. Viaduct for road traffic, Tunnel for cyclists, Bridge for cyclists.

DESIGNERS: Association AMC-POOL-SEA-SMA

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CAGLIARI AIRPORT

Length between airport and train station: 0,5 km


Type of pedestrian connection: Moving walkways
It is possible to get to the Elmas airport from the central railway station in about 6 minutes, using
the new subway line which exits nearby the airport and which is connected to the departures area
by a tapis roulant. There is more than one hundred wagons connecting the airport with the rest of
the island; the trains depart from Cagliari to the airport every about 20 minutes.
The new station features two pathways measuring 154m in length, some platform roofs for the
waiting, an underpass and a system of staircases and pedestrian slopes. The direct connection
with the Mameli airport is provided by two indoor moving walkways.

DESIGNERS: Association AMC-POOL-SEA-SMA

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PISA

Length between airport and train station: 2 km


Type of pedestrian connection: People Mover Line funicular shuttle service
It will start in few months the construction works for a People Mover line, the shuttle will
connect the train station, airport and the new park and ride that will be created in Pisa south, with
departures every 5-7 minutes. In the project cycle paths, new car parks, road improvements in
San Giusto and a 12000 square meters urban park, will be also provided.

DESIGNERS: Association AMC-POOL-SEA-SMA

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10.5. PROPOSED ARCHITECTURAL DESIGN


In order to explain the following points at the end of this chapter it will be possible to find
drawing documents which show the architectural concept of all the elements listed below.
10.5.1. GENERAL PLAN (Attachment n. 1)
The general plan proposed is called Solution 2 Phase 1 and considers the following elements:
- Air cargo.
-

New passengers train station.

Pedestrian connection between the new train station and the airport.

More easy access to the airport through two roundabouts on Traian Vuia Road.

Photovoltaic park.

Freight Train Village in new railway platform for cargo transport.

Vehicular connection between the two cargo area (air one and train one).

New Hotel.

10.5.2. CARGO AIRPORT (Attachment n. 2)


It will be a one-piece building organized in a warehouse (with storage, weighting, customs and
security area) and two adjoined outbuildings. It will be provided also premises for cargo services,
the aircraft operating platform, the road platform and Cargo terminal parking platform and
connected fire water tank with pumping station and gate booth with pumping station.
10.5.3. RAILWAY STATION PLATFORM FOR PASSENGER TRANSPORT (Attachment n.
3)
The platform will be sized according to the needs arising from this project, in compliance with
national and international standards regulating airports and intermodal transport.
It will be provided on railway station platform all necessary services such as toilets,
communication services (express mail, e-mail, telephone), light and heavy freight transport
services, information, commercial facilities, publicity and advertising.
10.5.4. TRANSPORT CONNECTIONS BETWEEN AIRCRAFT OPERATING PLATFORM
AND PASSENGER TRANSPORT RAILWAY (Attachment n. 4)
It will be provided a connection passage between the CFR station and the airport. The passage
shall have exits to the platforms of the train station, to DN1C (Traian Vuia Street) and to the
parking lots of the airport.
It will be considered also the construction of a taxiway between the runways and the cargo
operating platform with a width of 25 m and 7.5 m shoulders on both sides of the taxiway.
DESIGNERS: Association AMC-POOL-SEA-SMA

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10.5.5. THE ACCESS ROAD (TOWARDS TRAIAN VUIA STREET) (Attachment n. 5)


