THE PROBLEM PROBLEMA

Operational high speed lines in Europe, Source Wikipedia (http://wikipedia.org/wiki/high-speed_rail)

Infrastructura subdezvoltata – bariera in calea dezvoltarii. Prin asezarea sa geografica, Romania reprezinta o zona de intersectie a mai multor magistrale europene de transport. Desi tara are o pozitie geografica buna, fiind un nod al traficu-lui regional intre est‐vest si nord‐sud, infrastructura sa subdezvoltata continua sa fie o bariera semnifica-tiva in fata dezvoltarii economice. Astfel, accesibili-tatea la pietele internationale, cat si in interiorul tarii raman limitate.

Noduri multimodale de transport ca mo-toare de dezvoltare economica. Exista multe exemple de noduri multimodale de transport care functioneaza foarte bine in cadrul sistemului Europe-an de trenuri de mare viteza si care genereaza activi-tati si investitii noi si transformari urbane majore in inima si in centrele istorice ale acestor orase, in veci-natatea statiilor de tren de mare viteza. Din pacate, Romania si in general Europa de Est sunt inca izolate de reteaua trans-europeana TEN-T cat si de cea de mare viteza, in ciuda prioritatilor explicit afirmate in documentele strategice nationale de dezvoltare regionala si spatiala a acestor tari.

Intermodal Hub examples: Wien Haupbahnhof

Executive Summary

Underdeveloped Infrastructure – Barrier to Development. Romania is geographically located at the crossroad of several major European transport corridors. In spite of its good geographic position, as a North-South and East-West link, the country’s underdeveloped infrastructure is a major barrier in its economic development. The accessibili-ty to international markets and within the country itself is severely limited.

Transportation Multimodal Hubs as Eco-nomic Engines. There are many well functioning transportation multimodal hubs in the European high-speed train system, which generate new activi-ties, investments and major urban transformations in the very heart and historic centers of European cities, where the high-speed train stations are locat-ed. However, Romania and Eastern Europe in general are still isolated from the Trans-European Network TEN-T as well as high-speed trains, in spite of the spatial development priorities stated by these coun-tries.

1Center of Excellence in Planning( CEP)

ProblemaBarriers to Railways Systems Develop-ment. Among the factors affecting the develop-ment of the railways systems in Eastern European countries are the global economic crisis, the collapse of the real estate markets, the financial restrictions for infrastructural projects, technological compati-bility issues, limited institutional and expert capaci-ty for fast design and development of large scale infrastructure projects, as well as the political insta-bility of many countries located in the region.

Romania’s very weak rail infrastructure is a major barrier to its economic growth and development (Ministry of European Funds - Partnership Agree-ment, 2014-2020, draft, March 2014). The negative effects of the weak infrastructure are reflected in the low mobility of labor, reduced access to basic services, high cost of travel, long travel time, with negative effects on the country competitiveness internationally.

Infrastructura foarte slab dezvoltata a Romaniei constituie o bariera majora in calea cresterii si dezvol-tarii economice a tarii (Ministerul Fondurilor Euro-pene – Acord de parteneriat propus de Romania pentru perioada 2014-2020 – versiunea martie 2014). Efectele negative ale infrastructurii subdezvoltate se reflecta in mobilitatea scazuta a fortei de munca, in reducerea acesului la servicii de baza, in costuri ridicate si timpi de calatorie mari, cu efecte negative asupra competitivitatii.

Bariere in calea dezvoltarii sistemului feroviar. Intre factorii care afecteaza dezvoltarea sistemelor feroviare din tarile est europene, se numara criza economica globala, caderea pietelor imobiliare, restrictiile financiare legate de proiectele de infrastructura, probleme de compatibilitate a solutiilor tehnice, capacitatea institutionala si tehni-ca limitata de a realiza repede si bine proiecte de infrastructura pe scara mare si instabilitatea politica din majoritatea tarilor din Europa de est.

Central Station (Gara de Nord) today: 1. the platforms area – in need of extensive renovation / 2. The railway tracks – a huge barrier dividing the city in half

Executive Summary2

Romania on the “New Silk Road”. The "new silk road" is a global concept, enabled by Turkey's future railway link between the two continents, for a new Asian-European transport connection. It has economic, social, cultural, political and geo-strategic dimensions. Romania's position on the main European transport corridors provides the country a unique opportunity of playing a major role as a node on the "new silk road". It offers Bucharest the possibility to act as the country's main point of access and interchange.

