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ROMANIAAdvisory Services Agreement onStrengthening Planning and Budgeting Capacity and Supporting the Introduction of Performance Budgeting

OUTPUT NO. 6Institutional Strategic Plan 2019-2022 for the Ministry of Transport

September 2019

Project co-financed from the European Social Fund through the Operational Programme Administrative Capacity 2014-2020

Copyright Statement

The material in this publication is copyrighted. Copying and/or transmitting portions of this work without permission may be a violation of applicable laws.

For permission to photocopy or reprint any part of this work, please send a request with the complete information to either: (i) the General Secretariat of the Government (1 Victoriei Square, Bucharest, Romania); or (ii) the World Bank Group Romania (Vasile Lascăr Street, No 31, Et 6, Sector 2, Bucharest, Romania).

This report was submitted during the month of July 2019 in accordance with the Advisory Services Agreement on Strengthening Planning and Budgeting Capacity and Supporting the Introduction of Performance Budgeting concluded between the Secretariat General of the Government (SGG) and

International Bank for Reconstruction and Development on 8th of July 2016. It is corresponding to the Deliverable no 6 according the agreement mentioned above.

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CONTENTSPreamble.............................................................................................................................................9

Executive summary............................................................................................................................10

1. Introduction................................................................................................................................14

Background........................................................................................................................................14

Methodology.....................................................................................................................................15

Stage of implementation of the ISP...................................................................................................16

2. Context.......................................................................................................................................28

3. Mission and vision......................................................................................................................35

Mission of the Ministry......................................................................................................................35

Vision of the Ministry.........................................................................................................................35

4. Strategic Objectives, Programmes, Measures and Indicators.......................................................36

Strategic Objective 1: A national transport system with a high economic efficiency, supporting the national economic competitiveness..................................................................................................36

Programme 1.1. Reinforcement of the institutional framework for an increased economic efficiency of the national transport system.....................................................................................49

Programme 1.2. Increase the competitiveness of the system of public service for passenger rail transport.........................................................................................................................................59

Programme 1.3. Increase of the competitiveness of the railway transport by restoring the performances of the public railway infrastructure at their originally designed level......................63

Programme 1.4. Increase of the reliability of rail transport services by the improvement of public rail infrastructure maintenance and operation management.........................................................71

Programme 1.5. Ensure the regional connections with the main road transport axes and support the cross border connections..........................................................................................................76

Programme 1.6. Reinforcement of the passenger urban transport system....................................77

Strategic Objective 2: A national transport system integrated in the Single European transport Area...........................................................................................................................................................79

Programme 2.1. Increase of the rail transport competitiveness by the increase of performances of the infrastructure manager and their alignment with European standards....................................88

Programme 2.2. Development of the road infrastructure along the main national and international transport corridors....................................................................................................99

Programme 2.3. Increase of the operational capacity or Airport and ATM services.....................102

Programme 2.4. Increase the operational capacities of the Danube River and Ports...................104

Strategic objective 3: Optimize the performance of the Ministry of Transport to provide better services to the public.......................................................................................................................107

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Programme 3.1. Improve the administrative capacity for transport policy management and implementation.............................................................................................................................109

5. Arrangements for Implementation, Monitoring and Evaluation of the ISP.................................111

6. Financial Resources...................................................................................................................114

Annex 1a. Budgetary Objectives and Programmes for 2019-2022 (Th. lei).........................................117

Annex 1b. Programes, Measures and Budget allocations 2019-2022.................................................118

Annex 2. Intstitutional Strategic Plan (summary table).....................................................................131

Annex 3. Programmes and their related Measures (summary table).................................................141

Annex 4. Information on ISP components.........................................................................................226

Annex 4.1. Institutional profile........................................................................................................226

Annex 4.2. Policies and strategies....................................................................................................227

Annex 4.3. Organizational chart.......................................................................................................228

Annex 4.4. Relevant national legislation..........................................................................................231

Annex 4.5. Relevant European and international legislation...........................................................235

Annex 5. Draft Regulatory Acts 2019................................................................................................238

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LIST OF FIGURESFigure 1. Organization of the Strategic Planning process at the level of the Ministry of Transport............9

Figure 2. Strategic Objective 1: Structure..................................................................................................43

Figure 3. Strategic Objective 1: Impacts and Results.................................................................................47

Figure 4. Replacing the current ground transport logistic chain for small shipments................................53

Figure 5. Containerized intermodal ground transport for small shipment................................................54

Figure 6. Logistic chain for containerized intermodal ground transport for small shipments...................54

Figure 7. Replacing the current logistic chain implemented in the transport of maritime containers concerning small shipments......................................................................................................................55

Figure 8. Operating the logistic chain of container intermodal ground transport for small shipments.....55

Figure 9. Proposals for the implementation of equal interval timetable rail passenger services..............60

Figure 10. Variation of the defect rate and effects of maintenance activities...........................................65

Figure 11. Maintenance cycle for rail infrastructure components.............................................................66

Figure 12. Present situation of Romania rail infrastructure according to its maintenance cycle completion..................................................................................................................................................................67

Figure 13. Effects of the programmes of rehabilitation of rail infrastructure, modernisation and /or renewal, over a 10 year horizon................................................................................................................69

Figure 14. Definition of principal and secondary rail network...................................................................74

Figure 15. Strategic Objective 2: Structure................................................................................................84

Figure 16. Strategic Objective 2: Impacts and Results...............................................................................86

Figure 17. TEN-T rail network on Romanian territory................................................................................90

Figure 18. Core TEN-T network for passenger transport, including the High Speed train network...........91

Figure 19. Strategic Objective 3: Structure..............................................................................................108

Figure 20. Strategic objective 3: Impacts and Results..............................................................................108

Figure 21. Monitoring cycle for Ministry of Transport’s Institutional Strategic Plan...............................112

Figure 22. ISP structure by funding source..............................................................................................115

Figure 23. Breakdown of financial envelopes, by year and strategic objective.......................................115

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LIST OF TABLESTable 1. Strategic Objective 1: Breakdown of estimated financial resources following budgetary programmes..............................................................................................................................................48

Table 2. Strategic objective 1: Measures of the Programme 1.1...............................................................58

Table 3. Strategic Objective 1: Measures of the Programme 1.2...............................................................62

Table 4. Deadlines for renewal of the main component of public rail infrastructure................................64

Table 5. Programme for the completion of delayed actions of infrastructure renewal.............................67


Table 7. Current repairs for rail infrastructure - implementation programme – Annual costs..................72



Table 10. Strategic Objective 1: Measures of the Programme 1.6.............................................................78

Table 11. Strategic Objective 2: Breakdown of estimated financial resources following budgetary programmes..............................................................................................................................................88

Table 12. Strategic Objective 2: Measures of the Programme 2.1.............................................................97

Table 13. Strategic Objective 2: Measures of the Programme 2.2...........................................................102

Table 14. Strategic objective 2: Measures of the Programme 2.3...........................................................104


Table 16. Strategic Objective 3: Breakdown of estimated financial resources following budgetary programmes............................................................................................................................................109


Table 18. EU financial allocations in Romania for 2014-2020 (mil. EUR, 2011 constant prices)..............114

Table 19. Financial resources for operationalizing the 2019-2022 ISP (thousand RON)..........................114

Table 20. Breakdown of estimated financial resources, by year and strategic objective (Th. LEI, 2019-2022).......................................................................................................................................................116

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LIST OF ACRONYMSATM Air Traffic Management

CEO Chief Executive Officer

CFR Călători Societatea Naţională de Transport Feroviar de Călători, “ CFR Călători” (railway passenger company)

CFR Marfă Societatea Naţională de Transport Feroviar de Marfă, “CFR Mărfă S.A.” (railway freight company)

CFR SA Societatea Naţională de Căi Ferate, “ CFR S.A.” (railway infrastructure company)

CNAIR National Road Management Company

CSIR Inter-Ministerial Council for Road Safety

EC European Commission

ERDF EU Regional Development Fund

ERTMS European Rail Traffic Management System

EU European Union

EUR Euro currency unit

GDP Gross Domestic Product

GHG Greenhouse Gas

GTMP General Transport Master Plan

ICAO International Civil Aviation Organization

ICT Information and communication technology

IRI International road roughness index

ITS Intelligent transport System

MAIC Multi-Annual Infrastructure Contract (with the infrastructure managers)

MoT Ministry of Transport

OECD Organization for Economic Co-operation and Development

OPT Operational Programme for Transport

PBMC Performance-based maintenance contract

PPP Public Private Partnership

PSC Passenger Service Contract

PSO Public Service Obligation

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PSP Private Sector Participation

RIS River Information Services

RNCMNR Romania National Company for Motorways and National Roads

RON Romanian New Lei

Ro-Ro Roll-on Roll-off

RRA Rail Reform Authority

SES Single European Sky

SESAR

GSG

Single European Sky ATM research

General Secretariat of the Government of Romania

SOE State-owned enterprise

TEN-T Trans- European Network for transport

TEU Twenty-foot equivalent Units

TU Traffic Unit

VMS Vehicle Management System

VNIS Vessel Information Navigation System

ATM Air Traffic Management

CEO Chief Executive Officer

CFR Călători Societatea Naţională de Transport Feroviar de Călători, “ CFR Călători” (railway passenger company)

CFR Marfă Societatea Naţională de Transport Feroviar de Marfă, “CFR Mărfă S.A.” (railway freight company)

CFR SA Societatea Naţională de Căi Ferate, “ CFR S.A.” (railway infrastructure company)

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PREAMBLEBackround

The General Secretariat of the Government of Romania (GSG) has requested support from the World Bank under a Reimbursable Advisory Services (RAS) to strengthen the planning, budgeting and policy monitoring capacity in the Center of the Government, Ministry of Public Finance (MoPF), and selected line ministries. With the purpose of enhancing the efficiency of public spending, the RAS focuses on i) further strengthening the existing Institutional Strategic Plan (ISP) development processes under the guidance of the General Secretariat of the Government of Romania (GSG); ii) building capacity in the government to monitor ISP updates and implementation with a common IT tool, developed with support from the Bank; and iii) developing a central dashboard in the GSG for reporting on the implementation of the high level ISP priorities of the selected ministries.

The defined activities of this RAS derive from the functional reviews of the Public Administration, which made evident that the public sector is suffering from a disconnect between planning and budgeting, leading to poor linkages between resources used and results. The government has therefore requested the Bank to help institutionalize a process for monitoring policy implementation, with clear roles and responsibilities for the GSG, the MoPF and the line ministries, using the methodologies, tools and processes developed under this RAS. This will be an integral part of the budgeting reforms promoted by the government. With the objective to make the strategic planning process compulsory for every ministry in Romania, the GSG is seeking that the ISP becomes a regular product developed by every ministry.

As one of the selected line ministries, the Ministry of Transport (MoT) has committed to undertaking a far-reaching reform Programme, covering both policy and public administration.

Methodology

Figure 1. Organization of the Strategic Planning process at the level of the Ministry of Transport

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PUBLIC POLICIES UNIT SUPPORTED BY THE

WORLD BANK

STATE SECRETARIES

GENERAL SECRETARY

HEADS OF GENERAL

DIRECTORATES MT WORKING GROUP

TECHNICAL COORDINATION GROUP

COORDINATION COMITTEE

MINISTER

EXECUTIVE SUMMARYBy establishing an Institutional Strategic Plan (ISP) for the budgeting cycle 2019-2022 in the Ministry of Public Finance and selected twelve line ministries, the GSG aims at strengthening the budgeting, planning and monitoring capacity of the Romanian government.

As the Ministry of Transport (MoT) had already drafted an ISP for the budget cycle 2017-2020, the staff of MoT is familiar with this important tool for the implementation of strategic planning and budgeting in the Romanian transport sector. The ISP 2019-2022 builds further on the previous ISP and strengthens the leading role of the MoT in developing an ISP within the transport sector. The methodology of the current plan has been redefined by the GSG in order to provide for a harmonized approach for all twelve participating ministries.

The ISP 2019-2022 provides the strategic objectives of the transport sector, the institutional priorities and goals to which the MoT has committed. The ISP includes clear programs, measures, and budget as well as an assessment framework of targets to measure progress against objectives set.

The ISP is structured along the 3 main strategic pillars of the Transport Sector, respectively:

Strategic Objective 1: A national transport system with a high economic efficiency, which supports the national economy competitiveness

This strategic objective aims to improve the economic efficiency of the national transport system, with an emphasis on its modal rebalancing, as a condition for ensuring a higher level of competitiveness of the national economy. This is a challenge, considering that the national transport system is currently profoundly unbalanced, that the transport infrastructure in Romania is in a poor overall condition and that there is still a very large deficit in terms of infrastructure connectivity, especially regarding the roads infrastructure.

The programmes supporting this strategic objectives are:

P 1.1 - Reinforcement of the institutional framework for an increased economic efficiency of the national transport system

P 1.2 - Increase the competitiveness of the system of public service for passenger rail transport

P 1.3 - Restore train operating speed on public rail infrastructure to the originally designed speed

P 1.4 - Increase of the reliability of rail transport services by the improvement of public rail infrastructure maintenance and operation management

P 1.5 - Ensure the regional connections with the main road transport axes and support the cross border connections

P 1.6 - Reinforcement of the passenger urban transport system

Strategic objective 2: A national transport system integrated in the Single European transport Area

This objective aims to strengthen the process of integration of the national transport system into the Single European Transport Area, mainly by improving the performance and quality of transport services and by reducing the gap with European standards on transport services.

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The programmes supporting this strategic objectives are:

P 2.1 - increase of the rail transport competitiveness by the increase of performances of the infrastructure manager and their alignment with European standards

P 2.2 - Development of the road infrastructure along the main national and international transport corridors

P 2.3 - Increase of the operational capacity or Airport and ATM services

P 2.4 - Increase the operational capacities of the Danube River and Ports

Strategic Objective 3: Optimize the performance of the Ministry of Transport to provide better services to the public

This objective aims to improve the capacity and performances of the Ministry of Transport and optimize the human resources management.

This strategic objective includes a single programme:

Programme 3.1 - Improve the administrative capacity for transport policy management and implementation

Below is a description of the strategic objectives and their expected impacts, including the programmes, expected results and measures with planned deliverables. The programs are correlated with the financial resources and their distribution during the implementation period 2019-2022.

How is this ISP outlined?

The ISP 2019 - 2022 has been developed through careful consultations with specialists of the MoT and subordinated entities at both technical as management level. The ISP contains the following chapters:

Chapter I:

Chapter I contains the context and challenges of the sector, including international and European influences on the sector. It analyses the economic, technological and geopolitical context of the sector. This chapter outlines hat the national transport system presents an excessive imbalance between modes of transport, generating a limitation of its economic efficiency. The infrastructure network in Romania is in an inappropriate state, and its maintenance and renewal is inefficient. The sector is facing a high demand for services from the public, but the preponderant use of road transport has led to overload the road network. Road infrastructure does not have a sufficient capacity to provide satisfactory services and railway infrastructure cannot effectively contribute to the de-congestion of the road network due to inadequate technical conditions, which severely limit the competitiveness of rail transport services. The involvement of the private sector is limited.

Chapter II:

This chapter provides the mission and the vision of the Ministry of Transport. It includes the MoT’s commitment to support trough appropriate public policies the development of a sustainable, reliable and accessible transport sector, and it confirms the MoT’s role to be trustworthy, responsible and transparent organization.

Chapter III:

This chapter provides the 3 strategic objectives1, programs2, measures3 and indicators.

1 Strategic Objective - A clear and timely statement on the impact of policies aimed at supporting the institution's vision and feasible to be achieved during the Institutional Strategic Plan’ application.

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This strategic objective aims mainly at restoring the modal balance of the national transport system, mainly by a fair competition between transport modes and by promoting the modes of transport possessing a high level of economic efficiency, as a condition for improving the national economic efficiency by reducing the total costs generated by the transport sector. This objective is a challenge considering that the road network is still underdeveloped (in comparison with European standards for highways and express roads), which creates a huge gap between the transport demand and the available road capacity. In parallel, the railway network has a sufficient transport capacity, and is capable to significantly contribute to the decongestion of the road network and to the overall improvement of the transport services, but only if an accelerated recovery program for renewals, repairs and maintenance is implemented. The programs address the following issues: (i) rebalancing the national transport system and maintaining a sustainable rail and road transport network (ii) increasing the competitiveness of the interurban public transport services on terrestrial routes, (iii) strengthening urban public passenger transport sector.

Strategic Objective 2: A national transport system integrated into the Single European Transport Area.

This objective aims to strengthen the integration of the national transport system into the Single European Transport Area, mainly by improving the performance and quality of transport services and by reducing the gap with European standards regarding transport services. The programs address the following relevant issues: (i) increasing the competitiveness of rail transport by increasing the performance of the services provided by the railway infrastructure manager and aligning them with European standards; (ii) development of road infrastructure along the main national and international transport corridors, (iii) achieving a single air transport space in the air sector, (iv) developing the operational capabilities of the Danube and ports. The programs also include aspects such as: ensuring safer transport, ensuring a cleaner transport, increasing the accessibility of transport services, developing Intelligent Transport Systems.

Strategic objective 3: Optimize the performance of the Ministry of Transport to provide better services to the public

This objective is aimed at improving the administrative capacity and the performances of the Ministry of Transport and optimize human resources management.

Chapter IV:

This chapter provides for arrangements on the implementation, monitoring and evaluation of the ISP in order to enhance the Ministry’s accountability, and develop the monitoring and evaluation framework. In addition, the ISP anticipates the development of an IT system for performance assessment of the proposed programs.

Chapter V:

2 Program - A coherent set of actions under the authority of an institution, which seeks to achieve a predefined set of objectives for which performance indicators have been developed and that identify the results which can be obtained within the funding limits approved by the law. In the architecture of the Institutional Strategic Plan, a Program is a set of measures under the authority of one or more institutions, which seeks to achieve strategic goals for which performance indicators have been developed and which identifies the results that can be obtained within the funding limits approved by the law.3 Measure - A continuous function of an institution or a long-term commitment, or an intervention to which an institution commits itself in order to reform and improve its policy implementation or program outcomes. A Measure consists of a group of activities and / or projects supporting that policy.

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This chapter presents the multiannual budgeting and financing sources: (i) loans, (ii) resources from the state budget for national policies and administrative expenditures, (iii) state budget resources for co-financing EU policies and (iv) resources from the EU budget.

The impact, outcome and output indicators as well as a comprehensive description of the measures are provided in the annexes, including the legislative framework of the Ministry of Transport.

What are the next steps?

The ISP will be operationalized in a policy agenda of the Ministry of Transport for 1+3 years period. In the first year the ISP will be adopted by the Ministry and adjusted wherever needed. The annual work plan of the Ministry will be derived from the ISP and will provide the basis for the establishing the budget of the MoT for the coming years.

The monitoring and evaluation process of the ISP programs and measures will be facilitated by a centralized IT application that falls under the supervision of the GSG. This application is presently being developed. The GSG will monitor the implementation together with the MoT. The GSG in collaboration with the MoT will publish a yearly execution report regarding the implementation of the proposed programs.

* This report includes indicators based on government strategic documents, complemented by indicators designed by the World Bank team when they did not exist. The summary tables in Chapter 3 have generally kept the indicators proposed by strategic documents and the ministry where available. The indicators proposed by the World Bank are proposals by the WB team based on available information but the indicators need to be confirmed or completed by the Ministry of Transport. For some indicators, the World Bank team considers that some values should differ from existing strategy and programmatic documents adopted by the government as they will likely not be achieved given the current situation in the sector since they were adopted. The World Bank has commented in the Annex to this document when it considered them as not appropriate. As a result, the values quoted in Chapter 3 are not necessarily endorsed by the World Bank team.

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1. INTRODUCTION

Background

The General Secretariat of the Government of Romania (GSG) has requested support from the World Bank under a Reimbursable Advisory Services (RAS) to strengthen the planning, budgeting and policy monitoring capacity in the Center of the Government, Ministry of Public Finance (MoPF), and selected line ministries. With the purpose of enhancing the efficiency of public spending, the RAS focuses on i) further strengthening the existing Institutional Strategic Plan (ISP) development processes under the guidance of the General Secretariat of the Government of Romania (GSG); ii) building capacity in the government to monitor ISP updates and implementation with a common IT tool, developed with support from the Bank; and iii) developing a central dashboard in the GSG for reporting on the implementation of the high level ISP priorities of the selected ministries.

The defined activities of this RAS derive from the functional reviews of the Public Administration, which made evident that the public sector is suffering from a disconnect between planning and budgeting, leading to poor linkages between resources used and results. The government has therefore requested the Bank to help institutionalize a process for monitoring policy implementation, with clear roles and responsibilities for the GSG, the MoPF and the line ministries, using the methodologies, tools and processes developed under this RAS. This will be an integral part of the budgeting reforms promoted by the government. With the objective to make the strategic planning process compulsory for every ministry in Romania, the GSG is seeking that the ISP becomes a regular product developed by every ministry.

As one of the selected line ministries, the Ministry of Transport (MoT) has committed to undertaking a far-reaching reform Programme, covering both policy and public administration. Strengthening the strategic planning function in the transport sector is an important component of this reform.

Previously the Ministry of Transport developed a Strategic Planning for 2012-2015 with the assistance of the World Bank. This ISP considers information referring the structure of previous strategic plan, however in order to provide a uniform format across all line-ministries, the methodology of the ISP has changed upon the guidance of the GSG. The current ISP therefore changed its structure and has included strategic objectives linked to programs and measures that are evaluated by outcome and output indicators. As the ISP will be updated on a yearly basis, programs that have been completed in the previous cycle have not been included, and new programs have been included in the planning.

The Government of Romania has adopted the final General Transport Master Plan (GTMP) in September 2016 (Government Ordinance no. 666/2016). The GTMP provides the general development framework for transport infrastructure, financing sources and strategic project implementation in Romania. The GTMP was an ex-ante conditionality required by the EU in order for the MoT to benefit from the current cycle of cohesion funds. The General Transport Masterplan is a strategic planning instrument for major interventions that are relevant for implementing the national transport objectives. The time horizon for the GTMP is 2040 and the programming period of programs is 2030.

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Methodology

The elaboration of the PSI 2019-2022 began in February 2019. A first version of the document was completed in April 2019, the planning process continuing between April and July 2019. The present document represents the updated form of the PSI, which reflects the priorities and the implementation framework for 2019, as well as estimates for 2019-2022.

The World Bank provided technical assistance throughout the entire process, while the General Directorate Management and Strategy of MoT being the main intermediary and facilitator.

The strategic planning process within the Ministry of Transport was supervised by the Secretary of State and the Minister of Transport. The General Directorate Management and Strategy ensured the technical coordination. The process has benefited of a substantial commitment from all relevant management and operational staff of the ministry, as well as from the specialists from SGG.

The PSI update follows a process similar to the elaboration of the strategic document, being part of the methodology applied uniformly at the level of the ministries within the SIPOCA28 project. The process takes into account the structure of the PSI with its strategic objectives, programs, measures, indicators and targets set previously in the planned time horizon (4 years) and follows an update correlated to the 2019-2022 CBTM. The update consists of:

- comparing the registered results with those planned for the previous year; they will be based on the objectives set in the strategic and operational plans;

- conducting an exploration of the internal and external environment of the ministry, in order to establish any significant changes that are necessary for the forecasts supported by the current plan: national sectoral and intersectoral strategies in force or newly adopted since the previous PSI; the governance program; strategic reviews (functional analysis); and country-specific recommendations

- adding an additional year to the plan4

- reviewing and updating the Programs and their objectives, the results (outcomes) and the target values of the indicators

- Review of measures and immediate outputs and target values of indicators

- Analysis and revision of the budget related to the Measures (cost of immediate achievements) within the CBTM 2019-2022

- updating the budget of the Programs (summing up the budget of the Measures).

4 Refer to the Methodology for the elaboration, monitoring and reporting of the Strategic Institutional Plans, and of the budget per programme

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Stage of implementation of the ISP

Section 1

Section 2

The 2017- 2021 PSI was prepared and its implementation monitored under the department of Public policy of the Ministry of transport of Romania, supported by a working group gathering all relevant sectors of the Ministry, and, in addition, executives from the public companies CFR SA, CNAIR and Metrorex. The role of Department of public policy was to prepare the first draft of the PSI (with the support of the World Bank), collect and centralize the remark of all technical department and SOEs, prepare the final draft and update the monitoring system for the follow up of PSI progress indicators. The progress indicators were designed based on the recommendations of each sub-sector representatives and updated according to their own available data.

Section 3

The 2017-2021 PSI was organized according to 4 strategic objectives, containing 13 programmes comprised of 91 measures.

The structure of PSI was as follows:

Strategic Objective 1: Develop an integrated and environmentally friendly national transport system

Program 1.1. Optimizing the national transport system and maintaining a balanced and sustainable rail and road network– implemented by 10 measures

Program 1.2. Development of road and rail infrastructure within the main internal and international transport corridors– implemented by 11 measures

Program 1.3. Increase the operational capacities of the Danube River and Ports– implemented by 9 measures

Strategic Objective 2: Develop a multimodal national transport system that is sustainable and efficient

Program 2.1. Increasing the competitiveness of rail passenger transport services– implemented by 11 measures

Program 2.2. Development of an intermodal freight transport system, mainly served by environment-friendly transport modes– implemented by 7 measures

Program 2.3. Strengthening the regional and municipal organization of public passenger transport– implemented by 9 measures

Program 2.4. Achieve a single transport area in air transport– implemented by 3 measures

Strategic Objective 3: Provide safe, accessible and clean transport solutions for the citizens

Program 3.1. Safer transport– implemented by 7 measures

Program 3.2. Cleaner transport– implemented by 6 measures

Program 3.3. Increased transport accessibility for rail transport– implemented by 4 measures

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Program 3.4. Connection of rural areas to major road transport axes– implemented by 10 measures

Program 3.5. Development of Intelligent Transport Systems– implemented by 5 measures


Program 4.1: Improve the administrative capacity of the sectoral policy management and implementation– implemented by 3 measures.

The programmes above mentioned aimed at quantified results, which are included in the annex 2 of the PSI, with a target objective for the year 2021. The level of progression of such outcomes indicators expected to be reached for the year 2018 were not calculated.

The outcomes indicators for the programing cycle 2018 -2021 were as follows:

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Strategic Objective 1: Develop an integrated and environmentally friendly national transport system

Programme 1.1 – Optimizing the national transport system and maintaining a balanced and sustainable rail and road network

Result Indicators Unit Baseline Target 2021

Result 1.1.1: Renewal of railway infrastructure as part of a program of progressive recovery of accrued arrears

Outcome indicators: Increase of reconstruction works km/ year Km/ year 10 km 250*

Outcome indicators: Length of speed restrictions eliminated due to current repairs extended by 50%

% - <50%

Outcome indicators: Current maintenance of the railway infrastructure for permanent operation, with consequences on keeping the infrastructure performance parameters at least at the current level

% performance

2017 Min. level 2017

Result 1.1.2: Effective use of financial resources for the management of railway infrastructure

Outcome indicators: Reduction in unit maintenance costs of the secondary rail network compared to the current level

% Year 2017 < 20%

Result 1.1.3: Ensure a fair and sustainable contractual and financial framework for the management of railway infrastructure

Outcome indicator: Increase the average technical speed of the network

Km/h 70,1 71

Result 1.1.4: Ensure a fair and sustainable contractual and financial framework for the management of road infrastructure

Outcome indicators: Increase the share of roads under the CNAIR administration that are in good condition

% 52 55


Result 1.2.1. Improvement of railway infrastructure along railways in order to support the competitiveness of rail transport services in the internal passenger and freight transport market

Outcomes indicators: Increasing the average speed of operation on the main rail lines

Km/h - 55

Result 1.2.2. Improvement of railway infrastructure along TEN-T corridors in line with European Union standards on capacity, speed and interoperability with other networks

Outcomes indicators: Increasing the average operating speed within the following railway networks

Km/h - 55

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Result 1.2.3. Improve road infrastructure in support of the TEN-T network in line with European standards on capacity, speed, safety and services

Outcomes indicators: Increasing the average speed in the TENT-T main network

Km/h 76,1 77,1

Outcomes indicators: Increasing the percentage of 4-lane roads in the road network under CNAIR

% 8% 10%

Programme 1.3 – Increasing the operational capacity of the Danube river and portsResult Indicators Unit Baseline Target 2021

Result 1.3.1: Improve the navigability of the Danube river and related channels

Outcome indicators: Increase the number of days per year of navigability

No. days 320 325

Result 1.3.2: Improvement of Constanța port operational capacities

Outcome indicators: Container Design in Constanța port Th. TEU/year

1.5 1.7*

Result 1.3.3 Improvement of the operational capacity of the inland waterway port network along the Danube River

Outcome indicator: Increase the capacity of inland freight transport Th. TEU/year

26.8 32.2

Strategic objective 2: Develop a multimodal transport system that is sustainable and efficient

Programme 2.1 – Increasing the competitiveness of rail passenger transport servicesResult Indicators Unit Baseline Target 2021

Result 2.1.1: Increasing the performance and efficiency of the public passenger transport system of national interest for rail passenger transport

Outcome indicators: Increase in the current value of the total journey time of trains subject to the public service obligation

Train- km 2016 10%

Result 2.1.2: Promoting high-attractiveness services for passenger rail transport

Outcome indicators: Implementation plan for cadenced services, in line with the recommendations of the General Transport Master Plan of Romania

% plan approved/ implemented/ updated

- 50%

Outcome indicators: Increase in the technical speed of the lines set out in the cadenced services implementation plan

% - 5%

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Result 2.1.3 Logistics support for passenger rail services

Outcome indicators: Increase in the transport capacity of the fleet of rolling stock intended for passenger transport in relation to the existing transport capacity

% - 5%

Result 2.1.4. Integration of passenger rail transport into intermodal flows to increase people mobility

Outcome indicators: Achieving a certain pace of rail transport on Bucharest Nord - Henri Coanda Airport route

No. passengers

50 200

Programme 2.2 – Development of an intermodal freight transport system, mainly served by environment-friendly transport modes


Result 2.2.1: Priority promotion of intermodal rail-container transport

Bucharest -TEU handled daily from 0 TEU (reference level for 2017) to 179 TEU (2020)

TEU 0 179

Timișoara - TEU handled daily from 0 TEU (reference level for 2017) to 40 TEU (2020)

TEU 0 40

Cluj-Napoca - TEU handled daily from 0 TEU (reference level for 2017) to 55 TEU (2020)

TEU 0 55

Bacău - TEU handled daily from 0 TEU (reference level for 2017) to 74 TEU (2020)

TEU 0 74

Oradea - TEU handled daily from 0 TEU (reference level for 2017) to 25 TEU (2020)

TEU 0 25

Result 2.2.2: Promoting RO-LA transport and semi-trailer intermodal transport

Outcome indicators: Achieving an average pace of 2 RO-LA trains per week

No. train/week.

0 1

Outcome indicators: Achieving an average pace of 1 semi-trailer per week

No. train/week..

0 0

Result 2.2.3 Increasing the competitiveness of intermodal transport on the internal market of freight transport

Outcome indicators: Implementing a mechanism for financial support of railway and road operators involved in intermodal transport ensuring the compensation of the difference between costs and revenues

Implemented yes/no

No No

Outcome indicators: Complete the process of increasing the competitiveness of the national rail freight operator

Finalised process yes/no

No No

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Programme 2.3 – Strengthening the regional and municipal organization of public passenger transportResult Indicators Unit Baseline Target 2021

Result 2.3.1 Promotion of public service systems of regional interest for rail passenger transport in the area of influence of big cities

Outcome indicators: Adoption of a law on the application of the provisions of Regulation (EU) no. 1370/2007

Adopted yes/no

No Yes

Result 2.3.2 Promoting an integrated and efficient urban transport system in the Bucharest metropolitan area

Outcome indicators: The Bucharest Metropolitan Transport Authority to be operational and with a metropolitan public transport strategy adopted, as well as with an integrated tariff system operational

AMTB strategy is adopted/ in force

Implementation started

Implementation completed

Result 2.3.3. Development and modernization of urban transport services in Bucharest

Outcome indicators: Kilometres of metro lines built up Km 0 0

Outcome indicators: Average number of passengers per day taking the metro

No. passengers

600 000 650 000

Programme 2.4 – Creation of Single area in Air transportResult Indicators Unit Baseline Target 2021

Result 2.4.1: Airports in Romania will develop operational capacity in compliance with aviation safety regulations (Craiova, Sibiu, Cluj-Napoca, Timișoara and Henri Coanda - Bucharest)

Outcome indicators: Increase in the space of the platform % - 40%

Outcome indicators: Increase in the number of aircraft flights at Henri Coanda Airport

% 108. 566 N.C.

Result 2.4.2: Romania will participate in the development of the Single European Sky

Outcome indicators: Implementation in Romania of 4 new air traffic management functionalities

Implemented yes/no

No yes

Outcome indicators: Full implementation of the SESAR air traffic management program

Implemented yes/no

No yes

Strategic objective 3: Provide safe, accessible and clean transport solutions for the citizens

Programme 3.1 – Safer transportResult Indicators Unit Baseline Target 2021

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Result 3.1.1. Global security of land transport

Outcome indicators: Adopt a legislative package on the implementation of a system of progressive internalization of external costs generated by the effects of rail and road accidents

Adopted- ImplementedYes/no

No Adoption

Result 3.1.2: Strengthening rail transport safety

Outcome indicators: Increasing the number of centrally controlled railway and station signalling installations in current stations and lines

% - 10%

Outcome indicators: Increasing the number of automatic signalling installations with (semi)barriers at level crossings as compared to the current situation

% - 25%

Result 3.1.3: Strengthening road safety

Outcome indicators: Reducing black points along roads % 138 50%

Outcome indicators: Effective implementation of winter maintenance targets

% 70% 100%

Outcome indicators: Reducing the share of infrastructure projects subject to road safety audits

% 0% 0%

Outcome indicators: The ratio of infrastructure projects subject to road safety inspection

% 0% 100%

Result 3.1.4: Strengthening Air Transport Security

Outcome indicators: Compliance of Civil Aviation Authority with ICAO safety standards

Respecting

standards

(yes/no)

Recommendations

being implemen

ted

Aligned with recommendati

ons

Result 3.1.5: Strengthening inland waterway transport safety

Outcome indicators: Reducing the number of fatalities in the inland waterway transport

No fatalities

81 (2010) - 40% compared to

2010

Programme 3.2 – Cleaner transportResult Indicators Unit Baseline Target 2021

Result 3.2.1: Improved policies that reduce GHG emissions in the transport sector

Outcome indicators: Adopting a legislative package on the implementation of a system of progressive internalization of external costs from GHG and NOx emissions in the transport sector

Adopted/ impleme

Nu Adopted

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nted

Result 3.2.2. Improve policies to reduce GHG emissions and emissions in the rail transport sector

Outcome indicators: Launching of investment projects for electrification of railway line

Km 2347 2611

Result 3.2.3. Improve policies to reduce GHG emissions and emissions in the road transport sector

Outcome indicators: Reduction of CO2 emissions in the transport sector

% 0% 10%

Programme 3.3 – Increased transport accessibilityResult Indicators Unit Baseline Target 2021

Result 3.3.1: Increasing the accessibility of rail passenger transport

Outcome indicators: Increase of the rate of customers who can reach a railway station in less than 30 minutes

% 74% 75.50%

Result 3.3.2: Increasing accessibility of rail freight transport

Outcome indicators: Adopt a rail freight rehabilitation plan for isolated wagons

Adopted 50% / implemented 100%

No 50%

Result 3.3.3. Increased transport accessibility for persons with reduced mobility

Outcome indicators: Increase of the number of main stations suitable for providing passengers with special needs

No. stations

70 84

Programme 3.4 – Connection of rural areas to major transport axesResult Indicators Unit Baseline Target 2021

Result 3.4.1. Facilitation of road connections between main road corridors and cities of regional importance

Outcome indicators: The rate of bypasses between main road corridors and cities of regional importance (Brașov, Carei, Tg. Jiu, Mihăileşti)

% 0% 100%

Outcome indicators: Average road condition in good condition % 50% 75%

Result 3.4.2. Improving road links with neighbouring countries and facilitating the cross-border mobility of persons and goods

Outcome indicators: Reducing the waiting time at border crossings (Constanța, Halmeu and Siret)

Minute 300 150

Programme 3.5 – Development of Intelligent Transport Systems

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Result 3.5.1: Support the implementation of ITS in the road sector

Outcome indicators: ITS architecture compatible for VMS % 0% non-compatible

100% compatible

Result 3.5.2: Support the implementation of ITS in the rail sector

Outcome indicators: Ratio of rail sections operating with ERTMS % 0% 100%

Result 3.5.3: Support the implementation of ITS in the IWW sector

Outcome indicators: Percentage of concerned vessels using RIS % 0% 20%


Programme 4.1 - Improving the administrative capacity of sectoral policy management and implementationResult Indicators Unit Baseline Target 2021

Result 4.1.1: Improved procedures and organizational structure of the MoT

Outcome indicators: The organizational structure of the Ministry reflects Strategic Plan

Report -yes/no

Not in place yet

The procedure is being implemented

Result 4.1.2: Ensuring the efficiency of MoT in strategic planning, budgeting, monitoring and evaluation

Outcome indicators: The strategic and budgetary planning procedures adopted and implemented

Procedures in place yes/no

Not yet in place

The procedures are being implemented

Result 4.1.3: Enhance the human resource management according to the organizational needs of the MoT

Outcome indicators: Human resources management plan developed and adopted

Yes/ No No Plan developed

Section 4

During the implementation of the 2018-2022 cycle of programming, the implementation of the strategic objectives could be measured yearly based on the execution rate of each individual measures in the national budget.

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Although the allocation of funds for the same objective may vary from one year to the other during the cycle, or be subject to rectification within the same year of reference, the yearly calculation of the budgetary execution rate remains anyway a significant reference to assess the efforts in implementing the strategic objectives.

This execution rate of the programmes can be assessed based on the list of measures and projects mentioned in the present PSI, annex III, which are covering at least 85% of the investment expenses of the Ministry of transport. Using this indicator of progress, the execution rate of strategic objectives and programmes were, for 2018, the last year of the programming cycle, as follows:

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Programmes Planned budget 2018

(initial)Th. Ron

Executed budget 2018

2018*Th. Ron

Rate of execution

Strategic Objective 1: Develop an integrated and environmentally friendly national transport system 2 732 910 2 366 153 86.58%

Program 1.1. Optimizing the national transport system and maintaining a balanced and sustainable rail and road network– implemented by 10 measures

0 Not applicable

Not applicable

Program 1.2. Development of road and rail infrastructure within the main internal and international transport corridors– implemented by 11 measures

2 317 246 2 165 234 93.44%

Program 1.3. Increase the operational capacities of the Danube River and Ports– implemented by 9 measures 415 664 196 858 47.36 %

Strategic Objective 2: Develop a multimodal national transport system that is sustainable and efficient 868 974 322 302 37.09 %

Program 2.1. Increasing the competitiveness of rail passenger transport services 4 157 1166 28.05 %

Program 2.2. Development of an intermodal freight transport system, mainly served by environment-friendly transport modes

0 Not applicable

Not applicable

Program 2.3. Strengthening the regional and municipal organization of public passenger transport 864 817 321 193 37.14 %

Program 2.4. Achieve a single transport area in air transport 0 Not applicable

Not applicable

Strategic Objective 3: Provide safe, accessible and clean transport solutions for the citizens 997 856 737 714 73.93 %

Program 3.1. Safer transport 29 022 3247 11.19%

Program 3.2. Cleaner transport 2307 1744 75.63%

Program 3.3. Increased transport accessibility for rail transport 0 Not applicable

Not applicable

Program 3.4. Connection of rural areas to major road transport axes 965 936 737 975 76.40 %

Program 3.5. Development of Intelligent Transport Systems 591 439 74.45 %

Strategic Objective 4: Optimize the performance of the Ministry of Transport to provide better services to the public 4 533 063 4 283 744 94.5 %

Program 4.1: Improve the administrative capacity of the sectoral policy management and implementation 4 533 063 4 283 744 94.5 %

(*) Note: Estimated global execution rate using PSI measures the execution rate

During the programming cycle 2017-2021, the working group for the preparation and the revision of PSI benefited of a good level of participation and gathered an increased number of technical

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specialists representing in the Ministry’s departments and the SOEs. The meetings enabled the participant to share the status of implementation of their respective sectoral strategies and policies.

During the preparation stage, some stakeholders provided extensive inputs to the document, which was fully appropriated by the Ministry.

However, the lack of proper administrative instructions opposable to central administrations has limited the overall involvement of the MOT experts and has not permitted a continuous monitoring of the progress of measures and programmes and of the attached indicators in between the annual revision sessions. For the same reason, at the level of the Ministry of Transport, no interface with partner administrations, such as the administration in charge of State Budget or of the Environment was observed during the preparation of the PSI.

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2. CONTEXTInternational and European trends influencing Romania

The development of the transport sector in Europe, regional development and environmental concerns will have a significant impact on the Romanian transport sector in the years to come. In the past two decades Romania has made significant progress regarding the transition to a market economy, promoting rule of law, and becoming member of the EU. It is important for the development of Romania to become an active player in the EU market. Transport is the backbone for the movement of persons and goods in the EU and is therefore significant for Romania’s future progress.

The main factors that will play a significant role in the Romanian transport sector are: The growing demand for mobility; The development of new technologies in the transport sector; Romania’s commitment to develop the transport sector that meets European standards in

order to face the mobility needs.

Economy

Romania’s trade with European partners has been steadily increasing over the past years and a large share of this trade is to be seen in equipment, commodities and goods. The trade sector is dependent on the well-functioning transport system. The main commercial partners of Romania are located within the European Union, the EU represents 75% of all imports (Germany, Italy and Hungary) and 71% of the exports (Germany, Italy and France). At present trade represents 83% of Romania’s GDP compared to 43% in 1990.

People travel more than in the past, and their demand for various modes of transport is continuously increasing. This demand is reflecting a dynamic job market as well as the developments of the tourism sector that has become more attractive for Romanian and international tourists. At present, there are more than 5.4 million private cars (2013) registered in Romania - compared to 2.8 million in 2000. In general, the GTMP foresees a growth of 26.6% for the period of 2011-2020 (2011 base year) and for the same period it expects a growth of 33.8 % in freight transport.

Transport of passengers by train remains important in spite of declining number of passengers. In the period between 2000 and 2015 the percentage of passenger transported by rail dropped from 16.3% to 4.5%, representing one of the biggest declines in in Europe. The transport of freight by rail halved from 43.1% in 2001 to 21.5 % in 2013; and this decrease is expected to continue in the coming years.

In Romania, there is a unique regional diversity and the differences between the urban and rural population contrast with other European counties. 55% of the population lives in urban areas while 45% of the population lives in rural areas. Around 39 % of the labour force is located in rural areas, with 45 % of the rural population dispersed over 12,751 villages. These rural communities face a large migration of workforce and a growing aging population. In terms of access to economic opportunities and social services, transport is an important factor for development of the rural areas of Romania. Romania faces big regional disparities; as such the monthly gross average salary in the central Ilfov region is RON 900 per person while in the rural regions in the north east of the country, this accounts only for RON 500.

Romania has succeeded in attracting investments over the past twenty years. In 2015 investments represented 24.7% of Romania’s GDP, the highest percentage in Europe. The main areas for investment are construction, machinery and transport equipment while technology and innovation

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investments remain limited. Industries such as car and manufacturing are important in Romania, and these rely on good transport links to both suppliers and customers in and outside Romania.

Romania is still recovering from the 2008 crisis. In 2010 the investments adjusted sharply from the preceding two years. The crisis had impact on trade and the people’s demand in travel, causing a drop in transport demand.

Inland waterway transport recovered to pre-crisis level by 2013, and accounted 15 million tons transported (9% of the total freight transport in Romania). Inland waterway transport is expected to grow, due to commitment of European stakeholders for improving the navigability of Danube and development of intermodal of transport.

Air transport showed a rapid growth in the number of passengers carried from 2007-2011, namely from 7.8 million of passengers per year to 10.8 million. In the period from 2014 to 2015 the number of passengers increased by 15.3 %, placing Romania at the second place in Europe in terms of passenger growth.5 Airports are hence facing an unprecedented demand from the increasing mobility needs of Romania’s citizens.

The Romanian economy is expected to recover and will have positive effects on trade, increased mobility with as result an increase in private car ownership. This development represents both a challenge and an opportunity for the Romanian transport sector.

Environment

In Romania, there is a steady upward trend of annual GHG emissions produced by the domestic transport sector, which are growing faster than the EU-28 average. The Romanian transport sector accounts for 12.5% of the total GHG emissions across all sectors. Even though the EU average is higher and accounting for 19.7%, the Romanian share is growing faster, caused by the decline in the railway transport of both passengers and goods, and the increasing motorization rate. Road transport is to be hold accountable for 93% of all transport emissions, which is a similar rate compared to the EU-28 average. The motorization rate in Romania is the lowest in the EU and accounts for 224 cars per 1000 inhabitants in 2012, but this rate has risen from 152 cars per 1000 inhabitants compared to 2006 and is expected to grow significantly in the coming years.

Technology in transport

Due to increased pollution, congestion and climate change, there is an increasing pressure from both the public opinion as well as decision makers to provide a clear commitment for using cleaner transport technologies. This desire will impact all stakeholders in the transport chain, from both the supply side and the demand side, e.g. the need to offer an environmental friendly vehicle fleet. Despite investments in new technologies and innovation remaining low, the transport sector should make a shift towards the use of modern IT systems to sustain a safe and clean transport.

Geopolitical context

As member of the EU, Romania has aligned its policies to the 2020 European objectives, which includes the adoption of several structural reforms in varied sectors. South Eastern European countries have the desire to benefit from international trade routes. As such the Black Sea region is important with regard to international trade, holding several trade routes between Asia, the Middle East and Europe. To this extent Romania may become a competitive and efficient transport route to Central Europe.

5 Ibid.

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Main challenges of the Romanian transport system

The national transport system must support the increase of the competitiveness of the national economy

The previous evolution and the current situation of the national transport system in Romania are atypical both in relation to the evolutions of the European transport systems and in relation to their current situation.

Starting from the converging results of a large number of scientific studies demonstrating the advantages of rail transport in relation to other modes of transport, both in terms of economic efficiency towards the environment, as well as the contribution to climate change and the deterioration in the general health of the population, , the European Union has adopted a transport policy6 which focuses on the priority promotion of rail transport within a balanced overall transport system which uses complementarily all modes of transport. This policy aims to strengthen the competitiveness of national economies by increasing the efficiency of national transport systems and by developing internal transport markets and also to strengthen the competitiveness of the UE economy by creating a single European transport area, characterized by economic efficiency, modal balance and sustainability regarding environment. The implementation of this policy, through appropriate national funding and regulation mechanisms, has led to a trend in favour of increasing rail transport role in most Member States and to support in priority intermodal transport when rail transport plays a major role in the operations.7 There is also a common policy of European states, supported by European Union grants, aimed at modernizing the infrastructures of the European transport corridors and the TEN-T network.

In Romania, the only area where it can be seen a relative synchronization with the European Union's transport policy is the modernization of infrastructure related to the European transport corridors and the TEN-T network.

Regarding the domestic transport market in Romania, the policy practiced in the context of the railway sector in the last 27 years is in opposition with the European policy. Starting from the need, initially perfectly justified, to encourage individual mobility of people,8 measures have been implemented to encourage individual car transport. However, these facilities have also been unduly extended to commercial road transport by letting the Romanian state cover a large part of the burden (entirely or almost entirely from public funds) represented by the costs of commercial road transport, such as: the costs of using the infrastructure, traffic safety costs etc. This approach, coupled with the severe under-financing of rail transport and the full compensation by the State of the costs of the negative externalities of road transport such as accidents, pollutant emissions and greenhouse gas emissions,9 has led to a profound distortion of the internal transport market, and has artificially created a major competitive advantage of road transport compared to rail transport.

In addition, there has been a steady and programmatic neglect of public transport, urban and interurban, which has made the option of individual transport the only valid option for addressing people's mobility needs.

The result of these policies is a deeply unbalanced national transport system, where transport by car is massively prevalent, and generating an excessive pressure on the road network, whose transport capacity has already been exceeded by a growing demand. The consequences are the exponential

6 Strategic document COM (2011) 144 "White Paper - Roadmap to a single European transport area: Towards a competitive and resource-efficient transport system". This document is ignored by the World Bank report7 For example, in the case of intermodal freight transport, rail transport is the major component of the transport by land routes8 It has been a matter of eliminating the restrictions imposed artificially, before 1989, on individual car transport9 In this way, the intrinsic safety benefits of rail transport, such as the low level of pollutant emissions and the low level of greenhouse gas emissions, have been completely neutralized

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growth of bottlenecks and the significant reduction of traffic speed, accompanied by the exponential increase in the number of road accidents.

Regarding public services for interurban transport , the imbalance is manifested by the predominant modal share of road transport (especially minibuses), which is close to 80%, in contrast with the orientation at European level considering the use of rail for passengers services (with a modal share that tends over 50% in interurban public transport).

One of the major causes of the prevailing modal imbalance existing in interurban transport lies in the prolonged lack of financing for the acquisition of new rolling stock. This led to the reduction of the national operator’s rolling stock from around 11,000 passenger wagons in 1990 to 2290 wagons in 2016, of which only about 1,500 are operational. This drastically limits its transport capacity and, consequently, the offer of public transport services. Moreover, given that CFR-Călători operates about 1,300 trains per day with this available fleet, it results that this diminishment has for consequence a limited financial efficiency of passenger train operations.

In the freight transport market, distortions on the domestic transport market allow road users to offer much lower prices than rail operators. As a consequence, rail transport was obliged to abandon the market of small shipments10 to the road transport sector and its activity became limited to customers who, due to their own business model, are obliged to transport goods in large quantities (in the order for instance at the level of a complete train). 11 Moreover, the development of intermodal transport on Romanian territory12 is virtually impossible within the current legislative framework, because the unfair structure of the transport price for terrestrial transport channel customers' options on routes exclusively operated by road transport.

Moreover, the gradual degradation of railway infrastructure resulting from a severe underfunding in the last 27 years has progressively amplified the modal imbalance and will continue to fuel this trend in the national transport system. As a result, the current situation of Romania's national transport system is characterized by:

• An excessive pressure on the road network, whose capacity is already exceeded by the transport demand, with consequences such as limiting travel speeds and increasing the frequency of accidents. The overloading of the road network also leads to the accelerated degradation of the roads, maintaining a high share of not non-compliant and precarious roads (over 40%13) and generating an exponential growth of costs for maintenance and repairs.

• The impossibility of using properly the rail network14 as a solution for decongesting the road network and streamlining passenger and freight traffic due to its degradation generated by a severe and prolonged underfunding, as well as artificial distortions on the transport market which make rail transport very little attractive to customers.

The main effect of the imbalance of the national transport system is the massive increase in the overall transport costs borne by the national economy. The General Transport Master Plan shows that, in case of a transfer to rail of only 10% of the current road traffic, the amount of annual savings that can be obtained at national level is equivalent to about 1% of the GDP (1.5 billion euros). A large part of these savings refers to the reduction of public spending to cover the effects of transport. In other words, the adoption of policies favouring road transport rather than rail transport generated the transfer of several tens of percent of the traffic volumes towards the road, and was equivalent to 10 In terms of loading capacity of a wagon or container11 Such large cargo shipments cannot be transported by road because it would be necessary to simultaneously deploy a fleet of over 100 trucks, which is virtually impossible12 Concerning intermodal transport involving rail transport for the longer segment of the operation13 According to the General Master Plan of Romania14 The Romanian rail network has a sufficient transport capacity, which can take transport flows at least 3-4 times higher than the current ones, as well as a good geographic coverage of the national territory

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assuming an increase of transport cost for the national economy to an average level of at least 4 billion euros per year. Bearing these additional costs is a significant limitation of the competitiveness of the national economy, a limitation of growth of the national economy and an increase of the fiscal pressure.

Another important effect of the imbalance of the national transport system is the increase of the disparities in the geographical distribution of economic development. In the last period investments concentrated in the western area of Romania in order to avoid the shortcomings caused by the poor quality and low relevance of the terrestrial infrastructure and to use easier connections to Western Europe. This trend could generate an accelerated poverty in the eastern and southern regions of Romania, with profound negative consequences on the country's economic development and demographic trends.

Summing up the above aspects, it can be concluded that such inadequate policy regarding the national transport system could prevent transport activities to fuel the economic development and on the contrary enlarge the gap between the national economy and the other European economies.

The transport network must be in satisfactory condition and connect better people and economic activities for supporting a sustainable economic development

Over the past two decades the Romanian economy changed drastically and this change provides a challenge for the current transport system. The road transport infrastructure inherited from the state-driven economy does not meet today’s transport demand. Yet, the accessibility of transport depends on the readiness of Romania to develop its infrastructure, to ensure proper maintenance and to adopt efficient public policies.

A large share of the Romanian economy is dependent on trade. The EU free movement of goods and persons offers a tremendous potential for private investments as well for the creation of jobs. In this investment climate, the cost of transport and logistics is crucial to influence the decision of firms to establish in Romania. The competitiveness of Romania therefore also depends on the ability of Romania to ensure linkages to the European market but as well the ability of Romania to address the connection between urban and suburban areas, which supports the mobility of Romania’s work force.

Since 2005, Romania became an attractive supplier due to its natural resource potential, such as natural gas and oil.

Thus, addressing the quality of the overall infrastructure is crucial. The quality of the overall infrastructure was evaluated by the Logistic Performance Index (LPI) as 2.8 in 2016 on a scale from 1 to 5, and ranked last in the European Union.

The value of the transport assets is high, and these assets need to be preserved for the benefit of future generations. However maintenance and renewal have been neglected in the first years of the transition period, and maintenance backlogs have increased. Efforts in order to modernize the Romanian road Infrastructure started years ago in order to upgrade the roads to European standards, and to connect the major corridors to Romania’s regional centers and communities. These tasks still need to be completed.15 The construction of Romania’s Highway network is lagging behind compared with the rest of the EU and is seen as one of the main impediment to international and national connectivity. Compared to other countries that have joined the EU in 2004, the construction of motorways in Romania has been limited by due to limited funding and by implementation issues.

The Romanian railway network is in a deteriorated state, which limits the competitiveness of rail transport on the transport market and does not allow balancing the distribution of land transport applications between the two relevant modes of transport.

15 Source: The World Economic Forum, the Global Competitiveness Report (2014)

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Romania has few intermodal and logistics facilities which could enable a reliable interface between the different modes of transport. The port of Constanța is a strategic hub, it is located along the Danube-Black Sea channel and it possesses over a few inland terminals. The port of Constanța has well-developed road and railway services that are enabling the transportation of freight containers, however the intermodal facilities are underdeveloped and a modern transport infrastructure is absent on the key corridors. The development of intermodal facilities is a key factor for the development of the port of Constanța and for enabling national and international trade.

While there is a high demand for passenger transport, the public transport supply is not corresponding to needs of the population both in terms of quality and quantity. Despite the network connections to all urban centers, the accessibility of the suburban regions and rural areas remains low. Transport connections between regions are mostly unreliable, with high travel times and inadequate information on the services. A sustainable passenger transport supply is a key factor in the development of the rural areas.

