{"id":141,"date":"2016-12-20T17:48:56","date_gmt":"2016-12-20T17:48:56","guid":{"rendered":"http:\/\/www.documentaria.ro\/content\/?p=141"},"modified":"2017-10-22T13:45:01","modified_gmt":"2017-10-22T13:45:01","slug":"slice-2-lucrari-de-infrastuctura-finalizate-in-bucuresti","status":"publish","type":"post","link":"https:\/\/www.documentaria.ro\/content\/archives\/141","title":{"rendered":"Bucure\u0219ti – lucr\u0103ri finalizate de infrastructur\u0103"},"content":{"rendered":"

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BUCURE\u0218TI:
\n<\/span>LUCR\u0102RI FINALIZATE DE INFRASTRUCTUR\u0102<\/span><\/span><\/h1>\n
fotografii de Adrian C\u00e2tu
\n<\/span><\/span>text de Victor Cozmei
\n<\/span>infografic: quickdata.ro<\/span><\/span><\/span><\/h5>\n

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Material realizat cu sprijinul\u00a0Uniunii Europene.\u00a0Opiniile exprimate \u00een acest material\u00a0nu reprezint\u0103 \u00een mod necesar pozi\u021bia oficial\u0103 a Uniunii Europene, cu excep\u021bia cazurilor c\u00e2nd aceasta este formulat\u0103 explicit.<\/span><\/em><\/h6>\n

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Cele mai importante proiecte de dezvoltare a infrastructurii de transport de dup\u0103 Revolu\u021bie din Bucure\u0219ti \u0219i din jurul Capitalei au fost realizate abia \u00een ultimii zece ani, fie c\u0103 vorbim de proiecte derulate de Prim\u0103ria\u00a0Capitalei, fie de lucr\u0103ri f\u0103cute de companiile din subordinea Ministerului Transporturilor – Compania de Drumuri \u0219i Metrorex.<\/p>\n

Cele mai mari proiecte de infrastructur\u0103 au vizat cu prec\u0103dere re\u021beaua rutier\u0103, cu pasaje supra \u0219i subterane, tangen\u021bial rezolv\u00e2nd \u0219i unele probleme\u00a0ale transportului \u00een comun.<\/p>\n

Accentul \u00een interiorul Bucure\u0219tiului a fost pus pe finalizarea inelului interior\/central de trafic (pasajul Basarab, pasajul Mihai Bravu) sau fluidizarea \u00een diverse puncte sau zone (Pasajul Pia\u021ba Presei,\u00a0Pipera Tunari, Aurel Vlaicu), \u00een timp ce \u00een jurul Capitalei proiectele rutiere s-au axat pe dezvoltarea \u0219oselei de centur\u0103 \u0219i a intersec\u021biilor de pe ea ce deservesc localit\u0103\u021bile din zona “metropolitan\u0103” (Pasajul Otopeni, Pasajul\u00a0Tunari, Pasajul \u0218tef\u0103ne\u0219ti, Chitila etc).<\/p>\n

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PASAJUL PIPERA-TUNARI<\/span><\/strong><\/p>\n

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Lungime: 232,39 metri \/\u00a0<\/span>L\u0103\u021bime: 18,6 metri \/\u00a0<\/span>Cost: 11 milioane de euro \/\u00a0<\/span>Durata construc\u021biei: 2 ani<\/span><\/h6>\n

Pasajul Pipera-Tunari peste calea ferat\u0103 a fost una din primele lucr\u0103ri de infrastructur\u0103 realizate \u00een zona de nord a Capitalei, la un moment \u00een care re\u021beaua stradal\u0103 din zon\u0103 era complet subdimensionat\u0103, iar \u00een \u00eemprejurimi \u00eencepeau s\u0103 apar\u0103 din ce \u00een ce mai multe cl\u0103diri de birouri.<\/p>\n

\u00centre timp, zona Pipera s-a transformat \u00eentr-un adev\u0103rat centru business, cu zeci de turnuri de birouri, iar investi\u021biile \u00een infrastructura rutier\u0103, precum \u0219i existen\u021ba unei magistrale de metrou \u00een zon\u0103, au fost unele dintre elementele care au \u00eempins dezvoltarea.<\/p>\n