Romania pe “noul drum al matasii”. “Noul drum al matasii” este un concept global, facilitat de legatura feroviara pe care Turcia o urmareste ca legatu-ra de transport Asia-Europa. Aceasta legatura are dimensiuni economice, sociale, culturale, politice si geostrategice. Pozitia Romaniei pe principalele corido-are europene de transport ofera tarii o ocazie unica de a juca un rol major ca nod pe “noul drum al matasii”. Ea ofera Bucurestiului posibilitatea de a functiona ca punct principal de acces si ca placa turnanta a tarii.

THE OPPORTUNITY OPORTUNITATEA

Center of Excellence in Planning( CEP)

Problema

Attracting Businesses and Investments to the Capital and the Country. A skillfully orches-trated effort to tum Bucharest Central Station area into a major European railway node and high-speed train stop, in combination with a multimodal hub serving the capital and the country, will bring major economic and social benefits. It will attract business and investments to the capital and the country.Additional benefits on a regional scale are the stimula-tion of economic vitality, improved access to jobs, reduced transportation cost and reduced infrastructure cost. Benefits on a corridor scale are the creation of a coordinated system and network of stations and a strong real estate market. Finally, at the station and project level, the main benefits are the increased land and property values, improved public health due to increased walking and biking, and the creation of a sense of community and place.

Atragerea de firme si investitii majore in capitala si in tara. Un efort sustinut si abil de a transforma zona Garii de Nord intr-un nod feroviar european major - cu o linie de mare viteza - si intr-un centru multimodal puternic al capitalei si al tarii, va aduce mari beneficii economice si sociale. Aceasta oper-atiune va atrage firme si investitii majore in capitala si in tara.Alte beneficii pe scara regionala sunt stimularea vitali-tatii economice, accesul mai bun la locuri de munca, un cost de transport redus si un cost redus al infrastructu-rii. Beneficiile la scara coridorului de transport sunt legate de crearea unui sistem coordonat de statii si de o piata imobiliara foarte puternica. La nivel de proiect, alte beneficiile sunt valorile ridicate ale terenurilor si proprietatilor urbane, o stare mai buna a sanatatii publice, legata de incurajarea mersului pe jos si cu bicicleta, precum si crearea unui sentiment de loc si de comunitate.

The Shinkansen train (210 km/h)The “new Silk Road”

THE ACTION MOBILIZAREA

Executive Summary 3

The Risk of Delaying the Initiative. Capitaliz-ing on this opportunity though requires immediate mobilization and action from the central and local administration, and a close partnership between government, the private sector, the civic society and the international organizations. The risk of delaying the initiative is obvious – it will lead to further isolation of the country and opening the opportunity for other coun-tries and capitals to seize on the East-West, “new silk road” connections.

Riscul intarzierii initiativei. Pentru a beneficia insa de aceasta ocazie unica, este necesara o mobilizare si un raspuns rapid din partea administratiei locale si centrale si un parteneriat strans intre govern, sectorul privat, societatea civila si organizatiile internationale. Riscul intarzierii acestei initiative este evident – o izolare si mai mare a tarii si ocazia pentru alte tari si capitale de a prelua legatura est-vest pe “noul drum al matasii”.

Center of Excellence in Planning( CEP)

ProblemaIntegrated White Paper / Business Plan. The goal of the Center of Excellence in Planning (CEP) initiative is to develop a coherent, and integrated white paper / business plan to show the central and local administration, EU, the international organiza-tions, the initial investors/venture capitalists and the key stakeholders in Romania a vision for the Bucharest Central Station as a flagship project for Romania.By consulting a large number of Romanian and interna-tional experts, and by working closely with the special-ists in railroad design, the experts from the Mobility Group in the Bucharest City Hall, and with our part-ners, CBRE-Romania and INTERGRAPH-Romania, the Center of Excellence demonstrates not only the need and urgency of the Bucharest Central Station flagship project, but also its feasibility over a period of 10-15 years. With political will, the human, managerial, and financial resources are there for implementing such a complex project in Romania.

Coordinated Urban Regeneration Effort. The modern Euro-station, with buried tracks and an option for a train tunnel penetration and link to the Southern area of Bucharest, including high-speed train, must be accompanied by the development of a large surrounding urban tract built very attractively at high density, with the right mix of offices, retail, residential and public spaces, and supported by state-of-the art features: smart city, green buildings, solar panels, walk-ability, convenient park & ride facilities, electric mini-buses running free of charge, and area-wide wire-less internet provision.