The access road will connect the current Apahida-Vlcele road and the road platform of the
Cargo Terminal. The access road will have a minimum width of 7 m and the length of the road
will be determined by the planner based on studies. The traffic artery is bordered by sidewalks
with a width of 1.2m.
It will be provided also fences and other necessary equipment.
10.5.6. PHOTOVOLTAIC PARK (Attachment n. 6)
The study on alternative green energy provides the construction of a photovoltaic park which
will serve as power supply for the intermodal terminal and the airport.
At present the airport's electric energy consumption is of about 1MW/h.
As the new terminal requires endowment with high capacity equipment such as cold rooms, xray, site and perimeter lighting, conveyor belts, waste storage, hot water installations, equipment
that consumes large quantities of electricity and natural gas.
The new photovoltaic park must provide for a power consumption which meets the requirements
of the new construction, namely at least 2 MW/h, and its surface will be of about 4 ha.
10.5.7. RAILWAY PLATFORM FOR CARGO TRANSPORT (Attachment n. 7)
The railway platform will provide all the taking over of the cargo traffic and the creation of a
framework for conducting cargo transfer, with all amenities such as the connection with the
current aircraft parking platform, the connection with the railway line, the covered areas for the
storage of goods, the fixe and mobile means for aircraft servicing, the cargo traffic handling for
aircrafts and trains.
There were taken into account the minimum requirements for sizing the railway tracks, their
number and ensuring the connection between the aircrafts and the road platform with
compliance with all security and safety regulations for airports.
10.5.8. TRANSPORT CONNECTIONS BETWEEN AIRCRAFT OPERATING PLATFORM
AND CARGO TRANSPORT RAILWAY
It will be provided two part of roads connecting air cargo area with the Apahida-Vlcele road
and this last one with the train cargo area.
10.6. COMPONENTS OF THE INTERMODAL HUB
The main components of the intermodal hub take into consideration in the present study are the
following:
- Air-rail-road passengers interchange
-

Air-road and road-rail interchange

DESIGNERS: Association AMC-POOL-SEA-SMA

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10.7. RELATIONSHIPS BETWEEN


INTERMODAL HUB

THE

MAIN

COMPONENTS

OF

THE

The relationships between the main components of the intermodal hub taken into consideration
in the present study are the following:
Air-rail-road passengers interchange realized through the construction of a pedestrian
walkway
Air-road and road-rail interchange realized through the construction of new road sections
connected to the existing road main network.
10.7.1. PASSENGERS PEDESTRIAN WALKWAY
The passengers intermodal node is characterized by the presence of an assisted pedestrian path
featuring tapis roulants between the air terminal and the new railway station. This connection is
about 290m in length and overpasses the main transit infrastructures running by and entering the
airport, which are the Traian Vuia road and the railway lines. Therefore, this connection is
articulated as a vantage path characterized with no significant height gaps all along its length;
some minor height gaps are filleted by slopes.
Nearby the airport, the walkway joins the first floor of the building connecting the departures and
arrivals terminals.
The presence of vertical connectors (staircases to be used in case of fire and elevators)
strategically located every 40m allows the walkway users to reach other important interchange
nodes: the short-term parking lots, and the bus and taxi stops.
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Nearby the train station, a system of escalators and elevators panoramically connect the walkway
with the square in front of the station, with the station itself, with the bus station and with the
square in front of the hotel and the new long-term parking area.

250

40

P
P

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10.7.2. AIR-ROAD AND ROAD-RAIL FREIGHT INTERCHANGE


The air-rail interchange takes place thanks to a series of road connections allowing the landside
and airside cargo areas to be linked.
During the phase 1 of Solution 2, that is the final design, the two cargo areas (air and train) are
connected by two new road segments which join up the existing main road track system; during
the preliminary phase, this new road layout system has been approved by the Road Authority in
charge and the two municipalities (Cluj and Apahida).
The overpass which will be carried out in the last construction phase will allow the direct
connection between the two cargo areas only if the traffic increment will increase over the
expectations.