Urban public transport is a main asset for the city of Bucharest, this includes the transport services of the metro, bus and tramway. A major factor of improvement would be the integration and coordination of the different modes of transport in order to face the increasing demand of the citizens. Being a car owner is a challenge in Bucharest, since car ownership has been increasing rapidly and is causing significant congestion problems, associated to a chaotic parking situation. In addition, this impacts negatively on both the economic competitiveness and the condition of the environment (GHG emissions) of Romania’s main economic centre. The Bucharest Metropolitan Transport Authority has been set up, in order to regulate the urban transport system. However, public policies that address the urban transport challenges still need to be effectively defined in order to be implemented, and the mobility needs of the City of Bucharest satisfied.

The transport system must be safe, secure and clean

One of the main challenges for the Romanian transport system is the safety and the security of road, rail, air and inland waterway transportation. It is important for Romania to have safety programs on all these four modes of transport, even though road safety is the most urgent challenge considering the number of fatalities. Safety programs for rail, air and waterborne transport have shown a good track record over the past years but there is need for continuous commitment of the MoT in ensuring the implementation of safety programs and providing knowledge and trained personnel to operationalize these programs and improve safety in transport.

Compared to other countries, the roads in Romania are amongst the most dangerous roads in Europe and generated a tremendous loss in human life. Romania’s roads took the life of 1,913 people in 2016. While most European countries have been able to address their unsafe roads and provide for safer infrastructure, Romania has not yet been able to do so.

Accessibility of rural areas and connectivity between rural areas and local and regional centres also remains sub-par by European standards, mainly due to the condition and standards of the road network.

Adequate administrative and operational capacity

The transport sector is crucial for Romania’s economic development and therefore the Ministry of Transport is a key player in achieving the goal of sustainable economic development. With one of the largest shares in the state budget and access to European funding, the Ministry has an important card to play. The MoT however faces a large challenge as it oversees some of the largest State-Owned Enterprises in terms of revenues, assets, staff but also financial losses. The ISP therefore proposes a plan for the future years in terms of matching its responsibilities and ambitions by adequate management and administrative capacity.

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Human resources management is one of the key factors in providing an adequate administrative and operational capacity. Yet the public sector is not an attractive employer for many Romanians, and the ministry is unable to attract and keep motivated staff under its employment. To this end the financial crisis had a negative impact on HR in the MoT since the Ministry had to freeze hiring and had to reduce the compensation benefits during the crisis years. Moreover, in terms of career development and incentives the Ministry lacks adequate training opportunities and development possibilities and transparent procedures for promotion.

There is a clear gap in terms of available budget and resources and the need for investments. While the budget resources are limited, the need for investments and maintenance is high. In order to meet the needs by using the available means there is need for a greater efficiency of usage of European funds, public funds and alternative sources of financing such as public-private partnerships (PPPs). The absorption rate of EU structural funds is rather low, and this can be addressed by increasing the organizational capacity at the level of the Ministry and its subordinated transport entities.

At present fragmentation and overlapping responsibilities in the administrative apparatus of the Ministry leads to conflicting policies, regulations, lack of ownership and conflicting client roles.

The corporate governance of SOE’s that fall under the managed authority of the MoT should comply with international good practices and criteria for good governance. Boards of SOE’s need to offer guidance by providing a vision and good commercial skills. There is lack of a transparent procedure for the appointment of higher management personnel leading to management instability. The appointment of the management of the SE is carried out in accordance with GEO no. 109/2011 on Corporate Governance of Public Enterprises. Prior to this ordinance, there was no transparent procedure for the appointment of senior management staff, which led to management instability.

Challenges

At present the main challenges that the transport sector is facing are the following: Restructuring and reinforcing the major national networks, road, rail and waterways; Reorganizing transport services in order to meet the needs of citizens and businesses; Developing a safe and a secure transport system, including public transport that is accessible for

everyone; Improving the organizational capacity of the Ministry and the corporate governance of State

Owned Enterprises in order to improve services to the public.

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3. MISSION AND VISION

Mission of the Ministry

To support, through appropriate public policies, the development of a sustainable, reliable, and accessible transport system, that serves the needs of the Romanian citizens, and the Romanian economy in an efficient and equitable way.

The Ministry is responsible to the citizens for providing

An efficient transport system generating benefits to Romania that are greater than its costs. An equitable transport system ensuring that its costs and benefits are distributed in a fair

manner among citizens, industries, and geographic areas. A transport system that, while protecting the environment, supports integrated social and

economic development without harm to human health or to environment for the benefit of today’s and future generations.

A safe transport system ensuring that transport infrastructure and services are provided and used to the benefit of society, in a manner that protects people from death and injury.

An integrated transport system including the transport infrastructure, facilities and services that enable people to travel conveniently, reliably, and in a competitive time, using a combination of means of transport when necessary; and help minimize the cost and time to move goods from production sites to processing plants or markets. It also includes public policies promoted at a European, national, regional and/or local level.

A transport system connected to the European transport system, both being interoperable, with similar performance and quality standards, supporting efficiently the international mobility of persons and merchandises

Vision of the Ministry

To be a trustworthy, transparent and responsible organization, working to organize a transport system responsive to the growing mobility needs of citizens and to the efficient circulation of goods, as well as enhancing the economic development of national transport companies.

The Ministry is the lead public institution in charge of transport matters and mobility in Romania. The Ministry therefore undertakes this responsibility with the highest standards of transparency, accountability, and integrity in a collaborative manner with other public institutions, the private sector, and civil society organizations.

The Ministry is constantly enhancing its management capabilities and organizational performance to match the important responsibilities entrusted to the Ministry by the citizens of Romania.

The Ministry is responsive to the needs of citizens. It listens to their needs and feedback and continuously measures the results of its actions to adjust its work according to the needs.

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4. STRATEGIC OBJECTIVES, PROGRAMMES, MEASURES AND INDICATORS

Strategic Objective 1: A national transport system with a high economic efficiency, supporting the national economic competitiveness

The national transport system represents an important component of the national economy, intended for the complete satisfaction - in conditions of maximum economic efficiency- of the needs of mobility of the population and of the needs of cargo transport.

The economic efficiency of the national transport system can be an important support for the development of the national economy or, on the contrary, it can be at national level a limiting factor of the economic growth and even to the economic interconnection with the European Union. Increasing the economic efficiency of the national transport system means, in principle, promoting the most economically attractive transport modes to facilitate, at the level of the national economy, the minimization of transport costs.

As shown in Chapter I, after 1990 rail transport registered a severe decline, against the backdrop of a programmatic approach aimed at encouraging road transport. This context led to a profound imbalance of the national transport system, with severe negative consequences for the efficiency and the competitiveness of the national economy.

Restoring the modal balance of the national transport system is a problem of national interest. It requires as a priority the accelerated recovery of the modes of transport with high economic efficiency and their efficient promotion on the transport market, with emphasis on rail transport and waterborne transport. Such an approach represents a sine qua non condition for strengthening the efficiency and competitiveness of the national economy, by capitalizing on the intrinsic economic advantages of rail and waterborne transport modes.

It is advisable for the national transport system to be present a balanced situation regarding the modes of transport, such as to ensure:

(a) Maximum benefits to the national economy and its potential of growth, by limiting the transport costs and by limiting the external costs generated by externalities of transport;

(b) The optimal use of the individual transport;

(c) Sustainable energy usage and reduced dependence regarding petroleum products;

(d) Limited negative impacts on the environment and on climate change.

An important problem related to the restructuring of the national transport system is finding the solution of the dilemma opposing public transport vs. individual transport. The problem concerns mainly the transport of persons, but some aspects are also valid when considering freight transport. In the case of the transport of persons, solving the dilemma opposing public transport vs. individual transport means mainly defining criteria for an adequate sizing of road and rail transport infrastructures, associated with a policy devoted to the development of quality public transport services.From the perspective of the modes of transport, railway transport means exclusively public transport, while individual transport is provided mainly by road mode.

Individual transportation (mainly with cars) is a feature of the modern era. As the standards of life of the population are augmenting, it is accompanied by the increase the degree of individual motorization, which leads to an increase of the demand of private transport, for practical purposes, for tourism and entertainment purposes.

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In Romania the number of registered cars grew from 1.3 million in 1990 to 4.7 million in 2013, which means an increase of more than 360%. However, as the volume of individual traffic is developing, the road infrastructure becomes overcrowded. Studies carried out in this area have led to the identification of relation between traffic and speed that show that, as the volume of traffic on a portion of the road increases, the average speed of travel decreases. If the volume of traffic (in vehicles) exceeds certain critical values (depending on the characteristics of the road), the probability of traffic jams increases exponentially. This situation is currently encountered in Romania on most significant road relations. As long as there are no measures to maintain the individual transport within the limit of the transport capacity of the road network, there are basically two main directions for addressing this problem:

(i) The development of the transport capacity of the road network, by building new roads (to lower the pressure on existing ones) or by improving the parameters of the existing roads in terms of maximum allowable speed and transit capacity (upgrade to the level of express roads and / or motorways). The purpose is to ensure that the volume of traffic is kept permanently at values below the critical values specific to the road category, to ensure a smooth traffic flow. Such an approach is an option to manage the increase of individual mobility based on private transport. The problem is that such an approach means major financial efforts that can exceed the level the national economy can afford. In addition, such an approach provide the solution of the problem only if the increase of transport capacity of the road network is permanently maintained at a higher rate than the increase of the transport demand (which is correlated with the increase rate of individual motorization.).

(ii) Reduce the pressure on the road network by developing a viable and attractive alternative of rail and road public service. The benefits of such an approach are obvious and do not require further demonstration. It is noteworthy that this solution has been adopted in all the developed European states that are facing the challenge of very high demands for individual transport, as a consequence of the extremely high level of individual motorization. It should be noted that this solution proved to be salutary even facing the problem of urban transport. The considerations presented above lead to the conclusion that the most appropriate variant of promoting public transport must be based with great emphasis on the use of railway transport. In this domain, Romania has the advantage that the existing rail network has a good territorial coverage and is able to provide a viable alternative to public transport for most of the relevant transport routes.

These two approaches are not mutually exclusive. The optimal solution most likely consists of a mix of the two options defined above. It should be noted that a type (i) approach, focused exclusively on the development of the road network, means engaging in a virtually infinite spiral of increasing public spending in order to maintain the road network to a transport capacity adequate to an increasing transport demand. In Europe, this approach has been abandoned, and the preferred solution was to develop alternative solutions for the creation an attractive public transport system; these solutions are capable of successfully lower the pressure towards road network development.Regarding Romania, the deployment of a policy oriented mainly to promote individual transport through the development of the road network does not seem to be appropriate. Given the continuous increase in the degree of motorization and the fact that the road network is already outdated in terms of transit capacity on most important routes, it appears that the financial effort needed is not sustainable even with a maximum consumption rate of available European funds. Secondly, such an approach means amplifying the existing imbalances within the national transport system. Road transport is already predominant which means according to the above: A vulnerable national economy, by artificially increasing the overall costs for transport and for

compensating its externalities; A Weakened energy security by increasing the dependence of the national economy towards oil

products, while global oil reserves are declining;

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The increase of the level of aggression on the environment, by increasing the level of emission of harmful substances and greenhouse gases, with consequences on the long-term on the quality of life and predictable major expenditures to mitigate the negative effects of a growing pollution.

Last but not least, such an approach would be the opposite of the European Union's policy in the field of transport, a policy focused on promoting modes of transport characterized by a high energy efficiency and low level of aggression on the environment (and promoting mainly naval and rail transport).

The optimization of the national transport system, which mainly aims at the development of a fair competition between modes of transport and a balanced and sustainable development of the main transport infrastructures, in parallel with a fast integration in the Single European Transport Area, mainly concerns terrestrial transport and envisages the creation of conditions for more balanced distribution of transport demands between transport modes.

Such an approach involves the accelerated rehabilitation of rail transport, so that it can soon become a real alternative to road transport. Achieving this objective lead to the reduction of the pressure on the road network by to rail transport a significant part of the traffic. At the same time, given the foreseeable increase of the transport demand, the development and modernization policies for road infrastructure must be continued and strengthened. Better balancing the national transport system will have positive effects on the overall reduction of the transport costs and will strengthen the national economy and its competitiveness.

The main priorities related to this strategic objective are:

i) Accelerated rehabilitation of rail infrastructure. The Romanian railway infrastructure is in an advanced state of degradation, caused on the one hand by the consistent policy of underfinancing from public funds and, on the other, by the gradual decrease of CFR SA's proper revenues due to a policy favouring road transport. This situation has led to a progressive limitation of the performance of train movements and a fluctuating availability of infrastructure, affecting the reliability of rail transport services, and amplifying the spiral of rail transport decline. Accelerated rehabilitation measures of the railway infrastructure are required, in order to increase its effective performance restoring at least the level of the initially designed parameters, thus increasing the performance of the railway transport services, and also in order to enhance the availability of infrastructure, making rail services more reliable. The actions for the rehabilitation of railway infrastructure, considered as a support for the rehabilitation of the entire railway transport system and for the economic efficiency of the national transport system, should be aligned to the following priority directions of action:

1. Infrastructure renewal under a program for progressively catching up with delayed renewal actions. Infrastructure renewal is essential to allow the full exploitation of the infrastructure with its capacities as initially designed, by keeping a low probability of failure of any infrastructure component. Taking into account the large amount of delayed renewal actions, a programme that consider a rhythm of renewal above the normal annual rhythm must be adopted16.

2. Implementation of an intensive program to perform current repairs. Chronic maintenance sub-financing has led to the accumulation of a large number of failures in the infrastructure components, which has led to a large number of speed restrictions and dangerous sections. In the next period, the frequency of occurrence of new speed restrictions and / or identification of new dangerous section will still be high due to the advanced state of infrastructure degradation. Given the importance of the delayed infrastructure renewal, the program for recovering these

16 Considering the statistics, it should include, in addition of the normal rhythm of renewal, an additional 300 km to compensate progressively the amount of delayed actions.

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delayed actions will be (relatively) slow. Current repairs should for this reason be implemented through a program dedicated to this objective, and with a schedule correlated with the renewal program. Given that this current repairs program will run simultaneously with a sustained renewal program, it may be foreseen that within a 8-10 years horizon the condition of the lines will become acceptable and characterized by a small number of speed restrictions caused by a defective infrastructure and by a lower rate of occurrence of speed restriction due to a poor infrastructure condition.

3. Current infrastructure maintenance is needed to keep at the lowest the possibility of infrastructure component failure.

The international practice has recognized the concept of "permanent regime" of the railway infrastructure17.The level of maintenance for the permanent regime of the infrastructure must be understood as that level of maintenance that minimizes the probability of the occurrence of random failures of some elements of the infrastructure. This level of maintenance cannot lead to the improvement of the infrastructure parameters, but is the level necessary to avoid degradation of these parameters. In the case of a new infrastructure or an infrastructure to which a normal rate of renewals and repairs is applied, the permanent operation means functioning at the level of the designed parameters of the infrastructure.

ii) Efficient use of financial resources allocated to the rail infrastructure manager. In order to efficiently use the available resources for the maintenance, repair, renewal, development and modernization of the railway infrastructure, a preference should be given to network areas that are likely to generate maximum benefits for the entire Romanian rail system and, implicitly, for the national economy. For this purpose, a re-classification the railway network is necessary, and will enable a differentiated approach, by category, regarding the financing and operating modes

Based on these considerations, the Romanian railway network should be re-structured in two categories, in relation to the traffic intensity:

• A main network, which must be aligned to European standards in terms of maintenance and operation and which will adopt the performance requirements that are likely to increase the competitiveness of rail transport services in the internal transport market. The available development resources will be allocated in priority to this main network.

• A secondary network, which must be maintained in operation with less demanding performance parameters, postponing actions to improve the performance when the main network rehabilitation will be completed. Limiting the performance parameters of the secondary network will lead to the limitation of maintenance and operating costs

Maintaining the operation of this secondary network is necessary to ensure the accessibility of rail transport to all regions of the country and to consolidate their flows of passenger and freight traffic.

Ensuring the connection of populated areas and business communities on the Romanian territory increases the quality of life of the citizens and supports the development of the gross domestic product, however it cannot be achieved in the absence of good connectivity of the transport network.

Even if the main routes provide the highest productivity of a network, these routes must be alimented with an adequate peripheral system. Transport services on secondary routes need to be rethought, developing shuttle services, based on technologies of the 2010s and not inherited from the 1940s, as it is currently the case, and ensuring the interconnection with long distance services provided on by the main network (especially along the main corridors, (Magistrale).

In order to obtain the funding for the secondary network, co-fund solutions should be implemented by the local administrations with the appropriate modification of the existing legislation.17 See also the General transport Master Plan regarding this point

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Such an approach can allow for significant results to be achieved faster, with reasonable financial efforts

iii) Improvement of the legal framework of the transport sector , in order to establish a fair competitive environment between the modes of transport

As shown in Chapter I, after 1990 a major imbalance in the land transport market appeared. Although rail transport is cheaper, safer and less polluting than road transport, the measures adopted have artificially generated a major competitive advantage for road transport and have delayed the development of rail transport. The main visible effects of these measures are:

• The non-competitive character of the rail passenger transport, mainly due to the costs and the deterioration of the performance of the railway infrastructure, which led to the massive migration of the customers to road transport. In order to warranty the access to railway services within reasonable price limits, it was necessary to introduce, as a compensation, subsidies for the public passenger transport services, which has lead practically to a passenger rail market dimensioned and regulated exclusively by the way of calculating the amount of subsidies and allocating them to public services.

• The non-competitive character of the prices of rail freight, which led to the total loss by the rail transport of the market of small freight shipments.

The less visible effect of this situation is that it maintains a weakness of the national economy which consist in artificially supporting the more expensive mode of transport, which generates high budgetary costs. In addition, such artificial and excessive promotion of road transport also contributes to maintaining a high level of dependence on oil products.

Taking into account these considerations and considering that:

(a) The European Union's policy in the field of transport imperatively recommends a fair competition on the ground transport market and promotes rail transport as a priority;

(b) A multitude of international studies carried out lately at the level of other administrations highlight the economic advantages of promoting rail transport;

(c) Reducing public expenditure generated by transport is a matter of national interest, and the achievement of this goal is conditioned by the priority promotion of rail transport.

...it is necessary to adopt and implement, for the future, measures promoting a fair competition on the ground transport internal market.

In principle, these measures will have to organize an internalization as large as possible of the cost generated by the modes of transport, until the real transport costs would be reflected in the prices offered by the carriers (and the pressure on the state budget reduced significantly).

The hypothesis considered by the General Transport Master Plan of Romania consisted in a balanced allocation of budgetary resources between the two modes of terrestrial transport

Based on the commitment made by the Romanian Government regarding the annual allocation of 2% of the GDP for the transport infrastructures, the Master Plan proposed a balanced financial projection which includes proposals regarding the distribution of public funds by categories of expenses (maintenance and repairs, renewal / rehabilitation and investments for modernization / development) and by modes of transport.

This financial projection can be used as a basis for defining legal obligations of the Ministry of Transport and the Ministry of Public Finance regarding the allocation of public funds for transport infrastructures by expenditure categories and modes of transport, even if the version approved by HG no. 666/2016 contains a less detailed version of the distribution of funds.

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The implementation of these proposals would create the conditions for establishing a fair competitive environment between the modes of transport, and also the condition for ensuring the financial resources necessary to re-create the balance between modes in the national transport system.

For this purpose, it is necessary to improve the legislative framework in the sector of transport, and new normative acts should define some rules for the distribution of public funds by categories of expenses (maintenance and repairs, renewal / rehabilitation and investments for modernization / development) and by modes of transport in accordance with the recommendations of the General Transport Master Plan of Romania.

The internalization of the external costs generated by the modes of transport should be concentrated on two main directions, which involve differentiated approaches and solutions.

On the one hand, the symmetrical implementation of the principle "user pays" should be ensured, in reference to the costs of usage of transport infrastructures. In this regard, charging the usage of road infrastructure for commercial transport in proportion to the distance travelled should be progressively introduced. Such an approach is recommended by European directives and there are already examples of good practice in many European countries.

On the other hand, mechanisms for the taxation of commercial ground transport operators should be identified and implemented in relation to the degree of damage to the environment and to the health of citizens they generate. The question arises regarding how to implement a symmetrical and equitable enforcement of the "polluter pays" principle.

The internalization of the external costs of transport presents a number of clear advantages, such as:

- collecting from the transport operators important resources, which can largely ensure the financing of ground transport infrastructures, accompanied by the reduction of the burden on the state budget of such expenses;

- diminishing the fiscal pressure on citizens and economic operators, who are currently obliged to ensure the financing of the external costs of transport;

- raising awareness of the transport operators for limiting the transport emissions and the greenhouse gas emissions.

The only disadvantage is the significant resistance that will be, without any doubt, opposed to this approach by the road carriers, who will have the natural tendency to consider that the advantages they currently benefit from represent a vested right and therefore immutable. For this reason, a real political will to internalize the external costs of transport is the only viable guarantee of the success of such an approach.

Considering that the internalization of external cost should be implemented progressively, which means a relatively long time, it is desirable to implement measures compensating the difference of competitiveness between the modes of terrestrial transport.

The main priorities of these measures should consist in:

a) The adoption of the appropriate legislative framework from the Regulation (UE) no 1370/2007 related to the compensation of public service obligations regarding rail passenger transport, which should optimize the use of public funds by creating new transport public services and by increasing their level of performance and quality. In order to maximize the positive effects of its implementation, it should be consistent with the legal framework regarding the allocation and usage of the new rolling stock that will be purchased from public funds (see also the discussion presented in the program 2.1 below).

b) the adoption of the appropriate legislative framework for the implementation of a mechanism for promoting intermodal freight transport by compensating by public incentives

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the difference between the costs and the commercial revenues incurred by operators involved in the intermodal transport of containers using mainly rail transport for their the terrestrial part of their operations (see also the discussions in this regard presented in the program 2.2 below).

These measures would cease to be in force, as the implementation of the internalization of the transport external costs will be completed.

iv) Ensure a sustainable contractual and financial framework for the management of rail infrastructure. The implementation of strategic programs and measures regarding the rehabilitation of the railway infrastructure is conditioned by the existence of a sustainable contractual and financial framework for the management of the railway infrastructure. Such a contractual framework must ensure the implementation of the principles set out in Directive no. 2012/34 / EU regarding the effective budgeting of the financing needs of the railway infrastructure, and also implement a mechanism for monitoring and evaluating the performances of the railway infrastructure manager in accordance with the principles set out in the Directive no. 2012/34 / EU and in the LIOP.

v) Ensure a sustainable contractual and financial framework for road maintenance. The maintenance and management of the roads must be carried out in an efficient way, so that these services can be offered to the citizens of Romania, while maintaining a low financial pressure on the taxpayer. The Ministry will gradually introduce performance-based maintenance contracts and, at the same time, modernize its maintenance practices in collaboration with CNAIR.

vi) Reinforcement of urban public transport

The MoT will ensure a better coordination between the different modes of transport involved in urban transport to meet the needs of travellers. The ministry will ensure the development of an intelligent system of intermodal transport in the main cities of Romania through appropriate public policies developed for this purpose.

The programmes that support the strategic objective 1 are focused, in priority, on restoring a fair competitive environment between modes of transport, which will enable to rebalance the national transport system and to increase its economic efficiency.

The strategic objective intend also to restore a balance between public transport and individual transport focusing on passenger terrestrial transport. Limiting the present imbalance is an important pillar of the ministry's action and supports the increase of the economic efficiency of the national transport system.

The promotion of transport modes of with high level of economic efficiency is another priority action of the ministry in order to increase the economic efficiency of the national transport system. Beyond ensuring a fair competitive environment between modes of transport, actions are needed to increase the intrinsic competitiveness of modes of transport that present a high level of economic efficiency. In this respect, programs have been defined aimed at increasing the level of competitiveness of rail, naval and urban transport by metro.

Last but not least, taking into account that road transport is still prevalent in the internal transport market and with the goal of supporting the increasing needs of mobility of people and goods, the strategic objective intend to increase the accessibility of road transport in all geographical areas of the country. In this regard, actions regarding the connection of rural areas to the main road transport corridors are developed.

Six programmes are supporting this strategic objective:

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Figure 2. Strategic Objective 1: Structure

Strategic Objective 1. A national transport system with a high economic efficiency, supporting the national economic

competitiveness

Programme 1.1. Reinforcement of the

institutional framework for an increased economic efficiency of

the national transport system

Programme 1.2. Increase the competitiveness of the system of public service for

passenger rail transport

Programme 1.3. Restore train operating speed on public rail infrastructure to the

originally designed speed

Measures of the Programme 1.1. M1.1.1.1 - Implementation of a

set of uniform rules for transport infrastructure funding

M1.1.1.2 - Preparation and implementation of a strategic

plan for restoring a fair competitive environment on the internal ground transportation

marketM1.1.2.1 - Adopt and implement a methodology of assessment of

the budgetary needs of rail infrastructure compliant with the

provision of the EU Directive 2012/34/UE and of the Law no.

202/2016M1.1.2.2. - Implementing a multi-

annual contract of activity and performance for the railway

infrastructure managerM1.1.3.1 - Adopt and implement

a definition methodology for maintenance needs based on

network conditions and not on rules, as well as a contract based

on network conditionsM1.1.13.2 - Adopt and

implement a multi-annual road maintenance performance

contractM1.1.4.1 - Improvement of the legislative framework of public services of national interest for the transport of passengers by

their alignment with the principles established by the

European legislationM1.1.4.2 - Completion of the

national legislative framework related to regional interest public services for passenger transport, by its alignment to EU legislation

principles.M1.1.4.3 - Law enforcement for

easy access to transport

Measures of the Programme 1.2.M1.2.1.1 - Adoption and

implementation of a strategic plan for an increased efficiency of the national system of public service

transport ensured by the passenger rail transport.M1.2.1.2 - Adoption and

implementation of PSO contracts based on performance monitoring

of the rail passenger transport services

M1.2.1.3 -Mandatory compensation of public services

obligation for passenger rail transport

M1.2.1.4 - Development and generalization of an electronic

ticketing system for passenger rail services

M1.2.1.5 - Integration of the electronic ticketing systems of the railway transport operators with the similar systems of the urban

public transport operatorsM1.2.2.1 - Adoption and

implementation of a strategic plan for purchasing the relevant rolling stock for supporting passenger rail

services required by public services obligations;

M1.2.2.2 - Purchase of the rolling stock for supporting passenger rail

services required by public services obligations

M1.2.3.1 - Adoption and implementation of a scheme of deployment of rail services with

regular interval timetables, in conformity with the General

Transport Master Plan of RomaniaM1.2.3.2 - Increase of the

coordination with urban transport systems, for the reduction of transfer time of travellers to

passenger rail services

Measures of the Programme 1.3. M1.3.1.1 - Adoption of an priority annual programme of renewal of

current and direct linesM1.3.1.2 - Implementation of a priority renewal (rehabilitation) programme on the Magistrale

(main lines) networkM1.3.1.3 - Implementation of the priority programme for renewal (rehabilitation) of current and direct lines belonging to the principal network (excepting

Magistrale)M1.3.2.1 - Adoption of priority renewal programmes for public

rail infrastructure critical subsystems

M1.3.2.2 - Implementation of the priority program for the renewal

of civil engineering works (viaducts, bridges, small bridges

and culverts)M1.3.2.3 - Implementation of the

priority programme for embankment renewal

M1.3.2.4 - Implementation of the priority programme for tunnel

renewalM1.3.2.5 - Implementation of the

priority programme for the renewal of signalling installation in

Stations and current linesM1.3.2.6 - Implementation of the

priority programme for the renewal of other public rail infrastructure sub-systems

M1.3.2.7 - Design works executed for the implementation of the priority renewal programmes

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infrastructures for persons with disabilities

M1.1.5.1 - Updating of the development and promotion strategy of intermodal freight

transportM1.1.5.2 - Adoption of a strategic

plan for the acquisition of a container park for internal traffic

M1.1.5.3 - Definition of a principle business model for the involvement of the stakeholders of the intermodal transport of

containersM1.1.5.4 - Definition and implementation of a legal

mechanism for the financial support of operators of

containerized intermodal rail transport

M1.1.5.5 - Improvement of the legal framework in order to

increase the attractiveness of RO –LA and Semi-trailers transport

servicesM1.1.5.6 - Definition of a

strategic plan intending to rehabilitate the rail freight

transport by isolated wagons

M1.2.3.3 - Increase of the integration with individual vehicle transport, in developing parking

facilities in railways stations M1.2.3.4 - Multimodal integration

with interurban individual car transport, by the promotion of solutions of individual vehicles

transport in passenger trains

Programme 1.4.Increase of the reliability of rail

transport services by the improvement of public rail

infrastructure maintenance and operation management

Programme 1.5.Ensure the regional connections

with the main road transport axes and support the cross

border connections

Programme 1.6. Reinforcement of the passenger urban

transport system

Measures of the Programme 1.4. M1.4.1.1 - Adoption of an priority intensive programme of current

repairs of public rail infrastructureM1.4.1.2 - Adoption of an priority intensive programme of current repairs of public rail installationsM1.4.1.3 - Adoption of measures

allowing the multi-annual financing of current repairs of

public rail infrastructureM1.4.1.4 - Implementation of the priority intensive programme of

current repairs of public rail infrastructure

M1.4.1.5 - Implementation of the priority intensive programme of

current repairs of public rail installations

M1.4.2.1 - Current maintenance of public railways infrastructure, for

a permanent regime of

Measures of the Programme 1.5. M1.5.1.1 - Transregio roads

developmentM1.5.1.2. - Development of

BypassesM1.5.2.1 - Development of

Eurotrans routesM1.5.2.2 - Measures dedicated to the reduction of waiting time at

border-crossingsM1.5.3.1 - Road maintenance

current state expenditures

Measures of the Programme 1.6. M1.6.1.1. - Creation of a new metro line „Magistala 5 (M5)”

M1.6.1.2. - Creation of the new metro line „Magistala 6 (M6)”M1.6.1.3 - Extension of the line M4 with the new section Parc

Bazilescu- StraulestiM1.6.1.4 - Modernization of the

lines M1, M2, and M3

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functioningM1.4.2.2 - Current maintenance of public railways installations, for a permanent regime of functioningM1.4.2.3 - Management of public

rail network which ensure permanent and safe rail transport

servicesM1.4.3.1 - Re-classification of the

rail network based on traffic intensity

M1.4.3.2 - Definition of differentiated performance and

maintenance standardsM1.4.3.3 - Implementation of

differentiated performance and maintenance standards for the

secondary rail network, supported by a single management of the rail

network

Programme 1.1. – Reinforcement of the institutional framework for an increased economic efficiency of the national transport system

Restoring the balance between transport modes at the level of the national transport system is an essential condition to ensure its economic efficiency, will support the increase of the competitiveness of the national economy by reducing the overall costs generated by the transport operations.The program includes measures related to the improvement of the legislative framework with the goal of increasing the economic efficiency of the national transport system. Legal improvements cover a number of issues such as:• financing of transport infrastructures;• internalizing the external costs of transport;• Appropriate funding for the rail and road sector and preparation of new multi-annual performance contracts between the MoT and CNAIR, and the MoT and CFR SA• The legal framework for public passenger rail services, • promoting freight intermodal transport.Programme 1.2. – Increase the competitiveness of the system of public service for passenger rail

transportA major problem of the national transport system is the imbalance created by the preponderance of the private transport, which has generated an excessive overload of the road network, generating slower travel speeds, an exponential increase of the frequency of accidents and the increase of GHG and NOx. The rational solution to rebalance the system is to create an attractive alternative to private transport, by strengthening and make more competitive the public transport system, with a special focus on rail transport, which possesses some important economic advantages.The program develops a comprehensive approach and covers a wide range of issues, such as:• increasing the level of performance and efficiency of the public service system of rail passenger transport,• A logistical support for passenger rail services,• The promotion of passenger services with a high degree of attractiveness operated by rail transport.

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Programme 1.3 – Restore train operating speed on public rail infrastructure to the originally designed speed

Increasing the competitiveness of rail transport is a strictly necessary condition to fulfil for rebalancing the national transport system, and increase its economic efficiency.

From this perspective, a priority direction of action consist in improving the performances allowed by the railway infrastructure, by eliminating the factors that currently generate performance limitations.

This program aims at the rehabilitation (renewal) of the railway infrastructure, adopting a sustainable rhythm of work, focusing in particular on the sections with the highest intensity of traffic, allowing the rail traffic to be operated in accordance with the technical parameters originally designed.

Given the high level of delayed works, which has led to an advanced state degradation of railway infrastructure, an accelerated renewal program is needed, implemented with a progressive increase of the annual rate of rehabilitation of current and direct lines up to a level of at least 550 km annually - a rhythm higher than the standard rhythm. The program also includes renewal of other railway infrastructure components, due for renewal and whose status is considered critical.

Programme 1.4 – Increase of the reliability of rail transport services by the improvement of public rail infrastructure maintenance and operation management

The high frequency of occurrence of component failures along the railway infrastructure, due to its severe degradation, has necessitated to impose numerous speed restrictions that drastically limit the performances of the train traffic and the reliability of the railway transport services. For these reasons, it is necessary to implement an intensive program for the recovery delayed current repairs, in order to reduce the gap between the present operating speed of trains and the original performance parameters of the railway network.

This program also suggests some improvement in the operating modes of the public railway infrastructure, in order to ensure the continuity and safety of the railway transport services.

Programme 1.5 – Ensure the regional connections with the main road transport axes and support the cross border connections

The low quality of the regional road infrastructure has had an important and negative impact on the regional development, limiting the mobility of the active population and constituting a continuous impediment for the creation and development of activities outside the main transport arteries. The program aims to support projects to improve the network of regional and interregional road links ("Transregio roads") along its basic architecture in order to allow a better access to the main road corridors. For the same purpose, the program also aims to connect with the networks of neighbouring countries, in addition to the one carried out by the TEN-T corridors ("Eurotrans roads").

Programme 1.6. - Reinforcement of the passenger urban transport system

The public transport in Bucharest is not adapted to the current demand for mobility nor responds to the new urban challenges. The Metropolitan Authority, which was established by Law no. 8/2012, was not effective in the management and regulation of public transport in the metropolitan area. The program aims to develop the metro in Bucharest (especially main lines („Magistrale”) 5 and 6, which will be the backbone of the public transport system in the capital of Romania.

It should be mentioned that this strategic objective is supported also by the programmes of the Strategic Objective 2, thus underlining the complementarity of the two strategic objectives.

Strategic Objective 1 aims at long-term impacts on the transport sector and is based on the results presented in the figure below.

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Figure 3. Strategic Objective 1: Impacts and Results

Impacts

Improvement of the World Bank Logistic Performance index (LPI). Target 2030: 3,2; Target 2022: 3,0Increase of the public transport modal share on the intercity ground transport national market. Target 2030: 35%; Target 2022: 25% Increase of the modal share of rail passenger transport on the intercity ground transport national market. Target 2030: 9,5%; Target 2022: 4,8% Increase of the modal share of rail freight transport on ground transport national market. Target 2030: 25,5%; Target 2022: 22,5%Reduced travel time for sub-regional centers to the motorway and express road networks. Target 2030: -30%; Target 2022: -20%

Results (1.1.1) Improvement of the legislative framework in transport sector, with the purpose of establishing a fair competitive environment between transport modes and reducing the costs for the national economy generated by the transport sector: Increase of the portion of budgeted amount of works for rail infrastructure renewal (current and direct lines), compared with the average annual part of the network that should be normally subject to renewal. Target 2030: 200%; Target 2022: 71,4%(1.1.2) Ensure a sustainable contractual and financial framework for the management of rail infrastructure : Adopt and implement a multi-annual contract of activity and performance for the rail infrastructure manager CFR SA, compliant with the Directive 2012/34/UE and the Law no. 202/2016. Target 2030: yes; Target 2022: yes(1.1.3) Ensure a sustainable contractual and financial framework for road maintenance: Adopt and implement a multi-annual road maintenance performance contract for the road infrastructure manager (CNAIR) Target 2030: yes; Target 2022: yes(1.1.4) Improvement of the legislative framework of passenger transport public services: Increase of the modal share of intercity rail transport services executed under a public service obligation agreement. Target 2030: >50%; Target 2022: >25%(1.1.5) Ensure a sustainable institutional framework for the promotion of intermodal freight transport: Increase of the ratio of compensation by public funds of the difference between operating costs and commercial prices of intermodal rail services. Target 2030: >75%; Target 2022: 5%(1.2.1) Increase the competitiveness of the system of public service for passenger rail transport: increase of the total length of routes operated under public service obligation agreements, compared to the present situation. Target 2030: +200%; Target 2022: +15%(1.2.2) Ensure a logistic support to the passenger rail services: increase of the passenger rolling stock capacity compared to the existing capacity. Target 2030: +150%; Target 2022: +5% (1.2.3) Promoting a passenger rail service with a high level of attractiveness: Increase of the part of passenger rail services with regular interval timetable among the public services of passenger rail transport Target 2030: >40%; Target 2022: 5%(1.3.1) Restore train operating speed on public rail infrastructure to the originally designed speed: Increase of the average technical speed on the rail network. Target 2030: 80, 93 km/h (+15%); Target 2022: 71, 07 km/h (+1%)(1.3.2) Enhance the safety parameters and the reliability of public rail infrastructure subsystems: Decrease of the ratio of unavailability of the rail network generated by permanent speed restriction. Target 2030: <4,5%; Target 2022: <7,5%(1.4.1) Elimination of speed restrictions and increase of the level of availability of public rail infrastructure: Decrease of the ratio of unavailability of the rail network generated by temporary speed restriction. Target 2030: <3,5%; Target 2022: <6% (1.4.2) Maintaining the technical parameters of public rail infrastructure Decrease of the number of trains running late, generated by defecting line infrastructure. Target 2030: -60%; Target 2022: -2,5% (1.5.1) facilitate road connections between the main road corridors and the cities of regional importance: Average condition of road infrastructure. Target 2030: 75%; Target 2022: 75%(1.5.2) Improvement of road connections with neighbouring countries and support of

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cross border mobile for persons and merchandises: Decrease of the waiting time in border crossing areas (Constanța, Halmeu şi Siret). Target 2030: 150 min; Target 2022: 150 min (1.6.1) Development and modernization of the Bucharest urban transport services: Km of constructed metro lines. Target 2030: 19 km; Target 2022: 0 km

The necessary budgetary resources for implementing the measures and obtaining the results and impacts for the period 2019-2022 have a value of x (000 Lei).

Table 1. Strategic Objective 1: Breakdown of estimated financial resources following budgetary programmes

Budget per programme of the Strategic Objective Total (RON)

Total amount/year (RON)

2019 2020 2021 2022

P 1.1

Reinforcement of the institutional framework for an increased

economic efficiency of the national transport system

0 0 0 0 0

P 1.2Increase the competitiveness of the

system of public service for passenger rail transport

7 767 362 1 932 362 1 944 000 1 944 000 1 947 000

P 1.3Restore train operating speed on public rail infrastructure to the

originally designed speed

185 332 93 134 60 056 30 313 1 829

P 1.4

Increase of the reliability of rail transport services by the

improvement of public rail infrastructure maintenance and

operation management

5 673 943 1 420 996 1 417 649 1 417 649 1 417 649

P 1.5

Ensure the regional connections with the main road transport axes

and support the cross border connections

7 551 621 2 428 756 1 531 693 1 962 469 1 628 703

P 1.6 Reinforcement of the passenger urban transport system

3 877 327 1 063 842 977 075 1 120 527 715 883

Total SO 1 25 055 585 6 939 090 5 930 473 6 474 958 5 711 064

Programme 1.1. Reinforcement of the institutional framework for an increased economic efficiency of the national transport system

Rationale. Restoring the modal balance of the national transport system is an essential condition for improving its economic efficiency, and will support the increase of the national economy's competitiveness, by a reduction of the overall costs generated by the transport operations. The Ministry of Transport has an essential role to play in the implementation of policies increasing the economic efficiency of the national transport system, mainly by ensuring the appropriate institutional framework which will ensure the feasibility and efficiency of such reforms.The program intends to improve the institutional framework and make it capable to support actions for increasing the economic efficiency of the national transport system. It aims at a variety of aspects, such as:a) Transport infrastructure funding

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regionale cu principalele artere

Past experience shows important fluctuations regarding the amount of budgetary funds allocated to the transport infrastructures. Financial data highlight in particular that the low degree of funding of railway infrastructure was among the main causes of its degradation and, correlatively, of the severe decline of the railway transport. Similar situations can be found for other modes of transport.

As a result, a stable and predictable funding is a general requirement valid for all transport infrastructures for implementing the development strategies provided for in the General Transport Master Plan.

These considerations demonstrate the need to mirror the financial projections of the General Transport Master Plan into the national legislation, by adopting a set of uniform rules regarding the public funding of all the transport infrastructures.

Such set of uniform rules regarding transport infrastructure funding must legislate two important issues.

First of all, there is a need for a legislation which would allocate 2% of the GDP for the financing of transport infrastructures. Such legal obligation is based on the commitment of the Government of Romania taken in front of the European Commission (letter no. 57338 of 9 December 2013) to allocate 2% of the GDP (annual average) to the transport sector, this commitment being an ex-ante condition from the EU –Romania Partnership Agreement and Operational programmes. Pursuant to this commitment, the allocation of 2% of GDP will be used only for investments and maintenance works for transport infrastructures, and for all transport modes. The annual allocation of 2% of GDP includes European non-reimbursable funds allocated to the transport sector. Debt service, PPP availability payments and national subsidies to support the performance of public service obligations in rail passenger transport are not included in this budget

Secondly, uniform rules must be adopted by the law for the allocation of public funds to transport infrastructure by expenditure categories and modes of transport, in order to ensure the stability and predictability of financing for each transport infrastructure. For example, given the financial hypotheses of the MPGT, the budget allocated to the transport infrastructures (2% of GDP) during the period 2019-2022 should be distributed as follows:

a) 24.1% for maintenance and repairs, of which: 60.5% for maintenance of road infrastructure; 36.2% for the maintenance of the railway infrastructure (current maintenance and repairs); 3.3% for the maintenance of the Danube navigable channel;

b) 28.3% for the rehabilitation (renewal) of land transport networks, of which: 71.6% for the rehabilitation of the viable road network; 28.4% for the renewal of the main railway network;

c) 47.6% for investments, of which: 37.4% for roads; 32.3% for the railway; 26.6% for phased projects and Bucharest Metro; 3.7% for waterways, intermodal terminals and aviation.

The General Transport Master Plan represents a reference document regarding the national transport policy, as well as a reference document of the relationship with the European Commission regarding the implementation of the Partnership Agreement and the Operational Programs. In consequence, the enactment of such a set of uniform rules for financing the transport infrastructures in accordance with the provisions of the Master of the General Transport Plan is an approach meant to strengthen the implementation of this strategic document.

The set of rules regarding the allocation of expenditure per categories and modes of transport according to 2% of the GDP devoted to transport infrastructures takes into account the need for adequate financing of the road infrastructure, in order to recover its deficit in terms of transport capacity and to smoothen people and merchandise movement on the national road network. For each of the expenditure categories, the most important part is foreseen to be allocated to road infrastructure: 60.5% of the budget for the maintenance and repair, 71.6% of the budget for the

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rehabilitation (renewal) of ground transport networks and 37, 4% of the budget for investments for the modernization and development of transport infrastructures.

Even if rail infrastructure is allocated lower rates than road infrastructure, nevertheless the allocation of public funds for the transport sector according to these rules ensures the full coverage of the financing needs of the railway infrastructure and ensure the needed financial support for the full implementation of the development strategy of the railway infrastructure, which was elaborated in accordance with the provisions of Directive 2012/34 / EU and which is correlated with the Master General Transport Plan.

The considerations presented above highlight the need for a balanced national transport system, in order to increase its economic efficiency and to reduce the overall costs of the transport sector. The enactment of such a uniform set of rules for financing the transport infrastructures is also a precondition for a better balance of the national transport system between transport modes and for increasing its economic efficiency.

It should be mentioned that it is necessary that the regulation of the aforementioned uniform rules for financing the transport infrastructures should take have a sufficient degree of flexibility, which will allow the adequate allocation of the funds in relation to the financing needs evolution along time. Within the Master of the General Transport Plan, important variations of the annual staggering were identified, specific to each of the strategic actions analysed, and for all modes of transport. Therefore, the uniform rules for financing the transport infrastructures should fulfil the following conditions:

• annual allocation of public funds for the transport infrastructures and distribution by categories of expenses and modes of transport so as to ensure for the respective year the coverage of the effective financing needs of the priority measures foreseen through the following sectoral strategies Master of the General Transport Plan;

• Full coverage of the financing needs at the level of the period considered, both at the level of the transport sector (allocation of 2% of GDP), as well as at the level of expenditure category and mode of transport, in compliance with the aforementioned rules.

In other words, the mentioned rules regarding the public financing of the transport infrastructures should be legally binding only regarding the total of public funds allocated at the level of the period 2018-2022.

This is also conditioned by the existence of a multiannual planning of the budgetary allocations for the transport infrastructures for a minimum period of 5 years.

b) Internalization of the external costs generated by transport , in order to establish a fair competitive environment between the modes of transport.

As shown in Chapter I, after 1990 a major imbalance in the land transport market appeared. Although rail transport is cheaper, safer and less polluting than road transport, the measures adopted have artificially generated a major competitive advantage for road transport and have delayed the development of rail transport. The main visible effects of these measures are:

• The non-competitive character of the rail passenger transport, mainly due to the costs and the deterioration of the performance of the railway infrastructure, which led to the massive migration of the customers to road transport. In order to warranty the access to railway services within reasonable price limits, it was necessary to introduce, as a compensation, subsidies for the public passenger transport services, which has lead practically to a passenger rail market dimensioned and regulated exclusively by the way of calculating the amount of subsidies and allocating them to public services.

• The non-competitive character of the prices of rail freight, which led to the total loss by the rail transport of the market of small freight shipments.

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The less visible effect of this situation is that it maintains a weakness of the national economy which consist in artificially supporting the more expensive mode of transport, which generates high budgetary costs. In addition, such artificial and excessive promotion of road transport also contributes to maintaining a high level of dependence on oil products.

Taking into account these considerations and considering that:

(a) The European Union's policy in the field of transport imperatively recommends a fair competition on the ground transport market and promotes rail transport as a priority;

(b) A multitude of international studies carried out lately at the level of other administrations highlight the economic advantages of promoting rail transport;

(c) Reducing public expenditure generated by transport is a matter of national interest, and the achievement of this goal is conditioned by the priority promotion of rail transport.

...it is necessary to adopt and implement, for the future, measures promoting a fair competition on the ground transport internal market.

In principle, these measures will have to organize an internalization as large as possible of the cost generated by the modes of transport, until the real transport costs would be reflected in the prices offered by the carriers (and the pressure on the state budget reduced significantly).

The internalization of the external costs generated by the modes of transport should be concentrated on two main directions, which involve differentiated approaches and solutions.

On the one hand, the symmetrical implementation of the principle "user pays" should be ensured, in reference to the costs of usage of transport infrastructures. In this regard, charging the usage of road infrastructure for commercial transport18 in proportion to the distance travelled should be progressively introduced. Such an approach is recommended by European directives and there are already examples of good practice in many European countries.

On the other hand, mechanisms for the taxation of commercial ground transport operators should be identified and implemented in relation to the degree of damage to the environment and to the health of citizens they generate. The question arises regarding how to implement a symmetrical and equitable enforcement of the "polluter pays" principle.

The internalization of the external costs of transport presents a number of clear advantages, such as:

- collecting from the transport operators important resources, which can largely ensure the financing of ground transport infrastructures, accompanied by the reduction of the burden on the state budget of such expenses;

- diminishing the fiscal pressure on citizens and economic operators, who are currently obliged to ensure the financing of the external costs of transport;

- Raising awareness of the transport operators for limiting the transport emissions and the greenhouse gas emissions.

In this context, it should be mentioned that the European Union's policy is promoting the priority allocation of the amounts collected from the transport operators in the action of internalizing the external costs to the funding of sustainable transport infrastructures, and mainly referring to the railway infrastructure. Such an approach generates in addition the major advantage of reducing the pressure on state budgets for financing from public funds the railway infrastructure.

The only disadvantage is the significant resistance that will be, without any doubt, opposed to this approach by the road carriers, who will have the natural tendency to consider that the advantages they currently benefit from represent a vested right and therefore immutable. For this reason, a real

18 Trucks, coaches and buses

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political will to internalize the external costs of transport is the only viable guarantee of the success of such an approach.

c) Sustainability of the funding resources for the road and rail sector

The implementation of strategic programs and measures regarding the rehabilitation of the railway infrastructure is conditioned by the existence of a sustainable contractual and financial framework for the management of the railway infrastructure. Such a contractual framework must ensure the implementation of the principles set out in Directive no. 2012/34 / EU regarding the effective budgeting of the financing needs of the railway infrastructure, and also implement a mechanism for monitoring and evaluating the performances of the railway infrastructure manager in accordance with the principles set out in the Directive no. 2012/34 / EU and in the LIOP.

The maintenance and management of the roads must be carried out in an efficient way, so that these services can be offered to the citizens of Romania, while maintaining a low financial pressure on the taxpayer. The Ministry will gradually introduce performance-based maintenance contracts and, at the same time, modernize its maintenance practices in collaboration with CNAIR.

d) Reinforcement of the legal framework for passenger transport public services

Strengthening the system of public services for the transport of passengers is an issue of national interest. It should ensure the balance of the national transport system, with positive consequences regarding the reduction of the transport costs generated by the transport sector and the reduction of road network overloading.

Currently, the distribution between public and individual transport is deeply unbalanced. According to Eurostat data, private car has currently a modal share of 79.9% of total passenger ground and transport, while only 20.1% remains to road and rail public transport.

However, the obvious decline of the public service system for ground passenger transport generates several problems at national level, such as:

• External costs per unit of transport of private fleet are about 2 times higher than those of road public transport fleet and more than 4 times higher than those of rail transport. In consequence of what, the lack of competitiveness of public transport generates a massive increase of transport costs incurred by the national economy.

• The massive increase in the volume of intercity trips made with private vehicles has led to the overloading of the road network. Most of the important road sections (including those with 1.5 and 2 lanes per direction) reached their upper limit of capacity, massive traffic jams frequently occur, limiting the mobility of people and goods on the national territory.

Also, the overcrowding of the road network, coupled with the prevalence of single-lane roads on the network, has led to an exponential increase in the number of serious accidents, including also a negative economic impact which is estimated at about 1.2 billion euros a year.

In reference to the above, it is clear that the consolidation of the public service system for land passenger transport is a matter of national interest. In particular, strengthening the public service system for rail passenger transport must be considered as a contribution to increase the whole efficiency level of the public service system for passenger transport.

In this regard, the program 1.1 mainly aims to improve the legislative framework of national interest public services for the transport of passengers, in accordance with the principles established by the European legislation. The program also includes the achievement of the national legislative framework regarding regional interest public services, with emphasis on rail transport, in accordance with the principles established by European law.

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Strengthening the legislative framework in the field of public passenger transport services also includes an important aspect, the improvement of facilities in support of persons with reduced mobility. Such measures must ensure the policies and legislation.

e) Priority promotion of freight intermodal transport

The analysis presented in chapter I showed that the rail transport lost the competition with the road transport on the domestic market of the small freight shipments. This conclusion is also valid for the ground transport of isolated containers father or before a maritime transport segment.

Also, the analyses presented in Chapter I have shown that any strategy to make the national transport system more efficient in the field of freight transport must focus on the internal market of small freight shipments, as this is a very large market which, in theory, offers a consistent space of progress for railway transport.

The main challenge is the insertion of railway transport in the logistic chains of terrestrial transport of small shipments. This means replacing the current logistics chain, which consists of exclusively of road transport, by an intermodal transport logistics chain also including rail transport (see the following figure).

Figure 4. Replacing the current ground transport logistic chain for small shipments

An intermodal logistic chain for small shipment means that rail transport will operate most of the terrestrial route, and will be combined with road transport on the extreme portions of the route (the so-called "last kilometre" transport) to ensure a door-to-door transport.

Such a logistics chain involves to operate individualized transport units containing a shipment of goods throughout all the shipment route. The alternative is the transhipment of goods themselves between road and train, which means significant additional costs, including the possible depreciation of the goods during the transhipment, and the significant extension of travel time.

The most natural way to implement such a logistics chain is to use containers as a standard cargo transport unit. Such an approach requires only container transhipment between the train and the road transport vehicle, but leads to the need for intermodal terminals that provide an interface between the road and rail segment (see figure below).

It should be noted that the segment when the container travels by rail may in turn be divided into several sub-segments, which will involve different trains to transport the container. The interface between these sub-segments consist in the transhipment of the container from one train to another, an action that can be carried out within a terminal equipped with the appropriate equipment for handling the containers.

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The experience of container shipping shows that this approach can be successful, because the existing technology allows easy, safe and cheap handling of containers, being a transhipment between two trains or being as well as transhipment between different means of transport (ex: road-rail, waterborne-rail, road-waterborne).

Figure 5. Containerized intermodal ground transport for small shipment

Summarizing the considerations presented above, the main challenge for balancing the national freight transport system is the promotion of containerized transport, including for transport of small shipments using exclusively ground routes, by implementing a logistics chain of the type shown in the figure below.

Figure 6. Logistic chain for containerized intermodal ground transport for small shipments

By extension, the opportunity of including rail transport in the logistic chain of maritime transport of small container shipments must be discussed, (in the case where the terrestrial journey involves medium or long distances). In other words, a logistics chain of the type presented in the following figure could be implemented, in which the land transport components are mainly made by rail, maintaining road transport only for the extreme portions of the container travel.

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Figure 7. Replacing the current logistic chain implemented in the transport of maritime containers concerning small shipments

The implementation of such intermodal logistic chain is economically beneficial, as it assumes that the most significant part of a freight forwarding is carried out using transport modes characterized by high energy efficiency, high safety and low level of pollutant emissions and greenhouse gas emissions as rail and maritime transport are. From a macroeconomic perspective, according to the considerations presented in Chapter I, this means that such intermodal logistics chains generate minimum transport costs in the freight transport sector.

From a microeconomic perspective, the implementation of such logistics chains is a big challenge. It means the involvement of a large number of operators, with different specializations, whose activity must be synchronized and coordinated. For example, if we only refer to the terrestrial transport segment, the problem would be to replace a simple logistics chain, involving a single operator, by a rather sophisticated logistics chain (see Figure 6), which involves several operators. The following figure shows schematically the operations occurring within the logistics chain presented in Figure 6.

Figure 8. Operating the logistic chain of container intermodal ground transport for small shipments

The diagram above shows the involvement of 3 categories of operators, respectively:

• Road operators,

• Operators of intermodal terminals and

• Railway operators.

In principle, several operators are involved in each category. Two different road operators (one for taking the container from the sender and one for delivering to the recipient), about at least two terminal operators (there may be more if the railway travel is segmented and requires the successive use of several trains) and at least one railway operator.

It should be noted that the railway infrastructure manager is involved almost all along this logistics chain. In the case of an internal ground transport, the infrastructure manager will provide the logistical support to both to the railway operators involved, and to the operators of intermodal terminals (as the owner of the intermodal terminals). This means that the efficient involvement of

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the railway infrastructure manager in promoting the intermodal rail-road transport by containers represents a sine qua non condition for the success of such an approach.