Major Urban Change. The Bucharest Central Station flagship project proposes a dramatic change of the existing railway station and in its importance in the urban and the regional context:

Efort coordonat de regenerare urbana. Eurogara moderna, cu liniile coborate in subteran si cu optiunea unei subtraversari pana la Gara Progresu, inclusiv pentru trenurile de mare viteza, trebuie sa fie insotita de o operatie de regenerare urbana a cartieru-lui invecinat cu un regim mare de densitate, cu un mix optim de functiuni de birouri, comert, locuinte si spatii publice si realizat la cele mai ridicate standarde interna-tionale – oras inteligent, cladiri verzi, panouri solare, sistem de legaturi pietonale pentru mersul pe jos si pentru biciclete, puncte de park & ride, pendular de microbuze electrice gratuite si internet wireless gratuit in intreaga zona.

Transformare urbana majora. Proiectul fanion Gara de Nord Bucuresti propune o transformare profun-da a statiei feroviare si a importantei ei in contextul urban si regional:

Concept integrat si plan de afaceri. Scopul initiativei Centrului de Excelenta in Urbanism (CEP) a fost acela de a elabora un concept integrat si un plan de afaceri care sa ofere administratiei centrale si locale, organismelor EU, organizatiilor internationale, investi-torilor potentiali si tuturor beneficiarilor din tara o viziune pentru Gara de Nord din Bucuresti, ca proiect fanion pentru Romania.Printr-o consultare ampla a unui numar mare de experti romani si internationali si lucrand strans cu specialistii din domeniul infrastructurii feroviare, cu expertii de la Grupul de Mobilitate al PMB si cu partenerii nostri, CBRE-Romania si INTERGRAPH Romania, Centrul de Excelenta demonstreaza nu numai necesitatea si urgen-ta proiectului fanion Gara de Nord Bucuresti, dar si fezabilitatea implementarii sale intr-un orizont de 10-15 ani. In prezenta vointei politice, se pot mobiliza resursele tehnice, de management si financiare nece-sare realizarii unui asemenea proiect complex.

STATE-OF-THE-ART DEVELOPMENT

REALIZARE LA UN INALTNIVEL INTERNATIONAL

Executive Summary4 Center of Excellence in Planning( CEP)

Problema

CENTRAL STATION BEFORE CENTRAL STATION AFTER Executive Summary 5

• Railway communication gate between Europe and Asia• High-speed line on the Pan-European Corridors IV and IX• Transit station with the tracks buried under a concrete slab• All the infrastructure equipment and facilities of a modern and safe railway station • Friendly interface between the railway system and the urban mobility network• Considerable potential of reducing the surface road traffic• Shopping center, office and residential superstructure and cultural and entertainment facilities on the urban slab

• Poarta de acces si legatura intre Europa si Asia • Linie de mare viteza, coridoarele pan-europene IV si IX • Gara de tranzit cu linii de cale ferata ingropate sub o dala urbana• Echipamente si elemente de infrastructura pentru o statie de cale ferata moderna si sigura• Aport la reducerea traficului rutier de suprafata• Dezvoltarea unei suprastructuri comerciale, de birouri si spatii rezidentiale si cu spatii culturale si de loisir pe dala urbana • Oportunitate pentru dezvoltarea socio-economica si a turismului.

URBAN DESIGN DESIGN URBAN

Center of Excellence in Planning( CEP)

PROPOSED BASARAB ECO-CITY PROPUNERE ECO-CARTIERUL BASARAB

GREEN SPACESSPATII VERZI

GREEN SPACE SYSTEM

ELECTRICAL BUS TRACK

SISTEM DE SPATII VERI

TRASEU BUS ELECTRIC

Executive Summary6 Center of Excellence in Planning( CEP)

BEFORE

AFTER

ECO-CITY BASARAB

IMPLEMENTATION PRINCIPLES

PRINCIPII DE IMPLEMENTARE

An Unprecedentedly Complex Project. The Bucharest Central Station flagship project is an unprecedentedly complex project for the capital and for the country, because it requires a close coordina-tion between a number of components: the railways component, the mobility component, the urban devel-opment plan, the business/real estate component, the economic development component, social and envi-ronmental components, the IT component as well as the institutional arrangements (partnerships and implementation plan).