Centura Apahida-Valcele

Traian Vuia Street

DESIGNERS: Association AMC-POOL-SEA-SMA

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10.8. TECHNOLOGICAL NETWORK AND COMPLEMENTARY SERVICES


All the competent Authorities have been informed about the typology and location of every
intervention and approved the Project.
See attachments from 8 to 11 at the end of the chapter.
10.9. ENERGETICAL NEEDS ANALYSIS
The energetic requirements of the airport complex derive from the necessity to meet the
following demands:
Indoor comfort, in terms of winter/summer air-conditioning and ventilation;
Electricity for services like lighting, FM, etc..;
The thermic energy demand for winter air-conditioning is satisfied by a thermic central plant
alimented with natural gas, while the cold energy requirement is satisfied mainly by air chillers
alimented with electricity. The provided electricity is medium-tension, and its distributed by a
Medium Tension/Low Tension transformation cabin.
The energetic requirement for the airport complex can be summarized with the demand of the
two primary energies used: electric and thermic energies.
From the analysis of the energy consumption of the past years, its been possible to go back to
the starting scenario relatively to thermic and electric energy, represented by the following
values:
Energy Type

m.u.

Current
requirement

Thermic energy from boilers

GWht

5.9

Electric energy from network

GWhe

3.0

The development of the airport station, relatively both to the intermodal infrastructures which are
the subject of the project, and the natural growth of the airport, leads to estimate a doubling of
the initial energetic requirements, intended to be covered with:
-

Photovoltaic ground system with Pp (Peak Power) = 2MW, for the auto-production of
electric energy, to be possibly sold to the public network, if we consider the favorable current
financial conditions;

Cogeneration plant Tp (Thermic Power)=1MW Ep (Electric Power)=0.8MW, for the autoproduction of electric energy and the integration of the necessary thermic energy. Combined
with the installation of absorption chillers in the new buildings allows to use the produced

DESIGNERS: Association AMC-POOL-SEA-SMA

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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
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heat also during summertime for the production of cooling energy, allowing the cogenerator
to run continuously over the year, safe for the necessary maintenance stops, which grants to
achieve the break-even point in the shortest time possible.

m.u.

Future
requirement

Thermic energy from boilers

GWht

6.0

Thermic energy from cogenerator

GWht

4.0

Total thermic energy

GWht

10.0

GWhe

2.1

GWhe
GWhe

6.2
-2.3

GWhe

8.3

Energy Type

Electric energy from photovoltaic


system
Electric energy from cogeneration
Electric energy from network
Total electric energy produced

Notes

sold to the network


Of which 6 self-consumed and
2,3 sold to the network

The proposed technical solutions allow to comply with the evolution of the airport extension
without increasing the gas consumption for the thermic centrals, but only for the cogenerator.
They also allow to achieve a full electric energy self-sufficiency, selling to the network the
exceeding part of the produced renewable energy coming from the photovoltaic system. A
traditional solution featuring boilers+electric alimentation from network would lead to an energy
requirement of 10GWh of thermic energy from natural gas and of 6GWh of electric energy to be
purchased from the network.
Regarding the greenhouse gases emissions, the proposed solution allows a significant reduction
if compared to the traditional solution, with a saving of about 1,850 equivalent tons of CO2 at
operating speed, as shown in the following table:
m. u.

Proposed
solution

Traditional
solution

Electric energy emissions

CO2eq t

2,599

Emissions deriving from cogeneration combustion

CO2eq t

1,558

Emissions from boilers combustion

CO2eq t

1,199

1,998

TOTAL emissions

CO2eq t

2,757

4,597

TOTAL emissions difference

CO2eq t

3,956

6,595

Emissions Type

DESIGNERS: Association AMC-POOL-SEA-SMA

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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)

11. DEVELOPMENT OF THE PHASES


11.1. PHASES DEVELOPMENT
11.1.1. ADDED VALUE COMPARED TO TEN-T PRIORITY
The aim of the action is strategically important at Community level and fully complies with the
provisions and the priority guidelines referred to article 5 of the guidelines on development of
the Trans-European transport network (TEN-T).
This intermodal development will significantly contribute to the strengthening of the existing
services and the strategic focus of complementary functions that will benefit from a higher level
of accessibility and services of the highest profile and efficiency.
This study sets out an action plan, starting from January 2016, governed by time intervals during
four phases:
-