In order to facilitate the clients' access to such a logistics chain, it is expected the involvement of freight forwarders or transport organizer who will assume a single contractual relationship with the customer (the beneficiary of the transport) and will interface on his behalf with each of the operators involved in the transport performance.Such considerations highlight the fact that the promotion of container freight transport has a complex character and will require to identify and implement a comprehensive set of measures in different fields. In consequence it is necessary to prepare for the future a detailed strategy regarding the promotion of intermodal rail-road transport. Such a strategy should be developed as a priority regime under the coordination of the Ministry of Transport, with the participation of at least the railway infrastructure manager and the freight operators. In this strategy, several aspects must be considered, such as:

• Preparation of the legal framework regarding the definition and implementation of a compensation mechanism for diminishing the costs of containerized rail /road intermodal transport services

• the involvement of the infrastructure manager in the construction, rehabilitation and / or modernization of the intermodal terminals, including aspects regarding the transfer to CFR SA's of terminals currently owned by CFR Marfă; possibility of access by the infrastructure manager to the European non-reimbursable funds for the construction, rehabilitation and / or modernization of intermodal terminals;

• increasing the economic efficiency and performances of the business models specific to the containerized rail /road intermodal transport;

• Container park acquisition for internal intermodal traffic;

• defining the business model regarding the involvement of the railway infrastructure manager in the transport of containers;

• integrated management of containerized rail /road intermodal transport

It should be reminded that the promotion of intermodal freight is conditioned by the assurance of a fair competition between the modes of land transport on the freight market. Given that the internalisation of external costs requires a progressive approach, probably over a long period of time, it is necessary to apply a set of measures with immediate effect that will compensate the distortions existing in the transport market. The main goal of this set of measures would be to propose a legal framework for the implementation of a mechanism to promote intermodal freight transport in compensating by public incentives the costs of the operators involved in the containerized intermodal rail transport. These measures would not be in force any more, once the implementation of the internalization measures of the external costs of transport will be completed.

In parallel, the promotion of other types of intermodal transport, such as semi-trailer transport or RO-LA transport, must also be addressed by the strategy.

Programme 1.1 aims:

- To update the strategy for the development and promotion of intermodal freight transport and

- To implement the relevant actions related to this strategy

Objectives. Program 1.1 aims to achieve the following results by 2022:

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Result 1.1.1 Improvement of the legislative framework in transport sector, with the purpose of establishing a fair competitive environment between transport modes and reducing the costs for the national economy generated by the transport sector

Increase of the portion of budgeted amount of works for rail infrastructure renewal (current and direct lines), compared with the average annual part of the network that should be normally subject to renewal (350km /year) to 71.4% (target) compared to 1.7% in 2017 (baseline)

Increase of the portion of budgeted amount of works for rail infrastructure maintenance compared to maintenance needs (current maintenance and current repairs) to 100% compared to 55.1% in 2017 (baseline)

Increase of the portion of budgeted amount public funds collected from transport operators and allocated to cover the needs of the process of internalization of external cost of transport to 5% (target) compared to 0% in 2017 (baseline).

Result 1.1.2 Ensure a sustainable contractual and financial framework for the management of rail infrastructure

Adopt and implement a multi-annual contract of activity and performance for the rail infrastructure manager CFR SA, compliant with the Directive 2012/34/UE and the Law no. 202/2016 (target), compared to the existing situation in 2017 (baseline)

Result 1.1.3 Ensure a sustainable contractual and financial framework for road maintenance

Adopt and implement a multi-annual road maintenance performance contract for the road infrastructure manager- CNAIR (target), compared to the existing situation in 2017

Increase of the proportion of the roads under CNAIR administration in fair condition to 55% (target) compared to 52% in 2017 (baseline)

Result 1.1.4 Improvement of the legislative framework of passenger transport public services

Increase of the modal share of intercity rail transport services executed under a public service obligation agreement to 25% minimum (target) compared to 23.8% in 2017 (Baseline)

Increase the volume of intercity passenger transport services of regional interest executed under a public service obligation agreement to minimum 2.5% (target) compared to 0% in 2017

Increase of the number of main rail station equipped with commodity and services for passenger with special needs to 84 (target) compared to 70 in 2016 (baseline)

Result 1.1.5 Ensure a sustainable institutional framework for the promotion of intermodal freight transport

Adoption in proportion of 75% (target) of a comprehensive strategy for the development and promotion of intermodal freight transport, compared to the present situation where such a strategy is not defined (baseline)

Increase of the ratio of compensation by public funds of the difference between operating costs and commercial prices of rail services executed under a public service obligation agreement to 5% (target) compared to 0% in 2017 (baseline)

Description. The program includes measures related to the improvement of the legislative framework with the goal of increasing the economic efficiency of the national transport system. Legal improvements cover a number of issues such as: defining uniform rules regarding the financing of transport infrastructures;

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internalizing the external costs of transport; consolidation of the legal environment for the activities of ground transport infrastructure

managers; improving public passenger rail services, including the optimization of the allocation of

compensation cost related to the performance of public service obligations; providing the appropriate framework for promoting freight intermodal transport.

Success factors. The main conditions supporting a successful implementation of the program are:

The involvement of the Government and the management of the Ministry of Transport to support the legal reforms increasing the economic efficiency of the national transport system;

The capacity of the Ministry of Transport to act as a catalyst and support the efforts of the entities involved in n the creation and implementation of policies increasing the economic efficiency of the national transport system.

Measures. The primary measures that will contribute to the achievement of the Program results are included below. The allocated budgets are indicated in Annex 1, and the measure-related outputs and targets are indicated in Annex 3.

Table 2. Strategic objective 1: Measures of the Programme 1.1

(1.1.1) Improvement of the legislative framework in transport sector, with the purpose of establishing a fair competitive environment between transport modes and reducing the costs for the national economy generated by the transport sector

Measure 1 -Implementation of a set of uniform rules for transport infrastructure funding

Measure 2 -Preparation and implementation of a strategic plan for restoring a fair competitive environment on the internal ground transportation market

(1.1.2) Ensure a sustainable contractual and financial framework for the management of rail infrastructure

Measure 1 -Adopt and implement a methodology of assessment of the budgetary needs of rail infrastructure compliant with the provision of the EU Directive 2012/34/UE and of the Law no. 202/2016

Measure 2 -Implementing a multi-annual contract of activity and performance for the railway infrastructure manager

(1.1.3) Ensure a sustainable contractual and financial framework for road maintenance

Measure 1 -Adopt and implement a definition methodology for maintenance needs based on network conditions and not on rules, as well as a contract based on network conditions

Measure 2 -Adopt and implement a multi-annual road maintenance performance contract

(1.1.4) Improvement of the legislative framework of passenger transport public services

Measure 1 -Improvement of the legislative framework of public services of national interest for the transport of passengers by their alignment with the principles established by the European legislation

Measure 2 -Completion of the national legislative framework related to regional interest public services for passenger transport, by its alignment to EU legislation principles.

Measure 3 -Law enforcement for easy access to transport infrastructures for persons with disabilities

(1.1.5) Ensure a sustainable institutional framework for the promotion of intermodal freight transport

Measure 1 -Updating of the development and promotion strategy of intermodal freight transport

Measure 2 -Adoption of a strategic plan for the acquisition of a container park for internal traffic

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Measure 3 -Definition of a principle business model for the involvement of the stakeholders of the intermodal transport of containers

Measure 4 -Definition and implementation of a legal mechanism for the financial support of operators of containerized intermodal rail transport

Measure 5 -Improvement of the legal framework in order to increase the attractiveness of RO –LA and Semi-trailers transport services

Measure 6 -Definition of a strategic plan intending to rehabilitate the rail freight transport by isolated wagons

Programme 1.2. Increase the competitiveness of the system of public service for passenger rail transport

Rationale. Statistically rail passenger transport is prevalent on the Romanian rail network. This type of service has a share of approximately 75% of the total rail traffic (measured in train.km).

The European transport strategy imperatively requires that “By 2050 the majority of medium-distance passenger transport should go by rail.". In these conditions, taking into account the considerations presented in Chapter I, the promotion of rail passenger transport, implemented by actions intending to increase its competitiveness, must be a priority for the Romanian state, first of all regarding the national interest of strengthening the entire competitiveness of the national economy, and also regarding the obligations the Romanian State has to assuming as a member state of the European Union.

In this sense, the following categories of strategic actions are relevant:

a) Promoting services provided by rail passenger transport presenting a high degree of attractiveness. The basic component of this strategic action consists in the implementation of transport services characterized by a high frequency of trains and by equal intervals of succession (trains with equal interval timetable). The international practice has shown that this type of service is highly appreciated by the customers as it adequately responds to their mobility needs. The attractiveness of this type of services was validated even on the Romanian railway network because it led to substantial increase of ticket sales on the relations where they were implemented (e.g.: Bucharest-Pitesti, some non-interoperable sections).

The analyses performed during the preparation of the General Transport Master Plan of Romania recommended a model of services for such passenger transport services, presented by the following figure. This scheme should be implemented by 2030. The evaluations carried out using the National Transport Model have shown that the implementation of this model of services can lead to an increase in 2030 by approximately 115% of the volume of passenger services (measured in passenger-km) compared to 2012. The figure shows the structure of timetables, where each line represents a train running every 2 hours.

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Figure 9. Proposals for the implementation of equal interval timetable rail passenger services

b) Logistical support of rail passenger transport services, provided by an adequate rolling stock relevant in terms of transport capacity, speed and comfort level.As shown in Chapter I, the national passenger rail operator has a market share of over 80%, but is facing an acute shortage of rolling stock, limiting its transport capacity, its performances and the level of comfort of the services. The most critical aspect is the lack of transport capacity. Around 1,500 operational wagons enable the operator to propose to customers approximately 1,300 trains per day, which demonstrate an incapacity to operate all transport routes, and in addition the inability to provide a satisfactory public services offer in terms of number of trains, number of seats and comfort level.This situation was generated by the prolonged lack of financing for the purchase of new rolling stock, as well as the lack of financing for the maintenance, repair, renewal and modernization of the existing rolling stock.As a result, it is necessary to identify and implement solutions for supporting financially and at the same time the purchase of new rolling stock, as well as the maintenance, repair, renewal and modernization of the existing rolling stock.Regarding new rolling stock, the LIOP provides resources from structural funds for the acquisition of a fairly consistent package of new rolling stock. The acquisition of this rolling stock and its allocation to the railway operators operating public service contracts is one of the main tasks of the (newly established) Railway Reform Authority. Consideration should also be given on the potential use the co-financing facilities offered by the structural funds for purchasing rolling stock sets intended for the implementation of public transport services of regional interest (for instance, suburban services in the area of influence of large cities).

However, in order to fully cover the needs in terms of new rolling stock, financing mechanisms from national public funds must also complement the acquisition policy.

Regarding the maintenance, repair, renewal and modernization of the existing rolling stock, it is necessary to identify and implement legal financing mechanisms within the general mechanism

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for financing public service obligations. This should be another priority task of the Railway Reform Authority.

c) Integration of passenger rail transport services into multimodal services supporting the mobility of persons, which should, in principle, aim at the following relevant objectives:

• Multimodal integration with air passenger transport, which implies the construction of rail connections with the airports possessing a significant traffic (over one million of passengers annually).

• Multimodal integration with the individual interurban road transport (private vehicles), which is the mode of transport with the highest modal share on the transport market. A solution commonly used by other railway administrations is to transport private vehicles with passenger trains.

• Multimodal integration with urban passenger public transport. This means coordinating the rail transport with the public transport systems of large cities (buses, trams, subways) in order to facilitate the transport flows on routes that have one end inside the cities, and the other end in other localities.

The prerequisite for ensuring the success of such a strategic approach is to strengthen the level of performance and efficiency of the public service system supporting rail passenger transport, mainly:

- By improving the national legislative framework in accordance with the principles established by the European legislation regarding public passenger rail services

- By adopting and implementing public service contracts based on monitoring the performance of passenger rail services.

Many of the strategic actions identified above are according to the law, in the scope of activity of the Railway Reform Authority, a newly established entity, which represents the main beneficiary of this program.


Result 1.2.1. Increase of the performance and efficiency of the system of public service of national interest in the domain of passenger rail transport

Increase by 15% (target) of the total length of routes operated under public service obligation agreements, compared to 2017 situation (baseline)

Reduction by 8% (target) of the unit costs for operating passenger trains operated under public service obligation agreements compared to 2017 situation (baseline).

Result 1.2.2. Ensure a logistic support to the passenger rail services

Increase by 5% (target) of the passenger rolling stock capacity compared to the 2017 existing capacity (baseline)

Result 1.2.3. Promoting a passenger rail service with a high level of attractiveness

Increase by 5% (target) of the part of passenger rail services with regular interval timetable among the public services of passenger rail transport compared to 0% in 2017 (baseline)

Increase by 1% (target) of the part of passenger rail services with solution for private vehicles transport among the public services of passenger rail transport, compared to 0% in 2017 (reference)

Increase by 5% (target) of the rate of satisfied users regarding public services of passenger rail transport, compared to 2017 (baseline)

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Description. The program contains initiatives related to the reorganization of the management of public passenger transport services, including the recruitment of specialized personnel for ARF and the elaboration of new regulations for the sector and for PSO contracts.

It also includes a package of measures (regarding investments and organization) to support an increased quality of passenger transport services along main lines (Magistrale), introducing, among other improvements, services with regular interval timetables.

Success factors. The following factors will support the success of the program:

Coordination of the efforts of MT, ARF, CFR SA and railway operators to improve and optimize public passenger transport services;

The involvement of the Government for ensuring a stable financing of public service obligations compensation regarding rail passenger transport;

Efficient management of the procurement process of rolling stock based on POIM funding


Table 3. Strategic Objective 1: Measures of the Programme 1.2

(1.2.1) Increase of the performance and efficiency of the system of public service of national interest in the domain of passenger rail transport

Measure 1 - Adoption and implementation of a strategic plan for an increased efficiency of the national system of public service transport ensured by the passenger rail transport.

Measure 2 - Adoption and implementation of PSO contracts based on performance monitoring of the rail passenger transport services

Measure 3 - Mandatory compensation of public services obligation for passenger rail transport

Measure 4 - Development and generalization of an electronic ticketing system for passenger rail services

Measure 5 - Integration of the electronic ticketing systems of the railway transport operators with the similar systems of the urban public transport operators

(1.2.2) Ensure a logistic support to the passenger rail services

Measure 1 - Adoption and implementation of a strategic plan for purchasing the relevant rolling stock for supporting passenger rail services required by public services obligations;

Measure 2 - Purchase of the rolling stock for supporting passenger rail services required by public services obligations

(1.2.3) Promoting a passenger rail service with a high level of attractiveness

Measure 1 - Adoption and implementation of a scheme of deployment of rail services with regular interval timetables, in conformity with the General Transport Master Plan of Romania

Measure 2 - Increase of the coordination with urban transport systems, for the reduction of transfer time of travellers to passenger rail services

Measure 3 - Increase of the integration with individual vehicle transport, in developing parking facilities in railways stations

Measure 4 - Multimodal integration with interurban individual car transport, by the promotion of solutions of individual vehicles transport in passenger trains

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Programme 1.3. Increase of the competitiveness of the railway transport by restoring the performances of the public railway infrastructure at their originally designed level

Rationale. The relevant solutions for increasing the economic efficiency of the national transport system ( in order to support the increase of the competitiveness of the national economy), were identified by corroborating results of studies and analyses on the domestic and international transport market, as well as on the macroeconomic effects of transport.

They consist in:

1. A balanced national transport system, obtained through the priority promotion of rail transport. This represent a matter of national interest, mainly because:

• it leads to a massive reduction of the costs generated by the transport sector and incurred by the national economy, with a positive impact, strengthening the competitiveness of the national economy;

• it leads to the decongestion of the road network, which is already overloaded, and supports its capacity to answer to the transport demand, efficiently satisfying the needs for mobility of people and goods on the Romanian territory, both for domestic and international operations;

• It supports the increase of the mobility of people and goods, especially for domestic traffic, favouring a sustainable growth of the national economy and the consolidation of its balanced development;

• It represents an approach harmonized with the European Union's transport policy goals.

2. The integration of the Romanian railway system into the single European transport area and, in particular, into the single European railway area. This matter is a problem of national interest but also, in the field of railway transport, an approach capable to ensure the harmonization of national interests with the European policy objectives.

The analyses show that the recovery of the railway transport, and its positive impact for obtaining a balanced and efficient national transport system, is possible only under the condition of a significant increase of its competitiveness, enabling the Romanian railway system to become a significant player in the land transport market, and capable to regain lost customers and attract new ones.

The analyses presented in Chapter I also showed that the internal transport market must be the main market where the rehabilitation of the railway transport should occur, since over 90% of the total volume of railway transport services is operated by internal transport. Moreover, the success of the rehabilitation of rail transport in the internal market will also strengthen the international transport flows. It suggest that it is possible in the same time to contribute to the success of the European Union's policy of achieving the single European rail space, and also to contribute to the success of the national policies which intend to integrate the Romanian railway system into the single European railway area.

The analyses also have shown, considering the current situation, the existence of a great potential for increasing the railway role in the internal transport market. They highlighted also that railway infrastructure plays an important role in limiting the competitiveness of the railway transport. However, the reciprocal is true, meaning that the railway infrastructure has a decisive role in the rehabilitation of the railway transport by increasing its competitiveness. Based on this remarks, this program aims to increase the competitiveness of the railway transport by restoring the performances of the public railway infrastructure back to their initial designed level.

The necessity of this program is justified by the existence of a large gap between the level of the initially projected speeds of the railway infrastructure and the speed levels allowed by the technical condition of this infrastructure. This difference is caused by the high degree of wear and tear of the railway infrastructure components, resulting from the magnitude of the accumulated delays

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regarding the renewal of the railway infrastructure and from the very long periods when the activity of infrastructure renewal was practically equivalent to zero. The neglected deadlines for renewal of the main elements of the public railway infrastructure are presented in the following table.

Table 4. Deadlines for renewal of the main component of public rail infrastructure

Public rail infrastructure components Unit On CFR network

Deadlines for renewal

No Unit. [%]

Current and direct lines (performance length) km 13 680 9 908 72,4

Bridges unit 4 739 3 115 65,7

Small bridges unit 12 674 9 218 72,7

Tunnels unit 185 60 32,4

Embankments km 14 572 7 438 51,0

Signalling installation in Stations (SCB)No stations 1 009 884 87,6

No cranes 20 887 16 567 79,3

Signalling along current lines (BLA) km 5 772 4 812 83,4

Electric contact lines km 10 286 8 808 85,6

Low current electric lines (LES, LEA) km 4 619 4 316 93,4

Traction Substations Unit. 77 47 61,0

The direct effect of this situation is the increasing occurrence of defects that require the introduction of train speed restrictions to ensure the minimum safety conditions.

Regarding this subject, some clarifications are needed regarding the role of maintenance and renewal of the infrastructure and how they support the performance of the railway infrastructure and the performance of the railway transport services.

The general theory of reliability shows that the failure rate of a system varies over time according to a curve of a type shown in Figure 7 (with a red line). The rate of occurrence of the failure increase with the complexity of the analysed system19.

The operating time (lifetime) of a system has reached its end when continuing operations becomes excessively expensive, due to a very high value of its failure rate, and, accordingly, the frequency of failures. In order to extend the operating life of a system, maintenance operations are carried out. These operations fall into the following two categories: preventive maintenance and corrective maintenance. Preventive maintenance consists in the replacement of components with a high degree of wear and tear, before their failure, and the corrective maintenance consists in the replacement or repair of components that have failed. The effect of the maintenance operations consists in limiting the increasing value of the failure rate (see the green curve in the following figure), enabling an extension of the operating time.

In the case of railway infrastructure, a long experience of operations has led to the elaboration of maintenance regulations, which establish clear rules on preventive and corrective maintenance. The role of these maintenance regulations is to recommend an optimal balance between maintenance costs and the benefits obtained by extending the lifetime and the operating capacities of the railway infrastructure.

19 The failure rate is the probability of aparition of a disruption of service within a predefined time interval, usually experessed with a rate per hour.

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Figure 10. Variation of the defect rate and effects of maintenance activities

When discussing the case of systems of high complexity, as the railway infrastructure, given the very high investment costs for the construction of a new system, the concept of renewal 20has emerged, which can greatly extend the operating life of the system, with reasonable costs. The renewal consists in the massive replacement of components with high degree of wear and tear, which brings the failure rate of the system to a low level, close to the rate of a new system, and practically generating a new operating cycle, but with less cost than constructing a completely new system.

As railway infrastructure is a system of high technical complexity and very expensive, this approach led to the definition of maintenance cycles (repair). Maintenance regulations establish clear rules regarding the deadlines to be followed for the renewal of railway infrastructure subsystems, so that between two consecutive renewal terms, the failure rate is maintained at a sufficiently low level through maintenance and repairs to ensure train safety and a reasonable level of maintenance costs (see figure below).

In the case of railway infrastructure, the criteria regarding train traffic safety is added to the approaches presented synthetically above regarding reliability, maintenance and renewal. According this perspective, some of the failures can be (potentially) dangerous. Particular defects that can create potential dangers regarding the normal circulation of trains using the railway infrastructure. In some cases, the appearance of a defect of this type may allow operations on this infrastructure, but with restrictions regarding the train's travel speed for ensuring the safety of travel. From this situation appears the notion of "speed restriction", as a process allowing a safe use of a defective component until the moment of its repair or replacement.

Correlating the considerations presented above regarding the maintenance cycles of the infrastructure and the safety of the train traffic, it should be mentioned that setting the deadlines for renewal of the elements of the infrastructure may envisage also to exceed temporally the critical threshold of potentially dangerous defects, but it will leads to the multiplication of speed restrictions and, implicitly, to the limitation of the actual performance parameters of the infrastructure.

20 In the past the operation was called „capital repairs” instead of „renewal”.

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Figure 11. Maintenance cycle for rail infrastructure components

In summary, in the case of the railway infrastructure:

- Maintenance cycles are regulated for ensuring an optimal balance between the benefits of extending the operating life and the costs of maintenance and renewal;

- maintenance and renewal regulations take into account both the progressive degradation of the infrastructure components generated by the duration of use and the physical constraints to which they are subjected, as well as the safety requirements of the train traffic;

- Within an infrastructure maintenance cycle, some components of the infrastructure may operate temporarily in a degraded regime, limiting train speeds to ensure traffic safety.

It should be noted, however, that the current situation of the Romanian railway infrastructure is completely different from the theoretical situation presented above. The prolonged period of insufficient funding, reflected in the virtually complete elimination of renewal works and the severe limitation of maintenance and repair expenses, has led to a continuously faster increase in the probability of failures, including (potentially) dangerous ones, as it can be seen in the following figure.

As a result, the frequent occurrence of situations requiring speed restrictions has increased exponentially, with, in consequence the severe degradation of the performance parameters of the infrastructure and, correlatively, the performance and the attractiveness of the railway transport services.

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Figure 12. Present situation of Romania rail infrastructure according to its maintenance cycle completion

The considerations presented above highlight the urgent need to define and implement a program for the completion of delayed actions regarding the renewal of the railway infrastructure, in order to ensure the restoration of the performance parameters of the infrastructure to their initially designed level, and also, return to standard maintenance and renewal cycles that guarantee the possibility to use the infrastructure according to its original parameters of conception. This framework program, staggered over 15 years, is presented in the following table.

Table 5. Programme for the completion of delayed actions of infrastructure renewal

Year

Rehabilitation

length[km]

Renewal estimated cost

Renewal of current and direct lines (rehab.)

Renewal of infrastructure critical

componentsTOTAL

Million euro Million lei Million

euro Million lei Million euro Million lei

i 70

40,9

188,3

33,

0

151,

8

73,9

340,1

ii150

87,7

403,6

45,

0

207,

0

132,7

610,6

iii250

146,2

672,6

60,

0

276,

0

206,2

948,6

iv 375

219,3

1 008,

75,

0

345,

0

294,3

1 353

,9

68

9v

550

321,7

1 479,8

90,

0

414,

0

411,7

1 893

,8

vi

600

350,9

1 614,3

100,

0

460,

0

450,9

2 074

,3

vii

600

350,9

1 614,3

100,

0

460,

0

450,9

2 074

,3

viii

600

350,9

1 614,3

100,

0

460,

0

450,9

2 074

,3

ix

650

380,2

1 748,8

100,

0

460,

0

480,2

2 208

,8

x

700

409,4

1 883,3

100,

0

460,

0

509,4

2 343

,3

xi

700

409,4

1 883,3

100,

0

460,

0

509,4

2 343

,3

xii 700

409,4

1 883

100,

0

460,

0

509,4

2 343

,3

69

,3

xiii

750

438,7

2 017,9

100,

0

460,

0

538,7

2 477

,9

xiv

750

438,7

2 017,9

100,

0

460,

0

538,7

2 477

,9

xv

800

467,9

2 152,4

100,

0

460,

0

567,9

2 612

,4

TOTAL

8 245

4 822,4

22 182,9

1 303,

0

5 993,

8

6 125,4

28 176

,7

AVERAGE

549,7

321,5

1 478,9

86,

9

399,

6

408,4

1 878

,4

:- The cost for the current and direct lines renewal (rehabilitation) were determined according to the cost

standards SCOST-7/MTI approved by HG no. 1394/2010- Currency exchange rate is 4,6 lei/euro

The program also includes the renewal of other components of the railway infrastructure, whose status is considered critical. The works of rehabilitation of the current and direct lines are prioritized based on a multicriteria analysis that aims to achieve both general strategic objectives (SO) in this document.The main features of this program are:a) The average annual length of the renewed current and direct lines is about 550 km a length which ensures the financial sustainability and the technical feasibility of the programme, and facilitate the continuity of the railway transport services.b) During the first 5 years a progressive increase of the annual objectives regarding the length of the renewed current and direct lines is envisaged, in order to allow to reach an adequate financing rhythm, and in order to allow the progressive confidence of the construction companies in the stability of the program (enabling them to hire the adequate staff and technological capacities).

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c) In the first 5 years the complementarity of this program with the program of recovery of delayed current repairs (see program 1.4 below) will have optimized effects, and support to fulfil the objective of an increased speed of traffic allowed by the railway infrastructured) Over a 10-year horizon, the proposed program for the recovery of arrears regarding the renewal (rehabilitation) of current and direct lines, together with the program of modernization of the infrastructure along the European rail corridors and the TEN-T network (see program 2.1 of below), will enable the complete rehabilitation of the main railway lines (Magistrale) and of their main interconnections.e) Over a 15-year horizon, the proposed program, together with the program for the modernization of the infrastructure along the European rail corridors and the TEN-T network, will ensures the complete completion of the delayed works regarding the renewal (rehabilitation) of the current and direct lines existing at the moment.

At the end of the period covered by this framework program, a significant increase in train traffic performance throughout the entire railway network is expected, with as consequence an increased competitiveness of rail transport compared to other modes of transport. Over a 10-year horizon, this program, in conjunction with the program of rehabilitation and modernization of the railway infrastructure related to the European corridors (program 2.1 below), aims at the complete rehabilitation of all the railway lines, as well as of the their main interconnections, as shown in the figure below.

Figure 13. Effects of the programmes of rehabilitation of rail infrastructure, modernisation and /or renewal, over a 10 year horizon

As a result of this program, after the first 10 years of its implementation, it is expected an average increase of at least 24% of the maximum speeds allowed on the railway lines, compared to the current situation


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Result 1.3.1. Restore train operating speed on public rail infrastructure to the originally designed speed

Increase of the average technical speed on the rail network to 71, 07 km/h (target), compared to the present speed of 70, 37 km/h (baseline).

Increase of the average technical speed on the main network (Magistrale) to 89, 89 km/h (target), compared to the present speed of 87, 27 km/h (baseline).

Increase of the share of rail network operated according to the technical parameters initially designed to 83, 5% (target) compared to 82, 7% in 2017 (Baseline)

Increase of the share of main lines (Magistrale) operated according to the technical parameters initially designed to 82, 9% (target) compared to 80, 5% in 2016 (Baseline)

Reduction of the share of current and direct lines with delayed renewal interventions to 73.5% (Target) compared to 72.4% in 2017 (Baseline).

It must be mentioned that, in absence of the implementation of the renewal programme, the percentage of current and direct lines with delayed renewal interventions will amount to 75%.

Result 1.3.2. Enhance the safety parameters and the reliability of public rail infrastructure subsystems

Decrease of the ratio of unavailability of the rail network generated by permanent speed restriction to maximum 7.5% (target) compared to 7.8% in 2017 (baseline)

Decrease of the ratio of unavailability of the main lines (Magistrale) generated by permanent speed restriction to maximum 11% (target) compared to 11.6 % in 2017 (baseline)

Result indicator: Reduction of the number of civil engineering structures (viaducts, bridges and small bridges, tunnels) with delayed renewal works to maximum 72.5% (target) compared to 70.4% in 2017 (Baseline)

It must be mentioned that, in absence of the implementation of the renewal programme, the percentage of civil engineering structure with delayed renewal interventions will amount to 75%.

Reduction of the number of signalling installation in station with delayed renewal interventions to maximum 88.5% (target) compared to 87.6% in 2017 (Baseline).

It must be mentioned that, in absence of the implementation of the renewal programme, the percentage of signalling installations in Stations with delayed renewal interventions will amount to 90%.

Reduction of the number of signalling installations along current lines with delayed renewal interventions to a maximum of 87% (target) compared to 83.4% in 2017 (83.4).

It must be mentioned that, in absence of the implementation of the renewal programme, the percentage of signalling installations along current and direct lines with delayed renewal interventions will amount to 87%.

Description. The program includes measures related to: Renewal of the direct and current lines (rehabilitation), which will generate maximum effects for

increasing the performances of the train traffic. Renewal of other elements of the public railway infrastructure (civil engineering structures,

embankments, installations, etc.), in order to prevent critical limitation of train performances for safety reasons

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Success factors. The main conditions that will ensure the success of the program are:

The involvement of the Government and the management of the Ministry of Transport for supporting the progressive increase of the rate of renewal of the railway infrastructure to a level higher than the normal rate for renewal, in accordance with the framework program presented above;

The permanent coordination between the railway infrastructure renewal programme and the modernization programme for along European rail corridors and on the TEN-T network, to reach optimized benefits from the works, while the continuity of the railway services is ensured



(1.3.1) Restore train operating speed on public rail infrastructure to the originally designed speed

Measure 1 - Adoption of an priority annual programme of renewal of current and direct lines

Measure 2 - Implementation of a priority renewal (rehabilitation) programme on the Magistrale (main lines) network

Measure 3 - Implementation of the priority programme for renewal (rehabilitation) of current and direct lines belonging to the principal network (excepting Magistrale)

(1.3.2) Enhance the safety parameters and the reliability of public rail infrastructure subsystems

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Measure 1 - Adoption of priority renewal programmes for public rail infrastructure critical subsystems

Measure 2 - Implementation of the priority program for the renewal of civil engineering works (viaducts, bridges, small bridges and culverts)

Measure 3 - Implementation of the priority programme for embankment renewal

Measure 4 - Implementation of the priority programme for tunnel renewal

Measure 5 - Implementation of the priority programme for the renewal of signalling installation in Stations and current lines

Measure 6 - Implementation of the priority programme for the renewal of other public rail infrastructure sub-systems

Measure 7 - Design works executed for the implementation of the priority renewal programmes

Programme 1.4. Increase of the reliability of rail transport services by the improvement of public rail infrastructure maintenance and operation management

Rationale. Increasing the competitiveness of rail transport on the transport services market is a key aspect for ensuring an economically efficient national transport system, capable of providing support to a growing mobility of people and goods.

The considerations presented above pointed out that one of the main directions of action for increasing the competitiveness of the railway transport consists in obtaining an enhanced level of performance and quality of railway services. To achieve this goal, sets of measures have already been identified in the programmes defined above, respectively:

• Increase the competitiveness of the system of public services for passenger rail transport, which is the object of program 1.2;

• Increase of the competitiveness of the railway transport by increasing train operation performances, with emphasis on the action of restoring the performances of the public railway infrastructure at their originally designed level, which is the object of the program 1.3.

These approaches are unquestionably necessary, but not sufficient. A complete approach to the problems for obtaining an overall increase of the level of performance and quality of the railway services requires also to increase the reliability of the railway services, in other terms increasing the level of customer confidence in the railway services.

Given that the railway provides customers with services characterized by continuity and repetition over long periods of time, it is important to strengthen the clients' sense of confidence that the commitments made regarding schedules and travel duration (reflected by the timetable of trains in the case of passenger traffic) will be respected throughout the year. As a result, from the perspective of railway infrastructure management, the continuous concern will be to eliminate random fluctuations in infrastructure performances, which are likely to affect the regularity of rail transport services.

Thus, this programme is oriented towards actions that ensure an increased reliability of the railway transport services, respectively:

a) Current repairs of the railway infrastructure

The current repairs of the infrastructure elements for purpose: (i) for the railways lines: elimination of dangerous segments along the railway infrastructure and elimination of the speed restrictions imposed due to the failure of some elements of the infrastructure; (ii) for

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the installations: replacement of components with an advanced degree of tear and wear, in order to prevent service disruptions and / or potentially dangerous defects.

Regarding traffic speed, the current repairs along the line will increase the speed allowed, by restoring the original condition and correlatively the original designed speed of the railway network. The current repairs of the installations have the role of preventing the degradation of the functionalities of some subsystems, which would have also the effect of limiting the train speeds.

This action consists in repairing all the components of the infrastructure that generate or can generate limitations of the train traffic performance due to the advanced state of degradation.

Two approaches to plan the repairs the defective components of the railway infrastructure can be considered:

a) The execution of repairs as part of the renewal works, considering that in most cases such defective elements needing repairs are located on sections where the term of renewal of the infrastructure has been exceeded.

b) The execution of punctual repair works, strictly focused on the defective components of the infrastructure that generated speed restrictions and on the components that are due for current repairs.

Considering the importance of the delayed actions regarding the renewal of the infrastructure, the recovery programme for these specific repairs may be (relatively) slow. For this purpose, it is necessary to approach the current repairs issue through a program dedicated to this objective, but correlated with the renewal programme (program 1.3 above).

Considering also the high volume of delayed current repairs, as well as the high probability of occurrence of other defects due to the low rhythm of renewal, an intensive program for carrying out current repairs is required in the future period. The program can be phased over a period of 10 years, and the costs related to this program are presented in the following table.

Table 7. Current repairs for rail infrastructure - implementation programme – Annual costs

YearTOTAL

I II II IV V VI VII VIII IX XExpenditures that are necessary for

railway infrastructure

current repairs [million euro]

50 50 48 45 42 38 32 25 15 8 353

Taking into account that this program will run simultaneously with the program for accelerated recovery of delayed works regarding the renewal of the infrastructure (program 1.3), it is possible that after a period of 8-10 years the condition of the lines will become acceptable and characterized by a small number of speed restrictions caused by defective equipment and by a low rate of occurrence of new speed restriction of the same origin.

As a result, the need for financing of current repair work should decrease significantly towards the end of the period under review.

b) Current maintenance of the rail infrastructure

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Maintenance is needed to keep at the lowest the possibility of any infrastructure component failure.

The international practice has recognized the concept of "permanent regime" of the railway infrastructure. The level of maintenance for the permanent regime of the infrastructure must be understood as that level of maintenance that minimizes the probability of the occurrence of random failures of some elements of the infrastructure. This level of maintenance cannot lead to the improvement of the infrastructure parameters, but is the level necessary to avoid degradation of these parameters. In the case of a new infrastructure or an infrastructure to which a normal rate of renewals and repairs is applied, the permanent operation means functioning at the level of the designed parameters of the infrastructure.

Considering the impact of maintenance on traffic speeds, the maintenance of the lines has the role of preventing a widening gap between the projected speed and the maximum speed allowed by the railway infrastructure, by preventing defects occurrence which would impose speed restrictions. As a result, maintenance must be permanent and continuous.

In order to increase the maximum speed allowed by the railway infrastructure, the current maintenance must be doubled by other actions such as repairs of the defective infrastructure elements, renewals and / or upgrades that include a new design enabling increased speed.

In accordance with the provisions of the European and national legislation in force, financing the maintenance and repair of the railway infrastructure is a state obligation, as the owner of the infrastructure. Moreover, the European legislation stipulates the obligation of the state to ensure the maintenance of the financial balance of the railway infrastructure manager, by fully covering the necessary costs regarding the infrastructure management21.

In this context, it is very important to take and implement the necessary measures to ensure the efficient use of the financial resources for managing the railway infrastructure.

In particular, it is necessary to reduce the unit costs for the current maintenance of the public railway infrastructure by:

• the reclassification of the rail network in relation to the traffic intensity (see the considerations presented in point ii) of the introductory section related to the strategic objective 1 ). The Railway infrastructure development strategy proposes to define the primary and secondary rail network according to the figure below.

21 Pursuant to art. 8 of Directive 2012/34/UE transposed in national legislation by the Law nr. 202/2016

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Figure 14. Definition of principal and secondary rail network

Definition of differentiated performance and maintenance standards. It should be considered the definition of lower standards of performance of the secondary network, which may sometimes be below the level of the originally designed parameters. However, such lower maintenance standards of the secondary network are to be defined, and must fully ensure the safety of train traffic. The consequence of the adoption of these lower maintenance standards will be to reduce the need for financing the current maintenance for the infrastructure related to the secondary network

Implementation of performance and maintenance standards specific to the secondary network, supported by the migration of this secondary network under a single infrastructure management body.

Objectives. Program 1.4 is intended to achieve by 2022 the following results:

Result 1.4.1. Elimination of speed restrictions and increase of the level of availability of public rail infrastructure

Decrease of the ratio of unavailability of the rail network generated by temporary speed restriction to maximum 6% in 2022 (target), compared to 6% in 2017 (baseline).Decrease of the ratio of unavailability of the main lines generated by temporary speed restriction to maximum 6.5% in 2022 compared to 6.9% in 2017 (baseline).

Result 1.4.2. Maintaining the technical parameters of public rail infrastructure

Decrease by 2.5 % (target) of the number of trains running late, generated by defecting line infrastructure compared to 2017 value (baseline)Decrease by 2.5% of the number of trains running late, generated by defecting installation compared to 2017 value (baseline)

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Result 1.4.3. Decrease of unit costs for the current maintenance of the public rail infrastructure

Decrease by 50% in 2030 of unit costs for the current maintenance of the secondary rail network compared to 2017 value (baseline)

Description. The programme includes measures related to:

current repair of the lines belonging to the public railway infrastructure, based on an intensive priority program, with the objective of eliminating the temporary speed restrictions and increasing the technical speed (operating speed) allowed by the railway infrastructure;

current repair of the installations belonging to the public railway infrastructure, based on an intensive priority program with the objective of preventing the occurrence of potentially dangerous service disruption and / or defects;

current maintenance of the lines and installations belonging to the public railway infrastructure, for ensuring its „permanent regime” of activity;

Operations on the public railway infrastructure, in order to ensure the continuity and safety of the railway transport services;

Reclassification of the railway network in relation to the traffic intensity; Defining and implementing performance and maintenance standards specific to the secondary

rail network, in order to reduce the unit costs for the current maintenance, and migration of its administration under a single management body.

Success factors. The conditions to a successful implementation of this programme are:

The increase of budgetary allocations for repair and maintenance of railway infrastructure; The involvement of the Government and of the Ministry of Transport decision makers to support

the increase of the rhythm of repair of railway infrastructure, thus allowing an accelerated decrease of its unavailability rate and, in conjunction with the railway network renewal program, allowing the evolution towards a relatively stable situation from the perspective the maintenance of the infrastructure. Such situation should be characterized by a small number of speed restrictions caused by defective infrastructure elements and by a low rate of occurrence of new defects generating additional speed restrictions;

A multiannual financing of the current repair works of the infrastructure, allowing even complex works (more than one year duration) to be carried out and increasing the efficiency of repairs by the extension of the implementation of the works during the entire favourable climatic period of the year.



(1.4.1) Elimination of speed restrictions and increase of the level of availability of public rail infrastructure

Measure 1 - Adoption of an priority intensive programme of current repairs of public rail infrastructure

Measure 2 - Adoption of an priority intensive programme of current repairs of public rail installations

Measure 3 - Adoption of measures allowing the multi-annual financing of current repairs of public rail infrastructure

Measure 4 - Implementation of the priority intensive programme of current repairs of public rail infrastructure

Measure 5 - Implementation of the priority intensive programme of current repairs of public rail installations

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(1.4.2) Maintaining the technical parameters of public rail infrastructure

Measure 1 - Current maintenance of public railways infrastructure, for a permanent regime of functioning

Measure 2 - Current maintenance of public railways installations, for a permanent regime of functioning

Measure 3 - Management of public rail network which ensure permanent and safe rail transport services

(1.4.3) Decrease of unit costs for the current maintenance of the public rail infrastructure

Measure 1 - Re-classification of the rail network based on traffic intensity

Measure 2 - Definition of differentiated performance and maintenance standards

Measure 3 - Implementation of differentiated performance and maintenance standards for the secondary rail network, supported by a single management of the rail network

Programme 1.5. Ensure the regional connections with the main road transport axes and support the cross border connections

Rationale. As in many former communist countries, the new activities connected to the market economy and economic growth concentrated in major cities and new needs of inter-regional connections appeared for the circulation of people and merchandises. The low quality of regional road infrastructure had a negative impact on the regional development, limiting the mobility of the active population and constituting a continuous impediment to participating in activities outside the main transport axes.

The Program aims to develop a network of regional and interregional road connections (“Transregio roads”) in harmony with the development of the core road corridors, with the purpose to have better access on major road corridors (defined as the objective 1.1).

The Program also targets, for similar purposes, the connection to the networks of neighbouring countries in addition to TEN-T corridors (“Eurotrans Roads”.)

Objectives. Program 1.5 is intended to achieve by 2022 the following results:

Result 1.5.1. Facilitate road connections between the main road corridors and the cities of regional importance

Ratio of bypasses between main road corridors and cities of regional importance (Brașov, Carei, Tărgu Jiu, Mihailesti) to 100% (target) from 0% (baseline)

Average road condition, to 75% in good condition (target) from 50% in good condition (actual baseline)

Result 1.5.2. Improve road connections with neighbouring countries and facilitate transboundary mobility for people and merchandise

Reduced waiting time at border crossings (Constanța, Halmeu, Siret)

Description. The construction and renovation of existing roads and bypasses, including bridges, tunnels, culverts and other engineering structures, commercial and parking facilities and associated access roads.Some minimum standards are required to ensure safety and facilitate traffic flow: suppression of level crossings, curves rectification when possible, bypasses, pedestrian bridges and speed reduction in densely populated areas, physical separation of lanes, additional lanes for slow vehicles in highest slope sections, facilitation of crossing.

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Success factors.

The corresponding CEF and ERDF funds are successfully mobilized; The fiscal capacities that enable the co-financing of the projects; Efficient contractors are selected upon a procedure based on quality of work and reliability of

the providers.



(1.5.1) Facilitate road connections between the main road corridors and the cities of regional importance

Measure 1 - Transregio Transregio roads development

Measure 2 - Development of Bypasses

(1.5.2) Improvement of road connections with neighbouring countries and support of cross border mobility for persons and merchandises

Measure 1 - Development of Eurotrans routes

Measure 2 - Measures dedicated to the reduction of waiting time at border-crossings

Programme 1.6. Reinforcement of the passenger urban transport system

Rationale. Bucharest is the largest economic center of Romania and transport is critical for its competitiveness. Despite the recent attempts to improve transport services and infrastructure, there are problems that pose major constrains on sustainable transport of people and goods in the capital

Issues regarding public transport in Bucharest arise from inconsistent policies, a disorderly legal framework, and the absence of a strategic plan for urban transport in Bucharest. There is limited coordination between the offer of metro services and bus and tramway services. There are two different entities responsible for urban transport in Bucharest, Metrorex, a joint stock company under the mandate of MoT is responsible for the Bucharest metro, and RATB, an autonomous entity subsidized by the General Council of the Municipality of Bucharest, is providing transport services for buses, trolleybuses and tramways.Objectives. Program 1.6 intends to achieve the following results by 2022Result1.6.1. Develop and modernize the urban transport services of Bucharest

Kilometres of metro tracks built to 19 km (target) from 0 km (baseline)

Average number of passengers per day in the Metro, to 700 000 passengers per day in 2020 (target) from 600 000 passengers per day (baseline)

Description. The investments of the Program are directed towards the development of Bucharest Metro, and include:

Studies and investigations of the underground for the positioning and the conception of the tunnel and stations;

Underground works – tunnel and station construction according the relevant method;

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Equipment of railways lines and stations (power supply, signalling and operation control, safety systems, drainage systems, electro-mechanical equipment, electrical and video systems, ticketing);

Repair and maintenance equipment.

Success factors

The availability of Government and local authorities to identify a solution for implementing public service systems of regional interest for rail passenger transport in the area of influence of large cities;

A consensus can be found regarding the institutional and financial reorganization of public transport services at Metropolitan level;

A clear leadership emerges for the management of Bucharest transport system; For the Metro investment, a successful mobilization of the European Union grants under LIOP

and the related State funds is obtained.



(1.6.1) Development and modernization of the Bucharest urban transport services

Measure 1 - Creation of a new metro line „Magistala 5 (M5)”

Measure 2 - Creation of the new metro line „Magistala 6 (M6)”

Measure 3 - Extension of the line M4 with the new section Parc Bazilescu- Straulesti

Measure 4 - Modernization of the lines M1, M2, and M3

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Strategic Objective 2: A national transport system integrated in the Single European transport Area

The policy of the European Union in the field of transport is formulated in the document COM (2011) 144 “White Paper - Roadmap to a Single European Transport Area – Towards a competitive and resource efficient transport system”.

One of the basic premises of the European transport policy is formulated as follows:

“The future prosperity of our continent will depend on the ability of all of its regions to remain fully and competitively integrated in the world economy. Efficient transport is vital in making this happen...”

This document identifies the main challenges that the European transport system must meet:

• The need to complete the internal transport market by uniting the transport systems of Eastern and Western Europe in order to fully reflect the transport needs of almost the entire continent and of the 500 million citizens of the European Union.

• The need to reduce oil dependence, as this could significantly affect the economic security of the Union, with serious consequences on inflation, trade balance and the overall competitiveness of the EU economy

•The need to drastically reduce world greenhouse gas emissions, with the goal of limiting climate change below 2ºC. In the transport sector, it is necessary to achieve a reduction of GHG by at least 60% by 2050 compared to 1990, which corresponds to emission reductions of about 70% compared to the levels recorded in 2008.

To meet these challenges, one of the guidelines of the European transport policy aims at the modal balance of the European transport system through the priority development of the railway transport and its intermodal integration with the other modes of transport. In order to materialize this, the White Paper proposes a series of strategic objectives such as:

o 30% of road freight over 300 km should shift to other modes such as rail or waterborne transport by 2030, and more than 50% by 2050...

o By 2050, complete a European high-speed rail network. Triple the length of the existing high-speed rail network by 2030 and

o Maintain a dense railway network in all Member States.

o By 2050 the majority of medium-distance passenger transport should go by rail.

o Fully functional and EU-wide multimodal TEN-T ‘core network’ by 2030, with a high quality and capacity network by 2050 and a corresponding set of information services.

o By 2050, connect all core network airports to the rail network, preferably high-speed; ensure that all core seaports are sufficiently connected to the rail freight

o By 2020, establish the framework for a European multimodal transport information, management and payment system.

o Move towards full application of “user pays” and “polluter pays” principles

Romania's prosperity will depend on the ability of all its regions to remain fully integrated into the national and European economy, and show competitiveness. Efficient transportation is a vital condition for achieving this goal. The current imbalances between the levels of development of the regions of the country are largely generated by their difference of accessibility caused by the national transport system.

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Rail transport is a vital transport system, whose intrinsic benefits can make a decisive contribution to the efficiency of the national transport system and to the increase of its sustainability level. Last but not least, rail transport can significantly contribute to decongestion of the road network, as the importance of the transport demand already outreaches its capacity.

The integration of Romania into the European economy and the reduction of Romanian disparities with other states of the European Union is also conditioned by the integration of the railway system within the single European transport area.

In this context, the alignment with the European transport policy and strategy is a necessity and not an option.

The main objective of European transport policy is to contribute to the creation of a system that supports Member States economic progress, enhances competitiveness and provides high quality mobility services, while ensuring a more efficient use of resources. In practice, transport operations must use less and cleaner energy, better exploit modern infrastructure and reduce their negative impact on the environment and on some fundamental components of natural heritage such as water, soil and ecosystems.

The increase of the mobility of the population is a certainty, being a consequence of technologic progress and of the increase of living standard, and being also a necessity for the efficient functioning of the labour market. Curbing mobility is not an option.

New transport schemes need to be identified and implemented, enabling to transport a greater number of passengers to the destination with the help of the most efficient combinations of modes. Individual transport should preferably be used only for the extreme segments of medium and long distance travels.

A new philosophy in designing the services offered to customers must be adopted. High frequency of trains should be a basic pillar of the new philosophy, and referring to all categories of services.

The suburban rail transport segment must be developed in the major metropolitan areas and a philosophy of integrating suburban services with the urban public transport must be adopted and implemented, in order to propose fast and comfortable intermodal trips.

A higher share of travel with public transport, combined with public service obligations focusing on performance and quality, will support to increase further the density and frequency of services, thus generating a virtuous circle in favour of public transport modes.

The level of accessibility of railway stations must be increased by creating efficient intermodal interfaces with other modes of transport, including individual transport. The quality level of the services proposed in the stations must be significantly improved, in order to provide the railway transport the necessary level of attractiveness.

The liberalization of the internal market of rail passenger transport must be promoted, in order to create the premises for refining and optimizing the business models of the railway operators and to significantly increase the competitiveness of rail transport compared to road transport.

International rail transport must be strengthened by the implementation of high-speed services, capable of competing with air transport. Creating High-speed links to Western Europe, via Budapest and Vienna should be a top priority. Creating a high-speed link with Istanbul, enabling an opening to the Middle East should be another priority. A high-speed link with the north of the European Union should be treated as an opportunity, supporting an increasing international mobility using rail transport, and positioning Romania as a hub along the routes crossing the eastern part of the European Union.

Freight rail transport is sometimes considered unattractive. However, it can provide quality and sustainable services. The current situation is mainly generated by the existence of economic

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distortions that need to be corrected. The challenge is to ensure a structural change, in order to allow rail transport to compete efficiently and to assume a significantly higher proportion of freight transport over medium and long distances.

At the level of the national transport system, the use of multimodal solutions combining naval and rail transport for long-distance transport should be promoted. The multimodality of freight transport must become economically attractive for carriers. An effective co-modality is needed.

The market of small and medium-sized cargo must become the main target of rail transport, and intermodal transport should be considered as the principal way to regain a significant modal share in this market. Transport in isolated wagons should be considered as an opportunity to regain the market for small and medium sized consignments.

The interface between long-distance transport and "last kilometre" transport should be organized more efficiently. The objective is to limit individual deliveries (which represent the "most inefficient" part of the trip) to the shortest route possible. The use of intelligent transport systems contributes to real-time traffic management, reducing delivery time and congestion at the "last kilometre" stage.

Containerized ground transportation, combining rail and road modes only, should be treated as an optimal solution in terms of sustainability. The national rail system must develop the necessary logistics and identify the most efficient business models for operating container transport. These business models must include and use the models already validated from the practice of operating complete trains.

Freight transport has an important international dimension. It is necessary to consolidate international flows through corridors specially developed for freight transport, and optimized in terms of energy consumption and emissions, to minimize the impact on the environment. Such corridors are also attractive due to their low congestion level and low administrative and operating costs.

The transport infrastructure gives the measure of mobility. No major change in the field of transport will be possible without the support of an adequate network and a smarter use of it. Generally investments in transport infrastructure drive economic growth, create well-being and generate jobs, support geographical accessibility, trade and people mobility. Transport infrastructure needs to be planned in a way that maximize their positive impact on economic growth and minimizing their negative impact on the environment.

The Romanian railway system needs a "primary network" of railway main lines („Magistrale”) intended for the transport of large and consolidated volumes of goods and passengers. Such main line should have an high efficiency and generates a low level of emissions, by the consolidation of the more efficient transport solutions, using multimodal combinations, and by a large implementation of advanced technologies.

Within this primary network, assistance systems based on information technology should be implemented on a large scale to optimize schedules and traffic flows, simplify administrative procedures and allow cargo positiong and tracking.

The primary network must ensure efficient links between major cities, ports, airports and key inland border crossing points, as well as between other major economic centers. Priority should be given to the completion of the "missing links" of the railway infrastructure, the modernization of the existing infrastructure, the development of multimodal terminals in sea and river ports premises and multimodal centers enabling logistic consolidation in cities. Better connections between railways and airports should be created for long distance travel.

This primary network includes the TEN-T network on the territory of Romania, supplemented by a series of relevant lines attractive in terms of traffic flows and possible development. In a first phase, the efforts to rehabilitate and modernize the infrastructure, in order to support the increase of the

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competitiveness of the railway transport, must focus on this primary network. During this phase, the rest of the railway network of Romania will have to be kept to reasonable parameters of functionality and performance to allow the consolidation of the traffic flows on the primary network. Such an approach will allow you to achieve significant results faster, with reasonable financial efforts.

Large gaps persist in terms of transport infrastructure between the Easter and Western part of the European Union. These differences must be eliminated, as the European continent must be unified in terms of infrastructure. For this purpose, and considering the railway infrastructure, it is necessary to treat in Romania as a priority the increase of the train traffic performances, the increase of its level of sustainability, its efficient interface with other modes of transport, the increase of the quality of the services offered to the clients and the reduction of its operating costs.

The rehabilitation and modernization of the railway infrastructure along the European transport corridors is primarily an obligation assumed by Romania as a member of the European Union. However, it should be taken into account that these corridors are also included in the Romanian primary railway network. As a result, the rehabilitation and modernization of the railway infrastructure must be treated equally as an important opportunity to additionally support the increase of the competitiveness of the rail transport in the internal market.

The ministry will also step up its efforts to rehabilitate railway infrastructure along railways and to modernize infrastructure along the TEN-T railway corridors so that this mode of transport can be used effectively to sustain the increase in the mobility of persons and goods. Rail transport offers a safer and more efficient transport alternative, which is why increasing its share in the national transport system is likely to generate substantial benefits for the national economy. The objectives of interoperability on the core TEN-T network international operations should be achieved by the MoT. Romania should be a part of the European Rail network without any limitation on safety and capacity standards, as well as propose attractive transit routes to goods heading to central Europe.

Increased inter-modality will support economic growth and green transport. Intermodal transport represents an efficient combination of multiple modes of transport and is an efficiency combination of multiple modes in order to transport freight. Multimodal transport has a beneficial effect on economic development, economic efficiency, safety and the reduction of GHG emissions that are resulting from transport, provided that priority is given to promoting environmentally friendly and economically efficient modes of transport. At present the intermodal sector in Romania is still underdeveloped but there is a significant potential for the development of intermodal hubs along the European transport corridors.