Proiect de o complexitate fara precedent. Proiectul fanion Gara de Nord Bucuresti este un proiect de o complexitate fara precedent pentru capitala si pentru tara pentru ca presupune o coordonare stransa a mai multor componente: componenta de infrastructu-ra feroviara, componenta de mobilitate, componenta de dezvoltare urbana, componenta de afaceri (si de imobiliare), componenta de dezvoltare economica, com-ponente sociala si de mediu, ca si un cadru institutional (parteneriate si plan de implementare).

7Executive SummaryCenter of Excellence in Planning( CEP)

Executive summary

8

Sinergy Between the Key Components. The most important components are the railways compo-nent, which triggered the study, the urban develop-ment component, the mobility component, and the business/real estate component. In the absence of any one of these four components, the project cannot be implemented. Without a modern railroad Euro-station, with state-of-the-art facilities, buried tracks and a high-speed train, the study area cannot attract end buyers (businesses, retail and residents) and invest-ment funds and developers. Avoiding a One-dimensional Approach. The railways component cannot be implemented by itself – a recent AECOM study used mathematical models to show that a modern station and buried tracks cannot be justified based on the current rail traffic and demand. However, their conclusion is based on a one-dimensional analytical approach, which assumes a continuation of the current situation into the future, without an analysis of the causes that determined the current degradation of the railways network in Roma-nia. No scenarios were considered in their study to align Romanian railways system to the European rail trans-port trends and integration of the country in a unique European space.

Failed Attempts to Revamp the Central Station. Most attempts in the past twenty years to revamp the Central Station failed because of a one-di-mensional approach, involving just one component of a very complex project. A Feasibility Study was done in 2007 for the modernization of the Central Station, estimated at 210 million euros, with an option for a high-speed train tunnel estimated at 2 billion euros. It failed for lack of financial resources. A 2011 government partnership with the Belgian Government to turn the Central Station into a modern Euro-station failed with a change in government in Romania, but questions about the financial feasibility of an operation focused strictly on the railways station are valid. Finally, a remarkable attempt to develop the Central Station and the surrounding area was made in 1996. The project had to be abandoned because Romania was not yet a member of the European Union and had no access to European funds

Sinergie intre componentele-cheie. Cele mai importante componente sunt componenta de infrastruc-tura feroviara, care a declansat studiul, componenta de dezvoltare urbana si componenta de afaceri (si de imobili-are). Daca una singura dintre aceste componente lipseste, proiectul nu se poate realiza. Fara o eurogara moderna, cu cele mai avansate dotari si instalatii, cu liniile de cale ferata ingropate sub o dala urbana si cu o linie de tren de mare viteza, cartierul din vecinatate nu poate sa atraga nici beneficiarii (birouri, comert si rezidenti) si nici fondu-rile de investitii si dezvoltatorii care il pot realiza.Evitarea unei abordari uni-dimensionale. Componenta de infrastructura feroviara nu se poate reali-za in mod independent, asa cum rezulta din recentul studiu AECOM, care a folosit modele matematice pentru a demonstra ca o gara moderna si ingroparea liniilor de cale ferata nu se justifica prin traficul feroviar actual. Este un punct de vedere rezultat dintr-o analiza uni-dimensionala care extrapoleaza tendintele actuale spre viitor, fara a tine cont de cauzele care au generat degradarea continua a transportului feroviar si cererea scazute. Nu au fost luate in studiu scenarii care sa alinieze sistemul feroviar din Romania la tendintele europene ale traficululi feroviar si sa integreze tara in spatiul european unic.

Esecuri in incercarile de modernizare a Garii de Nord. Mai toate incercarile din ultimii 20 de ani de modernizare a Garii de Nord au esuat din cauza unei abordari uni-dimensionale, axata pe o singura componen-ta a unui proiect atat de complex. In 2007 s-a realizat un studiu de fezabilitate pentru reabilitarea Garii de Nord, operatie estimata la 210 milioane euro, cu o optiune de subtraversare a capitalei cu o linie de mare viteza (2 miliarde euro). Proiectul a esuat din lipsa de resurse finan-ciare. In 2011, guvernul roman a intrat intr-un parteneriat cu guvernul belgian pentru a transforma Gara de Nord intr-o eurogara moderna. Proiectul a esuat in urma schim-barilor politice, dar succesul unei operatii focalizate strict pe componenta feroviara ramane discutabil. In sfarsit, o incercare mai veche remarcabila de a dezvolta zona urbana inconjuratoare impreuna cu Gara de Nord a fost facuta in 1996, printr-un PUZ desfasurat pe o arie de peste 800 hectare. Proiectul a trebuit sa fie abandonat deoarece Romania nu era la acel timp membra a Uniunii Europene si nu avea acces la fonduri europene.