PHASE 1 0/2 years (2 years)

PHASE 2 3/5 years (3 years)

PHASE 3 6/10 years (5 years)

PHASE 4 11/14 years (4 years)

The sequence is set according to functional sections that are structured not to interfere with
airport operations and to meet the needs related to the implementation of infrastructure projects
on time.
11.1.2. ORIGIN/DESTINATION ANALYSIS
In order to show the relationship between each part of the intermodal chain, we traced a
schematic representation of the Intermodal Nodes of the International Airport of Cluj, as it will
appear in a future scenario (after 2020) when all the additional structures will be completed. The
scheme graphically sums up all the potential origins/destinations and the relations they establish
within the Node System; the origins and destinations are considered both at a local and
national/international scale. It is interesting to point out how, within the Node System, how the
Airport Terminal, the train station and the cargo terminal with its annexed rail freight village will
become veritable attractor poles, and consequently real destinations during the travel, feed by
the different transportation modalities which link them.

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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
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2016
Airport pax
terminal
Urban and
Regional
area

Air
cargo

International
destinations

Parking area
National
destinations

Bus station

Road connection

Taxi

Train
station

2019
Airport
pax
terminal
Urban and
Regional
area

Air
cargo

International
destinations

Parking area
Walking
passage

Bus station

National
destinations

Road connection

Taxi

Train
station

2024

Urban and
Regional
area

Airport pax
terminal

Air
cargo

International
destinations

Parking area
Walking
passage

Bus station

National
destinations

Road
connection

Taxi

Train
station

DESIGNERS: Association AMC-POOL-SEA-SMA

Train
cargo

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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)

1. FIRST PHASE:
1.a. AIR CARGO
The development of a surface of 125,000sqm in the airport area into a cargo area is required. The
surface proposed to become the air cargo area is located at the end of the existing runway. The
cargo area will be formed by a platform for cargo airplanes, an air cargo warehouse, a loadingunloading platform for vehicles and a parking lot.
To avoid the overload of the existing power supply unit, a second power supply connection
serving all the airport facilities will be realized.
The following images shows the number of the chapter corresponds to the buildings made during
that phase (example: chapter 1.a. in equal to 1a in the figures).

1a

2. SECOND PHASE:
2.a. RAIL PASSENGERS TRAVELLERS STATION
The next step foresees the construction of the train station (Cile Ferate Romne - CFR) which
will be located across the airport, in the current area of CFR freight transport and CFR
infrastructure. The investment includes the realization of a CFR train station for passengers, of
two secondary railways, three platforms and separate access ways for the airport, DN1C (Traian
Vuia Street) and the Apahida-Vlcele ring road.
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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
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2.b. PASSENGERS PASSAGE


A new connection passage will connect the CFR station to the airport. The passage shall have
exits to the platforms of the train station, to DN1C (Traian Vuia Street) and to the parking lots of
the airport.
2.c. PLANNING AND EASE OF ACCESS WAYS AND TRAFFIC FLOW IN FRONT
OF THE AIRPORT
For the ease and planning of traffic in front of the airport, the performance of two roundabouts is
provided for the access ways within the airport and the enlargement of the traffic lane in the
airport area - DN1C (Traian Vuia Street).
2.d. COGENERATION POWER STATION
A cogeneration power station will be performed. This was designed to facilitate energy and
thermal power supply of the airport facilities. The production of "cold" (tri-generation) can be
achieved within individual buildings.
2.e. PHOTOVOLTAIC PARK
The performance of a photovoltaic park of 2 MW is provided on a surface of 40,000sqm, to
supply the airport facilities. The surface designated to Photovoltaic Park is located inside the
airport, near the surface which was taken into consideration as area for the extension of the AIR
cargo area.