The objective of the Ministry is to offer intermodal services and to improve their quality to meet the needs of the citizens. In this context the Ministry will encourage and support private sector investments, provided improved procedures and regulations that ensure greater transparency. At the same time, the Ministry is involved in supporting regional mobility through the development of county / regional road infrastructure and efficient connection through multimodal connections to national interest networks and in ensuring urban / metropolitan mobility through the development and modernization of large public transport systems (suburban and / or underground) in large urban agglomerations by investing in infrastructure and modern means of transport, but also by enhancing the quality of life at regional level through the improvement of transport safety and security for all modes of transport.

With regard to the road transport sector, the policies should aim at the development of a high-speed road network that is safe, or express roads along the main axes of transport that face the growing road traffic needs, taking into account the necessary road safety measures.

First of all, financial resources must be allocated to fulfil by 2030 the obligation to complete the central TEN - T network, and by 2050, the global TEN - T network.

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In addition, the regional access roads need to be improved in order to improve the regional connectivity and cohesion of the country.

Modern road management practices require functional classification of roads. Romania’s national roads have the following classification: Highways, Express roads, National E-roads, National main roads, National secondary roads. These roads face the continuous changes regarding traffic and increasing economic growth in Romania. Therefore, the roads need to be able to carry a higher number of traffic and at the same time guarantee safety. The infrastructure network needs to enhance the connectivity between the countries regions. This means that the Ministry will ensure that design and maintenance standards are in accordance to the traffic volume and connectivity needs at national and European level.

Regarding inland waterways, the Ministry will develop the infrastructure of waterways and port terminals, with a special focus on the development of Constanta port. At present, all ports are already intermodal centers and have different types of intermodal connections, such as roads and railways. However these terminals do not use their full capacity and need to be upgraded. In the case of Constanța port, where transport operation involving a large volume of goods are performed, it is essential to build new capacities.

Inland waterways, river ports and sea ports represent an important part of Romania’s transport infrastructure. As such the Danube river holds 29 ports and the Black Sea holds three ports of national and international importance (Constanța, Mangalia and Midia-Năvodari). In terms of trade the sea port of Constanța is Romania’s most important port, and represents a large share in both import and exports of goods. The port is connected to the Danube by the Danube Black Sea canal, and the Danube Canal is connected to the Rhine Canal through the Main-Danube canal. The links to corridor IV and location on corridor VII and the TRACEA route reinforces the significance of the port. The development of the Constanța port is one of the priorities of the MoT. Moreover, the MoT will continue its effort to ensure modernization and usage of the full capacity of the inland waterway and sea ports. Further the Ministry will continue its efforts to create a fully operational waterway on the Danube River in order to enhance the transport of freight. Harmonized information services will lead to the attractiveness of transport on inland waterway routes.

In the aviation domain, the Ministry, by the intermediary of airport infrastructure managers and ATM services, the Ministry will take appropriate measure to adapt to the growing demand of air transport services. Over the last years Romania faced an increasing growth in demand for air transport services, leading to a high growth in the number of passengers carried from 2007-2011, namely from 7.8 million of passengers per year to 10.8 million in 2011. Subsequently in the period from 2014 to 2015 the number of passengers increased by 15.3 %, and placed Romania at the second place in Europe in terms of passenger growth. The technical standards of airports need to be upgraded in order to offer services in a safe and efficient way and to this end the Ministry will embrace the effort to make the Romanian sky network part of a larger European Single Sky network. This will lead to positive economic developments and increased air safety.

Four programmes are supporting this Strategic Objective.

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Strategic Objective 2. A national transport system integrated in the Single European transport Area

Programme 2.1. Increase of the rail transport

competitiveness by the increase of performances of the infrastructure manager and their alignment with

European standards

Programme 2.2. Development of

the road infrastructure

along the main national and international

transport corridors

Programme 2.3. Increase of the

operational capacity or Airport and ATM services

Programme 2.4.Increase the operational

capacities of the Danube River and

Ports

Measures of the Programme 2.1. M2.1.1.1 -Rehabilitation and

modernization of Rhine –Danube corridor sections

M2.1.1.2 -ERTMS deployment along the Rhine – Danube corridor

M2.1.1.3 -Ensure the compliance of Rhine-Danube corridor with

interoperability technical specificationsM2.1.2.1 -Rehabilitation and

modernization of Orient/East-Med corridor sections

M2.1.2.2- ERTMS deployment along the Orient/East-Med corridor

M2.1.2.3 -Ensure the compliance of Orient/East-Med corridor with

interoperability technical specificationsM2.1.3.1 -Rehabilitation and

modernization of rail sections of TEN-T network

M2.1.3.2 -Rehabilitation of civil engineering works (bridges, small

bridges and culverts, tunnels) located on TEN-T network

M2.1.3.3 -Ensure the compliance of TEN-t network with interoperability

technical specificationsM2.1.4.1 -Definition of the alignment of the East-West High Speed Rail CorridorM2.1.5.1 -Enhancing the efficiency of

the rail traffic managementM2.1.5.2 -Strategic development of

infrastructure and rail servicesM2.1.5.3 -Enhance the safety processes

for communication with trains in movement

M2.1.6.1 -Enhanced of mechanical capacities of the infrastructure

maintenance activitiesM2.1.6.2 -Increase of the grade of

centralization of the signalling equipment

M2.1.6.3 -Optimisation of the business model of rail infrastructure

Measures of the Programme 2.2.

M2.2.1..1. -Development of

the Romanian highway network and express roads

in RomaniaM2.2.1.2. -

Construction of major city bypasses

M2.2.1.3. -Modernization of the ring road of

BucharestM2.2.2.1. -

Improvement of safety of road infrastructure

M2.2.2.2 -Improvement of

road safety management

M2.2.3.1 -.Support to the preparation

of new schemes for urban transport

organizationM2.2.3.2. -

Monitoring of vehicle fleet

condition and preparation of incentives for

vehicle renewalsM2.2.3.3 -.Studies and proposals on alternative fuels and alternative motorizations

M2.2.4.1 -Diffusion of information to

road users through a centralized


2.3.1.1 -Improvement of

technical parameters of

Romanian Airports2.3.2.1 -

Implementation of the action plan SESAR 2015 -

Cluster 32.3.2.2 -

Optimization of available airspace


M2.4.1.1 - Improvement of

navigation conditions on the

Bulgarian-Romanian common

section of the Danube

M2.4.1.2 -Improvement of

navigation conditions along Danube between

Călărași and BrăilaM2.4.1.3 -Bank

protection improvements

along Sulina Canal.M2.4.1.4 -

Rehabilitation of locks

M2.4.2.1 -Improving

Constanta port infrastructure

M2.4.2.2 -Improving

Constanta Port connectivity

M2.4.2.3 -Renewal of Constanța Port utility networks

M2.4.2.4 -Improvement of Constanța Port

services for freight and passengers

transportM2.4.3.1 -

Improvement of the infrastructure and equipment of

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maintenanceM2.1.7.1 -Maintain the high level of safety of the rail signalling system

M2.1.7.2 -Increase the safety level of road traffic at level crossings

M2.1.8.1 -Increase of the grade of electrification of the rail network

M2.1.8.2 -Increase the efficiency of energy distribution management

M2.1.9.1 -Adoption and implementation of a strategic plan for multimodal

integration of passenger air transport and rail transport

M2.1.9.2 -Modernization of the Bucuresti Nord – Aeroport Henri Coandă

rail connectionM2.1.9.3 -Interconnections between rail

transport and maritime transport – modernization of Constanța port rail

infrastructureM2.1.10.1 -Repairs and maintenance of rail sections for the implementation of

passenger rail services with regular interval timetables

M2.1.10.2 -Bucharest ring rail modernization

M2.1.10.3 -Logistic support for the passenger rail services with regular

interval timetablesM2.1.10.4 -Modernisation of Railways

Stations located on TEN-T network

information centre and Variable

Message signsM2.2.4.2 - Measure for the deployment

of a network of secure truck

parking areas in Romania

M2.2.4.3 - Measure for the promotion

of intelligent vehicles

Danube portsM2.4.4.1 -

Improvement of safety along Danube river

M2.4.5.1 -Implementation and operation of

cross-border River Information

Services based on operational

exchange of RIS data

Programme 2.1. Increase of the rail transport competitiveness by the increase of performances of the infrastructure manager and their alignment with European standards The program includes a comprehensive set of measures aimed at increasing the performance of the rail transport services, supporting the increase of the competitiveness of the rail transport and a better balanced transport system, and aims to achieve results such as:

• The rehabilitation and modernization of the railway infrastructure along the Rhine-Danube corridor,• the rehabilitation and modernization of the railway infrastructure along the East / East-Med corridor,• the rehabilitation and modernization of the railway infrastructure of the TEN-T network,• the integration into the European high-speed rail network,• increasing the commercial speeds and timeliness of the trains,• increasing the economic efficiency of the railway infrastructure management activities,• maintaining the high level of safety of train traffic,• increasing the energy efficiency and reducing the level of pollution,• improving the connectivity of the railway network,• providing logistical support for an increased competitiveness of rail passenger services.

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Programme 2.2. Development of the road infrastructure along the main national and international transport corridors.

The development of the road network, especially the European corridors and the main internal connections, is an essential condition for an efficient answer to the demand of terrestrial transport in the internal market.

The construction of TEN-T network road infrastructure, considering the existence of European funding programs, such as the 2014-2020 Large Infrastructure Operational Program, as well as other financing programs that can be subject to future loan agreements, represents a major opportunity for the development of Romania's road infrastructure.

This program supports the development of the main road network (highways and expressways), the reinforcement of road safety, the policies on reducing polluting emissions and the implementation intelligent transport systems.

For the improvement of the policies in the field of road safety, the Government financed from structural funds a Strategy for the implementation of measures in the field of road safety / STI for 2014-2020.

Programme 2.3. Increase of the operational capacity or Airport and ATM services

The program aims to support the Romanian air transport by developing an infrastructure with the relevant capacities and aligned with EU safety and security rules, that meets the mandatory technical standards and using air traffic management systems (ATM) promoted by the related EU development programmes.

Programme 2.4. Increase the operational capacities of the Danube River and Ports

The strategic location of Romania along the Danube and the Black Sea coast offers an excellent opportunity for development. However, Romania does not make full use of its inland and inland waterway transport possibilities due to a limited Danube navigability period and the lack of modern port infrastructures. The program contains measures to improve the navigation conditions on the Danube River, as well as to develop the infrastructure and services of the port of Constanța.

This strategic objective is based on the results of the programs presented below:

Figure 16. Strategic Objective 2: Impacts and Results

Impacts

Increase of the commercial speed of Passenger trains. Target 2030: 60 km/h; Target 2022: 42,6 km/hDiminution of the number of passenger trains running late. Target 2030: -50%; Target 2022: -5% Decrease of travel time by rail from Constanța to the Hungarian Border. Target 2030: 10 hours; Target 2022: 15 hours Decrease of travel time by rail from Constanța to the Hungarian Border. Target 2030: 8 hours; Target 2022: 8 hoursDecrease of fatality number on roads. Target 2030: <600; Target 2022: 1188Decrease of GHG emissions from the transport sector. Target 2030: -30%; Target 2022: -20%Increase of the modal share of waterway freight transport on the internal transport market. Target 2030: 20%; Target 2022: 18,5%

Results (2.1.1) Rehabilitation and modernization of Rhine –Danube corridor rail infrastructure: Increase of the rail infrastructure designed speed allowed along Rhine/ Danube Corridor (excepting the common section with Orient/East-Med corridor). Target 2030: +20%; Target 2022: +2% (2.1.2) Rehabilitation and modernization of East-Med Corridor rail infrastructure: Increase of the rail infrastructure designed speed allowed along Orient/ East Med Corridor.

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Target 2030: +10%; Target 2022: +0%(2.1.3) Rehabilitation and modernization of TEN-T rail infrastructure: Increase of the average technical speed (operating speed) enabled by TEN-T core network condition (outside EU corridors). Target 2030: +18,5%; Target 2022: +2%(2.1.4) Integration into the European High Speed rail network: Preparation of pre-feasibility and feasibility studies for the Eastern –Western High Speed rail corridor. Target 2030: Feasibility study; Target 2022: Pre-feasibility Study(2.1.5) Increase train commercial speed and timeliness: Increase of the commercial speed of passenger trains following the modernization of the train traffic management. Target 2030: +20%; Target 2022: +0%(2.1.6) Increase the economic efficiency of rail infrastructure management activities: Increase of the Enhanced mechanical capacities and intervention capacities for infrastructure maintenance activities, compared to the present situation. Target 2030: +50%; Target 2022: +10%(2.1.7) Maintain a high level of safety for train operations: Increase of the number of automatized signalling with (semi) barriers at level crossing, compared to the present situation. Target 2030: +30%; Target 2022: +5%(2.1.8) Increase of energy efficiency and decrease of emissions level: Increase of the electrification grade of the rail network, compared to the present situation. Target 2030: +50%; Target 2022: +3%(2.1.9) Improve rail network connectivity: Modernization of the rail section Bucureşti Nord – Aeroport Henri Coandă. Target 2030: Completed; Target 2022: Ongoing works(2.1.10) Logistic support for increasing the competitiveness of the passenger rail transport: Increase of operational speed along rail routes proposing train services with a regular interval timetable. Target 2030: xx; Target 2022: xx(2.2.1) Improve road infrastructure in support of the TEN-T network in line with European standards on capacity, speed, safety and services Increasing the average speed in the TENT-T main network. Target 2030: 77,6 km/h; Target 2022: 77,1 km/h(2.2.2) Support road transport safety: Result indicator: Reduction of fatal road traffic accidents. Target 2030: -50% compared to 2010; Target 2022: -50% compared to 2020(2.2.3) Improve policies that reduce GHG emissions and NOx emissions in the road transport sector: Reduction of CO2 emissions from the transport sector. Target 2030: -20%; Target 2022: +10%(2.2.4) Implementation of ITS in road sector: Length of the road network covered by ITS. Target 2030: 100% compatible; Target 2022: 100% compatible(2.3.1) Romanian airports will be compliant with EU standards regarding Air safety (Craiova, Sibiu, Cluj-Napoca, Timișoara, Constanța and Henri Coandă – București). Increase in the space of the platform. Target 2030: +40%; Target 2022: +40%(2.3.2) Participation in the development of the Single European Sky: Implementation in Romania of new air traffic management functionalities. Target 2030: Yes; Target 2022: Yes(2.4.1) Improvement of the navigability of the Danube River and associated canals to achieve its full transport operational capacities: Increase the number of days per year of navigability. Target 2030: 330 days; Target 2022: 325 days(2.4.2) Improvement of the operational capabilities of the Port of Constanța: Container operation capacity of the Port of Constanta. Target 2030: 2 mil TEU/year; Target 2022: 1,7 mil TEU/year(2.4.3) Increasing the operational capacity of the Danube river and ports: Increase the capacity of inland freight transport. Target 2030: 35 million of tons/year; Target 2022: 32,2 million of tons/year;(2.4.4) Improvement of the safety along the Inland Waterways: Reducing the number of fatalities in the inland waterway transport compared to 2101. Target 2030: -50%; Target 2022: -40%(2.4.5) implementation of ITS in the inland waterway sector: Percentage of concerned vessels using RIS. Target 2030: 60%; Target 2022: 20%

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The estimated budgetary resources necessary for the implementation of the measures and the achievement of results and impacts for the period 2019-2022 amount to x (000 Lei).



Total amount/year (RON)

2019 2020 2021 2022

P 2.1

increase of the rail transport competitiveness by the increase of performances of the infrastructure manager and their alignment with

European standards

5 667 078 1 606 195 1 447 688 1 699 476 913 719

P 2.2

Development of the road infrastructure along the main

national and international transport corridors

7 530 756 2 237 961 1 353 095 1 199 610 2 740 090

P 2.3 Increase of the operational capacity or Airport and ATM services 18 324 18 324 0 0 0

P 2.4 Increase the operational capacities of the Danube River and Ports 444 235 251 307 91 369 24 270 77 289

Total SO 2 13 660 393 4 113 787 2 892 152 2 923 356 3 731 098

Programme 2.1. Increase of the rail transport competitiveness by the increase of performances of the infrastructure manager and their alignment with European standards

Rationale. From the perspective of rail transport, integration into the Single European Transport Area implies the adoption and implementation of a combination of measures such as:

• the alignment of the national transport policies with the European Union policy, with emphasis on balancing the national transport system, a sine qua non condition for increasing the economic efficiency and sustaining the competitiveness of the national economy;• the reinforcement of the public services system regarding the rail passenger transport, creating an efficient and attractive alternative in relation to individual road transport;• the priority promotion of intermodal freight transport, as it is mainly operated by economically and ecologically efficient modes of transport;• the accelerated rehabilitation of the railway infrastructure, as the logistical support for increasing the competitiveness of the railway transport;• the development and modernization of the railway infrastructure related to the TEN-T network and, in particular, the infrastructure of the European corridors within the TEN-T network, as a logistical support for the accelerated integration of the European economies through the development of international mobility of people and goods;• increasing the performance of the railway transport services, with particular focus on speed and timeliness and on the modernization and efficiency of the railway traffic management;• increasing the economic efficiency of the rail transport, in order to strengthen its competitiveness compared to other modes of transport, with emphasis on increasing its main strengths in the competition with the other modes of transport: such as safety, energy efficiency, low pollution level;• improving the connectivity of the railway network, with an emphasis on supporting the intermodal logistics chains for the transport of passengers and goods;

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• providing logistical support for the implementation of competitive passenger rail services

Some of these measures, aiming mainly at strengthening the internal transport market and increasing the economic efficiency of the national transport system, are developed within the Objective 1 programmes, but their expected results support also the achievement of Strategic Objective no. 2.

Program 2.1 is focused on increasing the performance of the services provided by the railway infrastructure manager and their alignment with the European standards, in order to increase the competitiveness of the railway transport. It deals mainly with the following aspects:

a) Increase of the performances and interoperability of the European rail corridor infrastructure and of the TEN- T network

The Trans-European Transport Network (TEN-T) is a planned network of roads, railways, airports and water infrastructure in the European Union. The TEN-T network is part of a wider system of Trans-European Networks (TENs), including a telecommunications network (eTEN) and a proposed energy network (TEN-E or Ten-Energy). The European Commission adopted the first action plans on trans-European networks in 1990.

TEN-T envisages coordinated improvements to primary roads, railways, inland waterways, airports, seaports, inland ports and traffic management systems, providing integrated and intermodal long-distance, high-speed routes. A decision to adopt TEN-T was made by the European Parliament and Council in July 1996

These projects were technically and financially managed by the Trans-European Transport Network Executive Agency (TEN-T EA) until 2013, since then superseded by the Innovation and Networks Executive Agency (INEA)

The TEN-T network is structured according two levels:

• TEN-T Core (the central or primary TEN-T network), which includes sections of the global network with the greatest strategic importance for achieving the development objectives of the trans-European transport network.

• TEN-T Comprehensive (the global or extended TEN-T network), which includes all the existing and programmed transport infrastructures of the trans-European transport network, as well as measures to promote the efficient and sustainable social and ecological use of such infrastructures. .

The following figure represents the TEN-T rail network on the Romanian territory.

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Figure 17. TEN-T rail network on Romanian territory

Source: Regulation (UE) no. 1315/2013

The TEN-T network includes most of the classic main railways lines (Magistrale) of the Romanian rail network, which are operating the most important flows of passenger and freight traffic of the country. For this reason, the rehabilitation and, eventually, the modernization of the infrastructure of the entire TEN-T network must be performed as soon as possible, considering how much they support the increase of the competitiveness of the rail transport in the internal market. Such an approach includes also the possibility of using the European funding mechanisms available to rehabilitate this network.

Within the European TEN-T central network, 9 international transport corridors have been defined that will be treated as a priority in the program of rehabilitation, modernization and development of the transport infrastructures related to the TEN-T central network. Among these European corridors, two are crossing the territory of Romania, the East / East-Mediterranean and Rhine-Danube corridors.

When analysing the rehabilitation of the Romanian rail system, the priorities resulting from the implementation of the community strategy overlap with the priorities regarding the rehabilitation of the rail transport on the internal market, which represents a great opportunity to capitalize on the financial support of the community including for achieving the national objectives, related to the internal transport market, for the Romanian railway system.

Given that the needs for rehabilitation of the Romanian rail network exceed the level of the funding allocated from European funds and the expected funding from national funds, it is necessary to select the less onerous, rehabilitation and modernization solutions in order to be able to capitalize on the financing available to fulfil as much as possible the need for infrastructure rehabilitation.

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b) Integration into the European High Speed rail network

The EU transport policy is also planning the development of High speed trains (defined as trains with a speed that could reach 250 Km/h), the reason being that in the last decades the experience demonstrated that such type of service succeeded in attracting customers and ensuring the competitiveness of the rail transport, including when compared to air transport. The White Book defines as a strategic target to increase by three times the length of the High Speed train network until 2030.

The following figure presents the Core TEN-T network, as foreseen for the rail passenger transport. The High Speed network is also represented.

The European High Speed rail network has also included a high speed connexion from Romania to Central and Western Europe. This means that Romania could benefit of the opportunity to finance with European funds the realization of a High Speed line within the framework of the development of the Single European Rail space.

Figure 18. Core TEN-T network for passenger transport, including the High Speed train network

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Source: Regulation (UE) no. 1315/2013

In correlation with this East-West high-speed axis, which is defined as a strategic priority of the European Union, Romania's national interest also requires the materialization of a North-South high-speed axis, which will ensure the connection with both the north of the continent (mainly Poland and the Scandinavian states) as well as with the south of the continent (mainly Turkey).

c) Modernization of railway traffic management

A modernized railway traffic management can strongly contribute to the improvement of train traffic operations. The solutions for traffic management modernization have reasonable costs and produce significant effects, including in the short term, regardless of the stage of the renewal and / or the modernization of the railway infrastructure. Thus, this type of solution must be considered to complete other actions for increasing the performance of the infrastructure through renewal and / or modernization.

This category of actions aims to increase the commercial speed as scheduled and as effectively obtained. It also aims to eliminate the gap between the two categories of commercial speeds, which means minimizing train delays.

As demonstrated by analyses, low commercial speeds on the rail networks are caused by the limited budgetary dotation of the services in charge of traffic management, which are constrained to adopt methods of works of poor efficiency – especially in the area of tactical management and operation management of rail traffic. For this reason, the set-up of an adequate technical support for the rail traffic management is a necessary condition to increase commercial speeds of trains and timeliness.

The modernization and the improvement of the efficiency of traffic management can occur with a relatively low budget and within a short time, if taking into account the emergency to stop urgently the present decline of the rail transport. In this perspective, it would be opportune to start as soon as possible the implementation of a new business concept based by the intensive use of new technologies and of decision assistance systems.

The modernization of rail traffic management has enough potential to effectively improve by over 20% the commercial speed achieved by passenger trains This improvement is independent of the technical state of the railway infrastructure and can be added to the circa 30% of improvement that can be obtained as a result of the measures of railway infrastructure rehabilitation, through renewals and repairs (programs 1.3 and 1.4, previously presented).

d) Increase the economic efficiency of rail infrastructure management activities

Increasing the competitiveness of rail transport can be ensured by two types of actions:

- by actions aimed at increasing the performance and attractiveness of rail transport services

- by actions aimed at reducing the prices of these services.

The combination of the two types of actions will increase the competitiveness of the railway offer by optimizing the quality / price ratio of the services offered.

Regarding the reduction of the prices of the railway transport services, this can be obtained theoretically by reducing the operating costs throughout the functional chain of execution of these services. This functional chain invariably includes the railway infrastructure manager. Thus, reducing the costs of management of the infrastructure should normally help reduce the prices of rail services.

Based on these considerations, it should be noted that approximately 40% of the operating expenses of the infrastructure manager are staffing costs, and of the current total staff of CFR S.A., about 93% are allocated to the operation and maintenance sector. Increasing the productivity of operating and

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maintenance activities of the railway infrastructure can be, in consequence, an important resource for increasing the competitiveness of the railway transport.

Increasing the economic efficiency of railway infrastructure management will be achieved mainly through investments aimed at increasing productivity, but also through technical-organizational measures aimed at reducing unit costs of management.

e) Maintain a high level of safety for train operations

Safety is one of the important strengths of rail transport when compared road transport, even though, as mentioned above, this advantage cannot be sufficiently exploited due to the asymmetrical way of internalizing the external costs generated by the two modes of transport.

The Romanian railway presents a high level of train traffic safety, illustrated by the very small number of railway accidents that generated casualties among the clients of the railway system or significant material damage. Taking into account the average per million passengers * km of all traffic accidents, the ratio between road and rail transport is 92: 1. Regarding serious accidents, resulting in deaths and injuries of people, it must be mentioned that approximately 27- 30 000 of such accidents occur on roads annually, while the latest fatality caused by a railway accident happened 9 years ago.

In consequence, at present there is no need for increasing the level of safety of the railways in Romania, but there is a need to keep it at such a high level.

The task of the railway infrastructure manager for maintaining this high level of traffic safety involves three main directions of action, respectively:

• maintaining the level of safety of the lines and civil engineering structures;

• maintaining the level of safety of traffic management procedures;

• maintaining the level of safety of the railway signalling installations.

Regarding railways lines and civil engineering structures, maintaining the level of safety means mainly to keep current maintenance in accordance with the regulations in force, as they are designed to ensure a high level of traffic safety. The execution of the current maintenance is a necessary action, which supports a high level of safety for train traffic performance, and this issue is addressed by the program 1.4 above. As shown above, the railway infrastructure itself has also reach an advanced level of degradation, which endangers the safety of train traffic. In this situation, maintaining the level of safety can be only achieved by limiting the speed of traffic, thus limiting the potential dangerous consequences of the defects of the infrastructure. The solution of the problems regarding the degradation of the railway infrastructure is proposed by the programs 1.3 and 1.4 above.

In the area of traffic management, the existing safety procedures are already validated by the experience during the execution of railway operations. The only pending problem is the degree of automation of these procedures, and how to increase the productivity in this field of activity. This problem is addressed by the measure 2.1.6.2 "Increasing the level of centralization of railway signalling installations" (see the list below regarding the measures of this programme).

Maintaining the level of safety of railway signalling installations is subject of a dedicated strategic measure. This problem has two distinct components.

- The renewal of the signalling installations having achieved their life cycle, where the problem of identifying the appropriate technical solutions for maintaining a high level of safety, while limiting the operating costs, is posed.

- The efficiency of the system of maintenance of signalling systems, which will guarantee that the high level of safety of these systems will be kept throughout their normal life cycle.

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A particular problem of railway safety is presented by the level crossings. On the Romanian rail network there are a large number of such crossings: 5117. Although all these level crossings have, passive or active protective measures, and although the road legislation provides clear rules for the prevention of road accidents within these areas, there are a large number of accidents at level crossings, many of them resulting in deaths or injuries to persons. Although these accidents are in fact road accidents, occurring because of the non-observance of the road legislation, it must be taken into account that - according to the European legislation - these accidents are considered as rail accident and damage the perception regarding the safety of the railway transport in Romania . In any case, the increase of the level of protection of the road users at the level crossings must be a priority direction and part of the strategic development of the Romanian railway infrastructure.

f) Increase of energy efficiency and decrease of emissions

Energy efficiency and environmental sustainability are important advantages of rail transport. These strengths represent an important reason of the European Union's strategic orientation on promoting this mode of transport.

In consequence, one of the major concerns of the railway sector should be to consolidate these strengths, in order to contribute to the achievement of a transport system characterized by a reduced dependence on oil, as much energy efficient as possible, and generating a low level of emission of pollutants and greenhouse gases. Achieving these goals means logically increasing the competitiveness of rail transport, because rail transport (passenger and freight) generates limited costs.

In order to achieve these objectives, the system of electric traction of trains must be optimized. In this area there are two types of problems that must be solved.

- the electrification of the network must be extended, as this type of traction responds both to the desire for increasing energy efficiency and to reducing emissions of pollutants and greenhouse gases. Romania is below the European average in terms of the share of electric traction lines, so this is an area where priority action must be taken.

- it is necessary to increase of the efficiency of the management of the distribution of electricity, which means, on the one hand, the rigorous monitoring of the consumption of electricity, and on the other hand, the improvement of the power factor by reactive energy compensation.

g) Improve rail network connectivity

The connectivity of the railway network expresses it capability to ensure connections with and between the main points that can be origin and / or destinations of passenger and / or freight flows.

Mainly, the connectivity measures the efficiency of transport connections within the network of important localities of the country, because they can generate passenger flows and - in relation to the local economic development - they can be sources and / or destinations of some freight flows. From this point of view, the Romanian railway network is characterized by a satisfactory connectivity, because it ensures the connections between all the localities of the country with a significant dimensions. The only problems remaining is to ensure the most efficient (and fast) connections and ensuring multiple and regular connections on significant traffic relationships. If, on an important relation, the railway infrastructure does not provide fast enough connection or does not provide any equally efficient alternative route, the problem of building new lines may be raised.

In the case of freight traffic, beyond the interconnection of cities, there is also the problem of connecting to the railway network the most economically active areas (possibly located outside the cities) that can be origin and / or destinations of significant flows of goods -for instance railway facilities of the companies destined for freight handling. Prior to 1990, due to the restrictions imposed on the interurban road traffic of goods, many economic agents developed such railway

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facilities, which were connected to the national railway network. After 1990, due to the economic changes and due to the preference of customers for road transport, especially for small shipments, there was a trend among companies to eliminate such railway facilities. At present, there is no more ongoing efforts regarding the connection of the railway network with the most significant companies, unless this tendency is changed if a strategy for the rehabilitation of the transport in isolated wagons is implemented.

Another aspect regarding the improvement of the connectivity of the railway network refers to the interconnection with other modes of transport, in order to consolidate relevant intermodal flows. Such policy requires the construction and / or rehabilitation of some connecting lines with the infrastructure of other modes of transport.

h) Logistic support for increasing the competitiveness of the passenger rail transport

The railway infrastructure development strategy identifies the following strategic action for increasing the level of attractiveness of the railway passenger transport, whose implementation is conditioned by the existence of an adequate logistic support from the infrastructure manager:

• the implementation of rail transport services characterized by a high frequency of trains and by an regular interval train timetable, well adapted to interurban services (see program 1.2 above);

•the implementation of suburban rail transport services within metropolitan areas, mainly intended to serve the commuters flows specific to these areas;

• the implementation of measures to integrate suburban rail transport with urban public transport, in order to enhance the attractiveness of suburban rail transport services;

• the implementation by the railway operators on board the trains of customer information services related to travel performances and conditions, , applicable for all types of rail transport services but with emphasis on the medium and long-term services.

These directions of action cover both the area of medium and long-distance services, i.e. interurban transport services between major cities, as well as the area of short distance services, focusing on suburban rail transport services.

In order to implement these approaches, a number of measures are required from the railway infrastructure manager, such as:

• capacities of repair and maintenance of the lines for the implementation of passenger services with regular interval timetable, aligned with the priority program recommended by the Master General Plan of Transport of Romania regarding the implementation of such services;

• a logistical support of the passenger services with regular interval timetable through the migration of maintenance activities in the night;

• the modernization of the railway ring of Bucharest, to allow the implementation of an urban train service, which could contribute to the decongestion of road traffic in Bucharest (recently declared as one the city with the more traffic jam in Europe)

• modernization of the railway stations belonging to the TEN-T network, with the purpose of diversifying and increasing the quality level of the services offered in the railway stations (boarding-disembarkation, information, waiting, entertainment, etc.), and also to facilitate the transfer of passengers between the rail transport system and the urban transport systems (optimization of pedestrian flows within the station, access to urban public transport terminals, etc.).

Objectives. The programme 2.1 intends to reach in 2022 the following objectives:

Result 2.1.1. Rehabilitation and modernization of Rhine –Danube corridor rail infrastructure

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Increase of 2% (target) of the rail infrastructure designed speed allowed along Rhine/ Danube Corridor (excepted the common section with Orient/East-Med corridor), compared to the 2017 situation (baseline)

Increase of the grade of deployment of ERTMS along the Rhine-Danube corridor (excepted the common section with Orient/East-Med corridor) up to 3% (target) compared to 0% in 2017 (baseline)

Result 2.1.2. Rehabilitation and modernization of East-Med Corridor rail infrastructure

Increase of 10% in 2030 (target) of the rail infrastructure designed speed allowed along Orient/East Med corridor compared to the 2017 situation (baseline)

Increase of the grade of deployment of ERTMS along the Orient/East-Med corridor up to 100% in 2030 (target) compared to 0% in 2017 (baseline)

Result 2.1.3. Rehabilitation and modernization of TEN-T rail infrastructure

Increase of 3.5% in 2030 (target) of the rail infrastructure designed speed allowed on TEN-T core network (excepted European corridors), compared to the 2017 situation (baseline)

Increase by 18.5 % in 2030 (target) of the average technical speed (operating speed) enabled by TEN-T core network condition (outside EU corridors) compared to the 2017 situation (baseline).

Result 2.1.4. Integration into the European High Speed rail network

Preparation of pre-feasibility and feasibility studies for the Eastern –Western High Speed rail corridor. Target 2030: Feasibility study; Target 2022: Pre-feasibility Study.

Result 2.1.5. Increase train commercial speed and timeliness

Increase by 20% in 2030 (target) of the commercial speed of passenger trains following the modernization of the train traffic management compared to the 2017 situation (baseline).

Increase by 25% in 2030 (target) of the commercial speed of freight trains following the modernization of the train traffic management compared to the 2017 situation (baseline).

Decrease by 50% in 2030 (target) of the train travel delays due to the rail traffic management compared to the 2017 situation (baseline).

Result 2.1.6. Increase the economic efficiency of rail infrastructure management activities

Increase by 10% in 2022 (target) of the mechanical capacities and intervention capacities for infrastructure maintenance activities, compared to the 2017 situation (baseline).

Increase by 5% in 2022 (target) of the number of centralized command installations in station and current rail lines, compared to the 2017 situation (baseline);

Result 2.1.7. Maintain a high level of safety for train operations

Increase by 10% in 2022 (target) of the number of electronic signalling installation, compared to the 2017 situation (baseline)

Increase by 5% in 2022 (target) of the number of automatized signalling with (semi) barriers at level crossing, compared to the 2017 situation (baseline)

Result 2.1.8. Increase of energy efficiency and decrease of emissions level

Increase by 3% in 2022 (target) of energy efficiency and decrease of emissions level compared to the 2017 situation (baseline)

Result 2.1.9. Improve rail network connectivity

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Adoption and implementation of a strategic plan for multimodal integration of passenger air transport and rail transportCompletion of the feasibility study for the rail section Bucureşti Nord – Aeroport Henri Coandă and implementation of the works, to „completed” in 2022 (target) from presently „ not completed” (baseline)Completion of the feasibility study for the modernization of rail infrastructure of Constanța Sea Port and implementation of the works

Result 2.1.10: Logistic support for increasing the competitiveness of the passenger rail transport

Increase by 5% in 2022 (target) of operational speed along rail routes proposing train services with a regular interval timetable compared to the 2017 situation (baseline)Increase by 3% in 2022 (target) of the rate of implementation of the adoption of maintenance activity during night on rail routes proposing train services with a regular interval timetable compared to 0% in 2017 (baseline)Increase of the number of modernized railways stations to 40 in 2022 (target) compared to 34 in 2017 (baseline)

Description. The program contains investments related to the consolidation of international rail traffic on Romanian territory, which will support the European Union policies objectives of increasing of the mobility of people and goods in the community area.

The program also presents investments aimed at increasing the performance of the services offered by the Romanian railway infrastructure manager and reducing the gap compared to the level of performance existing at European level.

Success factors. The following factors will support a successful implementation of the program:

Increase of the grade of absorption of European Union funds allocated to the TEN-T network, in particular the cohesion funds and the financing from the Connecting Europe Facility (CEF);

A stable and realistic multiannual budgeting of the State budget contribution; Increased capacity of the Ministry of Transport to develop, contract and manage a large

infrastructure project (see also Program 3.1); A selection of contractors by competitive procedure, based on quality and reliability; The Cooperation with /from local authorities for the integration of rail transport services with

urban public transport systems.

Measures The primary measures that will contribute to the achievement of the Program results are included below. The allocated budgets are indicated in Annex 1, and the measure-related outputs and targets are indicated in Annex 3.


(2.1.1) Rehabilitation and modernization of Rhine –Danube corridor rail infrastructure

Measure 1 - Rehabilitation and modernization of Rhine –Danube corridor sections

Measure 2 - ERTMS deployment along the Rhine – Danube corridor

Measure 3 - Ensure the compliance of Rhine-Danube corridor with interoperability technical specifications

(2.1.2) Rehabilitation and modernization of East-Med Corridor rail infrastructure

Measure 1 - Rehabilitation and modernization of Orient/East-Med corridor sections

Measure 2- ERTMS deployment along the Orient/East-Med corridor

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Measure 3 - Ensure the compliance of Orient/East-Med corridor with interoperability technical specifications

(2.1.3) Rehabilitation and modernization of TEN-T rail infrastructure

Measure 1 - Rehabilitation and modernization of rail sections of TEN-T network

Measure 2 - Rehabilitation of civil engineering works (bridges, small bridges and culverts, tunnels) located on TEN-T network

Measure 3 - Ensure the compliance of TEN-t network with interoperability technical specifications

(2.1.4) Integration into the European High Speed rail network

Measure 1 - Definition of the alignment of the East-West High Speed Rail Corridor

(2.1.5) Increase train commercial speed and timeliness

Measure 1 - Enhancing the efficiency of the rail traffic management

Measure 2 - Strategic development of infrastructure and rail services

Measure 3 - Enhance the safety processes for communication with trains in movement

(2.1.6) Increase the economic efficiency of rail infrastructure management activities

Measure 1 - Enhanced of mechanical capacities of the infrastructure maintenance activities

Measure 2 - Increase of the grade of centralization of the signalling equipment

Measure 3 - Optimisation of the business model of rail infrastructure maintenance

(2.1.7) Maintain a high level of safety for train operations

Measure 1 - Maintain the high level of safety of the rail signalling system

Measure 2 - Increase the safety level of road traffic at level crossings

(2.1.8) Increase of energy efficiency and decrease of emissions level

Measure 1 - Increase of the grade of electrification of the rail network

Measure 2 - Increase the efficiency of energy distribution management

(2.1.9) Improve rail network connectivity

Measure 1 - Adoption and implementation of a strategic plan for multimodal integration of passenger air transport and rail transport

Measure 2 - Modernization of the Bucuresti Nord – Aeroport Henri Coandă rail connection

Measure 3 - Interconnections between rail transport and maritime transport – modernization of Constanța port rail infrastructure

(2.1.10) Logistic support for increasing the competitiveness of the passenger rail transport

Measure 1 - Repairs and maintenance of rail sections for the implementation of passenger rail services with regular interval timetables

Measure 2- Bucharest ring rail modernization

Measure 3 - Logistic support for the passenger rail services with regular interval timetables

Measure 4 - Modernisation of Railways Stations located on TEN-T network

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Programme 2.2. Development of the road infrastructure along the main national and international transport corridors

Rationale. The improvement of the core road infrastructure network is a key for a sustainable and safe transport system in Romania. This program aims at addressing the poor condition of the road and rail network and for upgrading the quality of the network as it is still far from European standards regarding capacities and services.

The improvement of the TEN-T road network (core and comprehensive) represents the following opportunities for Romania:

• The network consists of routes that connects the major cities in Romania;

• The network connects to the Central European TENT-T network and this provides major opportunities for Romania in terms of trade relations with the rest of the EU.

The Romanian road infrastructure did not keep up with the increasing demand and pressure on the road infrastructure system. The ministry needs to develop better infrastructure on the major trade corridors in order to support domestic and international trade.

The development of infrastructure that is connected to the European transport corridors was a condition for Romania in order to become member of the EU and after Romania’s membership to the EU in 2007 structural funds became available and are still available for Romania’s infrastructure development. This program is therefore supported by the Large Infrastructure Operational Programme (LIOP) for the period 2014-2020 in order to improve mobility trough the development of the TEN-T and metro network and the development of a multimodal high quality, sustainable and efficient transport system supported by cohesion funds.

The development of the infrastructure that supports the road European transport corridors is financed through a combination of three sources: (i) EU structural cohesion funds, (ii) the state budget, and (iii) Connecting Europe Facility funding. Moreover, it is expected that Public Private Partnerships will become an additional source of finance as soon as the Ministry has the capacity to develop and implement PPP projects.

Road safety remains a mayor challenge in Romania. Alongside Lithuania, Latvia and Bulgaria, Romania finds itself amongst the EU-28 countries with the highest fatality rate in road traffic crashes. In 2016 alone the 1,913 victims lost their lives in fatal road traffic crashes, this number is representing more than 95 fatalities per millions of population, and also accounts for an average of 5 fatalities a day. Compared to well preforming countries in terms of road safety, Romania’s fatality rate of pedestrians in road traffic countries is three times higher22. These rates have resulted in Romania becoming the second worst performing country terms of road traffic fatalities in Europe. Even though the real fatality rate of Romania has improved over the last decade, the average fatality rate for the last five years has flat lined. Moreover, the last 2 years the fatality increased from 1,893 to 1,913 victims. Therefore, no real improvements have been made in terms of road safety.

This large number of fatalities is a burden on the health sector according to the WHO report on “Road Traffic Injury Prevention”, stating that a large share of middle income countries, as Romania, face a burden of traffic-related injuries that represent a 30 to 86 percent of all trauma admissions in hospitals.

A significant contribution to improving Road Safety in Romania has been made in 2016, namely the adoption of the National Road Safety Strategy for 2016-2020. This strategy addresses road safety from an Inter-ministerial perspective and its main objective is halving the road toll fatalities by 2020 compared with 2010. This strategy provides a detailed action plan including medium and long-term actions, the MoT will ensure that the actions under its mandate will be implemented. Moreover, the Inter-Ministerial Council for Road Safety will assure the implementations resulting from the National

22 WB team analysis of Crash Database Road Traffic Police.

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Road Safety Strategy and its Action Plan, this council will ensure strategic oversight. In addition, the MoT will ensure the accurate implementation of obligations resulting from the EU Directive on Road Infrastructure Safety Management.

The Ministry of Transport has the obligation to ensure safe and accessible transport for all citizens. Therefore, the Ministry will improve the travel conditions of persons with physical disabilities, in order to ensure the accessibility of the transport infrastructure.

As Member of the European Union, Romania is aligned with the EU objectives in terms of reduction of GHG emissions of and limiting the usage of fossil fuels in the transport sector.

The objective from the 2011 EU White Paper is to reduce the emissions by 20% by 2020, compared with the 1990 level. This objective will be fulfilled by Romania but this situation is resulting from a slowdown in the economic activities in the 90s, rather than resulting from emission reduction measures. To illustrate, in 2012 Romania emitted still less than half of the GHG of 1990. It then appears more relevant to work towards meeting the target for 2030 namely aiming at a reduction of 40% of the emissions compared to the level of 1990. In order to reach this objective, Romania needs to undertake measures to limit the impact of carbon emissions resulting from its economic growth.

The emissions from the transport sector account for 12.5%. This is less than the EU average of 19%. However, over the last decade there has been a steady increase of annual GHG emissions coming from the domestic transport sector, accounting by now for 93% of all transport emissions. The expected growth of the car ownership index will contribute to keeping this high rate.

To slow down this growth, Romania has adopted a multi-sectorial strategy aimed at mitigating the effects of climate change on the economy and reducing GHG emissions (Romania National Climate Change and Low Carbon Green Growth Strategy 2016-2030).

Given the growing importance of new information technologies, the implementation of ITS (Intelligent Transport System) has become an obligation to efficiently manage complex situations involving important traffic flows of goods and persons. Intelligent information can support better management of the traffic in order to avoid bottlenecks and safety risks.

Mandatory safety and security controls can be automated and complex procedures (such as border crossing and custom clearance for any type of cargo identification and handling) can be dematerialized, data can be better exchanged and applications submitted before the physical arrival of goods. Large fleets (like an urban transport fleet) can be monitored and services can be adapted to the demand in real time.

The usage of ITS services has an impact on all modes of transport and requires a global approach, within each sector, in order to determine which results are preferred, which operations can be facilitated, how the stakeholders will cooperate to exchange data, and which interfaces should be built between vehicles, infrastructure, passengers and cargo.

The Romanian government provides legal basis (law no. 221/2012) and a general framework for the deployment of the ITS in the road sector, targeting four priority domains:

1. Optimal use of road data, related to traffic and passengers;2. Continuity of the services of management of ITS of traffic and freight;3. Application of ITS to road safety;

4. Vehicle – Infrastructure liaison.

At present, the Ministry of Transport is not developing any specific projects but other public bodies and private companies were beneficiaries of CEF projects and the MoT is supporting their implementation which are fully contributing to its strategic vision.

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Objectives. Program 2.2 is intended to achieve the following results by 2022:

Result 2.2.1. Improve the road infrastructure supporting TEN-T network in conformity with European standards regarding capacity, speed, safety and services:

Increase of average speed on the TENT-T core network

Percentage of 4-lane roads in the road network under the administration of CNAIR

Result 2.2.2. Reinforced road safetyRatio of treated Black Spots to 50% (target) from 0% (baseline)Ratio of new road infrastructure projects that was subjected a Road Safety Audit to 100% (target) from 0% (baseline)Percentage of effective implementation of winter maintenance targets to 100% (target) to 50% (baseline)Ratio of infrastructure projects subjected to Road Safety Inspection to 100% (target) from 50% (baseline)

Result 2.2.3. Improve policies to reduce GHG emissions and NOx emissions in the road transport sector

Reduction of CO2 emissions from the transport sector by 10% by 2020 (target) from the present situation (baseline)

Result 2.2.4. Support the implementation of ITS in the road sectorPreparation of ITS architecture to b compatible (target) with VMS from not compatible (baseline)

Description. The Program includes a varied set of measures, in the following domains:

Building new infrastructures, such as Motorways and Express Roads The construction and renovation of existing roads and bypasses, including bridges, tunnels,

culverts and other engineering structures, commercial and parking facilities and associated access roads

Road Signage and road rectification.

The deployment of information solutions for road transport users;

Success factors. The main conditions that will enhance the success of the Program are:

The growth of the absorption rate of the European Union grants regarding the financing of the TEN-T network, especially Cohesion Funds and the Connecting Europe Facility (CEF);

A stable and realistic multi-annual budgeting of the national contribution to the investments; The increase of the capacity of the Ministry of Transport to develop, contract and manage large

infrastructure projects

Efficient contractors are selected upon a procedure based on quality of work and reliability of the providers.

Clear conditions for private capital involvement as additional support for the implementation and finalization of the Program.

Coordination and involvement of all public institutions for the completion of the objective of the plan

The MoT has the capacity to allocate human resources to support the public policies

The ITS functionalities and infrastructure is fully identified by all the potential beneficiaries and data providers at the stage of project preparation;

All the stakeholders are involved;

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The public (individuals and companies) and the public managers are willing to take advantage of the new technologies;

There are sufficient specialists in the departments of the Ministry of Transport to give the impetus to the projects and monitor them.



(2.2.1) Improve road infrastructure in support of the TEN-T network in line with European standards on capacity, speed, safety and services

Measure 1 - Development of the Romanian highway network and express roads in Romania

Measure 2 - Construction of major city bypasses

Measure 3 - Modernization of the ring road of Bucharest

(2.2.2) Support road transport safety

Measure 1 - Improvement of road infrastructure safety

Measure 2 - Improvement of road safety management

(2.2.3) Improve policies that reduce GHG emissions and NOx emissions in the road transport sector

Measure 1 - Support to the preparation of new schemes for urban transport organization

Measure 2 - Monitoring of vehicle fleet condition and preparation of incentives for vehicle renewals

Measure 3 - Studies and proposals on alternative fuels and alternative motorizations

(2.2.4) Implementation of ITS in the road sector

Measure 1 - diffusion of information to road users through a centralized information centre and Variable Message signs

Measure 2 - Measure for the deployment of a network of secure truck parking areas in Romania

Measure 3 - Measure for the promotion of intelligent vehicles

Programme 2.3. Increase of the operational capacity or Airport and ATM services

Rationale. The air passenger transport is steadily growing in Romania, at present Romania ranks second in Europe in terms of passenger growth. As such the total number of passengers in Romanian airports increased by 15, 3 % in the period from 2014 to 2015 and this increase is expected to continue in the following years, provided that the airports respond to international competition.

In terms of volume of passengers and aircraft movements Romania’s main airports are the following: București International Airport Henri Coandă and the airports of Timișoara, Iași, Cluj and Bacău. As such these airports also are part of the TEN-T network. Bucharest, Timișoara and Constanța are the airports that fall under the authority of the Ministry, while the airports of Iași, Bacău, and Cluj fall under the local authority of the respective counties. Air transport is not only important for international movements but offers an alternative to road and rail transport to connecting the major regional centers to Bucharest.

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While the demand for air transport is increasing, most airports have reached their maximum capacity, and face aging airport infrastructure. The Ministry needs to ensure that airports take important measures to improve their quality and services in order to adapt to the growing demand of passengers.

In order to ensure future growth of air traffic the Ministry has to ensure the modernization of the infrastructure of strategic airports and has to improve their connectivity with other modes of transport such as railway services and highway infrastructure, and in the case of Bucharest also connection with the metro. For this is respective strategic planning period the Ministry will focus on six key airports and aerodromes (Bucharest Henri Coanda, Cluj Napoca, Timișoara, Craiova, Sibiu, and Bacău). The aim of the Ministry is to develop its Air Traffic Management that falls within the framework of the Single European Sky.

The ministry will ensure the correct implementation of international and European obligations regarding air safety. MoT general actions to improve the air safety are presented in the MPGT.

The strategic objectives and results of the program are presented below.Objectives. Program 2.3 is intended to achieve till 2022 the following results:

Result 2.3.1. Airports in Romania will develop operational capacity in compliance with EU safety standard (Craiova, Sibiu, Cluj-Napoca, Timișoara and Henri Coanda - Bucharest)

Increase of platform space by 40% (target) compared to present situation (baseline)

Increase of number of aircraft movements of Bucharest Henri Coanda Airport by 10% (target) compared to 2019 from 108,566 (baseline)

Result 2.3.2. Romania will participate to the development of the Single European Sky Program:

Implementation in Romanian of new ATM functionalities (target) compared to present situation (baseline)

Full implementation of SESAR program on air traffic management

Description. Interventions are mainly necessary in the following areas:

Take-off and landing runways capacities; Navigation assistance systems: (Doppler VHF Omni-directional Range – Instrument Landing

System– Non-directional Beacon -Approach Lighting System); Safety systems for passengers; Cargo terminal facilities; External connections; Training and technical assistance.

Success Factors.

Successful mobilization of the European Union grants under POIM, CEF and the related State funds is obtained;

Shared willingness of the supervising bodies of Airports (State, Local authorities) to implement the development Programs.


Table 14. Strategic objective 2: Measures of the Programme 2.3

(2.3.1) Romanian airports will be compliant with EU standards regarding Air safety (Craiova, Sibiu, Cluj-Napoca,

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Timișoara, Constanța and Henri Coandă – București)

Measure 1 - Improvement of technical parameters of Romanian Airports

(2.3.2) Participation in the development of the Single European Sky

Measure 1 - Implementation of the action plan SESAR 2015 - Cluster 3

Measure 2 - Optimization of available airspace

Programme 2.4. Increase the operational capacities of the Danube River and Ports

Rationale. The Danube River is the main transit corridor for freight transport in Romania. The Danube River provides access to the sea for many upstream countries situated along the Danube, and provides a significant opportunity for development of national and international trade as well as for economic opportunities for Romanian fluvial freight operators.

The port of Constanța is the main port of the Black Sea in the region and the port is connecting most of the maritime entrances. The growing demand for transport services provides a spill over for development to the satellite ports of Constanța and fluvial transport in Romania. Fluvial transport is primarily consisting of low cost transportation of large volumes of bulk cargo. As such the port of Constanța has a strategic role for the management of maritime and fluvial transport operations and represents a key asset for Romania’s future growth in the transport sector.

At present the Port of Constanța and the inland waterways and ports have benefited from development programs under the TEN-T Rhine-Danube Corridor policy, as the Danube corridor is subjected to multiple development programs that address improvement of fairway capacities. Many bottlenecks have been reduced and therefore traffic is expected to grow over the coming years. Yet there are still bottlenecks that prevent Romania from fully tapping into the maximum potential of maritime and fluvial transport. As such there is a low level of investments in modernization of the port infrastructure as well as there is a low level of maintenance of port infrastructure. The dock infrastructure is aging and is well beyond quality standards. Romania did not fully tap into the full potential of the Danube network for freight transport over long distance due to the limited navigability of certain sections of the Danube.

Moreover, with 1.41 million TEU handled in 201423, the port has almost reached its limits (1.5 million) while the movement of containerized freight is supposed to grow from 4% to 12% by 2030.

To face this challenge, the MoT will address the following issues:

Increase the capacity of the container terminal as well as modernizing the equipment. Rationalize the port operations to take advantage of the location and its infrastructure; Develop the promising business activities, like Ro-Ro services and passenger traffic,; Reinforcement of the hinterland connections; Renewal of the equipment and service infrastructure.

The MoT will enhance public policies that aim at:

Improving and developing the navigability conditions of the Danube and associated waterways; Reinforcing the capacities of the Maritime Port of Constanța and its inland organization; Improving the efficiency of cargo management through a modernized infrastructure for all the

significant ports along the Danube.

23 Represents an ISO standard for containers with the length of twenty foot.

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Objectives. Program 2.4 is intended to achieve the following results by 2022:

Result 2.4.1. Improvement of the navigability of the Danube River and its associated canals and to achieve its full transport operational capacities:

Improvement of number of annual days of navigability to 330 days (target) from 320 days (baseline)

Result 2.4.2. Improvement of the operational capabilities of the Port of Constanța:

Container capacity of Port of Constanța to 2 million TEU/year from 1.5 million TEU/ year (baseline)

Result 2.4.3. Improvement of the operational capability of inland waterways ports network along the Danube River

Increase the capacity of freight transportation on inland waterways to 32.2 million tons/ year in 2020 from 26.8 million tons/ year (baseline)

Result 2.4.4. Improvement of the safety along the Inland Waterways

Reduction of 40% of the number of fatalities in the inland waterway transport in 2020 (target) compared to 2010 (baseline)

Result 2.4.5. Implementation of ITS in the inland waterway sector

The rate of vessels using RIS will reach 20% compared to 0% in the current situation

Description. The Program will support a varied set of technical interventions that are including the following activities:

The conception, construction or rehabilitation of structural and engineering works along the Danube River, the maintenance activities (dredging, bank reinforcement) of the waterways. Also, organization of activities and acquisition of equipment for monitoring of the fairway conditions, the water conditions, and the related environmental mitigation measures.

The development of port infrastructure, dredging works and increase of channel depth, internal and external rail and road connection, new equipment and terminals, improvement of utility networks, modernized storage and handling zones for the operators.

Success factors. The main conditions that will enhance the success of the Program are:

Successful absorption of the European Union grants regarding the financing of the TEN-T network, especially Cohesion Funds and Connecting Europe Facility funding;

Stable and realistic multiannual budgeting of the national contribution to the investments; Coordination of the policy of investments with those of the other modes of transport for better

inland connections; Willingness of port operators, freight forwarders and shippers to exploit the opportunities of

containerization and multimodal transport services.