Executive Summary Center of Excellence in Planning( CEP)

Solutii de parteneriat public-privat. Daca insa se realizeaza un parteneriat public-privat cu indu-stria imobiliara si cu dezvoltatorii, acestia ar putea sa realizeze din fonduri private o eurogara moderna si sa transforme vechea gara, monument istoric, intr-un mall de success. Pentru a se asigura fezabilitatea si profit-abilitatea unei asemenea abordari, dezvoltatorii ar putea primi in concesiune operarea garii si a mall-ului, pe o perioada de timp negociata. In mod similar, un cartier modern, al viitorului, nu poate fi conceput de catre arhitecti si urbanisti fara o analiza de piata impe-cabila a firmelor de imobiliare, care sunt cele care pot sa atraga investitori si clienti-cheie pentru zona de regen-erare urbana.

Actorii principali. Cheia unei implementari coordo-nate, a gestiunii proiectului complex si a asigurarii fondurilor necesare se afla in formula institutionala – o companie de proiect sau o agentie de dezvoltare initiate de principalii proprietari ai terenurilor din zona Garii de Nord, Ministerul Transporturilor si Primaria Municipi-ului Bucuresti, in parteneriat cu companii utilitare, banci si comunitatea de afaceri.

PPP (Public-Private Partnership) Solutions. However, in a public-private partnership with the real estate industry, the new station can be built by develop-ers, and the old station can be turned into a successful mall. To insure the feasibility and the profitability of the entire operation, the operation of the mall and the new train station can be given in concession by the Ministry of Transportation to the developer, for an agreed period of time. Similarly, the urban zonal plan cannot be developed by planners and architects without a solid market analy-sis by the real estate industry, including major investors and clients who would be willing to buy or to move in the redeveloped area.

Key Actors. The key to coordinated development, complex project management and securing financing is an institutional arrangement – a project company or a development agency set up by the main land owners, the Ministry of Transport and the Bucharest City Hall, in partnership with utility companies, banks and the busi-ness community.

USE LAND AREA

FLOOR AREA RATIO

BUILDABLE AREA

ESTIMATED GROSS

DEVELOPMENT VALUE (GDV) -

EURO/SQ M BUILDABLE AREA

TOTAL GDV -EURO

Square urban 42,770 0 0 Exiting building , office hotel, mixed use areas

38,260 1.50 57,390 1,200 68,868,000

Retail area 135,781 1.50 203,672 1,000 203,671,500 mixed use area 316,824 2.00 633,648 800 506,918,400 Cultural activities 67,772 1.00 67,772 700 47,440,400 mixed use area 110,084 2.00 220,168 800 176,134,400 Expansion area ( currently warehouse area)

431,894 2.00 863,788 700 604,651,600

TOTAL 1,143,385 1.79 2,046,438 786 1,607,684,300

PARTNERSHIP ANDCOOPERATION

PARTENERIAT SI COOPERARE

Urban Regeneration Area – Estimated Value (Source: CBRE-Romania)

9Executive SummaryCenter of Excellence in Planning( CEP)

IMPLEMENTATION MODEL MODEL DE IMPLEMENTARE

Executive Summary10 Center of Excellence in Planning( CEP)

This section needs to be developed in-depth as a compre-hensive business plan, which should explore all the financ-ing sources for implementing the complex flagship project of the Central Station. The main arguments supporting the financial feasibility of the project are:

• A powerful management tool for the Central Station, supported by the Romanian government, such as the ITI approach (Integrated Territorial Investments) allows for multi-funds use, as from ESF, ERDF or Cohesion Funds, and co-financing.

• Under the Partnership Agreement proposed by Romania for the programming cycle 2014-2020, the country will have access to the European Fund for Regional Development, the European Fund for Investments, the European Structural and Investment Funds and the Cohesion Funds. All these funds can finance various components of the Central Station flagship project.