DESIGNERS: Association AMC-POOL-SEA-SMA

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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)

3. THIRD PHASE:
3.a. FREIGHT VILLAGE - CFR CARGO
A surface of 154,000sqm for CFR cargo is provided; it will be located in the CFR marshalling
yard area from Apahida. The surface specified for CFR cargo will benefit from CFR freight
station with platforms and freight unloading enhancements from CFR to vehicles, access ways
and internal secondary roads for vehicles; the area will be also enriched with especially intended
enhancements such as administrative buildings.
3.b. AIRPORT HOTEL
The new hotel will be opened to both the passengers and the rest of the population; it will be
placed next to the future CFR passengers train station, in the area situated between the existing
railway and Cantonului Street. The new building will have a direct connection with the airport,
through a new underground passage. The proposed construction will be equipped with
approximately 150 rooms, commercial spaces and will dispose of facilities for meetings and
conferences.
3.c. PARKING LOTS FOR LONG-TERM STOPS
Given the proximity to the airport of the area chosen for the site of the hotel and the area
intended for CFR passengers train station, the performance of a parking lot for long-term stops
was taken into consideration; it will also serve the CFR passengers train station and the airport.
The parking lot will be placed near the CFR passengers train station, near the hotel, in the area
situated between the existing railway and Cantonului Street. It will have a total surface of
74,000sqm.
3.d. PARKING LOTS WITHIN THE AIRPORT
Three parking lots will be performed, at the ground level within the airport. A parking lot will
have the surface of 111,000sqm and will be positioned in the southern central part of the airport
area, nearby the area provided for AIR cargo, and two parking lots with a total surface of
31,000sqm which will be positioned in front of the terminals.
3.e. VEHICLE TRAFFIC PLANNING WITHIN THE AIRPORT
In order to perform the connection between terminals, parking lots, AIR cargo area and access
way from the three roundabouts from DN1C (Traian Vuia Street) the performance of some inner
roads dedicated to car traffic within the airport is provided.

DESIGNERS: Association AMC-POOL-SEA-SMA

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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
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3.f. CFR CARGO-AIR CARGO CONNECTION


The surface specified to be used as CFR cargo is wanted to be placed in the CFR marshalling
yard area from Apahida. In order to create the connection between the CFR cargo area and the
AIR cargo area within the airport, the performed of some roads is provided: this operation
includes a connection with the existing Apahida-Vlcele road infrastructure.

4. FOURTH POSSIBLE PHASE:


4.a. AIR CARGO EXTENSION AREA AND DIRECT ROAD CONNECTION
This is a potential phase which will take place after the completion of all the above-mentioned
phases if the traffic situation generated by the airport development would increase in an
unpredictable manner.
A surface of 110,000sqm, located near the AIR cargo area, is taken into consideration for a new
extension and includes specially-intended facilities, platforms for large aircrafts, warehouses,
vehicle platforms and parking lots.
Moreover, in order to establish a faster connection between the CARGO areas (CFR-AIR), to
facilitate the freight dislocation, the performance of an above-ground passage between CFR
cargo and AIR cargo, crossing the railways, DN1C and the Apahida- Valcele ring road, with
direct exits in the airport cargo area and in the CFR cargo area, is provided.
DESIGNERS: Association AMC-POOL-SEA-SMA

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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)

DESIGNERS: Association AMC-POOL-SEA-SMA

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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)