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(2.4.1) Improvement of the navigability of the Danube River and associated canals to achieve its full transport operational capacities

Measure 1 - Improvement of navigation conditions on the Bulgarian-Romanian common section of the Danube

Measure 2 - Improvement of navigation conditions along Danube between Călărași and Brăila

Measure 3- Bank protection improvements along Sulina Canal.

Measure 4 - Rehabilitation of locks

(2.4.2) Improvement of the operational capabilities of the Port of Constanța

Measure 1 - Improving Constanța port infrastructure

Measure 2 - Improving Constanța Port connectivity

Measure 3 - Renewal of Constanța Port utilities networks

Measure 4 - Improvement of Constanța Port services for freight and passengers transport

(2.4.3) Increasing the operational capacity of the Danube river and ports

Measure 1 - Improvement of the infrastructure and equipment of ports

(2.4.4) Improvement of the safety along the Inland Waterways

Measure 1 - Improvement of safety along Danube river

(2.4.5) implementation of ITS in the inland waterway sector

Measure 1 - Implementation and operation of cross-border River Information Services based on operational exchange of RIS data

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The Ministry of Transport has the mission to continuously improve its management performances to serve the public interest. This objective can be achieved if the ministry fulfils its commitments as outlined in this strategic institutional plan, using the available resources in an efficient manner. This requires a change in the strategic planning of human resources and a change in its corporate governance of the SOEs of the transport sector.

The Ministry will support its activity through a series of actions that include improving human resources management, effective strategic planning, budgeting, monitoring and evaluation, as well as an optimized workflow and an optimized organizational structure. In addition, the ministry will ensure a stable and professional management of the transport SOEs.

The Ministry will improve its organizational structure and procedures to ensure an effective oversight of the large number of entities under its responsibility. As a result, the ministry's organizational chart must take into account the nature of the tasks and services each department should perform for this purpose. The Ministry will improve the services provided to the public, ensuring the necessary qualified personnel, a reduced bureaucracy and the introduction of computerised systems and new technologies.

To ensure the implementation of the PSI, an efficient action should be carried out regarding strategic planning, the ministry's budgeting process, as well as the monitoring and evaluation of ongoing programs. This PSI is aligned with good practices and will be prepared internally through a specific procedure approved by the ministry. The implementation of this planning must be carried out in the form of collective exercises, involving the different departments of the ministry and the subordinate entities on the basis of an official mandate (such as an Order of the Minister). A collective approach will ensure better management and will determine the distribution of different responsibilities in the implementation process.

Monitoring and evaluation are important, but this process has not been institutionalized in the previous strategies, and no evaluation of indicators regarding the achievement of the objectives based on a reference level and a target was ever materialized. For this strategic planning, the Ministry will ensure monitoring and evaluation activities.

The budgeting and planning process within the Ministry of Transport must respect the calendar of the Ministry of Finance. Currently, this budget process consists in consolidating a list of the necessary projects and estimating the related necessary resources. This has led to a confusing portfolio of projects without clear priority projects. The Ministry will ensure that the budget elaboration will be based on the strategic directions presented in this PSI, using MPGT as a basis for prioritizing the programmes. The PSI of the Ministry of Transport will provide the budget proposals for PSI programmes for the period 2019-2022.

Correlatively, the ministry recognizes that human resources are the key factor in order to achieve the objectives set out in this PSI. There is a need for a management system that supports the planning of human resources, improves the individual performance of the staff and provide a strong organizational capacity. For this purpose, staff training and staff development are essential, but there is also a need for continuous updating of procedural rules and techniques to enhance such performances. In this regard, the ministry will develop appropriate professional development plans.

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A large part of the Romanian SOEs are subordinated / under the authority of MT. Although these state-owned enterprises have an annual budget and long-term investment plans, they are not required to regularly update their medium-term targets or other corporate documents that provide strategic update, guidance and monitoring.

Corporate governance needs to be significantly improved, and the ministry will ensure that state-owned enterprises will present strategic directions and have guidelines for good corporate governance.

The third strategic objective is based on Program 3.1, which aims to build an MT administration based on knowledge and information for: (i) more efficiently fulfilling its strategic function (through better mechanisms for formulating the framework of the MT's public policy), and (ii) more efficient sectoral policies and services in direction of some targeted beneficiaries (through an improved methodological approach). This objective includes some measures to improve the administrative capacity of management and implementation of sectoral policies. This will support better functional performance of the ministry and of the structures subordinated / under its authority. Measures supports: (i) an improved capabilities in MT for project and budget planning and for carrying out the fundraising for PSI programmes achievement; (ii) the strengthening MT capacities for organizing, monitoring and evaluating policy and infrastructure reform projects; (iii) the improvement of human resource management; (iv) actions for ensuring commercial management and transparency in state-owned enterprises.

The strategic objectives and results of the program are presented below.


Strategic Objective 3. Optimize the performance of the Ministry of Transport to provide better services to the public

Programme 3.1. Improve the administrative capacity for transport policy management and implementation

Measures of the Programme 3.1. M3.1.1.1 - Initiatives dedicated to the improvement of the financial management of MoT

M3.1.2.1 - Procedures for strategic planning and budgetingM3.1.3.1 - Initiatives dedicated to the improvement of human resources management

Figure 20. Strategic objective 3: Impacts and Results

Impacts

Procedures for strategic planning and budgeting adopted, implemented and in force. Target 2030: Procedure adopted, implemented and in force; Target 2022: Procedure adopted and implementedAbsorption rate of structural funds. Target 2030: 50%; Target 2022: 30%

Results

(3.1.1) Strategic planning and budgeting processes adopted and implemented: The organizational structure of the Ministry reflects Strategic Plan. Target 2030: implemented; Target 2022: being implemented (3.1.2) Ensuring the efficiency of MoT in strategic planning, budgeting, monitoring and evaluation: Strategic and budgetary planning procedures adopted and implemented. Target 2030: Implemented; Target 2022: the procedure are being implemented(3.1.3) Enhance the human resource management according to the organizational needs of the MoT: Human resource management plan is developed and implemented. Target 2030: the plan is implemented; Target 2022: the plan is developed

The necessary budgetary resources for implementing the measures and obtaining the results and impacts for the period 2019-2022 have a value of x (000 Lei).

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Total value/year (RON)

2019 2020 2021 2022

P 3.1Improve the administrative capacity

for transport policy management and implementation

6 133 770 2 072 282 1 371 606 1 326 937 1 362 945

Total SO 3 6 133 770 2 072 282 1 371 606 1 326 937 1 362 945

Programme 3.1. Improve the administrative capacity for transport policy management and implementation

Rationale. The Ministry of Transport has developed an ambitious strategic planning in order to optimize its performances and improve the services to citizens and businesses of Romania. In order to effectively and satisfactory deliver the engagements made in its strategic planning, there is a need to improve its management performances.

The Ministry of Transport will therefore ensure the efficient implementation of activities that are provided in the Institutional Strategic Planning. This entails a planning with clear streamlined internal procedures and collaboration between the directorates in order to take ownership of responsibilities. This includes a streamlined budgetary process and monitoring and evaluation of the portfolios. This process has to be further defined upon the creation of a Public Policy Unit (UPP) within the Ministry of Transport. Moreover, the Ministry will ensure a human resources management that is adapted to the organizational needs and the strategies that are envisaged in the Institutional Strategic Planning. Moreover, the Ministry will improve procedure to manage its subordinated entities, and SOE’s. As such the SOE’s will be subjected to professional management and appropriate corporate governance.

Improve procedures and organizational structure of the MoT

The Ministry will develop an organizational chart in order to better reflect the substance of the duties of the Ministerial departments, workflow and procedures required to implement the Strategic Plan. In order to provide better services to the Romanian public the ministry will ensure transparent staffing procedures and reduce bureaucracy by using electronic tools and ICT facilities.

Ensure the efficiency of MoT in strategic planning, budget process and monitoring and evaluation

The strategic planning has to be implemented by the Ministry and its subordinated entities (under the authority) with a formal mandate such as a Ministerial Order (MO). In addition, a collective approach between departments will ensure ownership of program responsibilities. Monitoring and evaluation is not a current practice of the MoT. The MoT will now use the ISP indicators as monitoring and evaluation tool. With regard to budgeting the MoT will introduce budgetary policies that are in line with the strategic directions of the ISP. The preparation of the annual budget has to be reformed in accordance with the annual budgetary ceiling of the Ministry of Public Finance and the indicative budget ceilings of the subsequent two years.

Enhance human resource management adapted to organizational needs of MoT

The professional development of the civil servants of the Ministry of Transport is a core objective of the ISP and it is critical for its successful implementation. In this context staff has to be compensated and motivated by implementing the necessary training plans as well as there is need for feasible career development paths for civil servants. The public sector cannot compete with the private sector and is facing loss of competent and skilled staff. In order to address this problem and attract

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and maintain skilled staff, the necessary financial measures need to be taken. As such also the organizational chart needs to be linked with the open vacancies. In addition, the Ministry will establish an objective evaluation system to determine the individual development of its staff. A motivating compensation will be introduced based in individual evaluations and aligned with appropriate remuneration.

As essential component of human resource management, the Ministry will ensure professional development training of its civil servants. Trainings will be based on the needs of employees and foreseen services to the public of the Ministry. Curricula for training will include the usage of Information Communication Technology tools, as such database management trainings, portals and document management solutions.

Objective. Program 3.1 is intended to achieve the following results by 2022:

Result 3.1.1. Procedures for strategic planning and budgeting adopted and implemented

Ministry organizational structure reflects the Strategic Planning to “The strategic planning procedure fully being implemented (target), from ‘The strategic planning procedure not being implemented’ (baseline)

Result 3.1.2. Ensure the efficiency of MoT in strategic planning, budgeting process and monitoring and evaluation

Procedures for strategic planning and budgeting adopted and implemented (target) from planning not implemented (baseline)

Result 3.1.3. Enhance the human resource management according to the organizational needs of the MoT

Staffing plan developed and implemented

Description. Program 4.1 supports the measures aimed at improving the administrative capacity of the transport sector, in order envisage better organizational performance of the MoT and its subordinated (or under the authority) structures.

The Program consists of two categories of measures: i) specific measures, including capacity building, and ii) initiatives or policy principles that will reinforce all horizontal administration functions, but will require an intensive and permanent intra- and inter-institutional collaboration during the implementation period.

Success factors.



(3.1.1) To improve the procedures and organizational structure of the MoT

Measure 1 - Initiatives dedicated to the improvement of the financial management of MoT

(3.1.2) To ensure the efficiency of the MoT in strategic planning, budget process and monitoring and evaluation

Measure 1 - Procedures for strategic planning and budgeting

(3.1.3) To enhance the human resource management according to the organizational needs of the MoT

Measure 1 - Initiatives dedicated to the improvement of human resources management

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5. ARRANGEMENTS FOR IMPLEMENTATION, MONITORING AND EVALUATION OF THE ISP

To be relevant, an institutional strategic plan must link to the government’s core policy and financial planning processes. Accordingly, the Ministry of Transport’s ISP 2019-2022 must guide the preparation of this year’s budget request for this year and for 2020-2022. It is noted that, although the budget contains expenditure projections for three years, it only provides activity and expenditure details for one year. However, over time, it is anticipated that greater attention would be paid to the second and third years.

Accountability: With the parliamentary approval of the State Budget, the implementation of the strategic plan begins. The MoT, through its Management and Strategy Directorate and with the help of directorates and specialized units, will prepare annual operational plans for the implementation of the ISP. They will serve as a basis for monitoring. This activity is extremely important as it enables senior management to identify and resolve potential challenges in advance.

Monitoring and evaluation framework: A monitoring and evaluation framework is laid out in Annexes 2 and 3, and provides indicators and targets for the various planning levels (see Table below). Annex 1 provides an overview of the financial inputs. To the extent possible and in order not to overburden the Ministry of Transport, the ISP monitoring framework was designed so as to seamlessly integrate with the Common Monitoring and Evaluation Framework (CMEF) that mandatorily applies to the ISP 2019-2022.

Data collection and management: An IT system for strategic planning and performance assessment has been developed with the format of the proposed structure of the ISP. The application will illustrate key functions of the ISP. The IT application is connected with GSG and MPF and the progress of ISP implementation is seen at all levels of execution and management. The progress against indicators is seen by all interested stakeholders and citizens, through an interface available for the public at large.

Reporting: in deciding what to monitor and with what frequency, it is important not to overburden Ministry of Transport’s operational directorates. Typically, different levels of performance indicators require different reporting time frames. Thus:

- Input and process/product indicators will be measured monthly, or at least quarterly;

- Output indicators will be measured quarterly;

- Outcome indicators will be measured semi-annually;

- Impact indicators will be tracked annually.

A diagram of the monitoring cycle of for the Ministry of Transport’s ISP is provided below.

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Figure 21. Monitoring cycle for Ministry of Transport’s Institutional Strategic Plan

It is important to report to the Government, Parliament, stakeholders and general public on the progress being made towards the planned results, as per performance indicators and targets established. Although annual progress reports are not currently prepared, it will be critical that annual reports be produced and publicly released by Ministry of Transport in the future.

Evaluation: Apart from the LIOP implementation, which is subject to regular ex-ante, mid-term and ex-post evaluations, the Ministry of Transport has not yet developed a formal approach to ex-post evaluation of its other Programs and policies. In the future, this activity will provide important information for implementing changes to the way in which Programs and policies are delivered. These changes will not strongly affect the strategic plan.

It is desirable to strengthen the periodic evaluation of the entire Program portfolio that the Ministry of Transport is managing and which is outlined in the ISP, and preferably synchronize it with the LIOP and (most probably) CEF evaluation calendar. This activity could be outsourced to the same evaluators who will cover the other programmed evaluations, and thus create synergies in the evaluation efforts, while also benefitting from a holistic view on the transport policy results.

Updating the ISP: A full strategic planning exercise will be conducted every four years. During the intervening years, Ministry of Transport will prepare an annual update to determine if any changes to the strategic plan are required. The update will require the completion of three activities:

- Comparing the previous year’s actual versus planned results; these would be based on targets set in the strategic and operational plans;- Conducting an environmental scan to determine if any significant changes are required to the assumptions that underpin the current plan (see Chapter Context and Challenges); and- Adding one additional year to the plan.

Year Set New Targets2019 for 20222020 for 2023

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SEMI-ANNUAL RESULTS REVIEW: OUTPUT,

PRODUCT AND INPUT INDICATORS

QUARTERLY REVIEW: PROCESS/




QUARTERLY REVIEW: PROCESS/ PRODUCT

AND INPUT INDICATORS



ANNUAL RESULTS

REVIEW: ALL INDICATORS

OCT.JULYAPRILJAN.

2021 for 2024

By ensuring that the plan continues to cover at least three years beyond the planning year, the updated strategic plan can continue to inform the annual budget request, which also requires a three-year forecast. Most often, the vision, strategic goals and Program goals do not change unless a major event, such as an unforeseen economic crisis, occurs. The updating exercise should be completed by May 30 each year, which allows time for the collection and analysis of results achieved from the previous year.

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6. FINANCIAL RESOURCESThe viability of the 2019-2022 ISP is determined by the availability of financial resources required for the implementation of the measures underneath each specific objective.

Accession to the EU opened tremendous financial opportunities for the transport sector in Romania. Over the 2014-2020 Programming cycle, Romania was entitled to receive some EUR 30.04 billion from the EU budget, for transport mainly through the Cohesion Funds, European Regional Development Funds.

Table 18. EU financial allocations in Romania for 2014-2020 (mil. EUR, 2011 constant prices)

An 2014 2015 2016 2017 2018 2019 2020 Total

FC 486,32 486,32 486,32 486,32 486,32 486,32 486,32 3 404,25

FEDR 243,24 243,24 243,24 243,24 243,24 243,24 243,24 1 702,73

Total 729,56 729,56 729,56 729,56 729,56 729,56 729,56 5 106,98

Furthermore, the Connecting Europe facility (CEF) is providing an additional but adequate support to the preparation and the financing of several strategic projects listed in the present ISP.Despite the generous EU Programs envelope, securing adequate funding has remained a challenge to date when pursuing the institutional reforms. Certain relevant areas and services, either within the sector administration or under the portfolio of other government agencies – such the maintenance of the roads and railroads and the renewal of the associated equipment and engineering works that reached since long the end of their cycle of life – remain not accurately taken in account and under-funded. Equally important, there remain many policy areas with high relevance and high impact on transport and quality of life that are not funded through the MoT budget (such as urban and regional public transport) and that require establishing effective complementarities between resources (that are abundant through other European programs but are scattered between numerous local bodies) and the overall policy managed by MoT in favour of public transport and rail transport.– more consistency and effectiveness could be obtained in the sector if the administrative separation between urban transport and national transport would not impede the development of initiatives.

Both for policy areas, as well as for pursuing institutional reform priorities, MoT would be well served by a transition to Program budgeting. This should be useful for achieving a better articulation between the general sector goals, corresponding action plans and the resources that need to be allocated.

Lastly, Romania needs to clearly identify and prioritize, by policy areas, an adequate balance between public and private resources that need to contribute to the development of the transport sector. The capacity of the sector to organize private public partnerships is underdeveloped and the Ministry of transport will not face easily to the challenges of such large infrastructure programs without the support of new financing partners.A budget outline that summarizes the core strategic objectives and the main measures is presented in Annex 1.

Table 19. Financial resources for operationalizing the 2019-2022 ISP (thousand RON)

Year Total 2019 2020 2021 2022

117

Estimated amounts 44 849 748 13 125 159 10 194 231 10 725 251 10 805 107

The financial resources have been classified into four main categories: (i) resources from the state budget for national policies and administrative expenses, (ii) loans, (iii) resources from the state budget for co-financing EU policies and (iii) resources from the EU budget.

The figure below shows the ISP budget per funding source, with more than one quarter being covered by EU ERDF –CF and CEF funding.

Figure 22. ISP structure by funding source

Funding source /Total (Th. lei)

Loans (Th. lei) State Budget (Th. lei) Co-financing (Th. lei) UE funds (Th. lei)

44 849 748 838 923 28 784 094 3 616 309 11 610 422

The figure below illustrates the financial envelopes per year needed for the operationalization of the ISP over the 2019-2022 period.

118

Figure 23. Breakdown of financial envelopes, by year and strategic objective

The 2019 budget and the 2019-2021 Fiscal-Budgetary Strategy were taken into account when planning the state budget allocations for national policies and EU Programs co-financing. The established ceilings were taken into account both for the level of co-financing and for the other types of expenses - classified under the state budget category for national policies. The EUR - RON exchange rate used is the same one used to substantiate the 2019 budget.

The ISP relies on four strategic objectives and one budget Program. The number of Programs has increased significantly compared to the previous strategic planning that had been developed for the MoT. Despite its obvious complexity, this new ISP shows an increased consistency in terms of Programs and facilitates the implementation and monitoring process.

The table below illustrates the breakdown of financial resources by strategic objectives. Over 68 % of the total resources allocated to the sector are directed towards the achievement of the strategic objective for infrastructure construction and renewal, including the maintenance objectives.

Beside investment projects, one important action of the State in the sector is also the direct support to the public services of transport, with a policy of incentives to the operators of passenger rail service, metro and railways (SO1).

Table 20. Breakdown of estimated financial resources, by year and strategic objective (Th. LEI, 2019-2022)

Strategic Objective 2019 2020 2021 2022

SO1 6 939 090 5 930 473 6 474 958 5 711 064

SO2 4 113 787 2 892 152 2 923 356 3 731 098

SO3 2 072 282 1 371 606 1 326 937 1 362 945

As far as the budget management is concerned, a major institutional challenge is the stakeholders’ ability to implement the ISP, namely planning, executing and monitoring their budgets on defined programs. From an organizational and managerial perspective, the transition and monitoring of more budgetary programs represents the main challenge throughout the ISP lifecycle. Budget management by programs will also bring important changes in the budget departments of MoT.

119

ANNEX 1A. BUDGETARY OBJECTIVES AND PROGRAMMES FOR 2019-2022 (THOU. LEI)

120

13,660,393 4,113,787 2,892,152 2,923,356 3,731,098 5,399 6,300 0 0 1,137,465 595,168 619,859 2,317,672 624,085 585,305 580,960 354,651 2,346,838 1,705,379

P 2.1.

5,667,078 1,606,195 1,447,688 1,699,476 913,719 1,000 6,300 0 0 607,974 354,455 411,402 314,330 250,179 271,733 322,018 149,847 747,042 815,200

P 2.2.7,530,756 2,237,961 1,353,095 1,199,610 2,740,090 4,012 0 0 0 462,303 224,066 204,442 1,990,750 323,413 294,862 253,879 188,630 1,448,233 834,167

P 2.3.18,324 18,324 0 0 0 0 0 0 0 2,889 0 0 0 3,859 0 0 0 11,576 0

P 2.4.444,235 251,307 91,369 24,270 77,289 387 0 0 0 64,299 16,647 4,015 12,592 46,634 18,710 5,063 16,174 139,987 56,012

6,133,770 2,072,282 1,371,606 1,326,937 1,362,945 0 0 0 0 2,050,132 1,371,606 1,323,435 1,362,945 3,387 0 0 0 18,763 0

P 3.1. 6,133,770 2,072,282 1,371,606 1,326,937 1,362,945 0 0 0 0 2,050,132 1,371,606 1,323,435 1,362,945 3,387 0 0 0 18,763 0

TOTAL STRATEGIC OBJECTIVES 44,849,748 13,125,159 10,194,231 10,725,251 10,805,107 286,923 102,000 200,000 250,000 7,771,718 6,434,083 6,476,415 8,101,878 1,074,803 917,362 1,011,288 612,856 3,991,715 2,740,786

44,849,748 838,923 28,784,094 3,616,309 11,610,422

OS 2. A national transport system integrated into the Single European Transport Area

Increase of the rail transport competitiveness by the increase of performances of the infrastructure manager and their alignment with European standards

Development of road infrastructure along the main internal and international transport corridors

Increase of the operational capacity or Airport and ATM services

Increase the operational capacities of the Danube River and Ports

OS 3. Optimize the performance of the Ministry of Transport to provide better services to the public

Improve the administrative capacity for transport policy management and implementation

121

ANNEX 1B. PROGRAMES, MEASURES AND BUDGET ALLOCATIONS 2019-2022Note – Budgetary values were indicated and established under the responsibility of MoT and its subordinated institutions; In the absence of these values, green values indicators are presented as exemplary, strictly for the loading exercise in the IT application for ISP monitoring

Loans State budget, Th. Lei Cofinancement UE funding

P.1.1. Reinforcement of the institutional framework for an increased economic efficiency of the national transport system 2019 2020 2021 2022 2019 2020 2021 202

2 2019 2020 2021 2022 2019 2020 2021 2022

1.1.1.1 Implementation of a set of uniform rules for transport infrastructure funding 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

1.1.1.2Preparation and implementation of a strategic plan for restoring a fair competitive environment on the internal ground transportation market 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

1.1.2.1

Adopt and implement a methodology of assessment of the budgetary needs of rail infrastructure compliant with the provision of the EU Directive 2012/34/UE and of the Law no. 202/2016 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

1.1.2.2. Implementing a multi-annual contract of activity and performance for the railway infrastructure manager 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

1.1.3.1Adopt and implement a definition methodology for maintenance needs based on network conditions and not on rules, as well as a contract based on network conditions 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

1.1.13.2

Adopt and implement a multi-annual road maintenance performance contract 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

1.1.4.1

Improvement of the legislative framework of public services of national interest for the transport of passengers by their alignment with the principles established by the European legislation 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

1.1.4.2 Completion of the national legislative framework related to regional interest public services for passenger transport, by its

0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

122

alignment to EU legislation principles.

1.1.4.3 Law enforcement for easy access to transport infrastructures for persons with disabilities 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

1.1.5.1 Updating of the development and promotion strategy of intermodal freight transport 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

1.1.5.2 Adoption of a strategic plan for the acquisition of a container park for internal traffic 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

1.1.5.3 Definition of a principle business model for the involvement of the stakeholders of the intermodal transport of containers 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

1.1.5.4Definition and implementation of a legal mechanism for the financial support of operators of containerized intermodal rail transport 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

1.1.5.5 Improvement of the legal framework in order to increase the attractiveness of RO –LA and Semi-trailers transport services 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

1.1.5.6 Definition of a strategic plan intending to rehabilitate the rail freight transport by isolated wagons 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Loans State budget, Th. lei Cofinancement EU funding

P.1.2.Increase the competitiveness of the system of public service for passenger rail transport

2019 2020 2021 2022 2019 2020 2021 2022 2019 2020 2021 2022 2019 2020 2021 2022

1.2.1.1

Adoption and implementation of a strategic plan for an increased efficiency of the national system of public service transport ensured by the passenger rail transport. 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

1.2.1.2 Adoption and implementation of PSO contracts based on performance monitoring of the rail

0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

123

passenger transport services

1.2.1.3Mandatory compensation of public services obligation for passenger rail transport 0 0 0 0 1,930,196 1,940,000 1,940,000 1,940,000 0 0 0 0 0 0 0 0

1.2.1.4Development and generalization of an electronic ticketing system for passenger rail services 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

1.2.1.5

Integration of the electronic ticketing systems of the railway transport operators with the similar systems of the urban public transport operators 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

1.2.2.1

Adoption and implementation of a strategic plan for purchasing the relevant rolling stock for supporting passenger rail services required by public services obligations; 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

1.2.2.2

purchase of the rolling stock for supporting passenger rail services required by public services obligations 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

1.2.3.1

Adoption and implementation of a scheme of deployment of rail services with regular interval timetables, in conformity with the General Transport Master Plan of Romania 0 0 0 0 541 639 639 1,117 407 840 840 1,471 1,218 2,521 2,521 4,412

1.2.3.2

Increase of the coordination with urban transport systems, for the reduction of transfer time of travellers to passenger rail services 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

1.2.3.3 Increase of the integration with individual vehicle transport, in developing parking facilities in

0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

124

railways stations

1.2.3.4

Multimodal integration with interurban individual car transport, by the promotion of solutions of individual vehicles transport in passenger trains 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0


P.1.3. Restore train operating speed on public rail infrastructure to the originally designed speed 2019 2020 2021 202

2 2019 2020 2021 2022 2019 2020 2021 2022 2019 2020 2021 2022

1.3.1.1 Adoption of an priority annual programme of renewal of current and direct lines 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

1.3.1.2Implementation of a priority renewal (rehabilitation) programme on the Magistral (main lines) network 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

1.3.1.3

Implementation of the priority programme for renewal (rehabilitation) of current and direct lines belonging to the principal network (excepting Magistrale) 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

1.3.2.1 Adoption of priority renewal programmes for public rail infrastructure critical subsystems 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

1.3.2.2Implementation of the priority program for the renewal of civil engineering works (viaducts, bridges, small bridges and culverts) 0 0 0 0 17,458 7,426

3,736 530 17,253 9,771 4,917 279 51,757 29,312 14,751 1,020

1.3.2.3 Implementation of the priority programme for embankment renewal 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

1.3.2.4 Implementation of the priority programme for tunnel renewal 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

1.3.2.5Implementation of the priority programme for the renewal of signalling installation in Stations and current lines 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

125

1.3.2.6Implementation of the priority programme for the renewal of other public rail infrastructure sub-systems 0 0 0 0 1,039 2,163

1,350 0 1,407 2,846 1,340 0 4,220 8,538 4,219 0

1.3.2.7 Design works executed for the implementation of the priority renewal programmes 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0


P.1.4.

Increase of the reliability of rail transport services by the improvement of public rail infrastructure maintenance and operation management

2019 2020 2021 2022 2019 2020 2021 2022 2019 2020 2021 2022 2019 2020 2021 2022

1.4.1.1 Adoption of an priority intensive programme of current repairs of public rail infrastructure 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

1.4.1.2Adoption of an priority intensive programme of current repairs of public rail installations 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

1.4.1.3Adoption of measures allowing the multi-annual financing of current repairs of public rail infrastructure 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

1.4.1.4Implementation of the priority intensive programme of current repairs of public rail infrastructure 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

1.4.1.5Implementation of the priority intensive programme of current repairs of public rail installations 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

1.4.2.1Current maintenance of public railways infrastructure, for a permanent regime of functioning 0 0 0 0 1,417,649 1,417,649 1,417,649 1,417,649 0 0 0 0 0 0 0 0

1.4.2.2 Current maintenance of public railways installations, for a permanent regime of

0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

126

functioning

1.4.2.3Management of public rail network which ensure permeant and safe rail transport services 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

1.4.3.1 Re-classification of the rail network based on traffic intensity 0 0 0 0 530 0 0 0 704 0 0 0 2,113 0 0 0

1.4.3.2 Definition of differentiated performance and maintenance standards 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

1.4.3.3

Implementation of differentiated performance and maintenance standards for the secondary rail network, supported by a single management of the rail network 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0


P 1.5

Ensure the regional connections with the main road transport axes and support the cross border connections

2019 2020 2021 2022 2019 2020 2021 2022 2019 2020 2021 2022 2019 2020 2021 2022

1.5.1.1. Transregio roads development 141,601 10,272 33,851 28,375 174,425 83,622 154,908 124,084

186,869 111,927 203,649 149,568 821,901 335,773 631,263 448,710

1.5.1.2. Development of Bypasses 0 0 0 0 41,240 23,392 14,493 4,788 51,442 29,686 19,085 6,303 162,612 89,055 57,254 18,909

1.5.2.1 Development of Eurotrans routes 0 0 0 0 700 0 0 0 0 0 0 0 0 0 0 0

1.5.2.2

Measures dedicated to the reduction of waiting time at border-crossings 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

1.5.3.1Road maintenance current state expenditures 24 0 0 0 0 847,966 847,966 847,966 847,966 0 0 0 0 0 0 0 0

127


P 1.6.Reinforcement of the passenger urban transport system

2019 2020 2021 2022 2019 2020 2021 2022 2019 2020 2021 2022 2019 2020 2021 2022

1.6.1.1.

Creation of a new metro line „Magistala 5 (M5)” 0 0 0 0 74,159 18,361 0 0 97,577 11,081 0 0

292,732 72,480 0 0

1.6.1.2.

Creation of the new metro line „Magistala 6 (M6)” 1,500

50,000 50,000 0 46,353

106,921

133,210

53,571 60,990

140,686

175,277

70,487

182,970

422,057

525,830

211,464

1.6.1.3

Extension of the line M4 with the new section Parc Bazilescu- Straulesti 0 0 0 0 12,695 0 0 0 5,462 0 0 0 37,747 0 0 0

1.6.1.4Modernization of the lines M1, M2, and M3

138,423

35,428

116,149

221,625 19,170 19,170 19,170

31,556 25,220 25,220 25,220

30,097 68,844 75,671 75,671 97,083

24 This measure is added for a clearer budgetary breakdown of expenses but is not developped in the PSI.

128


P.2.1.

Increase of the rail transport competitiveness by the increase of performances of the infrastructure manager and their alignment with European standards

2019 2020 2021 2022 2019 2020 2021 2022 2019 2020 2021 2022 2019 2020 2021 2022

2.1.1.1Rehabilitation and modernization of Rhine –Danube corridor sections 1,000 6,300 0 0 607,974 354,455 411,402 314,330

250,179 271,733 322,018 149,847 747,042 815,200 966,056 449,542

2.1.1.2ERTMS deployment along the Rhine – Danube corridor 0 0 0 0 16 1,214 0 0 21 780 0 0 63 1,957 0 0

2.1.1.3

Ensure the compliance of Rhine-Danube corridor with interoperability technical specifications 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

2.1.2.1

Rehabilitation and modernization of Orient/East-Med corridor sections 0 0 0 0 24,863 2,171 0 0 685 2,605 0 0 2,055 7,813 0 0

2.1.2.2ERTMS deployment along the Orient/East-Med corridor 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

2.1.2.3

Ensure the compliance of Orient/East-Med corridor with interoperability technical specifications 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

2.1.3.1Rehabilitation and modernization of rail sections of TEN-T network 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

2.1.3.2

Rehabilitation of civil engineering works (bridges, small bridges and culverts, tunnels) located on TEN-T network 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

129

2.1.3.3

Ensure the compliance of TEN-t network with interoperability technical specifications 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

2.1.4.1Definition of the alignment of the East-West High Speed Rail Corridor 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

2.1.5.1 Enhancing the efficiency of the rail traffic management 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

2.1.5.2Strategic development of infrastructure and rail services 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

2.1.5.3

Enhance the safety processes for communication with trains in movement 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

2.1.6.1

Enhanced of mechanical capacities of the infrastructure maintenance activities 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

2.1.6.2Increase of the grade of centralization of the signalling equipment 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

2.1.6.3Optimisation of the business model of rail infrastructure maintenance 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

2.1.7.1Maintain the high level of safety of the rail signalling system 0 0 0 0 4,810 1,468 1,166 5,199 6,559 1,620 1,534 1,453 13,353 4,862 4,601 4,336

2.1.7.2Increase the safety level of road traffic at level crossings

2.1.8.1Increase of the grade of electrification of the rail network 0 0 0 0 110 703 0 0 143 815 0 0 431 2,443 0 0

2.1.8.2 Increase the efficiency of energy distribution

130

management

2.1.9.1

Adoption and implementation of a strategic plan for multimodal integration of passenger air transport and rail transport 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

2.1.9.2

Modernization of the Bucureşti Nord – Airport Henri Coandă rail connection 0 0 0 0 247 0 0 0 325 0 0 0 976 0 0 0

2.1.9.3

Interconnections between rail transport and maritime transport – modernization of Constanța port rail infrastructure 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

2.1.10.1

Repairs and maintenance of rail sections for the implementation of passenger rail services with regular interval timetables 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

2.1.10.2

Bucharest ring rail modernization

0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

2.1.10.3

Logistic support for the passenger rail services with regular interval timetables 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

2.1.10.4

Modernization of Railways Stations located on TEN-T network 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0


P.2.2.

Development of road infrastructure along the main internal and international transport corridors

2019 2020 2021 2022 2019 2020 2021 2022 2019 2020 2021 2022 2019 2020 2021 2022

131

2.2.1..1.

Development of the Romanian highway network and express roads in Romania 0 0 0 0 351,635 96,485 70,051 56,122 515,104 226,243 122,851 92,169 1,159,748 385,669 276,506 221,528

2.2.1.2. Construction of major city bypasses

4,012 0 0 0 80,591 53,241 62,266 56,953 256,067 58,104 70,053 77,301 174,312 210,159 231,905 146,635

2.2.1.3. Modernization of the ring road of Bucharest 0 0 0 0 25,516 65,222 66,464

1,877,675 265,201 34,210 89,928 76,883 99,606 202,249 230,619 192,547

2.2.2.1. Improvement of safety of road infrastructure 0 0 0 0 3,696 9,118 5,661 0 24,412 4,856 12,030 7,526 14,567 36,090 2,259 0

2.2.2.2 Improvement of road safety management 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

2.2.3.1.Support to the preparation of new schemes for urban transport organization 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

2.2.3.2.

Monitoring of vehicle fleet condition and preparation of incentives for vehicle renewals 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

2.2.3.3.Studies and proposals on alternative fuels and alternative motorizations 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

2.2.4.1

Diffusion of information to road users through a centralized information centre and Variable Message signs 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

2.2.4.2

Measure for the deployment of a network of secure truck parking areas in Romania 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

2.2.4.3 Measure for the promotion of intelligent vehicles 0 0 0 0 865 0 0 0 0 0 0 0 0 0 0 0


132

P 2.3. Increase of the operational capacity or Airport and ATM services 2019 2020 2021 2022 2019 2020 2021 202

2 2019 2020 2021 2022 2019 2020 2021 2022

2.3.1.1 Improvement of technical parameters of Romanian Airports0 0 0 0

2,889 0 0 0 3,859 0 0 0 11,576 0 0 0

2.3.2.1 Implementation of the action plan SESAR 2015 - Cluster 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

2.3.2.2 Optimization of available airspace 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0


P.2.4.Increase the operational capacities of the Danube River and Ports

2019 2020 2021 2022 2019 2020 2021 2022 2019 2020 2021 2022 2019 2020 2021 2022

2.4.1.1

Improvement of navigation conditions on the Bulgarian-Romanian common section of the Danube 0 0 0 0 6 0 0 0 64 0 0 0 355 0 0 0

2.4.1.2Improvement of navigation conditions along Danube between Călărași and Brăila 0 0 0 0 859 859 0 0 356 356 0 0 950 949 0 0

2.4.1.3 Bank protection improvements along Sulina Canal. 387 0 0 0 3,781 4,256 1,653 8,037 4,974 5,598 2,175 10,572 14,924 16,796 6,526 31,720

2.4.1.4 Rehabilitation of locks 0 0 0 0 33,362 4,802 295 772 15,496 2,189 134 352 46,488 6,567 404 1,055

2.4.2.1 Improving Constanța port infrastructure 0 0 0 0 17,732 0 0 2,050 12,114 0 0 2,361 36,340 0 0 7,082

2.4.2.2 Improving Constanta Port connectivity 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

2.4.2.3 Renewal of Constanța Port utility networks 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

2.4.2.4Improvement of Constanța Port services for freight and passengers transport 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

2.4.3.1Improvement of the infrastructure and equipment of Danube ports 0 0 0 0 1,850 1,853 1,969 0 2,448 2,438 2,591 0 7,383 7,314 7,773 0

133

2.4.4.1 Improvement of safety along Danube river 0 0 0 0 6,709 4,877 98 1,733 11,182 8,129 163 2,889 33,547 24,386 489 8,666

2.4.5.1

Implementation and operation of cross-border River Information Services based on operational exchange of RIS data 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0


P 3.1 Improve the administrative capacity for transport policy management and implementation

2019 2020 2021 2022 2019 2020 2021 2022 2019 2020 2021 2022 2019 2020 2021 2022

3.1.1.1Initiatives dedicated to the improvement of the financial management of MoT 0 0 0 0 647 647 0 0 3,187 0 0 0 17,678 0 0 0

3.1.2.1 Procedures for strategic planning and budgeting 0 0 0 0 157 157 0 0 200 0 0 0 1,085 0 3,502 0

3.1.3.1Initiatives dedicated to the improvement of human resources management 0 0 0 0 6,107,314 2,049,328 1,371,606 1,323,435 0 0 0 0 0 0 0 0

134

ANNEX 2. INSTITUTIONAL STRATEGIC PLAN (SUMMARY TABLE)Note - Indicator values (benchmark and target) were indicated and established under the responsibility of MoT and its subordinated institutions; In the absence of these values, green values indicators are presented as exemplary, strictly for the loading exercise in the IT application for ISP monitoring; MoT and subordinate institutions can and should correct and modify these benchmarks and target values, to comply with reality and to correct the planning during the ISP implementation.

Unit Baseline Target 2022 Target 2030


Impact indicator: Improvement of the World Bank Logistic Performance index (LPI) 0 la 52,88

(2016)3,00 3,2

Impact indicator: Increase of the public transport modal share on the intercity ground transport national market %

20,1(2015)

25 35

Impact indicator: Increase of the modal share of rail passenger transport on the intercity ground transport national market %

4,6(2015)

4,8 9,5

Impact indicator: Increase of the modal share of rail freight transport on ground transport national market %

21,9(2016)

22,5 25,5

Impact indicator: Increase of the modal share of inland waterways transport on ground transport national market %

17,31(2016)

18,5 20

Impact indicator: Reduced travel time for sub-regional centers to the motorway and express road networks ore - -20% -30%

Programme 1.1: Reinforcement of the institutional framework for an increased economic efficiency of the national transport system

Result 1.1.1: Improvement of the legislative framework in transport sector, with the purpose of establishing a fair competitive environment between transport modes and reducing the costs for the national economy generated by the transport sector

Result indicator: Increase of the portion of budgeted amount of works for rail infrastructure renewal (current and direct lines), compared with the average annual part of the network that should be normally subject to renewal (350km /year).

%1,7%

(2017)71,4% 200%

135


Result indicator: Increase of the portion of budgeted amount of works for rail infrastructure maintenance compared to maintenance needs (current maintenance and current repairs) %

55,1%(2017)

100% 100%

Result indicator: Increase of the portion of budgeted amount public funds collected from transport operators and allocated to cover the needs of the process of internalization of external cost of transport

%0%

(2017)5% >50%

Result 1.1.2: Ensure a sustainable contractual and financial framework for the management of rail infrastructure

Result indicator: Adopt and implement a multi-annual contract of activity and performance for the rail infrastructure manager CFR SA, compliant with the Directive 2012/34/UE and the Law no. 202/2016

Yes/NoNo

(2017)Yes Yes

Result 1.1.3: Ensure a sustainable contractual and financial framework for road maintenance

Result indicator :) Adopt and implement a multi-annual road maintenance performance contract for the road infrastructure manager (CNAIR) Yes/No No No No

Result indicator: Increase of the proportion of the roads under CNAIR administration in fair condition %

52%(2016)

55% 100%

Result 1.1.4: Improvement of the legislative framework of passenger transport public services

Result indicator: Increase of the modal share of intercity rail transport services executed under a public service obligation agreement %

23,8%(2017)

>25% >50%

Result indicator: Increase the volume of intercity passenger transport services of regional interest executed under a public service obligation agreement %

0%(2017)

>2,5% >12,5%

Result indicator: Increase of the number of main rail station equipped with commodity and services for passenger with special needs no

70(2016)

84 150

Result 1.1.5: Ensure a sustainable institutional framework for the promotion of intermodal freight transport

Result indicator : Adoption and implementation of a comprehensive strategy for the development and promotion of intermodal freight transport

% adoption%

implementation

0%(2017)

adoption75%

implementation100%

136


Result indicator: Increase of the ratio of compensation by public funds of the difference between operating costs and commercial prices of intermodal rail services %

0%(2017)

5% >75%

Programme 1.2: Increase the competitiveness of the system of public service for passenger rail transport

Result 1.2.1: Increase of the performance and efficiency of the system of public service of national interest in the domain of passenger rail transport

Result indicator: increase of the total length of routes operated under public service obligation agreements, compared to the present situation %

100%(2017)

+15% +200%

Result indicator: Reduction of the unit costs for operating passenger trains operated under public service obligation agreements %

100%(2017)

-8% -30%

Result 1.2.2: Ensure a logistic support to the passenger rail services

Result indicator: increase of the passenger rolling stock capacity compared to the existing capacity %100%(2017)

+5% +150%

Result 1.2.3: : Promoting a passenger rail service with a high level of attractiveness

Result indicator: Increase of the part of passenger rail services with regular interval timetable among the public services of passenger rail transport %

0%(2017)

5% >40%

Result indicator: Increase of the part of passenger rail services with solution for individual vehicles transport among the public services of passenger rail transport %

0%(2017)

1% >12,5%

Result indicator: Increase of the rate of satisfied users regarding public services of passenger rail transport %

100%(2017)

+5% +50%

Programme1.3: Increase of the competitiveness of the railway transport by restoring the performances of the public railway infrastructure at their originally designed level

Result 1.3.1: Restore train operating speed on public rail infrastructure to the originally designed speed

Result indicator: Increase of the average technical speed on the rail network km/h70,37(2016)

71,07(+1%)

80,93(+15%)

Result indicator: Increase of the average technical speed on the main network km/h87,27(2016)

89,89(+3%)

107,81(+23,5%)

137


Result indicator: Increase of the share of rail network operated according to the technical parameters initially designed %

82,7(2016)

83,5 95,1

Result indicator: Increase of the share of main lines operated according to the technical parameters initially designed %

80,5(2016)

82,9 99,5

Result indicator: Reduction of the share of current and direct lines with delayed renewal interventions %

72,4(2017)

73,5 < 50%

Result 1.3.2: Enhance the safety parameters and the reliability of public rail infrastructure subsystems

Result indicator: Decrease of the ratio of unavailability of the rail network generated by permanent speed restriction %

7,8(2017)

< 7,5% < 4,5%

Result indicator: Decrease of the ratio of unavailability of the main lines generated by permanent speed restriction %

11,6(2017)

< 11% < 3,5%

Result indicator: Reduction of the number of civil engineering structures (viaducts, bridges and small bridges, tunnels) with delayed renewal works %

70,4(2017)

72,5 < 50%

Result indicator: Reduction of the number of signalling installation in station with delayed renewal interventions %

87,6(2017)

88,5 < 60%

Result indicator: Reduction of the number of signalling installations along current lines with delayed renewal interventions %

83,4(2017)

84,5 < 60%

Programme 1.4: Increase of the reliability of rail transport services by the improvement of public rail infrastructure maintenance and operation management

Result 1.4.1: Elimination of speed restrictions and increase of the level of availability of public rail infrastructure

Result indicator: Decrease of the ratio of unavailability of the rail network generated by temporary speed restriction %

6,4(2017)

< 6% < 3,5%

Result indicator: Decrease of the ratio of unavailability of the main lines generated by temporary speed restriction %

6,9(2017)

< 6,5% < 3,5%

Result 1.4.2: Maintaining the technical parameters of public rail infrastructure

138


Result indicator: Decrease of the number of trains running late, generated by defecting line infrastructure %

100%(2017)

-2,5% -60%

Result indicator: Decrease of the number of trains running late, generated by defecting installation %

100%(2017)

-2,5% -40%

Result 1.4.3: Decrease of unit costs for the current maintenance of the public rail infrastructure

Result indicator: Decrease of unit costs for the current maintenance of the secondary rail network %100%(2017)

-0% -50%

Programme 1.5: Ensure the regional connections with the main road transport axes and support the cross border connections

Result 1.5.1: facilitate road connections between the main road corridors and the cities of regional importance

Result indicator: Construction of bypasses avoiding cities along the main road corridors and for main regional cities (Brașov, Tecuci, , Târgu Jiu, Mureș, Mihăilești, Bacău, Satu Mare, Ștei, Suceava, Rădăuți, Bârlad, Timișoara Sud)

unit 0% 100% 100%

Result indicator: Average condition of road infrastructure % 50% 75% 75%

Result 1.5.2: Improvement of road connections with neighbouring countries and support of cross border mobility for persons and marchandises

Result indicator: Decrease of the waiting time at border crossing areas Minutes 300 150 150

Programme 1.6: Reinforcement of the passenger urban transport system

Result 1.6.1: Development and modernization of the Bucharest urban transport services

Result indicator: Km of constructed metro lines Km 0 0 19

Result indicator: Travellers average number per day in the Metro No. travellers 600 000 650 000 700 000

Strategic Objective 2: A national transport system integrated into the Single European Transport Area

Impact indicator: Increase of the commercial speed of Passenger trains km/h41,58(2017)

42,6 60

139


Impact indicator: Diminution of the number of passenger trains running late %100%(2016)

-5% -50%

Impact indicator: Decrease of travel time by road from Constanța to the Hungarian Border ore 15 10

Impact indicator: Decrease of travel time by road from Constanța to the Hungarian Border ore 8 8

Impact indicator: Decrease of fatality number on roads no 1188 <600

Impact indicator: Decrease of GHG emissions from the transport sector %100%(2010)

-20% -30%

Impact indicator: Increase of the modal share of waterway freight transport on the internal transport market %

17,31%(2016)

18,5% 20%

Programme 2.1. increase of the rail transport competitiveness by the increase of performances of the infrastructure manager and their alignment with European standards

Result 2.1.1: Rehabilitation and modernization of Rhine –Danube corridor rail infrastructure

Result indicator: Increase of the rail infrastructure designed speed allowed along Rhine/ Danube Corridor (excepted the common section with Orient/East-Med corridor) %

100%(2017)

+2% +20%

Result indicator: C increase of the grade of deployment of ERTMS along the Rhine-Danube corridor (excepted the common section with Orient/East-Med corridor) %

0%(2017)

3% 100%

Result 2.1.2: Rehabilitation and modernization of East-Med Corridor rail infrastructure

Result indicator: Increase of the rail infrastructure designed speed allowed along Orient/ East Med Corridor %

100%(2017)

+0% +10%

Result indicator: Increase of the grade of deployment of ERTMS along the Orient / East Med Corridor %

0%(2017)

0% 100%

Result 2.1.3: Rehabilitation and modernization of TEN-T rail infrastructure

Result indicator :) Increase of the rail infrastructure designed speed allowed by TEN-T core network (outside European corridors) %

100%(2017)

+0% +3,5%

140


Result indicator: Increase of the average technical speed (operating speed) enabled by TEN-T core network condition %

100%(2017)

+2% +18,5%

Result 2.1.4: Integration into the European High Speed rail network

Result indicator: Preparation of pre-feasibility and feasibility studies for the Eastern –Western High Speed rail corridor

pre-feasibility 50%

feasibility 100%

0%(2017)

50% 100%

Result 2.1.5: Increase train commercial speed and timeliness

Result indicator: Increase of the commercial speed of passenger trains following the modernization of the train traffic management %

100%(2017)

+0% +20%

Result indicator: Increase of the commercial speed of freight trains following the modernization of the train traffic management %

100%(2017)

+0% +25%

Result indicator: Decrease of the train travel delays due to the rail traffic management %100%(2017)

-0% -50%

Result 2.1.6: Increase the economic efficiency of rail infrastructure management activities

Result indicator: Increase of the Enhanced mechanical capacities and intervention capacities for infrastructure maintenance activities, compared to the present situation %

100%(2017)

+10% +50%

Result indicator: Increase of the number of centralized command installations in station and current rail lines, compared to the present situation %

100%(2017)

+5% +25%

Result 2.1.7: Maintain a high level of safety for train operations

Result indicator Increase of the number of electronic signalling installation, compared to the present situation %

100%(2017)

+10% +40%

Result indicator: Increase of the number of automatized signalling with (semi) barriers at level crossing, compared to the present situation %

100%(2017)

+5% +30%

141


Result 2.1.8: Increase of energy efficiency and decrease of emissions level

Result indicator: Increase of the electrification grade of the rail network, compared to the present situation %

100%(2017)

+3% +50%

Result 2.1.9: Improve rail network connectivity

Result indicator: Adoption and implementation of a strategic plan for multimodal integration of passenger air transport and rail transport

Adoption (50%)Implementation

(100%)

0%(2017)

50% 100%

Result indicator: Modernization of the rail section Bucureşti Nord – Aeroport Henri Coandă

Feasibility Study (50%)

Implementation(100%)

0%(2017)

50% 100%

Result indicator: Modernization of rail infrastructure of Constanța Sea Port

Feasibility Study (50%)

Implementation(100%)

0%(2017)

50% 100%


Result indicator: Increase of operational speed along rail routes proposing train services with a regular interval timetable %

100%(2017)

+5% +15%

Result indicator: Rate of implementation of the adoption of maintenance activity during night on rail routes proposing train services with a regular interval timetable %

0%(2017)

3% 100%

Result indicator: Increase of the number of modernized railways stations No.34

(2017)40 120

Programme 2.2. Development of road and rail infrastructure along the main internal and international transport corridors

Result 2.2.1: Improve road infrastructure in support of the TEN-T network in line with European standards on capacity, speed, safety and services

142


Result indicator: Increasing the average speed in the TENT-T main network Km/h 76,1 77,1 77,6

Result indicator: Increasing the percentage of 4-lane roads in the network administrated by CNAIR % 8% 10% 15%

Result 2.2.2: Support road transport safety

Result indicator: Reduction of fatal road traffic accidents Fatalities(2010)100%2377

-50% compared with 2010

= 1188

-50% compared with 2020

= 594

Result 2.2.3: Improve policies that reduce GHG emissions and NOx emissions in the road transport sector

Result indicator: Reduction of CO2 emissions from the transport sector % 0% 10% 20%

Result 2.2.4: Implementation of ITS in road sector

Result indicator: Length of the road network covered by ITS. % 0% - non compatible 100% compatible 100% compatible

Programme 2.3. . Increase of the operational capacity or Airport and ATM services

Result 2.3.1: Romanian airports will be compliant with EU standards regarding Air safety (Craiova, Sibiu, Cluj-Napoca, Timișoara, Constanța and Henri Coandă – București)

Result indicator: Increase in the space of the platform % - 40% 40%

Result indicator: Increase in the number of aircraft flights at Henri Coanda Airport % 122.966 (base 2018)

Result 2.3.2: Participation in the development of the Single European Sky

Result indicator: Implementation in Romania of new air traffic management functionalitiesImplemented

yes/noNo Yes Yes

Programme 2.4: Increase the operational capacities of the Danube River and Ports

Result 2.4.1: Improvement of the navigability of the Danube River and associated canals to achieve its full transport operational capacities

Result indicator: Increase the number of days per year of navigability No. days 320 325 330

Result 2.4.2: Improvement of the operational capabilities of the Port of Constanța

143


Result indicator: Container operation capacity of the Port of Constanta Th. TEU/an 1.5 1.7* 2

Result 2.4.3: Increasing the operational capacity of the Danube river and ports

Result indicator: Increase the capacity of inland freight transport Th. ton/year 26.8 32.2 35*

Result 2.4.4: Improvement of the safety along the Inland Waterways

Result indicator: Reducing the number of fatalities in the inland waterway transport No. fatalities81

(2010)- 40%

Compared to 2010- 50%

Compared to 2010

Result 2.4.5: implementation of ITS in the inland waterway sector

Result indicator: Percentage of concerned vessels using RIS % 0% 20% 60%


Impact indicator: Procedures for strategic planning and budgeting adopted, implemented and in force

The procedures exist

yes/no

No(2016)

Procedures adopted and Implemented

Procedure adopted, implemented and

in force

Impact indicator: Absorption rate of structural funds %0%

(2016)30% 50%

Programme 3.1: Improve the administrative capacity for transport policy management and implementation

Result 3.1.1: Strategic planning and budgeting processes adopted and implemented

Result indicator: The organizational structure of the Ministry reflects Strategic PlanCompliance

yes/noNo

The procedures are being

implemented


implemented

Result 3.1.2: Ensure the efficiency of the MoT in strategic planning, budget process and monitoring and evaluation

Result indicator: The strategic and budgetary planning procedures adopted and implemented Existing procedures

(yes/no)No


implemented


implemented


Result indicator: Human resources management plan developed and adopted Yes/No No Plan developed Plan implemented

144

ANNEX 3. PROGRAMMES AND THEIR RELATED MEASURES (SUMMARY TABLE)Note - Indicator values (benchmark and target) were indicated and established under the responsibility of MoT and its subordinated institutions; In the absence of these values, green values indicators are presented as exemplary, strictly for the loading exercise in the IT application for ISP monitoring; MoT and subordinate institutions can and should correct and modify these benchmarks and target values, to comply with reality and to correct the planning during the ISP implementation.