• Under the Operational Fund for Competitiveness, most activities involving the information and communication technologies (ICT), as described in Chapter 8 – The Informa-tion Technology (IT) Component, can be funded.

• There are European funding sources for targeted activities under the project, such as mobility, soil decontamination, green buildings, renewable energies, solar energy, etc.

• Calls for projects on various European Programs, such as: Connecting Europe Facility, Horizont 2020 and Ten-T.

• A major financing source will be private funding, from international investment funds, large private construction companies, venture capitalists, etc, which can be tapped under the proposed Public-Private Partnership (PPP) and concession arrangements, for the development of the urban area surrounding the Central Station.

Detailed arguments for the opportunity and the mecha-nisms of private investment in the Central Station Flagship Project are presented in section 9.3 of the White Paper.

Aceasta sectiune trebuie dezvoltata in detaliu, ca plan de afaceri complex, care sa analizeze toate sursele de finan-tare necesare implementarii complexului proiect fanion an zonei Gara de Nord. Principalele argumente care sustin fezabilitatea financiara a proiectului sunt:

• Un instrument puternic de gestionare a proiectului zonei Garii de Nord, asa cum este instrumentul de inves-titii teritoriale integrate (ITI) , permite abordarea si utilizarea unor fonduri si finantari multiple (ESF, ERDF sau fonduri de coeziune) si cofinantari.

• In cadrul Acordului de parteneriat propus de Romania pentru perioada de programare 2014-2020, tara va avea acces la Fondul European de Dezvoltare Regionala, Fondul European de Investitii, Fondurile Europene Structurale si de Investitii, Fonduri Structurale si de Coeziune. Toate aceste fonduri pot sa finanteze diversele componente ale proiectului.

• In cadrul Programului Operational Competitivitate se pot finanta majoritatea activitatilor legate de Tehnologiile de Informare si Comunicare (TIC), asa cum sunt descrise in Capitolul 8 – Componenta de tehnologia informatiei (TI).

• Exista surse de finantare europeana pentru activitati specific propuse in proiect, precum mobilitatea urbana, decontaminarea solului, cladiri verzi, energii regenerabi-le, energie solara, etc.

•Lansari de proiecte din diverse surse europene, precum: Connecting Europe Facility, Horizont 2020 sid Ten-T.

• O sursa majora luata in consideratie o constituie finan-tarea privata, de catre fonduri international de investitii, mari companii de constructii, investitori private s.a., care pot fi atrase sub forma Parteneriatelor Public-Private (PPP) si a formulelor de concesiune.

Argumente detaliate pentru oportunitatea si mecanis-mele finantarii private in proiectul fanion al zonei Gara de Nord sunt prezentate in sectiunea 9.3 a studiului.

FINANCING THE PROJECT: THE BUSINESS PLAN

FINANTAREA PROIECTULUI: PLAN DE AFACERI

Executive Summary 11Center of Excellence in Planning( CEP)

THE NEXT STEPS PASII URMATORIThe next steps in the Bucharest Central Station initia-tive/project are:

• The main stakeholders/decision makers (the govern-ment and Bucharest City Hall) to take ownership of the project and to implement it as a flagship project for Romania• Establishing a project company or a development agency for the Central Station Redevelopment Area• Identifying financing sources for each component of the project and for each development stage, including the feasibility studies• Commissioning detailed feasibility studies for the project

Mircea EnacheDirectorCenter of Excellence in Planning (CEP)White Paper Coordinator

Pasii urmatori ai initiative/proiectului fanion al zonei Garii de Nord sunt:

• Principalii beneficiari si factori de decizie (Guvernul Romaniei si Primaria Municipiului Bucuresti) trebuie sa adopte proiectul propus, urmand a-l implementa ca proiect fanion pentru Romania• Infiintarea unei companii de proiect sau a unei agentii de dezvoltare pentru Zona de regenerare urbana • Identificarea surselor de finantare pentru fiecare componenta a proiectului si pentru fiecare etapa de dezvoltare, inclusiv pentru studiile de fezabilitate• Elaborarea studiilor de fezabilitate detaliate pentru proiect

Mircea EnacheDirectorCentrul de Excelenta in Urbanism “Ion Mincu”Coordonatorul studiului de oportunitate

A VISION FOR THE CENTRAL STATION REGENERATION AREA

Executive Summary12 Center of Excellence in Planning( CEP)