12. RESTRICTIONS,
INDICATIONS

PRESCRIPTIONS

AND

GENERAL

12.1. TECHNICAL STANDARDS FOR IMPLEMENTATION (T.S.I.)


12.1.1. FOREWORD
The projects and the program analyzed in this feasibility study intend to plan some infrastructural
interventions which, although carried out in subsequent times, are all organic parts of a general
scenario characterized by a temporal horizon of 10-15 years, which is a condition determining a
remarkable time lapse between the planning, design and construction phases of the work.
The present T.S.I. mainly aim to norm the infrastructural complex and the relations between the
different components constituting the Hub, leaving to the future designer of the buildings and of
the open spaces between them a good degree of freedom.
The general approach grants to every component of the Hub a flexibility which will both allow
some adjustments to meet potential future changes of market demands and ensure an easy design
and management planning for the circulation system structures.
Therefore, these T.S.I. provide a series of restrictions, prescriptions and general indications to
coordinate the future design choices regarding the Intermodal Hub both in its physical dimension
(the one represented by the structures) and in its functional dimension (the one concerning the
relationships between the structures).
The physical dimension of the Intermodal Hub is disciplined inside specific areas (plots, building
areas, etc..) and with urbanistic parameters (heights, buildability indexes, etc.).
In these norms are also included some indications regulating the principal connections
(pedestrian walkways between the infrastructures, pedestrian and cyclo-pedestrian paths, assisted
pedestrian connections, road connections, long and short-term stops areas, etc.) in order to keep
under control the functional dimension of the Intermodal Hub.
12.1.2. RESTRICTIONS, PRESCRIPTIONS AND INDICATIONS
This chapter disciplines the main directions to be followed during the design phases of the
structures constituting the Intermodal Hub. For everything that may be missing in the following,
the designer must follow the indications contained in the above-level legislation.
12.1.3. BOUNDARIES OF INTERVENTION
The boundary of intervention is articulated into several areas geographically separated:
- land-side: from the air terminal to the South, surpassing the railway lines;
- land-side: South of the railway lines;
- air-side: East of the passengers terminal.

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12.1.4. COMPONENTS OF THE INTERMODAL HUB


The Components of the intermodal Hub, normed by the Preliminary Masterplan, are the
following:
- Connection to the 20kv power network;
- Air cargo;
- Train passengers station (Cile Ferate Romne - CFR);
- Passengers passage;
- Planning and ease of access ways and traffic flow in front of the airport;
- Cogeneration power station;
- Photovoltaic park;
- CFR cargo;
- Airport hotel;
- Parking lots for long term;
- Parking lots within the airport;
- Connection CFR cargo with air cargo;
- Rapid vehicle connection (direct road) between cfr-air cargo;
- Vehicle traffic planning within the airport;
- Air cargo extension area.
12.2. GENERAL RULES
12.2.1. RESTRICTIONS
12.2.1.1.

Existing building to be preserved

The buildings already existing within the boundary normated by the Preliminary Masterplan,
designed as Existing buildings to be preserved must be conserved or refurbished/extended in
relation to their new role and function both in the general design boundary of the Node and,
specifically, relatively to the reference component.
- Existing airport (including the curb and underlying pedestrian walkway);
- Heating Central;
- Existing road track, to be preserved as indicated in the general plan.
12.2.1.2.

Airport main access

From a functional point of view, the current system of access to the Airport will be preserved as
the sole main entrance (even when the development will be completed).

DESIGNERS: Association AMC-POOL-SEA-SMA

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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
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12.2.1.3.

Restricting projects

Indicates all the upper-level restricting projects, in reference of which the design of the single
components will have to be subordinated, coordinated and harmonized with.
- New runway;
- Airport expansion;
- New Hotel and airport facilities within the airport boundary.
12.2.2. SERVITUDE
12.2.2.1. Water servitude
The project will define if the canal treatments root which nowadays currently provide the
disposal of the rain water will be buried or kept open air.
12.2.3. PARAMETERS
12.2.3.1. Maximum allowed height within the plot boundary (expressed in meters above the sea
level)
As defined by the Local Town Plan.
The designer must respect the maximum allowed heights as indicated in the Masterplan, but also
the maximum heights parameter fixed in the Obstacles Plan.
12.2.3.2. Maximum number of above-ground storeys
The attached project also indicates the maximum number of above-ground storeys allowed,
subordinated to the persistence of the restrictions concerning the maximum heights allowed.
In case of buildings not touching the ground floor, like the pedestrian walkway, the underlying
open space is not to be taken into consideration.
12.2.3.3. Maximum amount of covered area (percentage of the plot area)
Its the area covered by the buildings, as defined in the Municipality Building Code.
12.2.3.4. Green areas (minimum area expressed in percentage of the plot area)
The green area extension is expressed in percentage of the plot surface, and includes all the green
areas located inside the parking lots and in the pedestrian paths of the corresponding lot.
12.2.3.5. Index of buildability
Its a numeric value which represents the comparison between the Gross Floor Area and the plot
area. All the parking lots at ground floor, the vertical connections, the underground buildings and
their skylights used for natural lighting are not taken into consideration in the calculation of the
Index of Buildability.
DESIGNERS: Association AMC-POOL-SEA-SMA