Programme / Result / MeasureOutput Indicator output (result)

Measurement unitBaseline

Target Values

2019 2020 2021 2022

Programme 1.1: Reinforcement of the institutional framework for an increased economic efficiency of the national transport system

Result 1.1.1: Improvement of the legislative framework in transport sector, with the purpose of establishing a fair competitive environment between transport modes and reducing the costs for the national economy generated by the transport sector

M1.1.1.1 – Implementation of a set of uniform rules for transport infrastructure fundingThe General Transport Master Plan (GTMP) approved by the Government Decision no. 666/2016 is presenting the general strategy for the development of Romania’s transport infrastructures. The strategy is feasible if the financial hypotheses of the GTMP are transposed in the national legislation, under the format of a set of uniform rules organizing the financing of all transport infrastructure by public expenditures. First of all, there is a need for a legislation which would allocate 2% of the GDP for the financing of transport infrastructures. Such legal obligation is based on the commitment of the Government of Romania taken in front of the European Commission (letter no. 57338 of 9 December 2013) to allocate 2% of the GDP (annual average) to the transport sector, this commitment being an ex ante condition from the EU –Romania Partnership Agreement and Operational programmes. Pursuant to this commitment, the allocation of 2% of GDP will be used only for investments and maintenance works for transport infrastructures. The annual allocation of 2% of GDP includes European non-reimbursable funds allocated to the transport sector. Debt service, PPP availability payments and national subsidies to support the

Indicator: medium-term financial framework for the distribution of public funds for transport infrastructure is prepared (20%), adopted and budgeted (80%) and implemented (100%).Measurement unit: %Baseline: 20% (2017)

20% 80% 100% 100%

145



Target Values

2019 2020 2021 2022

performance of public service obligations in rail passenger transport are not included in this budgetSecondly, uniform rules must be adopted by the law for the allocation of public funds to transport infrastructure by expenditure categories and modes of transport, in order to ensure the stability and predictability of financing for each transport infrastructure. For example, given the financial hypotheses of the MPGT, the budget allocated to the transport infrastructures (2% of GDP) during the period 2019-2022 should be distributed as follows: a) 24.1% for maintenance and repairs, of which: 60.5% for maintenance of road infrastructure; 36.2% for the maintenance of the railway infrastructure (current maintenance and repairs); 3.3% for the maintenance of the Danube navigable channel;b) 28.3% for the rehabilitation (renewal) of land transport networks, of which: 71.6% for the rehabilitation of the viable road network; 28.4% for the renewal of the main railway network;c) 47.6% for investments, of which: 37.4% for roads; 32.3% for the railway; 26.6% for phased projects and Bucharest Metro; 3.7% for waterways, intermodal terminals and aviation.Similar rules should also be established for other categories of public funds allocated to the transport sector, intended for expenses such as: support of the performance of public service obligations in rail passenger transport, purchase of rolling stock for the fulfilment of PSO, debt service, PPP availability payments, etc.The content of this measure is to develop a medium-term financial framework for the distribution of public funds by expenditure categories and modes of transport. This framework should be used as a basis for defining legal obligations of the Ministry of Transport and the Ministry of Finance regarding the allocation of public funds for the transport sector by categories of expenses and modes of transport.

146



Target Values

2019 2020 2021 2022

M1.1.1.2 – Preparation and implementation of a strategic plan for restoring a fair competitive environment on the internal ground transportation market The competitive environment of the land transport market is strongly affected by the way in which the current legislation allows the compensation by public funds of certain categories of costs generated by the land transport modes (the so-called "external costs"). These are mainly the following main categories of external costs:• the costs to compensate the effects generated by the emissions of greenhouse gases and emissions (GHG);• costs for compensating the effects of rail and road accidents;• the costs for using the transport infrastructure, including the costs of traffic safety and accident preventionThe distortion of the competitive environment of land transport market affects negatively the competitiveness of rail transport and has led to a massive migration of customers to road transport. The main effects of this distortion of competition between land transport modes are:- the major modal imbalance of the national transport system, characterized by the excessive preponderance of the road transport, which has a modal share of over 95% on the passenger transport market and of almost 80% on the freight transport market;- excessive overloading of the road network, with generate the exponential increase in the frequency of traffic jams and the progressive reduction of average speeds;- the increase of the costs related to transport incurred by the national economy (given that the road transport generates much higher external costs), which hampers the economic growth. The problem is amplified by the suppression of any motives for the transport operators to reduce their external costs.

Indicator: Number of staff allocated to the strategic plan for restoring a fair competitive environment on the internal ground transportation market Measurement Unit: No. staffBaseline: 0 (2017)

5 5 8 8

Indicator: the strategic plan for restoring a fair competitive environment on the internal ground transportation market is prepared (20%), approved and budgeted (80%) and implemented (100%).Measurement Unit: %Baseline: 20% (2017)

20% 80% 100% 100%

147



Target Values

2019 2020 2021 2022

In principle, there are two approaches to restore a fair competitive environment in the land transport market, with the purpose to restore an adequate modal balance within the national transport system and reduce the costs incurred by the national economy in relation to transport:

A) Internalization of external costs, which means that transport operators will support such external costs, which are currently covered by public funds. At the European Commission level is being finalized the modification of the Directive 1999/62 / EC on the taxation of heavy vehicles, which includes an amendment that aims at the generalized implementation of the concept of internalization of the external costs. It allows the additional taxation of the commercial road transport in order to ensure a fair competitive environment. Between ground transportation modes.Most of the funds raised from these additional taxes should be used to finance rail transport, which would mean to stop financing this mode of transport from public funds, but with the support of extra-budgetary sources. The full and correct implementation of the provisions of this Directive would ensure a fair competitive environment between the modes of land transport and would present multiple advantages from the perspective of the national economy:

- the transport costs incurred by the national economy are reduced, as a result of the modal transfer to the railways, supporting the conditions of an economic growth, which will be also facilitated by the reduction of the fiscal pressure on the economic operators;

- the pressure on the state budget for financing the rail transport is reduced, by re-orienting to railways the funds raised from the additional taxation of road transport of passengers and freight;

- extra-budgetary financial resources for road infrastructure

148



Target Values

2019 2020 2021 2022

development are generated;

- The use of road infrastructure is reduced, with less traffic jams and a smoother traffic;

- Road transport operators are induced to reduce external costs (reduction of GHG and pollutant emissions, improvement of the energy efficiency of their commercial fleet, safer driving, etc.).

B) Implementation compensation measures, financed on public funds, to reduce the difference of competitiveness between the modes of ground transport, and calculated to mitigate competition discrepancies generated by the external costs. In accordance with the provisions of the European Commission communication 2008 / C 184/07 "Community guidelines on State aid for railway undertakings ", the allocation of public funds to rail transport that responds to the coordination needs of transport (i.e. policies optimizing the national transport system by promoting sustainable modes) must be considered compliant with the Treaty on the Functioning of the European Union (it does not represent any state aid). Moreover, the art. 34 of Directive 2012/34 / EU explicitly allows Member States to introduce a system of compensation of environmental costs, accident costs and infrastructure costs that are not borne by competing modes of transport.These approaches may be complementary or alternative. Considering that the internalization of external cost should be implemented progressively, which means a longer period for the national economy to bear significant additional costs, it is desirable to use both approaches, for a limited time (until the internalization of external cost is completed), and implement the measures compensating the difference of competitiveness between the modes of terrestrial transport, keeping reference to the general differences between transport modes generated by the external costs.

149



Target Values

2019 2020 2021 2022

The measure supports the establishment, within the Ministry of Transport, of a multidisciplinary working group that will prepare strategic plan on balancing competitive environment of the different transport modes on the internal market of land transport. This strategic plan will include at least the following elements: the timetable for transposition into the national legislation of the

provisions of the amended Directive 1999/62 / EC;• the plan for the progressive internalisation of the external costs related to the land transport, in accordance with the provisions of Directive 1999/62 / EC;• the plan of re-allocation of additional funds raised during the process of internalizing the external costs related to land transport;• the identification of the measures that are relevant to compensate by the public funds the difference of competitiveness between the modes of land transport (keeping the reference to the differences generated by the external costs), in order to support the transfer to the railway of transport flows currently present on the road network;• defining the legislative changes needed to implement the compensation measures by public funds of the difference of competitiveness between the land transport modes.The measure can be carried out with the resources of the Ministry of Transport and entities that operate under its authority and do not require additional financing from the State budget.

Result 1.1.2: Ensure a sustainable contractual and financial framework for the management of rail infrastructure

M1.1.2.1 – Adopt and implement a methodology of assessment of the budgetary needs of rail infrastructure compliant with the provision of the EU Directive 2012/34/UE and of the Law no. 202/2016The measure aims at the correct implementation of Law no. 202/2016, whose main objective is to define the attributions of the Romanian railway infrastructure manager. To implement the law, it is necessary

Indicator: methodology of assessment of the budgetary needs of rail infrastructure is prepared (20%), approved and budgeted (80%) and implemented (100%).Measurement unit: %

80% 100% 100% 100%

150



Target Values

2019 2020 2021 2022

to create a methodology for determining CFR SA financing needs and revise the system for its resource allocation in full compliance with Directive no. 2012/34 / EU. This will offer to CFR SA a guideline for the implementation of a financing mechanism that is more predictable and more adapted to the needs of the national economy.

Baseline: 0 (2017)

M1.1.2.2 - implementing a multi-annual contract of activity and performance for the railway infrastructure managerA multi-annual performance contract related to road maintenance signed between CFR SA and the Romanian State would improve considerably the maintenance of the rail network, as it would provide a long-term financing framework for maintenance, repairs, renewal and modernisation of the rail network forcing both parties to take a long-term view, take into account the necessary equipment acquisition and develop maintenance, repairs, renewal and modernisation programs on the basis of future service demand.The multi-annual contract would comprise all the contractual, technical and financial elements to perform a performance-based activity of rail infrastructure management, especially:- A plan for the renewal of the railway infrastructure, which aims to restore the infrastructure to the performance parameters originally designed- A current repair programme, in order to eliminate as soon as possible speed restrictions- An investment plan regarding the modernization and / or development of the infrastructure, which aims at the integration in the single European railway area- A muti-annual plan for the public funding of rail infrastructure, which aims to a full coverage of the budgetary needs- Indicators that measure the expected results and the level of performance during the provision of services.The action should be implemented in 2019 and financed from the budget of the Ministry of Transport through the budgetary

Indicator: Contract prepared (20%), approved (50%) and in course of implementation (100%).Measurement unit: %Baseline: 20% (2017) 50% 100% 100% 100%

151



Target Values

2019 2020 2021 2022

programmes for the management of the railway infrastructure (programmes 1.3, 1.4 and 2.1). The action regarding the preparation of the multi-annual contract of activity and performance of the railway infrastructure manager is also supported by the Project Advisory Support Service Agreement (PASSA) contracted between BEI and the Ministry of European funds.The beneficiary of this measure is CFR SA, as the railway infrastructure manager. The implementation of the multi annual-contract will be signed for a period of 5 years for the period 2019-2023.

Result 1.1.3: Ensure a sustainable contractual and financial framework for road maintenance

M1.1.3.1 - Adopt and implement a definition methodology for maintenance needs based on network conditions and not on rules, as well as a contract based on network conditions By paying contractors based on the level of service they deliver, output-based contracts provide a clear financial incentive for contractors to meet performance standards of road and the quality of maintenance works will improve.

Indicator: Performance based maintenance contracts prepared (20%), adopted (50%) and implemented (100%)/Measurement unit: %Baseline: 0% (2018) 20% 50% 100% 100%

M1.1.3.2 - Adopt and implement a multi-annual road maintenance performance contractA multi annual performance contract related to road maintenance signed between CNAIR and the Romanian State would improve considerably the maintenance of the road, as it would provide a long-term financing framework for maintenance forcing both parties to take a long-term view, take into account the necessary equipment acquisition and develop maintenance programs on the basis of future service demand.The multi-annual contract would comprise all the contractual, technical and financial elements to perform a performance based maintenance activity, especially: - The traffic data and traffic projections for the activities

Indicator: Contract prepared (20%), approved (50%) and implemented (100%).Measurement unit: %Baseline: 20% (2017) 100% 100% 100% 100%

152



Target Values

2019 2020 2021 2022

- A maintenance plan- The indicators measuring the expected results and the level of performance during the provision of the services- A financial plan including charging system revenues- Description of equipment and human resources, outsourced activities.The preparation of the contract is supported by the Project Advisory Support Service Agreement (PASSA) contracted between BEI and the government of Romania.The measure is financed by the state budget, and the beneficiary is CNAIR as the public company in charge of the maintenance of the Romanian road network. Part of such objective can be subcontracted to private providers.The contract implementation would be signed for a period of 5 years, for the period 2017-2021.

Result 1.1.4: Improvement of the legislative framework of passenger transport public services

M1.1.4.1 - Improvement of the legislative framework of public services of national interest for the transport of passengers by their alignment with the principles established by the European legislationFurther to the adoption of the provisions of EU Regulation no. 1370/2007, a legal mechanism for subsidizing public passenger transport services has been set, whereby the state can impose to the railway operators commercial travel prices comparable to those of road transport and compensate the difference between the revenues and costs of the railway operators when they fulfil such obligation of public service. The way of calculation of these compensations led, in the period 2008-2017, to the progressive limitation of the volume of public services regarding the rail passenger transport (measured by train * km), although the total volume of the subsidies allocated to operators increased by about 60%.The purpose of these measures is to promote the necessary legislative

Indicator: The national regulations for the public transport of passengers are revised (20%), a new implementation method is adopted (80%) and is being implemented (100%).Measurement unit: %Baseline: 0% (2017)

20% 80% 100% 100%

153



Target Values

2019 2020 2021 2022

framework (primary and secondary legislation) for the effective implementation of the provisions of EU Regulation no. 1370/2007, so as to ensure the efficient use of the public funds allocated to fulfil the public service obligation. At least the following aspects should be considered:a) general rules regarding the definition of the public service obligations regarding the transport of passengers by rail;b) general rules regarding the calculation of the minimum volume of public services;c) objectives, criteria of performance and quality of the services that are required for the public service obligation;d) general rules regarding the evaluation of the performances and the quality of the services performed under a public service obligation;e) general rules regarding the mechanism for compensating the cost of public service obligation services;f) mandatory elements of public service contracts;g) general rules regarding the correlation of the public funds allocated with the requirements imposed by the public service obligation;h) general rules regarding the calculation of the costs related to the fulfilment of the obligations of the public service contracts that are eligible for compensation from public funds. The practice at European Union level aims to compensate for the following relevant categories of costs:• costs regarding the use of the railway infrastructure;• costs for rolling stock, respectively:- depreciation costs of purchased rolling stock,- costs of the rented rolling stock;• wages;• Energy• maintenance and repair of rolling stock;• costs related to the facilities required for the operation of passenger

154



Target Values

2019 2020 2021 2022

transport services;• direct expenses (such as management and administration expenses);• other fixed costs;• reasonable profit, according to the legal provisions.The general rules established by the legislation will be subsequently implemented by the Railway Reform Authority in carrying out the specific obligations imposed by the governmental emergency ordinance OUG no. 62/2016 regarding the mechanism for clearing the public service obligation amended and approved by Law no. 53/2017.

M1.1.4.2 – Completion of the national legislative framework related to regional interest public services for passenger transport, by its alignment to EU legislation principles.According to the national legislation in force, the Ministry of Transport is responsible for managing the system of public services of national interest regarding the rail transport of passengers. For a good support to the mobility of people, it should be considered a complementary system of public services of regional interest, specially adapted to the specific needs of suburban transport in metropolitan areas, and characterized mainly by : Organization of services according to an equal interval timetables, with very high frequency, especially during peak traffic periods;• High level of accessibility of rail services, both at the level of the main city of the metropolitan area and at the level of the localities in the neighbouring area;• High level of integration with urban public transport.The main purpose of these suburban rail transport public services in metropolitan areas is to ensure the shortest travel time between the area of residence and the workplace, while facilitating a smooth movement, which will minimize the discomfort generated by the change of means of transport.The measure aims at completing the national legislative framework in

Indicator: Specific regulations related to the regional interest public services for passenger transport, are prepared (20%), approved (80%) and in course of implementation (100%).Measurement unit: %Baseline: 0% (2017)

0% 20% 80% 100%

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Target Values

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order to regulate the organization and financing of public services of regional interest for rail passenger transport.

M1.1.4.3 - Law enforcement for easy access to transport infrastructures for persons with disabilitiesNumerous physical barriers may prevent disabled passengers, or aged persons from using public transportation such as urban bus or tram services, trains, as well as airplanes.Laws and regulations are in place in Romania, for instance the Government Decision 74/2014 for the accessibility to rail infrastructure and rolling stock, or the legislation transposing the EU regulation 1107/2006 for the access to airports and airplanes for persons with reduced mobility. This regulation states that persons with reduced mobility or disabilities are entitled to receive the necessary assistance in airports and on board of aircrafts. The MoT needs to ensure the implementation of these laws for the modes of transport.The measure aims to support the full implementation of these obligations.It will develop and ensure implementation of recommendations for completing the public facilities with escalators, elevators, designated waiting areas and rest places to access to varied modes of transport and make possible reduced waiting times, vocal information and effectiveness of assistance to disabled people and monitoring of the results. The measure puts emphasis on better access to public transport in major cities.The recommendation is permanently in force and will have a continuous implementation throughout the ISP period. The action will be financed by the state budget (Ministry of Transport) but its practical implementation will also be supported by all Programs related to buildings, roads, rail and metro station design and construction.

Indicator: Number of stations adapted to disabled people during ISP implementationMeasurement unit: station adaptedBaseline: 0 (2017) 25 30 35 35

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Target Values

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Result 1.1.5: Ensure a sustainable institutional framework for the promotion of intermodal freight transport

M1.1.5.1 – Updating of the development and promotion strategy of intermodal freight transport Rail freight traffic has suffered a major decline in the last 30 years, both in terms of transported volume (tonnes transported) and in terms of service volume (tonnes * km).One of the main causes of this decline is the existence of economic distortions on the freight transport market, which artificially limits the competitiveness of rail transport. The main consequence of these distortions is the almost complete loss by the railways of customers operating small shipments (of the size of a wagon or container). All these customers have migrated to road transport, mainly because of the more attractive prices offered by this mode of transport. One of the consequences of such migration to road transport is the almost complete extinction of intermodal transport, which has led to the degradation of the rail network equipment intended to support these types of services: (intermodal terminals, container park, etc.).Under these conditions, the competition open for rail undertakings on the freight market was limited only to the market of large shipments, transported in complete trains. This market being limited, without the possibility of attracting new customers to the railways, the competition aimed only at the sharing of market shares between the railway operators.Any strategy to regain the lost clientele of the rail system in terms of freight transport should focus on the rehabilitation of intermodal transport. The growth potential in this area is very high, as opposed to the transport in complete trains where the growth space is reduced.The measures aim to update the strategy for the development and promotion of intermodal freight transport, an activity led by a working group formed at MT level, composed of experts from the specialized departments of ministers, rail freight operators and the railway infrastructure manager.

Indicator: The working group is formed (20%), option analysis is led (50%), the strategic plan is prepared (80%) and approved (100%).Measurement unit: %Baseline: 0% (2017) 20% 50% 80% 100%

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Target Values

2019 2020 2021 2022

The main categories of problems that need to be addressed in order to update the strategy for developing and promoting intermodal freight are: • eliminating the current distortions on the ground transport market, which artificially limits the competitiveness of rail transport;• providing the necessary logistic support for the rehabilitation of intermodal transport services;• defining and implementing new business models applicable to intermodal transport, adapted to the new conditions of the freight rail market;• eliminating the performance limitations of the train traffic imposed by the condition of the railway infrastructure;• increasing the performance of train traffic management, and eliminating the current limitations, by modernizing the train traffic management;• ensuring the high level of safety of train traffic;• consolidation into international freight flows, in order to support the increased mobility of goods in the European and international space.

M1.1.5.2 – Adoption of a strategic plan for the acquisition of a container park for internal trafficContainers are mainly the property of shipping companies, which could create a problem for services using only ground transportation. In the past, the Romanian rail system had its own fleet of containers which, after the privatization of TRANSAUTO (specialized in the operation of container terminals), amid the drop in transport requests, was completely dismantled.There are companies that currently own and rent containers, mainly for shipping. It is foreseeable that the rental of these containers for land transport is more expensive, and the cost of renting the containers can affect the competitiveness of the prices of the containerized intermodal transport compared to the prices of transport using only road, even in the hypothesis that measures to balance the

Indicator: The working group is formed (20%), option analysis is led (50%), the strategic plan is prepared (80%) and approved (100%).Measurement unit: %Baseline: 0% (2017)

0% 20% 50% 80%

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Target Values

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land transport market were adopted. A possible solution to solve this problem would be to acquire a container park allocated to the Romanian railways and intended exclusively for containerized intermodal transport on internal routes. This container park should be made available, in a non-discriminatory way, to all operators interested in answering requests for internal transport of small freight shipments using an intermodal transport solutions that involve rail transport. Such a solution leads to the necessity of involving the railway infrastructure manager as manager of the container park.The acquisition of a container park exclusively for intermodal transport on internal routes requires a significant investment, which exceeds the financial possibilities of the infrastructure manager and / or the railway transport operators. As a result, such an investment must be made from public funds specifically allocated to this purpose, and is an initiative belonging to the set of actions needed to promote containerized intermodal transport. The benefits of any massive modal transfer to the railway of freight flows currently transported by road are already highlighted and recognized and demonstrate the efficiency of such public investment.This measure aims at establishing, at the level of the Ministry of Transport, a working group that must identify and analyse the options regarding the acquisition and management of a container park for internal traffic. Based on this analysis, the related strategic plan must be developed and adopted.

M1.1.5.3 - Definition of a principle business model for the involvement of the stakeholders of the intermodal transport of containers The intermodal transport of containers is carried out through a complex logistic chain, which requires the involvement of several types of operators, respectively:• railway transport operators, for the transport of container trains between terminals (in collaboration with the railway infrastructure

Indicator: The working group is formed (20%), option analysis is led (50%), the business plan is prepared (80%) and approved (100%).Measurement unit: %Baseline: 0% (2017)

0% 20% 50% 80%

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Target Values

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manager);• the railway infrastructure manager, ensuring - at least- the existence of infrastructure capacities for the circulation of the container trains and who manages the circulation of these trains;• the operators of the intermodal terminals, which, within the operating zone of the terminals must ensure the handling of the containers (loading / unloading of containers on / from trucks, loading / unloading of containers in / from wagons, planning of loading trains with containers, etc.);• road operators, which ensure the road transport of the containers between the intermodal terminal and the customers in the terminal's operation zone (the so-called " transport of last km " of the containers);• the operator who ensures the general management of the container traffic, between the senders and the recipients (planning the container traffic, allocating the necessary logistical resources, ensuring the operational monitoring of the container traffic);• the operator / operators that ensure the general management of the freight forwarding (the management of the relationship between customers and the actors involved in the containerized transport of the freight forwarding).Several variants of involvement of the actors of the railway system in the implementation of such a logistics chain exist on the paper. For example, the railway infrastructure manager may be involved as an operator, taking the responsibility to provide some services related to the infrastructures necessary for the intermodal transport of containers: the IM can manage the activities of its own intermodal terminals, of its own container trucks, manage the traffic of containers through computerized systems...The measure aims to set up, at the level of the Ministry of Transport, a working group of experts from the ministry and interested entities, whose task is to identify and compare the different business model

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Target Values

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relevant for the organization of intermodal transport of containers. The analysis should focus on the intermodal transport of containers along exclusively terrestrial routes. An important issue to be considered by this group would be to know if it is necessary and opportune to develop / build intermodal terminals owned by the railway infrastructure manager.Another tasks of this working group should be to identify any legislative changes needed to implement the proposed business model.

M1.1.5.4 - Definition and implementation of a legal mechanism for the financial support of operators of containerized intermodal rail transport The general economic interest, understood at national level and at the level of the European Union, imposes a massive transfer to the rail transport of freight flows currently transported by road. The most efficient way to achieve this objective is to develop the transport of freight containers by rail, well adapted to the ground transport of small freight shipments.The main obstacle to the promotion of the containerized intermodal transport is the distortion of the competitive environment between the ground transport modes (see measure M1.1.1.2 above). Currently, although road transport generates significantly higher unit costs than rail (if taking into account external costs generated by the road transport as well), road carriers can offer much more attractive prices, which leads customers to choose exclusively road transport services for their small shipments.With regards to the measure M1.1.1.2 above, the solution to recommend in the short and medium term (until the moment when external costs will be internalized) consists in compensating by public incentives the costs of the operators involved in the containerized intermodal rail transport.: railway operators, terminal operators, proximity road operators. Pursuant with the Art. 34 of Law no. 202/2016, in the case of railway operators, the compensation refers to

Indicator: The working group is formed (20%), option analysis is led (50%), the legislative package is prepared (80%) and approved (100%).Measurement unit: %Baseline: 0% (2017)

20% 80% 100% 100%

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Target Values

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"the environmental, accident and infrastructure costs of the competing modes of transport which can be shown to have not been paid, insofar as these costs exceed the equivalent costs of the railway”. In the case of the other categories of operators, compensations may be granted pursuant to Article 93 of TFEU, since they aims at implementing a modal shift to a more economically efficient and sustainable mode of transport.The measure aims to set up, at the level of the Ministry of Transport, a working group of experts from the ministry and interested entities, for identifying and comparing the different possible incentives policies and define an adequate package of legislative reforms.

M1.1.5.5 - Improvement of the legal framework in order to increase the attractiveness of RO –LA and Semi-trailers transport services The general economic interest, understood at national level and at the level of the European Union, imposes a massive transfer to the rail transport of freight flows currently transported by road. The most efficient way to achieve this objective is to develop the rail /road intermodal transport, developing RO-LA and intermodal services for semi-trailers, well adapted to ground transport of small freight shipments.The main obstacle to the promotion of the containerized intermodal transport is the distortion of the competitive environment between the ground transport modes (see measure M1.1.1.2 above). Currently, although road transport generates significantly higher unit costs than rail (if taking into account external costs generated by the road transport as well), road carriers can offer much more attractive prices, which leads customers to choose exclusively road transport services for their small shipments.In order to increase the attractiveness of semi-trailer transport services, the recommended solution in the short and medium term (until the moment when external costs will be internalized) is similar to the one presented in measure M.1.1.5.4 above, as the logistic chain

Indicator: The working group is formed (20%), RO-LA transport option analysis is led (50%), the business plan is prepared (80%) and approved (100%).Measurement unit: %Baseline: 0% (2017)

20% 80% 100% 100%

Indicator: The working group is formed (20%), option analysis for semi-trailers transport is led (50%), the business plan is prepared (80%) and approved (100%).Measurement unit: %Baseline: 0% (2017)

20% 80% 100% 100%

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Target Values

2019 2020 2021 2022

is similar to that of containerized transport on land routes.In the case of RO-LA transport services, taking into account their more commercially oriented nature (RO-LA services are addressed to road carriers and not directly to customers), the solution is to support financially the customers, in order to compensate by public incentives the difference of commercial prices compared to the price of road transport. Such a solution is also applicable for a limited period, until the process of internalizing the external costs generated by land transport is completed.The implementation of this measure can be carried out by the working group mentioned in measure M.1.1.5.4 above

M1.1.5.6 - Definition of a strategic plan intending to rehabilitate the rail freight transport by isolated wagonsThe general economic interest, understood at national level and at the level of the European Union, imposes a massive transfer to the rail transport of freight flows currently transported by road. One of most efficient way to achieve this objective is rehabilitate and promote the freight transport by isolated wagon.The measure aims to update the strategy of rehabilitation and promotion of rail freight in isolated wagons, by a working group constituted at MT level, composed of experts from the specialized departments of ministers, of the freight operators and of the railway infrastructure manager.The main categories of problems that need to be addressed to define the strategy of rehabilitation and promotion of rail freight in isolated wagons are:• the business model for the operation of complete trains, which may also be applicable for transport of isolated wagons on the segment / segments operated by direct trains between the triage / technical stations in the course;• the business model for operating services related to the

Indicator: The working group is formed (20%), option analysis is led (50%), the business plan is prepared (80%) and approved (100%).Measurement unit: %Baseline: 0% (2017) 0% 20% 50% 80%

163



Target Values

2019 2020 2021 2022

decomposition / composition of the trains at the triage stations, including the arrangement of wagons according to the directions of travel;• the business model for operating services related to collecting / dispersing the wagons from / the recipients to their respective senders, , with the help of local trains. In principle, this business model also includes the handling of wagons in the stations of origin and destination for the introduction on the industrial lines of the clients or their removal;• solutions for considering this type of transport services as a public service obligation and the compensation from public funds of the costs incurred by any category of operators involved, with a special consideration paid to the costs of the proximity operators;• business model for an integrated management of isolated wagons;• implementation of intelligent decision support computerized facilities, which will ensure the management of the isolated wagon's movement throughout the entire route from the sender to the recipient;• eliminating the performance limitations of train traffic imposed by the railway infrastructure;• increasing the performance level of train traffic, including current limitations, by modernizing the train traffic management;• reinforcing the high level of safety of train traffic.

Programme 1.2: Increase the competitiveness of the system of public service for passenger rail transport

Result 1.2.1: Increase of the performance and efficiency of the system of public service of national interest in the domain of passenger rail transport

M1.2.1.1 – Adoption and implementation of a strategic plan for an increased efficiency of the national system of public service transport ensured by the passenger rail transport. Strengthening the system of public services for the transport of passengers is of national interest. It will to ensure the balance of the national transport system, and contribute to the reduction of the costs

To be completed by cfr

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Target Values

2019 2020 2021 2022

generated in the national transport economy and the reduction of the overloading of the road network. Currently, there is a deep imbalance between public and individual transport. According to Eurostat, individual car transport currently has a share of 79.9% of total passenger land transport, compared to only 20.1% for public transport (road and rail).Given the superior economic characteristics of rail transport, it should be considered to take advantage of the efficiency of the public service system for rail passenger transport.The measure aims at defining and approving, in the perspective of its future implementation, a strategic plan to increase the efficiency of the public service system for rail passenger transport, with emphasis on public services of national interest, whose coordination is the responsibility of the Ministry of Transport. Such a strategic plan must address a number of relevant issues such as: • the promotion in priority of services with a high degree of attractiveness for rail passenger transport: long-term scheduled services, suburban services, car transport, etc.;• increasing the efficiency of the mechanism of payment by the State Budget of public service obligations, which must be conceived as a mechanism aimed at increasing the competitiveness of the rail transport in the market of ground passenger transport;• Strengthening the contractual framework regarding public services for rail passenger transport, including by defining contracts comprising compulsory performance indicators;• implementation of measures to integrate suburban rail transport with public urban transport, in order to enhance the attractiveness of suburban rail transport services;• refurbishment and / or renewal of the fleet of rolling stock intended for the performance of public service obligations;• increasing the accessibility of rail passenger transport.The beneficiary of this measure is the Railway Reform Authority. If the

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Target Values

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elaboration of this strategic plan requires the hiring of a specialized consultant, the financing can be secured from non-reimbursable European funds.

M1.2.1.2 - Adoption and implementation of PSO contracts based on performance monitoring of the rail passenger transport servicesThe measure aims to create a contractual framework fully fulfilling the public service obligations for passenger transport and to increase the level of performance and quality of the public rail passenger services. The public service contracts should contain performance indicators that ensure the collective involvement and mobilization of the railway operators, in order to provide the most efficient and attractive public services. In principle, such a set of performance indicators should be part of public service obligations execution. In this regard, these contracts should include rules suspending the total payment of PSO compensation according to the level of achievement of the performance indicators. For example, the level of attractiveness of public services could be measured by performance indicators such as the number of passengers transported and their travel length. Failure to achieve the proposed targets should lead to the diminution of public funds granted as compensation for the public service obligations.The beneficiary of this measure is the Railway Reform Authority. The measure does not require funding.


M1.2.1.3 - Mandatory compensation of public services obligation for passenger rail transportThe massive increase of the individual road transport generates a series of negative effects : overloading of the road network, increase of the frequency of road accidents with serious consequences, increase of the GHG emissions and of polluting emissions, increase of the dependence of the national economy on the petroleum products (due to the low energy efficiency of road transport) etc.

Indicator: Scope of the offer of transport public services by rail, measured by the distance covered by operated trains fulfilling public service obligationsMeasurement unit: th. train*kmBaseline: 64 490 (2017)


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Target Values

2019 2020 2021 2022

In this context, the Regulation (EU) no. 1370/2007 regarding public services for rail and road passenger transport and repealing Regulations (EEC) no. 1191/69 and no. 1107/70 of the Council regulates the principles of the mechanism of compensation of public service obligations in the field of passenger transport, with an emphasis on rail transport. Its main purpose is to support the increase of the attractiveness and competitiveness of public passenger transport, so that it becomes a viable alternative for customers in relation to individual (road) transport. In particular, financing mechanisms for rail passenger transport services must be based general economic interest, with a focus on the diminution of the total costs of transport at the level of the national economy, and contribute to the social protection of the beneficiaries of public transport services.The measure aims to increase the competitiveness of the rail transport in the market of land passenger transport through reinforcement of public passenger rail transport services supported by the public service obligation compensation mechanism.The beneficiary of this measure is the Railway Reform Authority. The measure is financed from the state budget.

Indicator: Grade of attractiveness of passenger train services measured by the distance travelled by the passengers using trains fulfilling public service obligations Measurement unit: th. passenger*kmBaseline: 4 976 (2017)

M1.2.1.4 – Development and generalization of an electronic ticketing system for passenger rail servicesThe measure concerns two directions of action, respectively:a) Generalization of the electronic ticketing system for rail passenger transport services, for: 1.enhancing the accessibility of rail transport services 2. Facilitate the monitoring of the performances and measurement criteria of the public service contracts.b) Establishment of an integrated system of tickets, direct tickets and reservations, in order to increase the quality of public passenger rail services. This approach will become a legal obligation of the Ministry of Transport and public service operators, following the transposition of Directive (EU) 2016/2370 amending Directive 2012/34 / EU.


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Target Values

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The beneficiary of this measure is the Railway Reform Authority and is financed from the state budget.

M1.2.1.5 - integration of the electronic ticketing systems of the railway transport operators with the similar systems of the urban public transport operatorsIn order to facilitate the establishment of intermodal flows for the transport of passengers in the metropolitan areas, it should be considered the issue related to the integration of the electronic ticketing systems of the railway transport operators with the similar systems of the urban public transport operators. The measure concerns specifically suburban transport and aims to create the possibility to travel by several means of transport (train, subway, bus, tram) using a unique transport title.The beneficiary of this measure is the Railway Reform Authority. The measure is financed from the state budget.


Result 1.2.2: Ensure a logistic support to the passenger rail services

M1.2.2.1 – Adoption and implementation of a strategic plan for purchasing the relevant rolling stock for supporting passenger rail services required by public services obligations; Strengthening the system of public passenger rail transport services involves both the quantitative increase of the public service offer (including the increase of the available transport capacity for the customers), as well as the implementation of services with a high level of attractiveness, especially interurban and suburban services. Last but not least, it is necessary to increase the performance of the transport services, as well as to increase the quality level of the public services, by increasing the comfort level and by providing adequate facilities and services on board the trains.In order to achieve these objectives, it is necessary to rehabilitate the fleet of rolling stock, both in terms of its number and diversification, and increase the level of performance of the fleet and the grade of equipment of operators. The analyses carried out within the Master of


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Target Values

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the General Transport Plan has concluded, on one hand, that the current fleet of rolling stock is insufficient and cannot ensure sufficient transport capacity, and on the other hand that the fleet is obsolete, with in consequence a reduced level of performance and a low level of comfort and facilities that can be provided to customersThe measure aims at the preparation, adoption and implementation of a strategic plan for the development and renewal of the fleet rolling stock destined to fulfil the public service obligations for rail passenger transport. The purpose of this measure is to strengthen the viability of the strategic plan elaborated under measure M1.2.1.1 above.The beneficiary of this measure is the Railway Reform Authority. The measure is financed from the state budget and from European non-reimbursable funds.

M1.2.2.2 – purchase of the rolling stock for supporting passenger rail services required by public services obligationsThe measure aims to carry out the purchasing the relevant rolling stock for supporting passenger rail services required by public services obligations, in accordance with the strategic plan defined in the measure M1.2.2.1 above. The measure also includes the implementation of the mechanism for allocating this rolling stock to public service operators.The beneficiary of this measure is the Railway Reform Authority. The measure is financed from the state budget and from European structural funds.


Result 1.2.3: Promoting a passenger rail service with a high level of attractiveness

M1.2.3.1 - Adoption and implementation of a scheme of deployment of rail services with regular interval timetables, in conformity with the General Transport Master Plan of Romania The increase of the attractiveness of the passenger rail transport must be based largely on the implementation of rail services with regular interval timetables, i.e. services characterized by high frequency of trains and by equal intervals of succession. International experience


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Target Values

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has shown that this type of service is highly appreciated by customers because it adequately responds to their mobility needs. The attractiveness of this type of services was validated even on the Romanian railway network, as it led to substantial sales increases on the relationships where they were implemented (e.g.: Bucharest-Pitesti, some non-interoperable sections).The analyses carried out for the elaboration of the Master of the General Transport Plan of Romania recommended a scheme of implementation of rail services with regular interval timetables for the interurban transport of passengers, which must be implemented until 2030. The evaluations from the National Transport Model have shown that the implementation of this model of services can lead to an increase in the volume of passenger services (measured in passenger-km) by 115% in 2030 compared to the volume recorded in 2012. The main objective of the proposed scheme is to provide fast and frequent services between the main stations on each railway line, thus maximizing the market share of rail transport, with minimal impacts on in operating costs.The measure aims at developing, adopting and implementing a strategic plan for the implementation of rail services with regular interval timetables for interurban trips, as well as commuting trips in metropolitan areas. Such interurban and suburban services should be included in the domain of the public service obligations for rail passenger transport. This measure strengthens the viability of the strategic plan elaborated under measure M1.2.1.1 above and is also conditioned by the implementation of this plan.The beneficiary of this measure is the Railway Reform Authority. The measure is financed from the state budget and from European structural funds.

M1.2.3.2 – Increase of the coordination with urban transport systems, for the reduction of transfer time of travellers to passenger rail services


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Target Values

2019 2020 2021 2022

To ensure the success of the suburban rail transport services in the metropolitan areas, it is necessary to obtain a massive migration of travellers from individual transport to public transport services, along the routes which are connecting the main city to the residential areas. The main part of such a commuting trips must be accomplished by train. The success is conditioned by ensuring an adequate level of transport facilities, including at origin and destination of suburban train services.For the origin /destination city areas, solutions that facilitate the transfer of the passengers from the suburban transport system to the urban transport services must be identified and implemented, Such solutions should eliminate the potential sources of discomfort and ensure smooth connections. Possible solutions, based on good international practices, must be considered:a) Implementation of the tram-train concept, which means the use of a light rail vehicle, which can operate both on suburban / regional rail lines and on city tram lines, provided that the tram lines have the same gauge as railways. If this concept is intended to be used on non-electrified railway lines, hybrid vehicles should be used, which have both diesel and electric propulsion. The great advantage of this concept is the elimination of the transfer of the passengers from the suburban transport system to the urban system, a solution contributing to the improvement of the comfort of the trip and giving a significant benefit of attractiveness to the suburban rail transport.b) Implementation of the concept of urban train, which involves the use of the train for fast connections between different points of interest of a city, when the configuration of the railway infrastructure of the city allows such an approach. This concept can be implemented as a solution to approach the urban section of a suburban service.c) Intermodal connection with urban public transport. Where the suburban rail service cannot be extended directly to the points of departure/destination within the city, the interest of this service can anyway be ensured by an efficient intermodal connection with the

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Target Values

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urban public transport network. Intermodal connection of the rail transport with the urban public transport means the concept of the railway stations as intermodal nodes, which are simultaneously a railway terminal and a terminals for the different types of urban transport (metro, tram, bus, taxi) and provide easy transfer flows of passengers between different modes of transport.The beneficiary of this measure is the Railway Reform Authority. The measure is financed from the state budget and from European structural funds.

M1.2.3.3 –Increase of the integration with individual vehicle transport, in developing parking facilities in railways stations International practice has shown that the provision of car parking facilities for railway customers at railway stations is a significant support for increasing the flows of passengers who choose to use rail transport (and especially suburban transport). The measure targets the implementation of the park and ride concept, a concept which allows the use of the car only on a short portion of the route, from the passenger's home to the nearest railway station. The measure is valid for both urban and rural railway stations (especially for localities in major metropolitan areas).The beneficiary of this measure is the Railway Reform Authority. The measure is financed from the state budget and from European structural funds. This measure implies to initiate collaborations between the Railway Reform Authority and the local public authorities. Such a collaboration can generate the opportunity to access to European funds for regional development.


M1.2.3.4 – Multimodal integration with interurban individual car transport, by the promotion of solutions of individual vehicles transport in passenger trainsGiven the successful implementation of measures that can lead to an


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Target Values

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increase in the competitiveness of the rail passenger transport, mainly by increasing the performance level of the train traffic and by limiting the prices of the railway services, a further step will be to identify and implement solutions to encourage migration customers to rail transport.The measure aims at a multimodal integration with individual interurban road transport, which represents the mode of transport with the highest modal share on the transport market. The railway system is naturally interested in taking part to intermodal flows of passengers and thus involve the railway transport to complement the individual road transport. The discussions in this domain have led to the conception and implementation of a rail transport service for cars and motorcycles. The cars are embarked on specialized wagons, included in the composition of passenger trains. The occupants of the cars are boarded in the same trains, in classic wagons or sleeping cars, so that they can travel simultaneously with their cars, but in the superior comfort conditions offered by their allocated train.The beneficiary of this measure is the Railway Reform Authority. The measure is financed from the state budget and from European structural funds.

Programme 1.3: Increase of the competitiveness of the railway transport by restoring the performances of the public railway infrastructure at their originally designed level

Result 1.3.1: Restore train operating speed on public rail infrastructure to the originally designed speed

M1.3.1.1 - Adoption of an priority annual programme of renewal of current and direct linesIn order to ensure an efficient logistical support to the increase of the competitiveness of the railway transport, it is necessary to restore the operational (technical) speeds allowed by the railway infrastructure at the level of the designed speeds, through actions of renewal (repair) of the current and direct lines. In order to obtain maximum benefits from the investments regarding this renewal, the Ministry of Transport will elaborate as soon as possible, in collaboration with CFR SA, a program

Indicator: The programme is prepared (20%), adopted (50%), budgeted and implemented (100%)Measurement unit: %Baseline: 20% (2017)

100% 100% 100% 100%

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Target Values

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of prioritizing the renewal interventions based on the priority renewal of the sections presenting the highest intensity of traffic.The measure mainly aims to the acceleration of the renewal rate (replacement) of the current and direct lines, to reach a level of replacement which must be higher than requested by the normal annual rate of renewal necessitated by the infrastructure cycle of life. It is advisable to limit the pace of renewal of the railway infrastructure to about 500-600 km / year in order to prevent any excessive disruption of the railway traffic due to the renovation works.The projects under this measure include a set of repair and replacement activities of the railway superstructure components for the current and direct lines, in order to ensure the maximum utilization of the parameters restored at their initially designed level, for all types of railway services.The beneficiary of the measure is CFR SA, as administrator of the railway infrastructure in Romania. The measure does not require funding.

AM1.3.1.2 - Implementation of a priority renewal (rehabilitation) programme on the Magistral (main lines) networkThere are 8 major axes identified for rail transport, confirmed by the long experience of operating the railway network, called Magistale, and which represent a set of connections between the capital Bucharest (Bucharest North station) and the cities of Arad, Oradea, Satu Mare, Suceava, Iasi. , Galați, Constanța and Timișoara. These are :

MAGISTRALA 200: (BUCUREŞTI-)BRAŞOV1-SIBIU-ARAD-CURTICI-FRONTIERĂ

MAGISTRALA 300: BUCUREŞTI-BRAŞOV-CLUJ-ORADEA-EPISCOPIA BIHOR-FRONTIERĂ

Indicator: Length of rehabilitated current and direct lines belonging to Magistral (main) networkMeasurement unit: kmBaseline: 6 km (2017) 55 130 210 325

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Target Values

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MAGISTRALA 400: (BUCUREŞTI-)BRAŞOV1-SICULENI-DEDA-DEJ-BAIA MARE-SATU MARE

MAGISTRALA 500: (BUCUREŞTI-)PLOIEŞTI2-BACĂU-SUCEAVA-VICŞANI-FRONTIERĂ

MAGISTRALA 600: (BUCUREŞTI-PLOIEŞTI2-)TECUCI3-BÂRLAD-IAŞI-UNGHENI-FRONTIERĂ

MAGISTRALA 700: BUCUREŞTI-PAJURA-MOGOŞOAIA-URZICENI-FĂUREI-GALAŢI-FRONTIERĂ

MAGISTRALA 800: BUCUREŞTI-CONSTANŢA-MANGALIA

MAGISTRALA 900: BUCUREŞTI-CRAIOVA-TIMIŞOARA

_________________

1 BUCUREŞTI-BRAŞOV SECTION IS SHARED WITH MAGISTRALA 300

2 BUCUREŞTI-PLOIEŞTI SECTION IS SHARED WITH MAGISTRALA 300

3 PLOIEŞTI-TECUCI SECTION IS SHARED WITH MAGISTRALA 500

Because of the high traffic on these railway lines, they were the most affected by the degradation caused by the insufficient financing of the

175



Target Values

2019 2020 2021 2022

infrastructure maintenance works. As a result, the rehabilitation of the current and direct lines of the railway lines is likely to generate the greatest benefits in terms of increasing the performance of the train traffic.The beneficiary of the measure is CFR SA, as the rail infrastructure manager in Romania. The measure is supported by the state budget.

M1.3.1.3 - Implementation of the priority programme for renewal (rehabilitation) of current and direct lines belonging to the principal network (excepting Magistrale)The practice of railway operations has demonstrated the importance of some railway lines, other than Magistrale (main network), which are characterized by high intensities of railway traffic. These belong to the main rail network and are generally bus lines or lines that provide connection to the rail networks of neighbouring states. Some examples:- Buzău-Făurei-Feteşti (connection of magistrala 700 with magistrala 800)- Buzău-Făurei (connection magistrala 500 with magistrala 700)- Paşcani-Iaşi (connection magistrala 500 with magistrala 600)- Simeria-Filiaşi (connection magistrala 200 with magistrala 900)- Bucureşti-Titu-Piteşti (belonging to the TEN-T comprehensive network)- Siculeni-Adjud (connection magistrala 400 with magistrala 500)- Videle-Giurgiu (connection with Bulgaria)- Timişoara-Stamora Moraviţa (connection with Serbia) etc.Considering the high traffic intensity on these lines, with an high level of wear and tear generated by the intense traffic, repairing in priority the current and direct lines related to these lines should generate significant benefits and generate an increase of train operation performance.

Indicator: Length of rehabilitated current and direct lines belonging to the principal network, excepting Magistrale (main lines) networkMeasurement unit: kmBaseline: 0 km (2017) 15 20 40 50

176



Target Values

2019 2020 2021 2022

The beneficiary of the measure is CFR SA, as the rail infrastructure manager of Romania. The measure is supported by the state budget.

Result 1.3.2: Enhance the safety parameters and the reliability of public rail infrastructure subsystems

M1.3.2.1 - Adoption of priority renewal programmes for public rail infrastructure critical subsystems The amount of delayed / postponed renewal programmes exceed 60% of the total for most of the railway infrastructure elements. In many cases, the lack of renewals led to the appearance of potentially dangerous failures that required the establishment of permanent speed restrictions, with consequences for the degradation of train traffic performance.As a result, it is necessary that, in conjunction with the renewal program of current and direct lines (measure M1.3.1.1), a program of renewal of other elements of the infrastructure (terraces, works of art, installation installations) should be taken into consideration. Signalling, electric traction installations, etc.), in order to eliminate the existing speed restrictions and to prevent the occurrence of other limitations on the train speeds.The projects under this measure include a set of repair and replacement activities of the railway infrastructure components, other than the current and direct lines, so as to ensure the consolidation of the safety and reliability parameters of the public railway infrastructure subsystems.The beneficiary of the measure is CFR SA, as the rail infrastructure manager in Romania. The measure does not require funding.

Indicator: Programmes are prepared (20%), adopted (50%), budgeted and implemented (100%)Measurement unit: %Baseline: 20% (2017)

100% 100% 100% 100%

M1.3.2.2 - Implementation of the priority programme for the renewal of civil engineering works (viaducts, bridges, small bridges and culverts)On CFR network there are 4,739 bridges and viaducts and 12 674 small bridges. Of these, 3,115 bridges and viaducts (representing 65.7% of the total) and 9 218 small bridges and culverts (representing 72.7% of the total) are due for renewal.

Indicator: Length of rehabilitated civil engineering works( viaducts, bridges, small bridges and culverts)Measurement unit: mBaseline: 52,5 (2017)

158,7 209,2 260,1 346,5

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Target Values

2019 2020 2021 2022

Considering the high rate of delayed renewal deadlines for this subsystem of the railway infrastructure, the program provided in measure M1.3.2.1 for improving the safety and reliability parameters of the public railway infrastructure includes interventions that were not executed in due time to renew the works of art (viaducts, bridges, small bridges and culverts).The beneficiary of the measure is CFR SA, as the rail infrastructure manager of Romania. The measure is supported by the state budget.

M1.3.2.3 - Implementation of the priority programme for embankment renewalOn the CFR network there are 14 572 km of embankments, of which 7 438 km are due for renewal (representing 51% of the total).Considering the high rate of delayed renewal deadlines for this subsystem of the railway infrastructure the program provided in measure M1.3.2.1 for improving the safety and reliability parameters of the public railway infrastructure includes interventions that were not executed in due time to renew the embankments.The beneficiary of the measure is CFR SA, as rail infrastructure manager in Romania. The measure is supported by the state budget.

Indicator: Length of renewed embankmentsMeasurement unit: kmBaseline: 0 (2017) 13 17 22 27

M1.3.2.4 Implementation of the priority programme for tunnel renewalOn the CFR network, there are 185 tunnels with a total length of 62,552 m, of which 60 tunnels are due for renewal with a total length of 30 359 m (representing 48.53% of the total).Considering the high rate of delayed renewal deadlines for this subsystem of the railway infrastructure the program provided in measure M1.3.2.1 for improving the safety and reliability parameters of the public railway infrastructure includes interventions that were not executed in due time to renew the tunnels. The beneficiary of the measure is CFR SA, as rail infrastructure manager in Romania. The measure is supported by the state budget.

Indicator: Length of renewed tunnelsMeasurement unit: mBaseline: 81,4 (2017)

267,6 379,9 446,8 568,6

M1.3.2.5 - Implementation of the priority programme for the renewal Indicator: Number of signalling

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Target Values

2019 2020 2021 2022

of signalling installation in Stations and current lines On the CFR network there are very high rates of railway signalling installations in stations and in the current lines which were not renewed in due time, namely:- CED installations: 92.83% - EMC installations: 100%- non-centralized SCB installations: 99.06%- BLA installations: 84.08%Considering the high rate of delayed renewal deadlines for this subsystem of the railway infrastructure the program provided in measure M1.3.2.1 for improving the safety and reliability parameters of the public railway infrastructure includes interventions that were not executed in due time to renew signalling installations.The beneficiary of the measure is CFR SA, as rail infrastructure manager in Romania. The measure is supported by the state budget.

installation renewedMeasurement unit: installationsBaseline: 3 (2017) 6 8 13 14

M1.3.2.6 – Implementation of the priority programme for the renewal of other public rail infrastructure sub-systems The measure refers to the renewal of other critical subsystems of the public railway infrastructure (platforms, level crossings, electrical contact lines, electrical traction substations, transformers 16 MVA, 110 / 27.5 KV, roads serving railway installations. ), where there are also high rates of delayed renewal.The beneficiary of the measure is CFR SA, as rail infrastructure manager in Romania. The measure is supported by the state budget

Indicator: Value of renewal of the other public rail infrastructure sub-systemsMeasurement unit: th. leiBaseline: 1 196 (2017) 6 604 11 856 18 420 26 290

M1.3.2.7 Design works executed for the implementation of the priority renewal programmes The measure concerns the execution of the design work related to the priority renewal programmes, including expertise, documentation for approval of the intervention, technical projects, etc.The beneficiary of the measure is CFR SA, as rail infrastructure manager in Romania. The measure is supported by the state budget

Indicator: Value of the design works executed for the implementation of the priority renewal programmes Measurement unit: th. leiBaseline: 1 196 (2017)

3 302 5 928 9 210 13 145

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Target Values

2019 2020 2021 2022

Programme 1.4: Increase of the reliability of rail transport services by the improvement of public rail infrastructure maintenance and operation management

Result 1.4.1: Elimination of speed restrictions and increase of the level of availability of public rail infrastructure

M1.4.1.1 – Adoption of an priority intensive programme of current repairs of public rail infrastructure The main repairs along the lines will target the elimination of the dangerous points of the railway infrastructure and the elimination of the speed restrictions imposed by the weakness of some elements of the infrastructure. Regarding operation speed, the current repairs of the lines intends to increase the speed of circulation allowed by the infrastructure condition in order to eliminate the existing gap between the allowed speed and the initial designed speed of the railway network.Repairing all the components of the infrastructure that generates or can generate limitations of the performances of the traffic due to their advanced state of degradation may cause an issue. Two approaches to plan the repairs the defective components of the railway infrastructure can be considered:a) The execution of repairs as part of the renewal works, considering that in most cases such defective elements needing repairs are located on sections where the term of renewal of the infrastructure has been exceeded.b) The execution of punctual repair works, strictly focused on the defective components of the infrastructure that generated speed restrictions and on the components that are due for current repairs.Considering the importance of the delayed actions regarding the renewal of the infrastructure, the recovery programme for these specific repairs may be (relatively) slow. For this purpose, it is necessary to approach the current repairs issue through a program dedicated to this objective, but correlated with the renewal programme (program 1.3 above).This measure aims at defining and adopting an intensive programme to carry out the current repairs of the lines related belonging to the public

Indicator: Progress of the adoption of the repair programme:- the programme is prepared (20%)- the programme is adopted (50%)- the programme is budgeted and implemented (100%)Measurement unit: %Baseline: 20% (2017)

50% 100% 100% 100%

180



Target Values

2019 2020 2021 2022

railway infrastructure network. Taking into account that this program will run simultaneously with the program for accelerated recovery of delayed works regarding the renewal of the infrastructure (program 1.3), it is possible that after a period of 8-10 years the condition of the lines will become acceptable and characterized by a small number of speed restrictions caused by defective infrastructure elements and by a low rate of occurrence of new speed restriction of the same origin.The beneficiary of the measure is CFR SA, as the rail infrastructure manager of Romania. The measure is supported by the state budget.

M1.4.1.2 - Adoption of an priority intensive programme of current repairs of public rail installations Regarding equipment’s, the main repairs will target the replacement of components with an advanced degree of wear and tear, in order to prevent potentially dangerous defects and reduce the likelihood of their occurrence. From the perspective of traffic speeds, the current repairs of the equipment have the role of preventing the interruption or the limitation of service of some subsystems, which would necessitate to introduce new speed limitations on the network.This measure aims at defining and adopting an intensive program to carry out the current repairs of the installations located on the public railway infrastructure. Taking into account that this program will run simultaneously with the program for accelerated recovery of delayed works regarding the renewal of the infrastructure (program 1.3), it is possible that after a period of 8-10 years the condition of the lines will become acceptable and characterized by a small number of speed restrictions caused by defective equipment and by a low rate of occurrence of new speed restriction of the same origin.The beneficiary of the measure is CFR SA, as the rail infrastructure manager of Romania. The measure is supported by the state budget.

