Download - Intermodal Transport Solution Cluj-Napoca

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 Page | 1

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




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




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




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. HYPOTHESES REFERRING TO PASSENGER AND CARGO TRAFFIC FORECAST 140

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

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

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




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. SUPPORT SERVICES: PHOTOVOLTAIC PARK AND COGENERATION PLANT . 171

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

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

10.4. TECHNICALLY AND ECONOMICALLY POSSIBLE SOLUTIONS PROPOSED

185

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

10.5. 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. RAILWAY STATION PLATFORM FOR PASSENGER TRANSPORT (Attachment n.

3) 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




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

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

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

12. 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. 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

13. 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




1. EXECUTIVE SUMMARY

1.1. FEASIBILITY STUDY OF THE INTERMODAL TRANSPORT INFRASTRUCTURE

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




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




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




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 OF THE INTERMODAL TRANSPORT INFRASTRUCTURE

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




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




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




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" 2011-

RO-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)




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




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.




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




provisions and the priority guidelines referred to article 5 of the guidelines on development of

the Trans-European transport network (TEN-T).

This intermodal development, will contribute significantly to the strengthening of the existing

services and the strategic focus of complementary functions that will benefit from a higher level

of accessibility and services of the highest profile and efficiency.

This study sets out a plan of action, starting from January 2016, governed by time intervals

during four phases:

- PHASE 1 0/2 years (2 years)




The sequence is set according to functional sections that are structured in such a way as not to

interfere with airport operations and to meet the needs related to the implementation of

infrastructure projects on time.

In reference to the priorities above, the objectives targeted are the following:

a) AIR CARGO (PHASE 1)

The development of a surface of 125,000 sqm from the interior of the airport into a cargo

area is wanted. The surface proposed to become the air cargo area is located at the end of the

existing runway. The cargo area will be formed by a platform for cargo airplanes, air cargo

warehouse, loading-unloading platform for vehicles and parking lot.

b) RAIL PASSENGER STATION (PHASE 2)

Carrying out of a Cile Ferate Romne (CFR) train station which will be located across the airport, in the current area of CFR goods transport and CFR infrastructure. The investment

includes the performance of a CFR train station for passengers, of two secondary railways

and direct access passenger way to/from the airport, DN1C (Traian Vuia Street) and the

Apahida-Vlcele ring road.

c) PASSENGERS PASSAGE (PHASE 2)

Carrying out of a connection passage for the passengers between the CFR travellers station and the airport. The passage shall have exits at the platforms of the train station, at DN1C

(Traian Vuia Street), at the parking lots of the airport and in the square in front of the train

station.

d) CONNECTION CFR CARGO WITH AIR CARGO (PHASE 3)

The surface specified to be used as CFR cargo is wanted to be placed in the CFR marshalling

yard area from Apahida. In order to create the connection between the CFR cargo area and

the AIR cargo area within the airport, the performing of some roads is provided, which

include three roundabouts and an underground vehicle passage which will cross below the

railways and under DN1C (Traian Vuia Street).




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.




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)




Figure 10 - Growth chart of intermodal infrastructures




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.




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

2.2. FEASIBILITY STUDY FOR THE DEVELOPMENT OF THE INTERMODAL PASSENGER AND FREIGHT TRANSPORT INFRASTRUCTURE AT CLUJ-

NAPOCA 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




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;




- 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.




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 multi-

modal 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




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




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 Cluj-

Napoca 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;




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;




- 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.

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

Growth Pole in Cluj - Napoca




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)




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.




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 Description

UTR_Lip Reduced height housing placed on a peripheral-type plot.

UTR_Ei Area of economic activities of industrial nature.

UTR_El Storage area, logistics.

UTR_Et Area of tertiary economic activities.

UTR_Sp_TDS Special purpose area. Special purpose lands owned by the Ministry of

National Defense.

UTR_Tr Road traffic area and related facilities.

UTR_Ta_UTa Air traffic area and related facilities.

UTR_Tf Railway traffic area and related facilities.

UTR_Ve Green area for the protection of water or acting as an ecological corridor.

UTR_Uec Area of urbanization. Area of commercial economic activities en detail

conducted in large units - big box, mall, and showroom.

UTR_TDA 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 Cluj-

Napoca 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:




UTR Description

UTR_Ta_UTa

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.

UTR_Et Area of tertiary economic activities.

UTR_Tf Railway traffic area and related facilities, for underground pedestrian passage

under DN16 and CF and the railway station for passengers.

UTR_Ta_UTa Air traffic area and related facilities.

UTR_TDA 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.

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.

UTR_Tf.

Railway traffic area

and the relating

establishments

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




regarding the long term strategy of the railway sector for re-

establishing 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.




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 Cluj-

Napoca 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.




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.




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);




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




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) an

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