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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)

12.2.4. INTERMODAL HUB COMPONENTS


12.2.4.1. General indications for the design of the components of the intermodal hub
The design of the components will have to follow the general indications described in the present
study. Concerning the structures of the Intermodal Hub, that is its physical dimension, the correct
dimensioning, the functional layout efficiency and the architectonic quality of the single
interventions must be guaranteed.
The architectural solution must respect the criteria of energy saving and efficiency in general,
based on the rational use of the traditional sources of energy and/or integration with sustainable
sources; a high-quality construction method must also be guaranteed.
Concerning the functional dimension of the Hub relatively to the connection between the
infrastructures, the designer will have to pick the solutions which will be able to incentive the
use of public transportation in spite of the use of the private cars. Moreover, seamless
transportation connections must be preferred above all.
12.2.4.2. Train station
The rail/road passengers intermodal exchange must take place within specific areas, such as
drop-off areas for cars and for the different kinds of public transportation systems (urban
coaches, taxis, etc.). A direct connection between the above-mentioned areas and the Train
Station main hall must be also provided.
12.2.4.3. Retail area
As a general indication, it is not preferable to locate the retail areas alongside the pedestrian
walkways between the infrastructures (for example, the one between the train station and the
airport) but instead its better to place them in relation with the waiting areas.
12.2.4.4. Pedestrian walkways between different infrastructures
A seamless direct connection between the train station and the airport must be provided. To
cover distances greater than 300m, the pedestrian connector must be assisted. It is moreover
desirable to connote the pedestrian walkways with qualifying architectural solutions, such as
greenhouses, indoor gardens, etc., and in general to realize a high-quality architecture , through
the use of correct materials, the choice of the correct lighting (natural and artificial), colors and
so on.
12.2.4.5. Parking lots
The perimeter of the area destined to car parking in the general plan may not be strictly
observed; instead, it is important to preserve its positioning in relation to the road accesses to the
airport. The parking lots must include pedestrian connections with the served function. Within
the area destined to ground level parking, at least a 10% of the area must be preserved as green
area.

DESIGNERS: Association AMC-POOL-SEA-SMA

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STUDIES FOR THE DEVELOPMENT OF THE INTERMODAL TRANSPORT INFRASTRUCTURE FOR PASSENGERS AND
CARGO AT CLUJ-NAPOCA INTERMODAL AIRPORT
Co-financed by European Union - Trans-European Transport Network (TEN-T)

13. ESTIMATED INVESTMENT COSTS


13.1. INVESTMENT COSTS
The investment costs are is in a separated document accompanying this report.
13.2. ESTIMATION OF THE MANPOWER EMPLOYED
For the development of the intermodal center, it is estimated that during the construction phase
will be employed 500 workers.
When the different facilities will be operational, it is estimated the creation of the following new
employment:
- Hotel: 50 workers.
-

Railway Station: 50 workers.

Cargo (air and rail): 150 workers.

13.3. MAIN ECONOMIC INDICATORS


To be completed.
13.4. COST-BENEFIT ANALYSIS
The Cost-Benefit analysis is in a separated document accompanying this report.

DESIGNERS: Association AMC-POOL-SEA-SMA

Page | 218

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