Construc\u021bia<\/strong> Pasajului Pipera-Tunari peste linia de cale ferat\u0103 Bucure\u0219ti-Constan\u021ba a \u00eenceput \u00een 2007<\/strong>. Pasajul a fost inaugurat pe 12 decembrie 2009<\/strong>, cu un an \u00eent\u00e2rziere. Podul are dou\u0103 benzi pe sens, o lungime de 232,39 metri, o l\u0103\u021bime de 18,6 metri, dou\u0103 trotuare de 1,5 metri \u0219i parape\u021bi pietonali. Pasajul a costat peste 11 milioane de euro.<\/strong><\/p>\n

Construc\u021bia pasajului a dat na\u0219tere \u0219i unor controverse dup\u0103 ce \u00een pres\u0103 au aparut informa\u021bii cum c\u0103 noul pod a fost construit prea jos \u0219i interfereaz\u0103 cu linia de contact a c\u0103ii ferate (catenara). \u00cen realitate, \u00eens\u0103, podul a fost proiectat corect \u0219i construit conform avizelor ob\u021binute, \u00eens\u0103 \u00een timpul construc\u021biei linia de cale ferat\u0103 a trecut la r\u00e2ndu-i printr-un proces de modernizare ce a dus la schimbarea unor parametri.<\/p>\n

Mai exact, constructorii pasajului au cerut avizul CFR pentru construc\u021bia pentru gabaritul standard de cale ferat\u0103 electrificat\u0103 (7.500 mm). Pasajul a fost construit cu acest gabarit de trecere pentru calea ferat\u0103, \u00eens\u0103 problema a ap\u0103rut dup\u0103 ce, \u00een aceea\u0219i perioad\u0103, linia ferat\u0103 Bucure\u0219ti – Constan\u021ba a fost reabilitat\u0103 pentru a permite viteze de 160 km\/h. Pentru astfel de c\u0103i ferate noi \u0219i pentru astfel de viteze, gabaritul total necesar este de 8.500 mm, in loc de 7.500 mm<\/strong>. Problema a fost solu\u021bionat\u0103 prin modificarea pilonilor pasajului pentru a permite noul gabarit.[\/vc_column_text][\/vc_column][\/vc_row][vc_row unlock_row_content=”yes” row_height_percent=”100″ override_padding=”yes” h_padding=”0″ top_padding=”0″ bottom_padding=”0″ back_image=”160″ back_attachment=”fixed” back_position=”center center” overlay_alpha=”50″ gutter_size=”3″ shift_y=”0″ row_name=”TEXT”][vc_column column_width_percent=”70″ position_vertical=”bottom” align_horizontal=”align_center” expand_height=”yes” override_padding=”yes” column_padding=”0″ overlay_alpha=”50″ gutter_size=”3″ medium_width=”0″ shift_x=”0″ shift_y=”0″ z_index=”0″ width=”1\/1″][vc_empty_space empty_h=”5″][vc_empty_space empty_h=”5″][vc_column_text]<\/p>\n

PASAJUL AUREL VLAICU<\/span><\/strong><\/p>\n

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Lungime: 475 metri \/ \u00a0Lungime, inclusiv\u00a0extinderea bulevardului: 1,6 km \/ L\u0103\u021bime: 34 metri \/ Cost: 32 mil. euro \/ Durata construc\u021biei: 2 ani<\/h6>\n

Pasajul suprateran de la Aurel Vlaicu, realizat la pachet cu l\u0103rgirea unei por\u021biuni din bulevardul Pipera (p\u00e2n\u0103 la pasajul peste calea ferat\u0103), a fost construit \u00eentre 2010 \u0219i 2012<\/strong>. Pasajul, lung de 475 de metri \u0219i lat de 34 de metri, cu dou\u0103 benzi pe sens, supratraverseaz\u0103 practic dou\u0103 intersec\u021bii ale Bulevardului Pipera, cu Barbu V\u0103c\u0103rescu \u0219i cu Calea Floreasca.<\/p>\n