Indicator: Progress of the adoption of the repair programme:- the programme is prepared (20%)- the programme is adopted (50%)- the programme is budgeted and implemented (100%)Measurement unit: %Baseline: 20% (2017)

50% 100% 100% 100%

M1.4.1.3 – Adoption of measures allowing the multi-annual financing of current repairs of public rail infrastructure

Indicator: Progression in the adoption of a new legal framework allowing the

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Target Values

2019 2020 2021 2022

In the present situation, Romanian legislation allows the infrastructure manager to conclude contracts for the current reparation only after the approval of the corresponding financing within its budget of incomes and expenses. The practice has shown that the approval of this budget usually takes place during the second quarter of the year. From this moment the procedures for awarding the execution of the works can be launched, which lasts between 2 and 4 months.However, the execution of the infrastructure works is possible only in a limited period, of about 7-8 months, when the climatic conditions are favourable. In is also observed that during this favourable period, about 3-4 months are usually lost until the procedures for awarding the work contracts are completed. In other words, the available period for the accomplishment of the works themselves is reduced to 3-5 months per year.In the domain of infrastructures, such a period is insufficient for the completion of more complex works, and such works cannot be contracted for periods longer than one year due to the absence of any approved budget for the second year and the consecutive ones. Under these conditions, the infrastructure manager cannot contract works of greater complexity, which obviously cannot be completed within the period of the 3-5 available months.The measure aims to adapt the legislative framework to allow a multi-annual financing of the current repairs of the public railway infrastructure.The beneficiary of the measure is CFR SA, as the rail infrastructure manager of Romania. The measure does not require any financing.

multi-annual financing of current repairs of public rail infrastructure:- The reform is prepared (20%)- The reform is adopted (50%)- Multiannual financing is

implemented (100%)Measurement unit: %Baseline: 0% (2017)

20% 50% 100% 100%

M1.4.1.4 - Implementation of the priority intensive programme of current repairs of public rail infrastructureThe measure aims to carry out the current infrastructure repairs along the lines of the public rail infrastructures network, by implementing the program defined in the measure M1.4.1.1., under a multiannual financing framework adopted by the measure M1.4.1.3 above

Indicator: Speed restriction eliminated by the programme of repairsMeasurement unit: speed restriction numberBaseline: 192 (2017) 223 300 350 350

182



Target Values

2019 2020 2021 2022

The beneficiary of the measure is CFR SA, as the rail infrastructure manager of Romania. The measure is supported by the state budget.

M1.4.1.5 – Implementation of the priority intensive programme of current repairs of public rail installationsThe measure aims to carry out the current installation repairs along the lines of the public rail infrastructures network, by implementing the program defined in the measure M1.4.1.1., under a multiannual financing framework adopted by the measure M1.4.1.3 above.The beneficiary of the measure is CFR SA, as the rail infrastructure manager of Romania. The measure is supported by the state budget.

Indicator: Reduction of technical derangements following the programme of repairsMeasurement unit: %Baseline: 100% (2018) 99%

(-1%)95,54%

(-3,5%)90,76%

(-5%)86,22%

(-5%)

Result 1.4.2: Maintaining the technical parameters of public rail infrastructure

M1.4.2.1 –Current maintenance of public railways infrastructure, for a permanent regime of functioning Maintenance is needed to keep at the lowest the possibility of infrastructure component failure.The international practice has recognized the concept of "permanent regime" of the railway infrastructure. The level of maintenance for the permanent regime of the infrastructure must be understood as that level of maintenance that minimizes the probability of the occurrence of random failures of some elements of the infrastructure. This level of maintenance cannot lead to the improvement of the infrastructure parameters, but is the level necessary to avoid degradation of these parameters. In the case of a new infrastructure or an infrastructure to which a normal rate of renewals and repairs is applied, the permanent operation means functioning at the level of the designed parameters of the infrastructure.Considering the impact of maintenance on traffic speeds, the maintenance of the lines has the role of preventing a widening gap between the projected speed and the maximum speed allowed by the railway infrastructure, by preventing defects occurrence which would impose speed restrictions. As a result, maintenance must be permanent and continuous. There is no doubt that, based on a secured

Indicator: Implementation of maintenance programme of public railways according to legal standards Measurement unit: %Baseline: 60% (2018)

85% 100% 100% 100%

183



Target Values

2019 2020 2021 2022

financing, the maintenance program of public railway infrastructure, established according to the regulations in force, must be fully realizedThe beneficiary of the measure is CFR SA, as the rail infrastructure manager of Romania. The measure is supported by the state budget.

M1.4.2.2 - Current maintenance of public railways installations, for a permanent regime of functioningMaintenance is needed to keep at the lowest the possibility of infrastructure component failure .The international practice has recognized the concept of "permanent regime" of the railway infrastructure. The level of maintenance for the permanent regime of the infrastructure must be understood as that level of maintenance that minimizes the probability of the occurrence of random failures of some elements of the infrastructure. This level of maintenance cannot lead to the improvement of the infrastructure parameters, but is the level necessary to avoid degradation of these parameters. In the case of a new infrastructure or an infrastructure to which a normal rate of renewals and repairs is applied, the permanent operation means functioning at the level of the designed parameters of the infrastructure.Considering the impact of maintenance on traffic speeds, the maintenance of the installations has the role of preventing a widening gap between the projected speed and the maximum speed allowed by the railway infrastructure, by preventing system derangement occurrence which would impose speed restrictions. As a result, maintenance must be permanent and continuous. The beneficiary of the measure is CFR SA, as the rail infrastructure manager of Romania. The measure is supported by the state budget

Indicator: Implementation of maintenance programme of public railways installations according to legal standards Measurement unit: %Baseline: 80% (2018) 90% 100% 100% 100%

M1.4.2.3 – A Management of public rail network which ensure the permanent and safe rail transport services Infrastructure management is one of the essential tasks of the

Indicator: Passenger train management capacity

Ccal = Noppass / Nday

pass

184



Target Values

2019 2020 2021 2022

infrastructure manager4. It consists in making the infrastructure available to customers on a continuous and non-discriminatory basis and delivering traffic control servicesA secured financing must be available to ensure the capacity of the infrastructure manager to operate trains safely, at an adequate level of performance and quality, so as to fully answer to the transport requests from customers, including during the periods peak traffic. The increase in train operating capacity should take into account in the same time the foreseen transport demands and the seasonal variations of these demands (measured by the ratio between the maximum number of trains requested in a day and the average number of trains requested daily). The beneficiary of the measure is CFR SA, as the rail infrastructure manager of Romania. The measure is supported by the state budget.

whereNop

pass - Average number of passenger trains that can be operated daily

Ndaypass - Average number of passenger

trains that are requestedMeasurement unit: %Baseline: 105% (2018)

115% 125% 135% 150%

Indicator: Freight train management capacity

Cfr = Nopfr / Nday

fr

whereNop

fr - Average number of freight trains that can be operated daily

Ndayfr - Average number of freight trains

that are requestedMeasurement unit: %Baseline: 110% (2018)

120% 135% 150% 170%

Result 1.4.3: Decrease of unit costs for the current maintenance of the public rail infrastructure

M1.4.3.1 - Re-classification of the rail network based on traffic intensityThe financial analysis carried out by the General Transport Master Plan of Romania highlighted that the available financial resources (both national and European funds) allocated to rail transport in Romania are not sufficient to cover the financing needs of all the necessary priority interventions As a result, in order to efficiently use the available resources for the maintenance, repair, renewal, development and modernization of the railway infrastructure, a preference should be given to network areas that are likely to generate maximum benefits for the entire Romanian rail system and, implicitly, for the national economy. For this purpose, a re-classification the railway network is necessary, and will enable a differentiated approach, by category,

Indicator: Progress of the reform modifying the legislative framework for the re-classification of the rail network based on traffic intensity:- The reform is prepared (20%)- The reform is adopted (50%)- The reform is implemented (100%)Measurement unit: %Baseline: 0% (2017)

20% 50% 100% 100%

185



Target Values

2019 2020 2021 2022

regarding the financing and operating modes.Based on these considerations, the Romanian railway network should be re-structured in two categories, in relation to the traffic intensity:• A main network, which must be aligned to European standards in terms of maintenance and operation and which will adopt the performance requirements that are likely to increase the competitiveness of rail transport services in the internal transport market. The available development resources will be allocated in priority to this main network.• A secondary network, which must be maintained in operation with less demanding performance parameters, postponing actions to improve the performance when the main network rehabilitation will be completed. Limiting the performance parameters of the secondary network will lead to the limitation of maintenance and operating costs.Such an approach can allow for significant results to be achieved faster, with reasonable financial efforts.The measure aims to prepare the legal framework for the migration from the current classification mode based on interoperability with the European rail network, to a classification based on the traffic intensity. The beneficiary of the measure is CFR SA, as the rail infrastructure manager of Romania. The measure does not require any financing.

M1.4.3.2 - Definition of differentiated performance and maintenance standardsMaintaining the secondary network in operation is necessary to ensure the accessibility of rail transport in all regions of the country and to complete the main flows of passenger and freight traffic. Ensuring the connectivity of the human and business communities on the Romanian territory will contribute to increase the quality of life of the citizens and the gross domestic product. However, it cannot be achieved in the absence of a good accessibility to transport networks. Despite the fact that a core rail network (such as Magistrale –main routes) provides the highest productivity of a network, the overall

Indicator: Progress on the implementation of reduced performance and maintenance standard on the secondary network Measurement unit: %Baseline: 0% (2017) 0% 0% 20% 50%

186



Target Values

2019 2020 2021 2022

connectivity cannot be achieved without the adequate capillarity provided by the entire railway network. Therefore, passenger transport services on the secondary network routes must be reconsidered, keeping in mind the opportunity to develop shuttle services, interconnected with the long distance services provided by the main network, especially along Magistrale (main routes).The measure aims to define lower standards of performance of the secondary network, which may sometimes be below the level of the originally designed parameters. However, such lower maintenance standards of the secondary network are to be defined, and must fully ensure the safety of train traffic. The consequence of the adoption of these lower maintenance standards will be to reduce the need for financing the current maintenance for the infrastructure related to the secondary network defined in the measure M1.4.3.1.The beneficiary of the measure is CFR SA, as the rail infrastructure manager of Romania. The measure does not require any financing.

M1.4.3.3 - Implementation of differentiated performance and maintenance standards for the secondary rail network, supported by a single management of the rail networkThe measure aims to implement the maintenance standards applicable to the secondary network, by modifying and / or supplementing the existing regulations in the field of railway infrastructure maintenance.As the effects of the strategy for increasing the competitiveness of the railway transport will be reached (including the financial consolidation of the infrastructure manager), CFR SA should consider the taking over under its management of secondary traffic sections, in order to increase the level of performance and of these infrastructures and in order to amplify the gains already obtained in the transport market. The taking over of the rented traffic sections will be carried out gradually, as the existing rental contracts expire.The beneficiary of the measure is CFR SA, as the rail infrastructure manager of Romania. The measure does not require any financing.

Indicator: Progress of implementation of differentiated performance and maintenance standards for the secondary rail networkMeasurement unit: %Baseline: 0% (2017) 0% 0% 20% 50%

Indicator: Migration of the secondary network under the management of CFR SAMeasurement unit: %Baseline: 50% (2018)

50% 50% 50% 55%

187



Target Values

2019 2020 2021 2022

Programme 1.5: Ensure the regional connections with the main road transport axes and support the cross border connections

Result 1.5.1: facilitate road connections between the main road corridors and the cities of regional importance

M1.5.1.1 - Transregio Transregio roads development

The Transregio roads are connecting regional centres and the highways and express networks and are comprising bypasses to avoid city centres. They provide as much as possible comfort and safety for the drivers and aim to minimize the impact of road traffic on the surrounding environment.They are an important tool for regional development and will increase the overall quality of road transport for many citizens.Ongoing works on Transregio roads :- DN 5 modernization (București – Adunații Copăceni) - DN56 Craiova – Calafat rehabilitation- DN66 (Bumbești Jiu– Petroșani) rehabilitation- DN73 Pitești – Brașov modernization- DN76 (Deva – Oradea) rehabilitation- DN6 Alexandria – Craiova (lot 2) rehabilitation- Transregio A1 - Titu - Bâldana - Târgoviște – Sinaia : - DN71 Bâldana - Târgoviște - Sinaia modernisation - 4 lanes enlargement of DN7, Bâldana-Titu - Connection road A1 - DN 7 (Titu) (DJ 711A) - enlargement

to 4 lanes- DN 28 B, Târgu Frumos – Botoșani modernizationTransregio roads technical documentation preparationThe FEDER and FC funds, and the State budget will finance the projects. The beneficiary is CNAIR.

Indicator: Length of renovated roads during PSI implementationMeasurement unit: kmBaseline: 0 km (2017) 200 500 1000 1063

Indicator: prepared technical documentationMeasurement unit: %Baseline: 0%( 2017) 20% 60% 80% 100%

M1.5.1.2 - Development of BypassesThe measure supports the completion of the bypasses on several major

Indicator: length of bypasses build during PSI implementation

188



Target Values

2019 2020 2021 2022

cities, with the purpose to facilitate traffic flows and protect the city centres from growing traffic.It includes the bypasses of Brașov, Tecuci, Targu Jiu, Targu Mures, Mihăilești, Bacau, Satu Mare, Stei, Suceava, Radauti, Barlad, Timisoara Sud .The FEDER and FC funds, and the State budget will finance the projects. The beneficiary is CNAIR.

Measurement unit: kmBaseline: 0 (2017) 10 20 30 36,83

Result 1.5.2: Improvement of road connections with neighbouring countries and support of cross border mobility for persons and merchandises

M1.5.2.1 – Development of Eurotrans routesEurotrans roads link highway and express roads to the neighbouring countries' road network. These are sections of national roads with two or four lanes, which facilitate cross-border traffic. These are necessary links to develop cross-border intensive activities at local level and to cross borders more easily within the EU or in neighbouring countries."ET Banatica" Timișoara - Moraviţa (Serbian border) will be priority projects to be implemented, and funding should be provided from the Cohesion Fund and from the state budget.

Indicator: Length of Eurotrans roads constructed / rehabilitated / enlarged.Measurement unit: kmBaseline: 0 (2017)

25% 50% 75% 100%

M1.5.2.2 - Measures dedicated to the reduction of waiting time at border-crossingsThe custom infrastructure has an important role in the accessibility and the assurance of an efficient traffic flow at transnational crossing points. At present the usual waiting time of 3 to 4 hours can be quantified as a distance of 210- 270 km that could have been travelled. During busy periods the time can increase to 7 hrs.The measure aims at modernization of the infrastructure at the border points of Constanța, Halmeu and Siret in order to eliminate traffic jams resulting from excessive waiting time. The measure is composed of the following actions:- The development, extension and the modernization of infrastructure at border crossings including the customs offices and aligned buildings;

Indicator: modernization of the infrastructure at the border pointsMeasurement unit: completed projectsBaseline: 0 (2017) 0 1 2 3

189



Target Values

2019 2020 2021 2022

- The acquisition of specific equipment in order to support the custom officers in improving the efficiency of their non-disruptive controls, for example better scanning equipment;- Support for research on the causes of delay at border crossings and exit points for goods, and support for research in order to identify new projects.The beneficiary is ANAF and the Ministry of Transport, the measure is financed by the LIOP in the specific objectives.

Programme 1.6: Reinforcement of the passenger urban transport system

Result 1.6.1: Development and modernization of the Bucharest urban transport services

M1.6.1.1 – Creation of a new metro line „Magistala 5 (M5)”The network of Bucharest Metro was conceived half a century ago and is no more corresponding to the natural development of the city. It was then considered necessary to develop new lines and complete the existing lines, in order to align the transport services with the present urban planning schemes.The M5 line is under construction, offering a connection from the densely populated south western area to the eastern part of the city, crossing all present and future lines.The western section Raul Doamnei – Eroilor (incl. Valea Ialomitei) is being completed and should be delivered in 2018-2019, the Eastern section Eroilor – Universitate –Iancului would be constructed between 2018 and 2023. The last section Iancului – Pantelimon will be finalized later to reach the Pantelimon station.New rolling stock will be purchased for the operations.The projects are financed by the Cohesion Funds and the state budget. The Beneficiary is the Metro company Metrorex S.A.

Indicator: Km of constructed tunnelsMeasurement unit: kmBaseline: 16,2 (2017)

0 7 2 3

Indicator: Number of station builtMeasurement unit: StationsBaseline: 22 (2017)

0 10 2 3

Indicator: Number of constructed WorkshopsMeasurement unit: WorkshopBaseline: 2 (2017) 0 1 2 3

Indicator: Metro coaches purchasedMeasurement unit: piecesBaseline: 43 (2017)

0 1 2 13

M1.6.1.2 - Creation of the new metro line „Magistala 6 (M6)” Indicator: km of constructed tunnelsMeasurement unit: km

190



Target Values

2019 2020 2021 2022

In line with the previous orientations, the metro line M6 should connect Bucharest city (Gara de Nord) the area of Baneasa, the Baneasa Airport and reach Henri Coanda International Airport. It would comprise 12 stations. It includes rolling stock acquisition (12 trains).The projects are financed by the Cohesion Funds and the state budget, with the support of the JICA and of the state budget. The Beneficiary is the Metro company Metrorex S.A. The project is forecasted to start in 2019 (launching the tenders for structural works) and be completed in 2023.

Baseline: 14,2 (2017)0 0 0 0

Indicator: Number of Constructed stationsMeasurement unit: stationBaseline: 12 (2017) 0 0 0 0

Indicator: Metro coaches purchasedMeasurement unit: piecesBaseline: 12 (2017)

0 0 0

M1.6.1.3 - Extension of the line M4 with the new section Parc Bazilescu- Straulesti

The extension to the north-western part of the city is expected to bring additional passengers to the M4. It is comprised of the construction of a multimodal terminal; some parking facility close to the terminal and of a depot. The project has started and was finalized in 2018.

The project is financed by the Cohesion Funds and the state budget. Depot and parking are exclusively financed by the state budget. The Beneficiary is the Metro company Metrorex S.A.

Indicator: km of constructed tunnelsMeasurement unit: kmBaseline: 2,24 (2017)

2,24 0 0 0

Indicator: Number of stations builtMeasurement unit: StationBaseline: 2 (2017)

2 0 0 0

Indicator: Number of workshop builtMeasurement unit: workshopBaseline: 2 (2017)

0 1 0 0

Indicator: park&ride completedMeasurement unit: park & rideBaseline: 1 (2017)

0 1 0 0

M1.6.1.4 - Modernization of the lines M1, M2, and M3 Indicator: progress of the installations of access gates

191



Target Values

2019 2020 2021 2022

Modernization of access gates to the Metro: The project includes the acquisition of new equipment for modernizing and facilitating access to the station for lines 1, 2 and 3 (automatic gates, ticketing machines…) – enhancing the attractiveness of the services and the safety in case of urgent evacuation of the station. The project is financed by the cohesion funds and the state budget and should be implemented in 2018.Modernization of the ventilation systems: The project aims to renovate the ventilation systems of the lines (electro-mechanical installations, software, architectural modifications). Ventilation is a core system of the metro for comfort and safety in case of fire. The measure is financed by the cohesion funds and the state budget and should be implemented in 2018. For 6 stations and 5 interstations – The section Petrache Poenaru – Timpuri Noi), the pending works to reach 41 stations will be implemented until 2022.Modernization of the equipment on line 2: The project aims to replace 19 km of track, modernize the systems and enhance the comfort and accessibility of the line. The project is financed by the cohesion funds and the state budget and should be implemented from 2019 to 2023. The Beneficiary is the Metro company Metrorex S.A.

Measurement unit: %Baseline: 41 (2017)

100%(41 stations)

100%(41 stations)

100%(41 stations)

100%(41 stations)

Indicator: progress in modernization of ventilation systemMeasurement unit: %Baseline: 6 stations/5 interstations (2017)

100%(6 stations and5 intersations)



100%(stations and5 intersations)

Indicator: progress of track modernizationMeasurement unit: %Baseline: ?? (2017)

0 0 25%(4,75 km)

25%(4,75 km)

Programme 2.1. increase of the rail transport competitiveness by the increase of performances of the infrastructure manager and their alignment with European standards

Result 2.1.1: Rehabilitation and modernization of Rhine –Danube corridor rail infrastructure

M2.1.1.1 – Rehabilitation and modernization of Rhine –Danube corridor sectionsThe Romanian section of the Rhine-Danube Rail Corridor is planned to be developed along the following alignment :

Frontiera HU - Arad – Braşov/Craiova – Bucureşti – Constanţa – Sulina

The necessity and the opportunity of the rehabilitation of the Rhine Danube Corridor should be appreciated considering two aspects : on

Indicator : Rate of preparation of modernization projects along the Rhine Danube corridor, northern branch evaluated using the formula:R (FS) = L (FS) / L (Total)whereL (FS) = the length of the sections with a finalized Feasibility Study

192

one hand it increases the competitiveness of rail transport on the internal transport market, as the transport relation along this corridor are among the first three priority actions for the increase of the designed speed on the rail network; on the other hand, it supports the integration of the Romanian rail network within the single European railways system, as the rehabilitation and the modernisation of the rail infrastructure along this corridor is an obligation of Romania in quality of Member State, and specified by the Regulation UE no 1315/2013..When considering the perspective of integration of the Romanian rail network within the single European rail network, which is a component of the single European transport network, it should be mentioned that this rail corridor, in addition of the fluvial and road corridors is a valid opportunity to extend the area of influence of Constanța Sea Port in direction of Central Europe for freight transport. Such a multimodal corridor should support Constanța Sea Port in becoming a port of European significance.When considering the perspective of the enhanced competitiveness of this corridor on the internal market of transport, it should be mentioned that the Romanian part of the rail corridor Rhine Danube is integrally covering the routes of the National main lines 800 and 900, and a large part of the National main lines 200 and 300. The beneficiary of the measure is CRF SA as the rail infrastructure manager of Romania. This measure is financed by the State Budget and the European Structural funds.

L (Total) = the total length of the northern branch of the Rhine Danube corridor in Romania (856 km)Measurement unit : %Baseline: 97% (2018) 97,0% 97,0% 100% 100%

Indicator : rate of completion of modernization projects along the Rhine Danube corridor, northern branch evaluated using the formula:R (Final) = L (Completed) / L (Total)whereL (FS) = the length of the sections where modernization works are completedL (Total) = the total length of the northern branch of the Rhine Danube corridor in Romania (856 km)Measurement unit : %Baseline: 45.4% (2018)

45,4% 64,5% 69,9% 87,4%

Indicator : rate of preparation of modernization projects along the Rhine Danube corridor, southern branch evaluated using the formula:R (FS) = L (FS) / L (Total)whereL (FS) = the length of the sections with a finalized Feasibility StudyL (Total) = the total length of the southern branch of the Rhine Danube corridor in Romania (607km)Measurement unit : %

193

Baseline: 28.3% (2018)28,3% 65,6% 65,6% 65,6%

Indicator : rate of completion of modernization projects along the Rhine Danube corridor, southern branch evaluated using the formula:R (Final) = L (Completed) / L (Total)whereL (FS) = the length of the sections where modernization works are completedL (Total) = the total length of the southern branch of the Rhine Danube corridor in Romania (607 km)Measurement unit : %Baseline: 2.8% (2018)

2,8% 2,8% 2,8% 2,8%

M2.1.1.2 – ERTMS deployment along the Rhine – Danube corridorERTMS (European Railway Traffic Management System), through the ETCS component (European Traffic Control System), represents an important pillar for an inter-operable TEN-T rail network, and in particular for the implementation of rail corridors. Taking into account that the signalling systems are different from one country to the other, ETCS is an embarked system which has for objective to convert into a standardized format the information originated by the signalling equipment installed along the rail tracks. The existence of an ETCS system implemented along an international route enable the train to run along this route without changing the locomotive or/and its staff for each specific national rail signalling system. In complement, the ERTMS offers also the possibility to implement the GSM-R component, a safety communication system specific to rail operations, which is enabling vocal and data exchange with the trains in movement..Considering that the rehabilitation and the modernization of the Rhine Danube corridor are including the installation of ERTMS systems, this measure targets the actions for their practical deployment.

Indicator : Grade of deployment of ERTMS along the Rhine Danube corridor, northern branch evaluated using the formula:R (ERTMS) = L (deployed) / L (Total)whereL (ERTMS) = the length of the sections where ERTMS is in operationL (Deployed) = the total length of the northern branch of the Rhine Danube corridor in Romania (856) km)Measurement unit : %Baseline: 45.4% (2018)

45,4% 64,5% 69,9% 87,4%

Indicator : Grade of deployment of ERTMS along the Rhine Danube corridor, southern branch evaluated

194

The beneficiary of the measure is CRF SA as the rail infrastructure manager of Romania. This measure is financed by the State Budget and the European Structural funds.

using the formula:R (ERTMS) = L (deployed) / L (Total)whereL (ERTMS) = the length of the sections where ERTMS is in operationL (Deployed) = the total length of the northern branch of the Rhine Danube corridor in Romania (607) km)Measurement unit : %Baseline: 2.8% (2018)

2,8% 2,8% 2,8% 2,8%

M2.1.1.3 - Ensure the compliance of Rhine-Danube corridor with interoperability technical specificationsPursuant to the provisions of the European legislation and the international agreements, the rehabilitation and the modernization of the Rhine Danube corridor rail infrastructure should ensure the existence along the entire route of some standard and uniform technical characteristics, in particular • A designed speed of 160 km /h for passenger trains and 120 km / h for freight trains• Electrification of the entire route• A double -tracked alignment• Allow to operate 740 m freight trains• Interoperable networks, with compatible signalling systems, etc..

The measure intends to remove any existing non-conformities and implement all the requirements for the interoperability of the Rhine-Danube rail corridor, including the certification regarding its compliance with the interoperability requirements.The beneficiary of the measure is CRF SA as the rail infrastructure manager of Romania. This measure is financed by the State Budget and the European Structural funds.

Indicator: Ratio of non-conformity on the Rhine Danube rail corridor, northern branch, evaluated using the formula:

RN = Ncrt / Ninit

whereNinit - number of non-conform situations at the initial stage of measurementNcrt - number of non-conform situations at the present stage of measurementUnit of measurement: %Baseline: 100% (2017)

96% 96% 91% 85%

Indicator: Ratio of non-conformity on the Rhine Danube rail corridor, southern branch, evaluated using the formula:

RN = Ncrt / Ninit

whereNinit - number of non-conform situations at the initial stage of measurementNcrt - number of non-conform situations at the present stage of measurement

195

Unit of measurement: %Baseline: 100% (2017)

100% 100% 100% 100%

Result 2.1.2: Rehabilitation and modernization of East-Med Corridor rail infrastructure

M2.1.2.1 - Rehabilitation and modernization of Orient/East-Med corridor sections The Romania section of the Orient/East Med corridor is planned to be developed along the following alignment :

Frontiera HU - Arad – Timişoara – Craiova – Calafat – Frontiera BG

The necessity and the opportunity of the rehabilitation of the Orient East Med Corridor should be appreciated considering two aspects : on one hand it increases the competitiveness of rail transport on the internal transport market, as the transport relation along this corridor are among the first three priority actions for the increase of the designed speed on the rail network; on the other hand, it supports the integration of the Romanian rail network within the single European railways system, as the rehabilitation and the modernisation of the rail infrastructure along this corridor is an obligation of Romania in quality of Member State, and specified by the Regulation UE no 1315/2013.When considering the perspective of integration of the Romanian rail network within the single European rail network, which is a component of the single European transport network, it should be mentioned that this rail corridor, in addition of its parent road corridor, is a valid opportunity to catch freight transport flows between Central Europe and South Eastern Europe (Greece and Turkey).When considering the perspective of the enhanced competitiveness of this corridor on the internal market of transport, it should be mentioned that the Romanian part of the rail corridor Orient- East Med is covering in a large part (two thirds) the routes of the National main line 900, and in addition the relation Timisoara- Arad-Hungarian border and the relation Craiova-Calafat- Bulgaria Border. The beneficiary of the measure is CRF SA as the rail infrastructure manager of Romania. This measure is financed by the State Budget and

Indicator : rate of preparation of modernization projects along the Orient East Med corridor, evaluated using the formula:R (FS) = L (FS) / L (Total)whereL (FS) = the length of the sections with a finalized Feasibility StudyL (Total) = the total length of the northern branch of the Orient East Med corridor in Romania (506 km)Measurement unit : %Baseline: 55.3% (2018) 55,3% 100% 100% 100%

Indicator : rate of completion of modernization projects along the Orient East Med corridor evaluated using the formula:R (Final) = L (Completed) / L (Total)whereL (FS) = the length of the sections where modernization works are completedL (Total) = the total length of the northern branch of the Orient East Med corridor in Romania (506 km)Measurement unit : %Baseline: 3.4% (2018)

3,4% 3,4% 3,4% 3,4%

196

the European Structural funds.

M2.1.2.2 - ERTMS deployment along the Orient/East-Med corridorERTMS (European Railway Traffic Management System), through the ETCS component (European Traffic Control System), represents an important pillar for an inter-operable TEN-T rail network, and in particular for the implementation of rail corridors. Taking into account that the signalling systems are different from one country to the other, ETCS is an embarked system which has for objective to convert into a standardized format the information originated by the signalling equipment installed along the rail tracks. The existence of an ETCS system implemented along an international route enable the train to run along this route without changing the locomotive or/and its staff for each specific national rail signalling system. In complement, the ERTMS offers also the possibility to implement the GSM-R component, a safety communication system specific to rail operations, which is enabling vocal and data exchange with the trains in movement. Considering that the rehabilitation and the modernization of the Orient East Med corridor are including the installation of ERTMS systems, this measure targets the actions for their practical deployment. The beneficiary of the measure is CRF SA as the rail infrastructure manager of Romania. This measure is financed by the State Budget and the European Structural funds.

Indicator : Grade of deployment of ERTMS along the Orient /East Med corridor, evaluated using the formula:R (ERTMS) = L (deployed) / L (Total)whereL (ERTMS) = the length of the sections where ERTMS is in operationL (Deployed) = the total length of the northern branch of the Rhine Danube corridor in Romania (506) km)Measurement unit : %Baseline: 3.4% (2018) 3,4% 3,4% 3,4% 3,4%

M2.1.2.3 - Ensure the compliance of Orient/East-Med corridor with interoperability technical specificationsPursuant to the provisions of the European legislation and the international agreements, the rehabilitation and the modernization of the Orient/East-Med corridor rail infrastructure should ensure the existence along the entire route of some standard and uniform technical characteristics, in particular :

•A designed speed of 160 km /h for passenger trains and 120 km / h for freight trains•Electrification of the entire route

Indicator: Ratio of non-conformity on Orient/East Med rail corridor, evaluated using the formula:

RN = Ncrt / Ninit

whereNinit – number of non-conform situations at the initial stage of measurementNcrt - number of non conform situations at the present stage of measurementUnit of measurement: %Baseline: 100% (2017)

197

•A double -tracked alignment•allow to operate 740 m freight trains•Interoperable networks, with compatible signalling systems, etc...

The measure intends to remove any existing non-conformities and implement all the requirements for the interoperability of the Rhine-Danube rail corridor, including the certification regarding its compliance with the interoperability requirements.The beneficiary of the measure is CRF SA as the rail infrastructure manager of Romania. This measure is financed by the State Budget and the European Structural funds.

100% 100% 100% 100%

Result 2.1.3: Rehabilitation and modernization of TEN-T rail infrastructure

M2.1.3.1 - Rehabilitation and modernization of rail sections of TEN-T networkThe rehabilitation and the modernization of the rail infrastructure of the TEN-T network target intervention such as : •rehabilitate the infrastructure to recover at minimum the original designed speed, and for priority sections increase the designed speed to minimum 160 Km /h for passenger trains and 120 km/h for freight trains•electrify the network•double the tracks along important relations•allow the operation of 740 m freight trains•Increase admissible axle load •Interoperable networks, with compatible signalling systems, etc...These actions would warranty the compliance of the network with the European requirement, and, in addition, would ensure the safe and efficient technical parameters that would support the enhancement of the competitiveness of rail transport services on the national transport market. The beneficiary of the measure is CRF SA as the rail infrastructure manager of Romania. This measure is financed by the State Budget and

Indicator : rate of preparation of modernization projects on the core TEN-T network evaluated using the formula:R (FS) = L (FS) / L (Total)whereL (FS) = the length of the sections with a finalized Feasibility StudyL (Total) = the total length of the core TEN-T network, excluding corridorsMeasurement unit : %Baseline: 0% (2018) 7,2% 7,2% 7,2% 7,2%

Indicator : rate of completion of modernization projects on the core TEN-T network evaluated using the formula:R (Final) = L (Completed) / L (Total)whereL (FS) = the length of the sections where

198

the European Structural funds. modernization works are completedL (Total) = the total length of the core TEN-T network, excluding corridors.Measurement unit : %Baseline: 0% (2018) 0% 0% 0% 7,2%

M2.1.3.2 – Rehabilitation of civil engineering works (bridges, small bridges and culverts, tunnels) located on TEN-T networkThe measure targets the rehabilitation of some civil engineering works (bridges, small bridges and culverts, tunnels) situated on the TEN-T network. It will focus during its first stage, on civil engineering works located in the CFR Regions of Bucharest, Craiova, Timisoara, Cluj, Brasov, Iasi and Galati. The beneficiary of the measure is CRF SA as the rail infrastructure manager of Romania. This measure is financed by the State Budget and the European Structural funds.

Indicator: Grade of completion of civil engineering works rehabilitation (bridges, culverts, tunnels) located on TEN-T network, estimated by the formula :

Rfinal = Lcompleted / Ltotal

whereLcompleted – total length of civil

engineering works rehabilitatedLtotal - total length of civil engineering

works under contract of rehabilitation

Measurement unit: %Baseline: 40% (2018)

48% 62% 74% 93%

M2.1.3.3 - Ensure the compliance of TEN-t network with interoperability technical specificationsPursuant to the provisions of the European legislation and the international agreements, the rehabilitation and the modernization of the TEN-T network rail infrastructure should ensure the existence along the entire route of some standard and uniform technical characteristics, in particular :

•A designed speed of 160 km /h for passenger trains and 120 km / h for freight trains•Electrification of the entire route•A double -tracked alignment

Indicator: Ratio of non-conformity on TEN-T network (excluding corridors) evaluated using the formula:

RN = Ncrt / Ninit

whereNinit – number of non-conform situations at the initial stage of measurement on TEN-T network (excluding corridors)Ncrt - number of non-conform situations at the present stage of measurement on TEN-T network (excluding corridors) 100% 100% 100% 100%

199

•Allow to operate 740 m freight trains•Increase of the admissible axle load•Interoperable networks, with compatible signalling systems, etc...

The measure intends to remove any existing non-conformities and implement all the requirements for the interoperability of the TENT-T network (the sections that are not part of Rhine Danube and Orient/East Med corridors) including the certification regarding the compliance with the interoperability requirements.The beneficiary of the measure is CRF SA as the rail infrastructure manager of Romania. This measure is financed by the State Budget and the European Structural funds.

Unit of measurement: %Baseline: 100% (2017)

Result 2.1.4: Integration into the European High Speed rail network

M2.1.4.1 - Definition of the alignment of the East-West High Speed Rail CorridorThe EU transport policy is also planning the development of High speed trains (defined as trains with a speed that could reach 250 Km/h), the reason being that in the last decades the experience demonstrated that such type of service succeeded in attracting customers and ensuring the competitiveness of the rail transport, including when compared to air transport. The White Book defines as a strategic target to increase by three times the length of the High Speed train network until 2030.The European High Speed rail network, as it is defined in the Regulation (UE) no 1315/2013 has also included a high speed connection from Romania to Central and Western Europe. This means that Romania could benefit of the opportunity to finance with European funds the realization of a High Speed line within the framework of the development of the Single European Rail space. The measure targets the realization of a Pre-feasibility study which will analyse the possible alignments of this line and recommends the best option. The implementation of this measure is conditioned by the allocation, in the future cycle of investment of the European Union, of the corresponding funding. The beneficiary of the measure is CRF SA as the rail infrastructure manager

Indicator : progress in preparation and tendering of the study

the study is budgeted (20%) terms of reference are

prepared (40%) the tender documentation is

completed (70%) the provider is selected and the

contract is signed (100%)Measurement unit : %Baseline: 0% (2018) 0% 20% 40% 70%

200

of Romania. This measure is financed by the State Budget and the European Structural funds.

Result 2.1.5: Increase train commercial speed and timeliness

M2.1.5.1 - Enhancing the efficiency of the rail traffic managementAs demonstrated by analyses, low commercial speeds on the rail networks are caused by the limited budgetary dotation of the services in charge of traffic management, which are constrained to adopt methods of works of poor efficiency – especially in the area of tactical management and operation management of rail traffic. For this reason, the set-up of an adequate technical support for the rail traffic management is a necessary condition to increase commercial speeds of trains and timeliness. The modernization and the improvement of the efficiency of traffic management can occur with a relatively low budget and within a short time, if taking into account the emergency to stop urgently the present decline of the rail transport. In this perspective, it would be opportune to start as soon as possible the implementation of a new business concept based by the intensive use of new technologies and of decision assistance systems. The measure intends to create a pilot system for tactical management and operation management of rail traffic on the Main line 500 (Magistrala 500) based on specific solutions from a decision assistance system. The areas covered by the assistance would be, in addition of the validation of the functional solutions, to validate also to which extend they contribute to the increase of the operational performances, and to validate the business processes and the methods of work based on the technical solutions obtained in the framework of the new concept.The beneficiary of the measure is CRF SA as the rail infrastructure manager of Romania. This measure is financed by the State Budget.

Indicator: the documentation for the realization of the Pilot system is completed (40%), the tender procedure is launched (75%) and completed 100%)Measurement unit : %Base of reference : 0% (2018)

40% 75% 100% 100%Indicator: progress in the implementation of the Pilot systemMeasurement unit: %Baseline: 0% (2018) 0% 0% 25% 70%

M2.1.5.2 – Strategic development of infrastructure and rail servicesThe planning of the actions intending to enhance the performance parameters of rail infrastructure are conditioned by a preliminary analysis regarding the evaluation of the expected effects of the interventions and their prioritization. Such analysis is based on

Indicator: Acquisition of the IT System.The documentation for the acquisition of the IT systems is finalized (40%), the tender procedure is launched (75%); and completed (100%).

201

assumptions and hypotheses simplifying the matter, with the purpose to obtain an analytical tool easy to implement but still reliable. The international practice has introduced more advanced systems for strategic development of rail infrastructure and rail services. They are based on the intensive support of IT solutions, namely traffic simulation tools, implemented at different scales. Traffic simulation tools offers an in-depth analysis of the situation and results with a high level of reliability. A.The macroscopic scale of simulation intends to offer a simulation of the entire national traffic (and even of larger regions), for all transport modes. The purpose of such simulation is to identify the trends for modal share, and declared preferences of users, using synthetic parameters formalized through a mathematical model of simulation B. The mesoscopic scale of simulation intends to offer a simulation of rail traffic for only a part of the rail network (i.e. Sections of routes, main lines, national network) with the purpose to evaluate the performances parameters of the train traffic using different hypotheses.C. The microscopical scale of simulation intends of offer a detailed simulation of much reduced rail segments (i.e. Stations, rail sections), and are used mainly to evaluate the influence of a technical subsystem on the traffic.Considering the important benefit generated by a strategic planning of the development of rail infrastructure and rail services supported by traffic simulation software, the measure intend to introduce such type of approaches at the level of the Rail Infrastructure manager. It would consist in : Acquiring, as a priority, the microscopic and macroscopic traffic

simulation software. The tools for implementing the mesoscopic analyses could be later developed internally in CFR, further to the development of the capacities of the entity to use IT for the strategic planning of trains operations, as presented in the previous measure.

Setting up of a specialized entity in CFR SA with the mission to develop rail infrastructure and rail services supported by traffic simulation software ;

Measurement unit : %Level of reference : 0% (2018) 40% 75% 100% 100%Indicator : Measurement of the operationalization of activities of the CFR SA strategic planning unit Measurement unit : %Baseline : 0% (2018)

0% 20% 70% 100%

202

Training the staff for the use of macroscopic and microscopic train traffic simulation software;

Using the software in an innovative way, with the technical assistance of the equipment providers. The beneficiary of the measure is CRF SA as the rail infrastructure manager of Romania. This measure is financed by the State Budget.

M2.1.5.3 - Enhance the safety processes for communication with trains in movementAt present, due to its overall poor condition, the availability of the rail infrastructure is variable, and characterized by unexpected and random modification in the circulation conditions. In this context it is strongly needed to identify and implement a reliable system of communication with trains in movement, as train cannot be stopped only for information communication purpose. The rationale of the measure is twofold :a) Eliminate the unnecessary stops for safety information, which are

affecting the commercial speed.b) Enhance the productivity of the operations, by centralized

command and control centers operating at the scale of certain groups of station

There are, in principle, several types of technical solutions which enable the radio communication with trains in movement for safety purpose :• Reliable radio-telecommunication devices with vocal recording: such type of device can relay critical safety messages, using processes similar to aviation traffic monitoring. • GSM-R communication systems: this is a digital phone system designed especially for railways, and developed in the framework of ERTMS programme, which enables safe communication processes including with trains in movement. • Implementation of ETCS system Level 2 and GSM-R : such type of solution also enable to share with the train the traffic light indications and some information related to circulation situation. Its main weakness is its cost, which is beyond the financial possibilities of Romanian railways.The measure intends to realize a technical and economic study

Indicator: Progress of the study for the identification of suitable technical solutions

Measurement unit: %

Baseline: 0% (2018)

0% 20% 70% 100%

203

(feasibility study) which would identify the possible technical solution and provide cost benefit analysis in order to define which solution is the best. The beneficiary of the measure is CFR SA, as the Romanian rail infrastructure manager. The measure doesn't require any financing.Result 2.1.6: Increase the economic efficiency of rail infrastructure management activities M2.1.6.1 - Increasing the degree of mechanization of infrastructure maintenance activities

Indicator: provision of new equipment for maintenance activities.The acquisition of equipment is finalized (40%), the first equipment sets are delivered (75%) all the equipment is delivered (100%)Measurement unit : %Baseline : 0% (2018) 40% 75% 75% 100%

Indicator : set up of an ad hoc internal structure in CFR SA for the realisation of renewal worksThe entity is designed and budgeted (25%), is created (50%); is fully operational (100%).Measurement unit : %Baseline : 0% (2018)

0% 25% 50% 100%

M2.1.6.2 Increase of the grade of centralization of the signalling equipment

A rail signalling system with a low level of centralization ingenerates a low productivity of the staff in charge of traffic management, higher cost of management of the rail infrastructure and a limitation of the competitiveness of rail transport. Considering this point, it appears

Indicator : Ratio of stations that are not under a centralized organization on the CFR SA network (isolated stations / toll stations)Measurement Unit : %Level of reference : 43.2% (2018)

204

opportune to increase the grade of centralization of the signalling system, an action that could reduce the staff allocated to signalling from 3 to 15 times, depending on the solution adopted.

This measure intends to implement a centralized organization for the 396 stations that are not under a centralized scheme. The solutions could be :

Centralisation with relays (CED), under a simplified mode.

Remote control of stations, preferably with an hybrid system

Electronic centralisation of the line

The Beneficiary of the measure is CFR SA, as the Romanian rail infrastructure manager. The measure is financed by the State budget and European structural funds.

42,4% 41,1% 39,5% 37,3%

M2.1.6.3 - Optimization of the business model applied to rail infrastructure maintenance In a context of efforts to obtain a better economic efficiency of rail infrastructure management activities, it is important to identify the possibility to reduce the unit cost regarding infrastructure maintenance, without affecting the performance and safety parameters.The measure intends to realize a study, with the support of a specialized consultant, to optimize the business practice in the domain of infrastructure management through the presentation of other possible organizational models .The analysis should focus, in particular :

on the efficient management of the activities on operations based on multi-annual budgetary allocations on the coordination of maintenance with transport

operations on the networks on the comparison between in house activities and

outsourced activitiesThe Beneficiary of the measure will be CFR SA as the Romanian rail

Indicator: progress of the realization of the organization study.The tender document for the technical assistance contract is finalized (40%), the contract is awarded (50%), the project is ongoing (75%) and completed (100%).Measurement unit : %Level of reference : 0% (2018)

40% 50% 75% 100%

205

infrastructure manager. The measure is financed by the State budget.

Result 2.1.7: Maintain a high level of safety for train operations

M2.1.7.1 - Maintain the high level of safety of the rail signalling systemThe Romanian railways present a high level of safety concerning train operations, which is illustrated by a low number of accidents generating victims among users or significant material losses. The last accident when a rail passenger passed away is 11 years old. In consequence, the main target for rail safety is not to reach, but rather to keep such level of safety. In this regard, the conservation of this high level of safety should be ensured considering 3 direction of action :a) Maintain the safety level of rail infrastructure and civil engineering works as developed above in measures M1.3.1.1...M1.3.1.3 and M1.3.2.1 ... M1.3.2.4.b) Maintain safe processes of train operation management, as identified by the measure M2.1.6.2.c) Maintain a safe signalling system, which is the subject of this measure. In this domain there are 3 identified actions supporting a high grade of safety for the rail signalling systems : A. the rehabilitation of the existing signalling equipment. Within the programme of cyclic renewal of rail equipment (M1.3.2.5), it should be identified the solution that will enable the conservation of a high grade of safety with affordable operation cost. The question is raised concerning the opportunity to replace the present systems with an

Indicator: Policy for signalling system maintenance.The preparation of rehabilitation criteria for signalling systems renewal is launched (40%), ongoing (75%) and completed (100%)Measurement unit: %Baseline: 0% (2018) 40% 75% 100% 100%

Indicator: Progress of the project regarding hot boxes and breaking systems monitoring : - The project is launched (25%)- The project is completed (80%)- The monitoring systems are

operational (100%)Measurement unit: %Baseline: 50% (2018)

80% 100% 100% 100%

206

electronic signalling system, in particular regarding the largest stations and the stations located along the European corridors.B. The increase of the grade of automatization of the safety processes, supported by the relevant technologies. This action refers to monitoring systems as train integrity control for trains in movement, hot boxes temperature detectors, braking system control, train gabarit control...C. Keep operational and reliable the electronic signalling systems – this refers to the installation of a satisfactory level of maintenance which will ensure that the equipment will be reliable during all its cycle of life. The Beneficiary of the measure will be CFR SA as the Romanian rail infrastructure manager. The measure is financed by the State budget and European structural funds.

Indicator: Progress of the installation of electronic centralization at Videle Station:- The project is launched (25%)- The project is completed (80%)- The new system is set in operation

(100%)

Measurement unit: %Baseline: 80% (2018)

100% 100% 100% 100%

M2.1.7.2 - Increase the safety level of road traffic at level crossingsIn Romania there are numerous accident occurring at level crossings, and, despite the fact that these accident can be considered as road accidents (they are generated by drivers who do not respect the road signage) these accident are officially recorded as rail accidents.The measure is supporting the modernization of the 150 level crossing identified as risky areas. The modernization consist in the installation of BAT type equipment with barriers and semi-barriers. It includes the modernization of level crossing with SAT type signage, which are at the origin of a high number of accidents. The Beneficiary of the measure will be CFR SA as the Romanian rail infrastructure manager.

Indicator: Progress of preparation of modernization projects for level crossings:- the tender for feasibility study is

launched (25%)- the contract is awarded (50%)- the study is ongoing (75%)- the feasibility study is completed

(100%)Measurement unit: %Baseline: 25% (2018) 50% 75% 100% 100%

Result 2.1.8: Increase of energy efficiency and decrease of emissions level

M2.1.8.1 – Increase of the grade of electrification of the rail networkA major strategic target of the transport sector consist in the decrease of emissions of greenhouse gases and polluting substances and in reducing the dependence to fossil fuels. Because it is using electric motorization, rail transport naturally complies with these objectives, and in addition appears cheaper compared to diesel motorization. The Romanian rail network has 4030 km of electrified lines,

Indicator: Progress of electrification works (489km = 100%).Measurement unit: %Baseline: 0% (2018)

0% 0% 5% 10%

207

representing less than 40% of the total length of the network. The level of electrification of the Romanian network is smaller than the European average, which amounts to 53%.The measure supports the electrification of some transport routes, namely:

- Bucureşti - Giurgiu Fr- Dărmăneşti - Vicşani- Timişoara - Stamora Moraviţa- Craiova – Calafat- Apahida - Cluj-Napoca - Episcopia Bihor- Constanţa – Mangalia

This electrification programme includes sections of 489 km long in total. The grade of electrification of the network will increase to 48.5%.The Beneficiary of the measure will be CFR SA as the Romanian rail infrastructure manager. The measure is financed by the State budget and European structural funds.

M2.1.8.2 -Increase the efficiency of energy distribution management

To be compliant with the obligations of the European legislation, and to limit the traction energy distribution costs, it could be opportune to implement a remote management system for the traction energy acquired and distributed. Such remote management system would consist in an infrastructure enabling data collection, distribution and monitoring regarding energy consumption from substations, rail transport operators and transformers alimented by overhead electrical lines. The remote management system would facilitate the energy acquisition from operators and infrastructure managers according to their proper needs. Remote management system implementation would contribute to a more efficient management of traction energy, and saving in consumption due to a better assessment of the needs of the consumers, and in addition of the operators penalties from any over-estimated consumption forecast.

Indicator: The feasibility study is launched (30%), completed (75%) and the funding for the project are secured (100%)Measurement unit: %Baseline: 0% (2018)

0% 30% 75% 100%

208

The Beneficiary of the measure will be CFR SA as the Romanian rail infrastructure manager. The measure is financed by the State budget.

Result 2.1.9: Improve rail network connectivity

M2.1.9.1 – Adoption and implementation of a strategic plan for multimodal integration of passenger air transport and rail transport

Considering the massive raise of air transport, which has now a significant modal share of internal and European transport operations, the connection of the rail network with the main national airports appear necessary, each of them being an important area of origin or destination of passengers. This connection would, in addition, extend the area of influence of major airports, and consolidate air transport and rail transport flows through the creation of intermodal transport relations. The measure intends to prepare, adopt and implement a strategic plan for multimodal integration of passenger air transport and rail transport. In priority the measure targets the connection of rail system to Airport located on TEN-T core network, Bucharest and Timisoara, which operate around 1 million of passengers yearly. The opportunity of connection with the Airport of the extensive TEN-T network (Cluj, Constanţa, Craiova, Sibiu, Oradea, Baia Mare, Iaşi, Suceava, Bacău, and Tulcea) should also be analysed, as these airport operate also an important numbers of passengers. The analysis should also consider the importance of other Airports –classified in the General Transport Master Plan as regional Airport - Braşov, Târgu Mureş, and Arad, considering their respective traffic evolution. The preparation of such strategic plan would require the collaboration of CFR SA with Ministry of Transport experts and experts from Rail operators carrying passengers. The measure does not require any additional financing.

Indicator: The working group appointed (30%), the strategic plan is prepared and adopted (75%) and the implementation actions are budgeted (100%)Measurement unit: %Baseline: 0% ( 2018)

0% 30% 75% 100%

M2.1.9.2 - Modernization of the Bucureşti Nord – Airport Henri Coandă rail connectionAs the air traffic at International Airport Henri Coanda (AIHC) is in

Indicator: The first stage of modernization is launched (25%) and completed (60%), the second stage is launched (75%) and

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continuous growth and has exceeded 10 million of passengers per year, the connections with the city center must also support a growing number of travellers. Taking into account that the road capacity has reach its limits, the heavy traffic generating bottlenecks and increasing polluting emissions, the rail connection between Bucharest North Station and AIHC should transport a large part of travellers, and contribute to the reduction of road traffic and its adverse effects. The connection pf the rail network with AIHC presents also the advantage of ensuring the transfer to the biggest rail station of the passenger who need train to reach their final destination. In addition, such connection extends significantly the influence area of the airport.The measure targets, as a first step, the creation of a non-electrified line to AIHC, comprising a rail terminal within the Airport area. The line will be electrified during a second stage. The Beneficiary of the measure will be CFR SA as the Romanian rail infrastructure manager. The measure is financed by the State budget and European structural funds.

completed (100%)Measurement unit: %Baseline: 0% (2018) 25% 60% 60% 75%

M2.1.9.3 - Interconnections between rail transport and maritime transport – modernization of Constanța port rail infrastructure

Constanța port is the most important sea port of Eastern Europe and must be valorised by the development of its connections with the continental hinterland. Rail connections represent a major option for the development of the commercial potential of the port, and the General Transport Master Plan of Romania develops recommendations for this purpose.Such connections already exist, however they should be more efficient to support the consolidation of rail traffic along the Rhine –Danube corridor. This would mean rehabilitating and modernizing the connections with the port, to support an efficient traffic of freight train, but also ensure that the network complies with the European interoperability standards, as Constanța Port is located on the Rhine Danube corridor.

Indicator: Progress of preparation of the Constanța Port rail infrastructure modernization project:- The tender for the feasibility study is

launched (25%)- The contract is awarded (50%)- The study is ongoing (75%)- The study is completed (100%)Measurement unit: %Baseline: 25% (2018)

50% 75% 75% 100%

210


M2.1.10.1 – Repairs and maintenance of rail sections for the implementation of passenger rail services with regular interval timetables

The measure supports the current repairs and / or renewal of some infrastructure, for the eliminatiion of speed restrictions on the section where the General Transport Master Plan recommends the priority implementation of interurban rail services with regular interval timetables (Quick wins programme). Namely :

- Bucureşti - Constanţa- Bucureşti - Brașov- Bucureşti – Craiova- Bucureşti - Piteşti- Bucureşti – Buzău- Bucureşti – Giurgiu- Paşcani - Iaşi- Timişoara – Arad

The Beneficiary of the measure will be CFR SA as the Romanian rail infrastructure manager. The measure is financed by the State budget and European structural funds.

Indicator: Progress of preparation of rail infrastructure rehabilitation with the purpose of the implementation of rail services with regular interval timetables :- The tender for the feasibility study is launched (25%)- The contract is awarded (50%)- The study is ongoing (75%)- The study is completed (100%)Measurement unit: %Baseline: 25% (2018)

50% 75% 100% 100%

M2.1.10.2 - Bucharest ring rail modernization

With the general purpose of the implementation of rail suburban services in Bucharest city area, it is proposed to rehabilitate and modernize the Bucharest ring rail. This approach is also necessary when considering the necessity to realize the integration of urban transport with suburban transport. The Beneficiary of the measure will be CFR SA as the Romanian rail infrastructure manager. The measure is financed by the State budget and European structural funds.

Indicator: Progress of preparation of Bucharest ring rail infrastructure:-The tender for the feasibility study is launched (25%)-The contract is awarded (50%)-The study is ongoing (75%)-The study is completed (100%)Measurement unit: %Baseline: 0% (2018)

0% 0% 25% 50%

211

M2.1.10.3 - Logistic support for the passenger rail services with regular interval timetablesWhen programming the implementation of suburban rail services in Bucharest City area, the impacts of the maintenance and repairs activities on the passenger operations should be minimized. For this purpose, a migration of maintenance activities to night period should be considered.The measure intends to set up a pilot structure in CFR SA for the execution of maintenance works during night. The structure will operate along one of the „Quick wins” sections mentioned previously, in order to define and adopt the related institutional framework. This experience will be at the basis of the migration programme which will be implemented on the other Quick Wins sections. The Beneficiary of the measure will be CFR SA as the Romanian rail infrastructure manager. The measure is financed by the State budget and European structural funds.

Indicator: Progress in the acquisition process of the equipment of the Pilot Structure:- The acquisition contract is signed (50%)- Equipment is being delivered (75%)- The acquisition is completed (100%)Measurement unit: %Baseline: 0% (2018)

0% 50% 75% 100%

M2.1.10.4 - modernisation of Railways Stations located on TEN-T network

The measure supports the ongoing programme of Station modernization, with focus on the stations located on the TEN-T network. Such priority will warranty that EU funds allocation is optimized. The Beneficiary of the measure will be CFR SA as the Romanian rail infrastructure manager. The measure is financed by the State budget and European structural funds.

Indicator: Progress in preparation of the modernisation project of Railways Stations located on TEN-T network :-The tender for the feasibility study is launched (25%)-The contract is awarded (50%)-The study is ongoing (75%)-The study is completed (100%)Measurement unit: %Baseline: 0% (2018) 0% 25% 75% 100%

Programme 2.2. Development of road infrastructure along the main internal and international transport corridors

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Result 2.2.1: Improve road infrastructure in support of the TEN-T network in line with European standards on capacity, speed, safety and services

M2.2.1.1 - Development of the Romanian highway network and express roads in RomaniaRomania possesses over one of the less developed motorway networks throughout the whole European Union. This situation is affecting the easy circulation of people and goods between major cities and this underdevelopment is at the origin of major safety risks. The General Transport Master Plan has confirmed the purpose of developing a primary network of motorways along the major corridors and connecting the main cities. The measure supports the development of ongoing construction of Highways on the TEN-T network and the completion of the objective of improvement of the infrastructure supporting TEN-T networks to European standards in line with the construction standards of the Directive 1315-2013.The direct Beneficiary of the measure is the road investment agency of Romania (CNAIR). The implementation of the measure is realized through the ongoing European Program for Cohesion funds devoted to large infrastructure - POIM (2013- 2020) and comprising a group of “phased” ongoing projects already launched and some new projects.The measure includes:Autostrada Sebeș - TurdaAutostrada Brașov - Târgu Mureș - Cluj - OradeaAutostrada Lugoj – DevaAutostrada Sibiu - Pitești (sectiunile 1,4 si 5)

Indicator: Number of build highway kilometres Measurement unit: kmBaseline: 757 (2017) ?? ?? ?? ??

M2.2.1.2 - Construction of major city bypassesThe measure supports the finalization of the construction of the bypasses around several major cities, with the purpose to facilitate the traffic flows and protect the city centre from a growing traffic and congestion.It includes, notably: - the finalization of the construction of the Bypass “VO autostrăzii Bacău” on the north south road corridor – a project consistent with all other measures aimed at upgrading the road infrastructure along this

Indicator: Number of Km of bypasses constructedMeasurement unit: kmBaseline: 0 (2017) 0 100 150 175

213

corridor, identified in the GTMP as interconnection corridor 3.- the finalization of the construction of the Bypass “VO Suceava”, complementing the previous route to the north in direction of the Ukrainian border (funds are allocated only from State budget)- the finalization of the construction of the Bypass “VO Targiu Mures”, a major corridor, which is located along the western route coming from the Republic of Moldova, identified in the general transport Master plan as interconnection corridor 5The beneficiary of the measure will be CNAIR. The funding is supported by European Cohesion funds.

M2.2.1.3 - Modernization of the ring road of BucharestThe measure supports: - The finalization of the modernization of the northern part of the Bucharest ring road with two sections already under implementation (A1-DN7, A2-DN2) and financed with Cohesion funds;- Preparation, tendering and implementation of section upgraded to a National road profile (widening the road to 4 lanes) between A1 and DN5- Domnești, Oltenița, Mogoșoaia and Berceni crossing worksPreparation, tendering and implementation of construction works for upgrading the northern and southern ring road to an highway profile, supported by the cohesion funds and the state budget. The beneficiary of the measure will be CNAIR.

Indicator: Northern ring road constructedMeasurement unit: kmBaseline: 0 (2017)

0 35 50 54

Indicator: Southern ring road designedMeasurement unit: kmBaseline: 0 (2017)

0 30 40 48

Result 2.2.2: Support road transport safety

M2.2.2.1 - Improvement of safety of road infrastructureReducing black points along roads by 50% (target), from 138 (initial value)The existence of Black Spots on the road network (segments of the road with a high concentration of accidents) demonstrate the influence of infrastructure and road signage on road safety.The challenge is not only the maintenance of road infrastructure, but also the management of road traffic, in order to limit risk at high risk

Indicator: Black sports identified and suppressedMeasurement unit: unitsBaseline: 0 (2017) 20 30 40 70

214

locations such as crossings, densely populated areas and dangerous curves. Road safety needs to be taken into account during all phases of the road infrastructure process. The measure consists in a set of initiatives to adapt the legislation and deliver guidelines to the project managers and designer to mitigate the risks of accidents during the preparation of the new projects.The measure is composed of the following: The measure is comprised of:- The correct transposition and implementation of the 2008/96/CE Directive regarding Road Infrastructure Safety Management - Law no. 265/2008- The revision of the methodology regarding the identification, classification and mitigation measures concerning the Black Spots on the road networks, referring to the GTMP as well as law 265/2008- A shorter time of reaction between identification of the road infrastructure safety problems and their remediation - The preparation of a Design Handbook related to safety and good practices during the preparation of infrastructure projects – existing norms and standards for design and construction must be updated if necessary-The implementation instructions for the ITS plan resulting from the law 221/2012, transposing the Directive 2010/40/UE. Article 3 of this law addresses especially the issues of Road Safety.The beneficiaries will be all public and private entities participating in the conception and the improvement of road infrastructure.The measure should be launched in 2018 and will have a continuous implementation period throughout the ISP cycle. The action will be financed by the state budget (Ministry of Transport), but its practical implementation will also be supported by other Programmes related to road design and construction.

M2.2.2.2 - Improvement of road safety managementThe lack of road safety infrastructure management results into negligence of road infrastructure safety measures taken. The Ministry

Indicator: Number of Road Safety Auditors TrainedMeasurement unit: no

215

will set up an accurate road safety infrastructure management system, in order to address road safety challenges and adequately support development and implementation of effective safety intervention. CNAIR, as national company of road infrastructure management is in place to provide such management and set up a detailed action plan aimed at strengthening the management process. Road Safety management should be ensured during all phases of the infrastructure process (planning, design, construction, pre-opening, full operation, maintenance and renewal)The measure entails the following:Ensure that obligations that are arising from national and European legislation according to road safety management are fully in place (Directive EC 2008/ 96) and law 265/2008. This includes carrying out:-Road Safety Impact Assessments-Road Safety Audits for Infrastructure Projects -Appointment and training of sufficient road safety auditors (ARR)-Safety ranking of high risk crash clusters-Network Safety ranking-Safety Inspections

Baseline: nc(2017)50 100 150 200

Indicator: Number of Road Safety Audits carriedMeasurement unit: noBaseline: nc (2017) 10 20 30 40

Result 2.2.3: Improve policies that reduce GHG emissions and NOx emissions in the road transport sector

M2.2.3.1 - Support to the preparation of new schemes for urban transport organizationThe measure is multi sectorial and aims at minimizing the negative effects of climate change and the limiting the production of greenhouse gasses. MoT needs to provide technical guidance within this field so that the urban schemes can be set up.The measure is financed by the state budget (MoT in collaboration with other institutions), and the MoT will deliver expertise from the transport perspective

Indicator: Number of people allocated to the sustainable urban planning scheme in MoTMeasurement unit: staffBaseline: 0 (2017)

1 1 1 2

216

M2.2.3.2 - Monitoring of vehicle fleet condition and preparation of incentives for vehicle renewalsThe measure is multi sectorial and aims at minimizing the negative effects of climate change and the limiting the production of greenhouse gasses. MoT needs to provide technical guidance within this field so that the monitoring of vehicle feet can be implemented.The measure is financed by the state budget (MoT in collaboration with other institutions), and the MoT will deliver expertise from the transport perspective.

Indicator: Number of staff allocated in MT for the monitoring of vehicle feet Measurement unit: staffBaseline: 0 (2017)

1 1 1 1

M2.2.3.3 - Studies and proposals on alternative fuels and alternative motorizations The measure is one of the actions of the multi-sectoral strategy aimed at mitigating the effects of climate change and reducing GHG emissions. The Ministry of Transport should provide specific technical guidance in this area and support the preparation of the plans.The action will be financed from the state budget (Ministry of Transport, in partnership with other institutions) as part of the Ministry's current tasks in providing transport expertise to the other state institutions.The measure includes the implementation of the CEF CNG (Compressed Natural Gas) project in Romania: the initial launch of a fuel supply network (mains gas) along the core network corridors - 2015-RO-TM-0373-M. The objective is the initial launch of a network of compressed gas supply stations on the market, followed by dissemination to facilitate the spread of this type of fuel on the Romanian market.The network of CNG stations will be deployed around central urban nodes, Timișoara and Bucharest, as well as around other major cities along the core network corridors such as Arad, Constanța, Craiova, Deva, Drobeta Turnu-Severin, Pitesti, Sibiu to simultaneously cover potential demand from long-distance carriers and potential demand from urban transport in the most populated areas. Communicating, disseminating, collecting best practices and contributing to improving

Indicator: Number of people assigned to alternative fuels within MoTMeasurement unit: staffBaseline: 0 (2017)

1 1 2 3

217

the legal and regulatory framework are part of this action. It started in March 2016 and the completion of the installation of 9 compressed natural gas stations is planned for the end of 2019.

Result 2.2.4: Implementation of ITS in road sector

M2.2.4.1 - diffusion of information to road users through a centralized information centre and Variable Message signsRomania is beneficiary of the Early Warning Intelligent System for Road Transportation Risks project financed by the CEF - 2015-RO-TM-0435-W and state budget.The overall objective of the action is to improve traffic safety and reduce congestion of the Romanian Road Core Network by putting in place a compatible, accessible and interoperable intelligent transportation system (ITS) that will provide real time traffic and travel information services in all European languages via web, mobile and through a DATEX II access point. It will enable the development of a national centre for traffic control, operated by the MTI and the police, for the collection and the diffusion of information to road users and the introduction of the system of Variable Message signs. Start date: October 2016 End date: September 2018; the beneficiary is the department of special communication; the Ministry of Transport is supporting the project.

Indicator: The Ministry follows the implementation of the project and the results are analysedMeasurement unit: Yes/NoBaseline: No (2017) Yes Yes Yes Yes

M2.2.4.2 - Measure for the deployment of a network of secure truck parking areas in RomaniaMeasure for the deployment of a network of secure truck parking areas in RomaniaThe company O&M is beneficiary of the project “Setup and ITS connectivity of safe and secure truck parking areas in Romania 2015-RO-TM-0137-M” (2016-2018). With the aim of providing European truck drivers with appropriate information on the availability of safe and secure parking places, a specific ITS software program and a mobile application will be delivered through the project, which is comprising the renewal and construction of 4 parking sites. The Ministry of transport is supporting the project.

Indicator: The Ministry follows the implementation of the project and the results are analysedMeasurement unit: Yes/NoBaseline: No (2017) Yes Yes Yes Yes

218

M2.2.4.3 - Measure for the promotion of intelligent vehiclesThe measure intends to promote the eCall system. eCall (based on the European emergency number 112) is the emergency call system that automatically alerts rescue services in case of vehicle crashes. Romania is one of the beneficiary of the CEF project I_HeERO 2014-EU-TA-0582-S and state budget which is supporting the initiative in 17 member states.The Ministry of transport is supporting the project and will join its development when the infrastructure of communication will enable it.

Indicator: The Ministry follows the implementation of the project and the results are analysedMeasurement unit: Yes/NoBaseline: Yes (2017) Yes Yes Yes Yes

Program 2.3. Increase of the operational capacity or Airport and ATM services

Result 2.3.1: Romanian airports will be compliant with EU standards regarding Air safety (Craiova, Sibiu, Cluj-Napoca, Timișoara, Constanța and Henri Coandă – București)

M2.3.1.1 - Improvement of technical parameters of Romanian AirportsThe GTMP has determined a set of investments regarding infrastructure and equipment improvement for all significant airports in Romania. These actions should enable the Romanian air transport system to take advantage of a growing demand for air transport from and to Romania, in improving the capacities of their built assets and operation systems and manage more efficiently and safely the passenger and cargo flows. The 2014-2020 actions are focusing on 6 key airports, aerodromes and the acquisition of some technical equipment (Craiova, Sibiu, Bacău, București Otopeni, Cluj Napoca, and Timișoara). The POIM selects 2 priority airports – Craiova and Tulcea. This list of intervention is presently in course of revision and is not yet available at the time of the preparation of the present ISP.The projects should be financed with FEDER funds and state budget. The beneficiaries will be the Managing bodies of the Airports.

Indicator: The investment program is approved (20%), budgeted (50%) and in course of implementation (100%)Measurement unit: %Baseline: 0% (2017) 20% 50% 100% 100%

Result 2.3.2: Participation to the Single European Sky programme

M2.3.2.1 – Implementation of the action plan SESAR 2015 - Cluster 3The Single European Sky Air Traffic Management Research and Development (SESAR) project aims to modernize air traffic management in Europe and represents the technological pillar of the Single European Sky strategy. It aims to provide the EU with a high

Indicator: Project progressMeasurement Unit: %Baseline: 0% (2017) 0% 50% 90% 100%

219

performing air traffic management infrastructure by 2030, in order to enable safe and environmentally friendly flight operations.The measure contributes to the deployment of SESAR and it is aimed at facilitating the coordinated and synchronized deployment of a cluster of 24 Implementation Projects (IPs) in EU Cohesion Member States. These IPs are aligned with the Pilot Common Projects (PCP), as defined in Regulation (EU) No 716/2014 and are expected to achieve enhancement in terms of ATM performance.The following projects, co-financed by the European programme Connecting Europe Facility CEF are also ongoing in ROMATSA (Romanian Administration for Air traffic management). NewPENS project – Stakeholders contribution for the procurement and deployment of NewPENS – Part B: Cohesion Call).The aim is the acquisition and implementation, in partnership with air navigation service providers, airports, air carriers, meteorologic services, military forces, of a new telecommunication infrastructure - New Pan European Network Services (PENS), with the purpose to support all type of data exchange related to aeronautics - SWIM (System wide information management). The purpose is to make New PENS as the single air navigation management system of the region ICAO EUR/NAT. Tt SWIM project : Common PKI and policies & procedures for establishing a Trust FrameworkThe project consist in the development and the implementation of a common framework, for the local integration of key public infrastructure (PKI), enable interoperability, and for the provision of digital interoperable certificates to SWIM users.• Electronic transmission of weather forecast for aviation - eGAFOR (Electronic General Aviation Forecast)The project is based on the cooperation between South Western Europe providers for aviation weather forecast. The purpose is to provide harmonized and consolidated weather condition data to beneficiaries which are effectuating low altitude flights, providing a weather condition information product called GAFOR.

220

The projects are financed by the Connecting Europe Facility and the State Budget. The planning of implementation should be from February 2016 to December 2020, pursuant to the milestones of implementation indicated by the Regulation (EU) no 716/2014.

M2.3.2.2 - Optimization of available airspaceSPICE (Synchronized Performance Based Navigation Implementation Cohesion Europe).Implementation of a Performance Based Navigation system (PBN), which enable to use the advanced capacities of aircrafts navigation (RNAV), to allow the efficient projection of air space and the planning of air traffic routes to optimize the available air space. At Romanian level, the project consists in ongoing series of activities to project, and implement instrument approach procedures and arrival/departure air traffic service routes. The implementation of the project activities will enable a PBN assisted control of operations in the Romanian air space.The project is financed by the Connecting Europe Facility and the State Budget. The planning of implementation should be from February 2016 to December 2020.

Indicator: Project progressMeasurement Unit: %Baseline: 0% (2017) 0% 50% 90% 100%

Programme 2.4: Increase the operational capacities of the Danube River and Ports

Result 2.4.1: Improvement of the navigability of the Danube River and associated canals to achieve its full transport operational capacities

Improvement of navigation conditions by hydrotechnical works consist of the technical definition and implementation of a set of actions, mainly comprised of hydro technical works and dredging, in order to maintain and improve the operational conditions of the fairway for commercial and civil navigation and mitigate the impact of human activities towards the natural environment.These actions are aligned with a larger multi-country Program implementing the 2010 EU Strategy for the Danube Region, enforced by the NAIADES II package, which coordinates a multi-country effort aiming to exploit the full potential of Danube navigation by removing obstacles to navigability and to increase transport volumes on the Danube River by 20% by the year 2020.

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A Fairway Rehabilitation and Maintenance Master Plan was adopted in 2014 (Priority Area 1A of Strategy of the European Union for the Danube region) and National action plans followed. It is comprised of several measures (projects).

M2.4.1.1 - Improvement of navigation conditions on the Bulgarian-Romanian common section of the Danube (km 845, 5 - km 375). The project is financed by the Connecting Europe Facility. (2015-RO-RM-0366-W – SWIM - SMART Waterway Integrated Management) with participation of the state budget estimated at 15%. The main objective of the project is to ensure the fairway parameters recommended by the Danube Commission (to improve the navigational conditions) in two of the most critical sections of the Danube River and to secure the international navigation and ensure the passage of vessels throughout the year in these sections.The action aims to improve the physical conditions of the riverbed and the river banks including islands. The project is implemented between 2016 and 2020. The beneficiary is Galați Lower Danube River Administration.

Indicator: Riverbanks improvedMeasurement unit: kmBaseline: 0 (2017) 0 ?? ?? ??

Indicator: Completion of the projectMeasurement unit: %Baseline: 0% (2017) 0 30% 80% 100%

M2.4.1.2 - Improvement of navigation conditions along Danube between Călărași and Brăila (km. 375 - km.175).The project aims at the realization of hydro-technical works to re-equilibrate the water flows between the Danube River and one of its branches and facilitate the navigation conditions. The project is programmed to start in 2017 and be delivered in 2022. The beneficiary is the RA AFDJ Galați. The works are financed by the cohesion funds, with participation of the state budget estimated at 15%.


Indicator: Project progressMeasurement unit: %Baseline: 0% (2017) 0 50% 75% 100%

M2.4.1.3 - Bank protection improvements along Sulina Canal.The project intends to facilitate the navigation along the Channel by the realization of hydro-technical works and bank reinforcements. The project will also contribute to the protection of the natural resources affected by the climatic changes. The project is programmed to start in 2017 and be delivered in 2022. The beneficiary is the RA AFDJ Galați. The project is financed by the cohesion funds, with a participation of


Indicator: Project progressMeasurement unit: %

222

state budget estimated at 15%. Baseline: 0% (2017) 0 50% 75% 100%

M2.4.1.4 - Rehabilitation of locksThe measure supports the modernization of pumping stations and other equipment for the renewal of the locks of Agigea, Cernavodă, Ovidiu, Galerii ape Mari Ovidiu and Năvodari. The project started in 2016 and aims to be delivered by 2021.The beneficiary is RA ACN SA. The works are financed by the cohesion funds, with participation of the state budget estimated at 15%.

Indicator: Rehabilitated locksMeasurement unit: no of modernization worksBaseline: 0 (2017)

0 0 0 6

Result 2.4.2: Improvement of the operational capabilities of the Port of Constanța

M2.4.2.1 - Improving Constanța port infrastructureThe measure supports a group of projects intending to enhance the port capacities for commercial operations.The projects are part of the Constanța Port short term development plan (designated by the code S and their respective number) and should be implemented in 2017. The projects are financed by the cohesion funds, with a participation of state budget estimated at 15%.It includes: - The deepening of the fairways and basins in the port of Constanța. The project would eliminate some limitations of navigation and manoeuvres by dredging the channels (S1) - (2017-2020). The origin of funding is ERDF funds.- The development of a specialized anchorage in an area with great depth. (Dana D80). The measure intends to enhance the capacity of the port to for the handling of cereals and will also contribute to a better organization of port activities. (S2) – (2017-2021). The origin of funding is ERDF funds.- Upgrading basic port infrastructure, constructing a new state of the art on-shore waste collection and treatment facility, upgrading the signalling system in the port basin and the fairway, and purchasing one technical vessel. The origin of funding is CEF funds and the period of implementation is 2016-2019.The beneficiary of the measure will be the port of Constanța and all

Indicator: Constanța Master Plan projects completed (S1/S2/S3/S5/S6/S8/S10/S13/S14)Measurement unit: project completedBaseline: 0 (2017)

2 4 6 9

Indicator: Dredging worksCompletedMeasurement unit: %Baseline: 0 (2017) 0 ?? ?? ??

Indicator: Development of D80 completedMeasurement unit: %Baseline: 0% (2017) 25% 50% 75% 100%

Indicator: CEF actions realizedMeasurement unit: %Baseline: 0% (2017) 25% 50% 75% 100%

223

operators who may need such infrastructure.

M2.4.2.2 – Improving Constanta port connectivityThe measure supports a group of projects intending to enhance the port communications taking into account the present traffic loads and the foreseen development of the activities in the area. The projects are part of the Constanța Port Short Term Development Plan (designated by the code S and their respective number) and should be implemented in 2018. The projects are financed by the cohesion funds, with a participation of state budget estimated at 15%. Includes : - The development of the rail transport capacities in the port of Constanța Sud Agigea. At present time, the three existing lines are already saturated at peak periods. (2018-2022)- Doubling of the railroad Agigea Ecluza- Ferry Terminal, for the same purpose (S6) - (2018-2022).- The expansion to 4 lanes of the road to Gate 7, which is used by most of the trucks heading to the Port (S8) - (2018-2022).- The expansion to 4 lanes of the road to gate 10 and 10bis, resulting in the opening of the gate 10bis (S10) - (2018-2022).The beneficiary of the measure will be the port of Constanța and all operators who may need such infrastructure.

Indicator: Rail development completedMeasurement unit: %Baseline: 0% (2017)

25% 50% 75% 100%

Indicator: Doubling of the rail sections completedMeasurement unit: %Baseline: 0% (2017) 25% 50% 75% 100%

Indicator: Additional lane at Gate 7 completedMeasurement unit: %Baseline: 0% (2017) 25% 50% 75% 100%

Indicator: Additional lane at Gate 10 completedMeasurement unit: %Baseline: 0% (2017) 25% 50% 75% 100%

M2.4.2.3 - Renewal of Constanța port utilities networksThe projects are part of the Constanța port short-term development plan (this group is identified by codes S13 and S14) and should be implemented between 2017 and 2021 (electrification and gas) and between 2018 and 2022 (heating systems). The projects are funded from the Cohesion Funds, with a contribution from the state budget estimated at 15%.The project includes investments in the field of power supply, lighting, gas supply, water heating systems and other similar projects.The beneficiary of the measure will be the port of Constanța.

Indicator: Improved utilities networksMeasurement unit: %Baseline: 0% (2017)

25% 50% 75% 100%

M2.4.2.4 - Improvement of Constanța port services for freight and Indicator: New Ro-Ro terminal operational

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passengers transportThe measure supports a set of projects intending to enhance the port facilities for operating RoRo services and passenger services, taking into account the foreseen development of such services. The projects are part of the Constanța Port short term development plan (designated by the code S and their respective number). The projects are financed by the cohesion funds, with a participation of state budget estimated at 15%.It includes: - a new unified terminal for RoRo operations and car carriage operations in Port Constanța Sud (S3) It should be implemented from 2017 to 2021 -The creation of a new terminal for passengers, from the RORO3 and RORO 4 moorings– (S5) It should be implemented from 2018 to 2022 or later.The beneficiary of the measure will be the port of Constanța.

Measurement unit: Yes/NoBaseline: No (2017)

No No Yes Yes

Indicator: New passenger terminal operationalMeasurement unit: Yes/NoBaseline: No (2017) No Yes Yes Yes

Result 2.4.3: Increasing the operational capacity of the Danube river and ports

M2.4.3.1 - Improvement of the infrastructure and equipment of Danube ports Most Romanian ports along the Danube were originally designed for the needs of heavy industry, which is in constant decline. Their scope of services should now be adapted and their equipment should correspond to the present demand for services.The beneficiaries and the Ministry of transport have prepared a set of investments to redefine the commercial offerings of each port along the Danube River, detailed in the GTMP, which takes into account the nature of the merchandise circulating or stored in each of them (with possible specialization for some Ports in some domains, for example cereals, or container handling) and a level of investment adapted to the economic demand. The following entities will be the beneficiaries of the measures: Brăila (2018) CA APDM Galati SA

Indicator: Number of rehabilitation Programmes launched during ISP cycleMeasurement unit: %Baseline: 0% (2017) 25% 50% 75% 100%

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Port Drobeta Tr, Severin (2018 – 2020) CA APDF GiurgiuPort of Oltenița (2017-2019) CA APDF GiurgiuPort Orșova (2019-2020) CA APDF GiurgiuPort Cernavodă (2018-2020) CA APDF GiurgiuPort Corabia (2017-2018) CA APDF GiurgiuPort of Calafat (2017-2018) CA APDF GiurgiuPort of Giurgiu - CA APDF GiurgiuPort of Isaccea (2018-2021) CA APDM Galati SAPort of Tulcea (2018-2021) CA APDM Galati SAPort Ovidiu (2018-2019) CA ACN SAPort of Medgidia (2018-2021) CA ACN SAPort Luminița (2018-2021) CA ACN SAPort of Galati – including multimodal platform CA APDM Galati SATo be confirmed: Sulina –Bechet –The projects are financed by the FEDER funds, and CEF funds for Galati and Giurgiu project, with a contribution of state budget estimated at 15%.

Result 2.4.4: Improvement of the safety along the Inland Waterways

M2.4.4.1 – Improvement of safety along Danube riverMeasures to reduce the number of deaths in inland waterway transport and maritime transportIn recent years, several cases of fatalities in accidents on the Danube waterways have been reported. The Ministry will address the loss of human lives by taking appropriate measures, such as:- appropriate alert-waterway and port cleaning.

Indicator: Number of improved critical locationsUnit of Measurement: location improvedBaseline: 0 (2017)(preliminary estimates from WB team) 0 5 10 15

Result 2.4.5: implementation of ITS in the inland waterway sector

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M2.4.5.1 - Implementation and operation of cross-border River Information Services based on operational exchange of RIS dataThe Ministry of Transport is beneficiary of the CEF project RIS COMEX (to be implemented between 2016 and 2020) which is a project consisting of two twinned Actions: 2015-EU-TM-0036-W and 2015-EU-TM-0038-W. Based on the outcomes and key agreed concepts of the TEN-T study "RIS enabled European IWT Corridor management" (2012-EU-70004-S), the project RIS COMEX will join the forces of 13 partner countries to improve cross-border cooperation with a view to achieving a service for the whole corridor, with common data quality, equal service level and unique access. The RIS COMEX project aims for implementation and operation of cross-border River Information Services based on operational exchange of RIS data. These RIS-based Corridor (information) services shall allow for traffic management by the authorities and transport management by the logistics sector.

Indicator: The MoT participate to the project and exchange experience and know-how with all participating countriesMeasurement unit: Yes/NoBaseline: No (2017) Yes Yes Yes Yes

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Programme 3.1: Improve the administrative capacity of the transport policy management and implementation

Result 3.1.1: Strategic planning and budgeting processes adopted and implemented

M3.1.1.1 - Initiatives dedicated to the improvement of the financial management of MoTThe measure supports the following initiatives: - Prepare with the support of the Beneficiaries an overall schedule of project preparation phasing in line with the ISP period, fiscal space and priorities of GMP.- Develop and disseminate annual and multi-annual budget programs for the full use of internal and external funds allocated.- Review the conditions of success and failure of recently planned PPP projects and reformulate an improved policy to be implemented during the ISP period.- Enhance monitoring capabilities for the projects’ implementation rhythm to detect and mitigate potential delays.- Increase the workflow in the phasing of EU funds application, project set up and invoicing and reach the objective of high absorption rate of past and present Structural Fund Program.The measure has to be implemented throughout the ISP period. It is financed on the budget of Ministry of Transport to the benefit of its agents. Opportunities for planning TA projects may be sought.

Indicator: Project preparation phasing -The schedule is prepared (20%), the schedule is implemented (100%)Measurement unit: %Baseline: 0% (2017)

20% 20% 100% 100%

Indicator: Success and failure of recently planned PPP projects- The review is prepared (10%), a new policy is prepared for further approvals (100%)Measurement unit: %Baseline: 0% (2017)

20% 100% 100% 100%

Result 3.1.2: Ensure the efficiency of the MoT in strategic planning, budget process and monitoring and evaluation

M3.1.2.1 - Procedures for strategic planning and budgetingDevelop and disseminate annual and multiannual budget programs for the full use of assigned internal and external funds.

Indicator: Annual and multi-annual budget programs - schedule is prepared (20%), schedule is implemented (100%)Measurement unit: %Baseline: 0% (2017)

20% 100% 100% 100%


M3.1.3.1 - Initiatives dedicated to the improvement of human Indicator: Organization of capacity building

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resources managementThe measure addresses the need for a permanent specialized staff, who have to be selected, employed and kept within the organization according to the ministry’s actual needs. It is critical to meet existing staff specialization needs, especially personnel that is skilled in new technologies or in contract management. It is also necessary to efficiently manage the career path of personnel and limit the turnover of expert staff. The measure supports the following initiatives: - Human resources management and adaptation to the organization needs. This measure is meant to improve staff structure, as well as processes such as staff recruitment and employment, task assignment to specialized staff, staff motivation, in order to reduce staff turnover within the MoT administration.- Vocational training, learning and expertise of the ministry’s specialized staff: according to the identified needs and the recommendations established in the annual evaluation process and included in the Annual Training Plan at the organization level, which will determine the training requirements through specialized courses.The measure has to be implemented throughout the ISP period. It is financed on the budget of Ministry of Transport to the benefit of its agents. Opportunities for planning TA projects or Twinning projects may be sought.

sessions - The implementation of Programs is scheduled (20%), the Programs are performed (100%)/0%Measurement unit: %Baseline: 0% (2017) 20% 100% 100% 100%

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ANNEX 4. INFORMATION ON ISP COMPONENTS

Annex 4.1. Institutional profile

This annex provides the framework of national and international legislation as well as normative acts that are relevant for the MoT and the functioning of the MoT. Further, the organizational chart of the MoT is provided, followed by an overview of the institutions that are subordinated and coordinated by the MoT.

In the subsequent sections below, the normative acts and public policy strategies that sustain the operations of the MoT. European, national, and international treaties are listed in subsequent order, followed by the existing strategic documents regarding the Transport and Infrastructure sector.

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Annex 4.2. Policies and strategies

Strategic documents

Government Program 2017-2020

General Transport Masterplan Romania, 22 September 2016

Sectorial Strategy for the medium term regarding the decentralization of the Ministry of Transport, approved for the Government decision 1030/2008 (M. of. Part I no. 663 of 23.09.2008)

National Strategy for Anticorruption period 2016-2020

National Strategy for the Sustainable Development of Romania, Horizon 2013-2020-2030

Intermodal Strategy Romania 2020, approved by OMTI no. 475 of 20.06.2011

National Strategy for Road Safety (2016-2020)

National Strategy for the Management of Waste 2014-2020, approved by the government decision no. 870/2013

Strategy for the development of rail infrastructure

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Annex 4.3. Organizational chart

I. Organizational chart of the Ministry of Transport (Government Decision nr.21/2015)

II. ARF- Organizational chart Railway Reform Authority (HG no 98/07.03.2017)

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III. Units that operate under the subordination of the Ministry of Transport and which are financed from the state budget

1. National Railway Qualification and Training Center – CENAFE

2. Bucharest Metropolitan Transport Authority

3. The Railway Reform Authority

IV. Units that operate under the subordination of Ministry of Transport and which are financed from their own income through the social health insurance system

1. Railway Clinical Hospital no. 1 Witting București

2. Railway Clinical Hospital no. 2 București

3. Railway Clinical Hospital Iași

4. Railway Clinical Hospital Cluj-Napoca

5. Railway Clinical Hospital Timișoara

6. Railway General Hospital Ploiești

7. Railway General Hospital Galați

8. Railway Clinical Hospital Constanța

9. Railway General Hospital Brașov

10. Railway General Hospital Pașcani

11. Railway General Hospital Simeria

12. Railway Clinical Hospital Oradea

13. Railway Clinical Hospital Craiova

14. Railway General Hospital Sibiu

15. Railway General Hospital Drobeta-Turnu Severin

V. Units that operate under the subordination of the Ministry of Transport and which are financed from own revenues and subsidies from the state budget, according to the law

1. “Rapid” Sports Club

2. Romanian Agency for the Salvation of Human Life at Sea - ARSVOM

3. Higher Civil Aviation School

4. The Romanian Aeroclub

X. Units operating under the Ministry of Transport

1. Romanian Center for Professional Training of Shippers - CERONAV

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2. Romanian Naval Authority

3. Romanian Railway Authority - AFER

4. Romanian Road Authority - ARR

5. Civil Aviation Safety Investigation and Analysis Center - CIAS

6. State Inspectorate for Road Traffic Control

7. Romanian Railway Investigation Agency - AGIFER

VI. Units operating under the authority of the Ministry of Transport (Government Decision no. 21/2015)

1. National Romanian Railways - S.N.C.F.R. - R.A.

2. National Railway Company "C.F.R." SA

3. National Railway Freight Company "C.F.R. Freight "- S.A.

4. National Railway Transportation Company "C.F.R. - Travelers "- S.A.

5. Railway Asset Management Company - "S.A.A.F." S.A.

6. Tourism Railway Company - "S.F.T. - C.F.R." S.A.

7. Bucharest Commercial Metro Transportation Company "METROREX" - S.A.

8. National Company "Bucharest Airports" - S.A.

9. National Society "Mihail Kogalniceanu Constanta International Airport" - S.A.

10. Timisoara International Airport "Traian Vuia" - S.A.

11. Autonomous Administration "Romanian Administration of Air Traffic Services - ROMATSA"

12. Autonomous Registry "Romanian Civil Aeronautics Authority"

13. Commercial Company "Romanian Air Transport Company TAROM" - S.A.

14. National Company "Maritime Port Administration" - S.A. Constanta

15. National Company "Navigation Channels Administration" - S.A.

16. National Radiocommunication Company "Radionav" - S.A.

17. Autonomous Administration "Lower Danube Administration"

18. National Company "Maritime Danube Ports Administration" - S.A.

19. National Company "River Danube Ports Administration" - S.A.

20. National Company of Motorways and National Roads in Romania - S.A.

21. Autonomous Registry "Romanian Auto Registry"

22. Commercial Company "Telecommunications C.F.R." - S.A.

23. Commercial Company "C.F.R. Palladium Exploitation and Maintenance Group" - S.A.

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Annex 4.4. Relevant national legislation

National legislation and normative acts15,25,26,27, 28, 29

Attribution of the Ministry of Transport, Government Decision no. 21/2015 Government Ordinance 7/2012 Adopting Decision on report orientation Intelligent Transport systems

Law no. 371/2007 approving the Ordinance of the government no. 37/2007 regarding the modification and the completion regarding defining the framework of the operational schedule of driving, breaks, resting periods of vehicle drivers and the utilization of registration machines in order to register the functioning of the activities.

Law no 130 of 31 may 2017 regarding the approval of the emergency ordinance of the Government no. 22/2016 for the modification and the completion of the Law no. 265/2008 for the management of the traffic safety on the road infrastructure

Ordonanţă de Urgenţă no. 22 din 16 iunie 2016 pentru modificarea şi completarea Legii nr. 265/2008 privind gestionarea siguranţei circulaţiei pe infrastructura rutieră Emergency Ordinance no. 22 of June 16, 2016 for amending and completing Law no. 265/2008

regarding the management of the traffic safety on the road infrastructure Law no. 265 of November 7, 2008 (republished) regarding the management of traffic safety on the

road infrastructure Government Ordinance no. 27 of August 31, 2011 regarding road transport

Government Ordinance no. 5/2011 for the approval of regulations regarding the improvement of the road safety and the destination of the amounts collected by the personnel empowered with powers of inspection and control following the application of the contraventional sanctions specific to the activity of road transport.

Government Decision no. 625/1998 regarding the organization and functioning of the Romanian Road Authority - A.R.R.

Government Decision no. 1.289 from December 27, 2011 regarding the modification and completion of some normative acts in the road sector

Romanian Civil Aviation Regulation regarding the supervision and designation of air navigation service providers, RACR-SSNA, edition 02/2008

Government Ordinance no. 81/2000 regarding the certification of compliance of the vehicles immatriculated or registered with the technical norms regarding the safety of the road traffic, the protection of the environment and in the category of use according to the destination, through the periodic technical inspection

Law no. 928 of 15.12.2015 regarding the approval of the Government Emergency Ordinance for amending and supplementing the Government Emergency Ordinance no. 47/2013 regarding some measures in the field of structural instruments concerning direct beneficiaries financed from non-reimbursable external funds, as well as some financial measures in the field of ex-ISPA in the transport sector

25 http://mt.ro/web14/informatii-de-interes-public/legislatie/897-legislatie-201526 http://www.caa.ro/reglementare/operatiuni-zbor and http://www.caa.ro/reglementare/legislatie-generala27http://mt.gov.ro/web14/domenii-gestionate/aerian/domenii-aerian-reglementari28 http://mt.gov.ro/web14/domenii-gestionate/naval/domenii-naval-reglementari29http://mt.gov.ro/web14/domenii-gestionate/rutier/domenii-rutier-reglementari

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http://www.caa.ro/reglementare/operatiuni-zbor

Government Decision no. 50 of 21.01.2015 on the organization and functioning of the Ministry of Transport

Government Decision no. 163 of 09.03.2015 regarding the cancellation of the budget, revenues and expenses regarding the National Company Bucharest Airports - under the authority of the Ministry of Transport

Government Decision no. 187 of 19.03.2015 regarding the adaptation of the budget; revenues and expenses of the Romanian Auto Registry - under the authority of the Ministry of Transport

Government Decision regarding the modification of the annexes no. 3, 5 and 6 at Government Decision no. 877/2010 regarding the interoperability of the railway system, with the subsequent modifications and completions

Government Decision no. 359 of 25.05.2015 for amending the Government Decision on the organization and functioning of the Ministry of Transport

Government Decision approving the organizational and functional tasks of the Council for the coordination of intelligent transport systems

Government Decision no. 589/2014 for the modification and completion of the activation of the procedures for expropriation of the properties that require additional works on site for the "Orăștie-Sibiu" highway

Government Decision no. 705 of 01.09.2015 for the approval of the organization by the Ministry of Transport, in Romania, in October 2015, of the Meeting of the Ministers of Transport in the region of the Organization of the Black Sea Economic Cooperation (OCEMN), preceded by the meeting of Expert Groups responsible for discussing and analysing the joint declaration which will be adopted by the transport ministers

Government Decision no. 868 of 31.10.2015 for the approval of the Administrative Agreement on the mutual recognition of the qualification of seaman obtained by professional qualification, completing the Administrative Agreement on the mutual recognition of the service book between the Central Commission for Navigation on the Rhine and the Ministry of Transport of Romania, signed in Strasbourg on December 4, 2014

Law no. 203 of May 16, 2003 on the realization, development and modernization of the transport network of national and European interest

Law 14/1995 for the ratification of the Convention on the Cooperation for the Protection and Sustainable Use of the Danube River (Convention for the Protection of the Danube River)

Law no. 109/2014 regarding the approval of the Government Emergency Ordinance no. 11/2013 for amending and supplementing Government Ordinance no. 27/2011 regarding road transport

Law no. 18/2012 for the approval of the Government Ordinance no. 26/2011 regarding the establishment of the State Inspectorate for Control in Road Transport

Emergency Ordinance no. 101/2013 for the modification of the Government Ordinance no. 26/2011 regarding the establishment of the State Inspectorate for Control in Road Transport

Emergency Ordinance no. 11/2013 for the modification and completion of the Government Ordinance no. 27/2011 regarding road transport

Ordinance no. 26/2011 regarding the establishment of the State Inspectorate for Control in Road Transport

Government Ordinance no. 22/1999 regarding the administration of ports and waterways, the use of naval transport infrastructures belonging to the public domain, as well as the carrying out of naval transport activities in ports and inland waterways, republished, and amended and supplemented.

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Government Ordinance no. 42/1997 on naval transport, republished, and amended and supplemented

Government Decision no. 517/1998 regarding the setting up of the National Company “Maritime Ports Administration Constanta” SA - including the preliminary amendments

Government Decision no. 518/1998 regarding the establishment of the National Company “Maritime Ports Administration” - SA Galati, including the preliminary amendments

Government Decision no. 519/1998 regarding the establishment of the National Company for the Administration of Navigable Channels - SA Constanța, including the preliminary amendments

Government Decision no. 520/1998 regarding the setting up of the National Company Ports Administration of the Danube River - SA Giurgiu, including the preliminary amendments

Government Decision no. 492/2003 regarding the organization and functioning of the Autonomous Administration of the River Administration of the Lower Galati Danube

Government Decision no. 1133/2002 regarding the organization and functioning of the Romanian Naval Authority, as subsequently amended and supplemented

Government Decision no. 525/1998 regarding the establishment of the National Naval Radiocommunication Company Radionav - SA Constanța, with the subsequent modifications and completions

Government Ordinance no. 33/2004 regarding the establishment, organization and functioning of the Romanian Agency for the Salvation of Human Life at Sea - ARSVOM, approved by Law no. 337/2004

Government Decision no. 449/2003 regarding the organization and functioning of the Romanian Center for the Training and Improvement of the Personnel in Naval Transport - CERONAV, with the subsequent modifications and completions

Ordinance no. 8/2011 for amending and supplementing the legislation on the issuing, management and monitoring of travel documents granted to pensioners, war veterans and war widows

Government Decision no. 1289/2011 regarding the modification and completion of some normative acts in road sector

Government Decision no. 1088/2011 on the organization and functioning of the State Inspectorate for Control for Road Transport

Government Decision no. 1373 of October 28 regarding the regulation of the supply and road transport of divisible goods on public roads in Romania

Government Decision no. 606/2015 amending and supplementing Government Decision no. 626/1998 regarding the organization and functioning of the Romanian Railway Authority - AFER, as well as for the modification of the annex no. 2 to the Government Decision no. 21/2015 on the organization and functioning of the Ministry of Transport

Order no. 802/2015 for the publication of the acceptance of the 2015 amendment to the Regulation on international rail transport of dangerous goods (RID), appendix C to the Convention on international rail transport (COTIF), signed in Bern on May 9, 1980 and amended by the Protocol of 1999, signed at Vilnius on June 3, 1999, ratified by Government Ordinance no. 69/2001

Government Decision no. 581/1998 regarding the establishment of the National Railway Company CFR – SA

Law no. 8 of February 18, 2004 regarding the allocation of railway infrastructure capacities, the charging of the use of the railway infrastructure and the certification regarding safety

Government Decision no. 817 of July 2005 for the approval of the Plan on the long-term strategy of the railway sector

Law no. 55 of March 16, 2006 on railway safety

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Government Decision no. 53/2011 for the approval of the Methodological Norms for the application of Law no. 255/2010 regarding the expropriation for a cause of public utility, necessary to achieve objectives of national, county and local interest

Law no. 213/1998 regarding public property and its legal regime Law no. 50/1991 regarding the authorization of the execution of the construction works Government Ordinance no. 117/210 for approving the regulation of accidents investigations and

incidents

Government Ordinance no. 7/2005 for approving the content of the technical and economic documentation regarding investments

Government Decision no. 28/2008 regarding the approval of the framework content of the technical-economic documentation related to public investments, as well as of the structure and methodology for elaborating the general estimate for investment objectives and intervention works (text in force from 21 February 2008 to 26 February 2017 , being repealed and replaced by Decision No. 907/2016)

Government Ordinance no. 4/2010 regarding the establishment of the national special information infrastructure in Romania

Government Decision no. 117/2010 for the approval of the Regulation on railway accidents and the related investigation

Government Decision no. 643/2011 for the approval of the Rental Conditions by the National Railway Company CFR - S.A of parts of the non-interoperable railway infrastructure, as well as their management

Government Decision no. 454/2014 regarding the approval of the Additional Act no. 1 on 2014 at the Contract of activity of the National Railway Company CFR - S.A

Government Decision no. 560/2009 regarding the establishment of measures to ensure the application of Regulation (EC) no. 1008/2008

Government Ordinance no. 29/1997 regarding the Civil Air Code

Law no. 257 of May 2001 on the mode of action against aircraft using unauthorized airspace of Romania

Government Decision no. 405 of 1993 regarding the establishment of the Civil Aeronautical Authority in Romania

Government Decision no. 455 of 2011 regarding airport tariffs

Government Decision no. 912 of 2010 regarding the approval of national flight conditions

Ordinance no. 743/2016 on the measures implementing the EU Regulation 2015/340 of the European Commission on establishing common air traffic rules for the provision of air traffic services

Ordinance no. 1464/2016 on the implementation of EU Regulation 340/2015 on technical procedures and licensing of air traffic

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Annex 4.5. Relevant European and international legislation

General legislation30

Regulation (EU) no. 1315/2013 of the European Parliament and of the Council of 11 December 2013 on the guidelines of the Union for the development of the trans-European transport network and repealing Decision no. 661/2010 / EU

Regulation (EU) no. 1316/2013 of the European Parliament and of the Council establishing the Mechanism for the Interconnection of Europe, amending Regulation (EU) no. 913/2010 and repealing Regulation (EC) no. 680/2007 and of Regulation (EC) no. 67/2010 on the White Paper on Transport 2011: Roadmap for a single European transport space - towards a competitive and resource efficient transport system

Aviation31,18

Regulation (EC) no 1008/2008 of the European Parliament and of the Council of 24 September 2008 on common rules for the operation of air services in the Community

Regulation (EC) no 1316/2013 of the European Parliament and the Council of 11 December 2013 establishing the Connecting Europe Facility, amending Regulation (EU) No 913/2010 and repealing Regulations (EC) No 680/2007 and (EC) No 67/2010

Regulation (EC) No 300/2008 of the European Parliament and the Council of 11 March 2008 on common rules in the field of civil aviation security and repealing Regulation (EC) No 2320/2002

Regulation (EC) no 720/2011 of July 2011 amending regulation (EC) no 272/2009 supplementing the common basic standards on Civil aviation security as regards the phasing-in of the screening of liquids, aerosols and gels at EU airports

Regulation (EC) no 72/2010 of 27 January 2010 laying down procedures for conducting Commission inspections in the field of aviation security

Regulation (EC) (358/2010) of 23 April 2010 amending Regulation (EU) No 185/2010 of 4 March 2010 laying down detailed measures for the implementation of the common basic standards on aviation security

Regulation (EC) 357/2010 amending Regulation (EU) No 185/2010 of 4 March 2010 laying down detailed measures for the implementation of the common basic standards on aviation security

Regulation (EC) 297/2010 amending Regulation (EC) No 272/2009 supplementing the common basic standards on civil aviation security

Regulation (EC) 185/2010 laying down detailed measures for the implementation of the common basic standards on aviation security

Regulation (EC) no 18/2010 amending Regulation (EC) No 300/2008 of the European Parliament and of the Council as far as specifications for national quality control programs in the field of civil aviation security are concerned

30 http://mt.gov.ro/web14/domenii-gestionate/alte-domenii/cooperare-internationala/cooperare-internationala-afaceri31 http://mt.gov.ro/web14/domeniul-aerian/193-domenii-aerian-avsec-legislatie-comunitara

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Regulation (EC) no 272/ 2009 on supplementing the common basic standards on civil aviation security laid down in the Annex to Regulation (EC) No 300/2008 of the European Parliament and of the Council

Regulation (EC) no 216/2008 on common rules in the field of civil aviation and establishing a European Aviation Safety Agency, and repealing Council Directive 91/670/EEC, Regulation (EC) No 1592/2002 and Directive 2004/36/EC

EP and Council Directive of June 2003/42 regarding air traffic regulation

Regulation (EC) 996/210 regarding air traffic accidents

Regulation (EC) 319/2014 regarding taxation and air traffic safety

Railways,32

Regulation (EU) no 1370/2007 of the European Parliament and of the Council on public passenger transport services by rail and road repealing Council regulations (EEC) Nos 1191/69 and 110/70

Regulation (EU) no. 2338/2016 of the European Parliament and of the Council of 14 December 2016 amending Regulation (EC) no. 1370/2007 regarding the opening of the market for domestic rail passenger transport services

EC Directive 2012/34/CE regarding the Single European Railway Space

EC Directive 2008/57/EC on Interoperable Railway Systems

Railway package for Infrastructure

Development of a railway signalling system ERTMS/ETCS

Directive 2004/49/EC- Railway Safety

Directive 2008/ 68/ EC and Directive 96/49/EC- Transport of dangerous goods, including modification and previous amendments

Commission Implementing Regulation (EU) 2017/6 of 5 January 2017 on the European Rail Traffic Management System European deployment plan

Intelligent transport systems 33

European Directive 2010/40/ EU of the Parliament and of the Council on the framework for the deployment of Intelligent Transport Systems in the field of road transport and for interfaces with other modes of transport

Commission Delegated Regulation no 305/2013 supplementing Directive 2010/40/EU of the EP and of the Council with regard to the harmonized provision for an interoperable EU-wide eCall

Commission Delegated regulation no 885/2013 supplementing ITS Directive 2010/40/EU of the European Parliament and of the Council with regard to the provision of information services for safe and secure parking places and truck and commercial vehicles32 http://mt.gov.ro/web14/domenii-gestionate/feroviar/domenii-feroviar-reglementari33 http://mt.gov.ro/web14/domenii-gestionate/alte-domenii/sisteme-de-transport-inteligente/sisteme-transport-inteligente-acte

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Commission Delegated Regulation no 886/2013 supplementing Directive 2010/40/EU of the EP and the Council with regard to data and procedures for the provision where possible of road safety-related minimum universal traffic information free of charge to users

Road transport sector

Directive 2008/96/EC of the European Parliament and of the Council of 19 November 2008 on road infrastructure safety management Regulation (EC) No 1370/2007 of the European Parliament and of the Council of 23 October 2007 on public passenger transport services by rail and by road and repealing Council Regulations (EEC) Nos 1191/69 and 1107/70

Commission Regulation (EC) No 2121/98 of 2 October 1998 laying down detailed rules for the application of Council Regulations (EEC) No 684/92 and (EC) No 12/98 as regards documents for the carriage of passengers by coach and bus

Commission Decision of 14 December 2009 amending Decision 2007/230/EC on a form concerning social legislation relating to road transport activities

Regulation (EC) No 1071/2009 of the European Parliament and of the Council of 21 October 2009 establishing common rules concerning the conditions to be complied with to pursue the occupation of road transport operator and repealing Council Directive 96/26/EC

International Agreements

International Convention regarding the regulations for navigation on the Danube (Belgrade, 1948) ratified trough the decree no. 298 of 30 October 1948

UN convention on Maritime Law, Montego Bay 1982, and the accession of the accord of Agreement on the implementation of Part XI of the United Nations Convention on the Law of the Sea, concluded in New York on July 28, 1994, ratified by Romania by Law no. 110/1996

International Convention, Convention of Chicago, regarding civil international aviation, signed on 07.12.1944

Eurocontrol Convention, International Convention regarding the cooperation for security of air navigation, signed 13 December 1960

Bilateral Agreement Bulgaria and Romania “Danube Fab Agreement” on a functional airspace, signed on 5 September 2015

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ANNEX 5. DRAFT REGULATORY ACTS 2019

No. Draft normative act proposed in the Annual Work PlanEstimated submission date within the Government meeting – update

2019

1. Memorandum for the Approval of the signing by Romania of the Protocol signed in Montreal, Canada on 4 April 2014, amending the Convention on Offenses and Certain Other Acts Carried out on Aircraft, done at Tokyo on 14 September 1963

2. Draft law for the approval of the Air Code of Romania

3. Government Decision to amend the Government Decision No. 1 088 of 2 November 2011 on the organization and functioning of the State Road Control Inspectorate

4. Government Decision on the arrangement of the international crossing point of the Romanian-Ukrainian state border for passengers and freight in the ferry regime between Isaccea (Romania) and Orlivka (Ukraine)

5. Government Decision to amend Annex no. 1 to Government Decision no. 185/1994 on the granting of the daily food allowance for the naval and auxiliary personnel

6. Government Decision approving the technical and economic indicators of the investment objective of national interest and public utility "Banks defenses on the Sulina Canal - Final Stage"

7. Government Decision approving the Background Note on the necessity and timeliness of the expenditure related to the investment project “Dredging River Complex”

8. Government Decision approving the Methodological Norms for the Implementation of the Nairobi International Convention for the Removal of Wrecks, adopted at Nairobi on 18 May 2007

9. Government Decision approving the Methodological Norms for the implementation of Law no. 214/2015 for the ratification of the Maritime Labor Convention (MLC 2006), adopted on 23 February 2006 in Geneva

10. Government Decision amending the Annex to GD no. 500 of May 26, 2010 for the approval of the technical and economic indicators related to the investment objective "Craiova Bypass Belt - South Variant DN56-DN55-DN6"

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11. Government Decision for amending and completing the Government Decision no. 53/2011 for the approval of the Methodological Norms for the application of Law no. 255/2010 on the expropriation for a public utility cause, necessary for the achievement of national, county and local interest objectives

12. Government Decision approving the technical and economic indicators related to the investment objective "Modernization DN 2L Soveja-Lepşa km 60 + 145-km 76 + 277"

13. Government Decision amending the Annex to GD no. 579 of 16 June 2010 for the approval of the technical and economic indicators related to the investment objective "Modernization DN 24C Manoleasa-Rădăuţi-Prut km 106 + 650-km 142 + 250

14. Government decision approving the technical and economic indicators related to the investment objective "Sibiu - Pitesti Highway: Sibiu - Boita km 0 + 000 - km 14 + 150 and Curtea de Arges - Pitesti km 92 + 600 - km 122 + 950

15. Government Decision approving the technical and economic indicators related to the investment objective "Modernization of DN71 Baldana - Targoviste - Sinaia, km 0 + 000 – km 44 + 130 extension to 4 lanes and km 51 + 041 – km 109 + 905 road to two strips

16. Government Decision approving the technical and economic indicators related to the investment objective "Connective road for A1 Highway Arad - Timişoara - DN 69"

17. Government Decision approving the technical and economic indicators related to the investment objective "Bridge over Tisza in Sighetu Marmatiei"

18. Government Decision approving the technical and economic indicators related to the investment objective “The bridge over the Prut River in Ungheni”

19. Government Decision approving the technical and economic indicators related to the investment objective "Buşteni Nord Bypass km 1 + 020 - km 3 + 184"

20. Government Decision approving the technical and economic indicators related to the investment objective "Lower passages on the Comarnic Bypass at the CF 300 and DN1"

21. Government Decision approving the technical and economic indicators of the investment objective "Modernizing Port Infrastructure by Enhancing Depths of Ways and Basins and Navigation Security in the Port of Constanta"

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22. Government Decision approving the Background Note on the necessity and timeliness of spending related to the investment project "Multifunctional ice class tugboat with navigation area 3 - inland waterways"

23. Government Decision approving the Background Note on the necessity and timeliness of spending related to the investment project "Multifunctional Ice Tractor with Coastal Maritime Navigation"

24. Government Decision on establishing the public service for the transport of persons and goods of strict necessity between the Danube Delta and Tulcea municipalities

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Competence makes a difference!

Project selected under the Administrative Capacity Operational Programme, co-financed by the European Union from the European Social Fund

Advisory Services Agreement on - Guvernul Romaniei · Web viewThe transport of freight by rail...

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