Pasajul a costat circa 32 de milioane de euro \u0219i a fost construit cu scopul de a fluidiza traficul<\/strong> \u00eentr-o zon\u0103 aflat\u0103 \u00een dezvoltare continu\u0103, cu zeci de cl\u0103diri \u0219i turnuri de birouri.<\/p>\n

Odat\u0103 cu realizarea pasajului, sub acesta, s-au f\u0103cut \u0219i aproximativ 200 de locuri de parcare<\/strong> pentru locuitorii din zon\u0103, dar \u0219i pentru cei care vor s\u0103-\u0219i lase ma\u0219ina \u0219i s\u0103-\u0219i continue drumul mai departe cu metroul.[\/vc_column_text][\/vc_column][\/vc_row][vc_row unlock_row_content=”yes” row_height_percent=”100″ override_padding=”yes” h_padding=”0″ top_padding=”0″ bottom_padding=”0″ back_image=”162″ back_attachment=”fixed” back_position=”center center” overlay_alpha=”50″ gutter_size=”3″ shift_y=”0″ row_name=”TEXT”][vc_column column_width_percent=”70″ position_vertical=”bottom” align_horizontal=”align_center” expand_height=”yes” override_padding=”yes” column_padding=”0″ overlay_alpha=”50″ gutter_size=”3″ medium_width=”0″ shift_x=”0″ shift_y=”0″ z_index=”0″ width=”1\/1″][vc_empty_space empty_h=”5″][vc_empty_space empty_h=”5″][vc_column_text]<\/p>\n

PASAJUL TUNARI
\n<\/span><\/strong><\/p>\n

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Lungime: 572 metri \/\u00a0<\/span>Cost: 3,75 mil. euro \/\u00a0<\/span>Durata construc\u021biei: 3 ani<\/span><\/h6>\n

Odat\u0103 cu dezvoltarea Bucure\u0219tiului \u0219i extinderea spre localit\u0103\u021bile limitrofe, \u0219i fluxurile de trafic dinspre \u0219i spre Capital\u0103 s-au m\u0103rit. \u00cen general, majoritatea drumurilor care duc spre localit\u0103\u021bile din jurul Bucure\u0219tiului se intersectau la nivel cu \u0218oseaua de Centur\u0103, duc\u00e2nd la cozi \u0219i ambuteiaje.<\/p>\n

\u00cen 2008, Compania de Drumuri a demarat primele lucr\u0103ri de l\u0103rgire \u0219i modernizare a Centurii, iar parte din aceste lucr\u0103ri au \u00eensemnat \u0219i realizarea de pasaje supraterane pe drumurile care intersecteaz\u0103 centura.<\/p>\n

Pasajul de la Tunari, pe DJ200B, supratraverseaz\u0103 Centura \u0219i calea ferat\u0103 inelar\u0103 a Capitalei. Pasajul a fost inaugurat \u00een 2011 \u0219i a costat circa 3,57 milioane de euro.<\/p>\n

Pasajul are 572 de metri lungime, se termin\u0103 \u00een cap\u0103tul nordic \u00eentr-un sens giratoriu \u0219i este aproape identic cu cel construit la \u0218tef\u0103ne\u0219ti, pe DJ200<\/strong>.[\/vc_column_text][\/vc_column][\/vc_row][vc_row unlock_row_content=”yes” row_height_percent=”100″ override_padding=”yes” h_padding=”0″ top_padding=”0″ bottom_padding=”0″ back_image=”163″ back_attachment=”fixed” back_position=”center center” overlay_alpha=”50″ gutter_size=”3″ shift_y=”0″ row_name=”TEXT”][vc_column column_width_percent=”70″ position_vertical=”bottom” align_horizontal=”align_center” expand_height=”yes” override_padding=”yes” column_padding=”0″ overlay_alpha=”50″ gutter_size=”3″ medium_width=”0″ shift_x=”0″ shift_y=”0″ z_index=”0″ width=”1\/1″][vc_empty_space empty_h=”5″][vc_empty_space empty_h=”5″][vc_column_text]<\/p>\n

PASAJUL HOBANAT DE LA OTOPENI
\n<\/span><\/strong><\/p>\n

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Lungime pod: 720 metri \/\u00a0<\/span>Lungime, proiect complet: 2,6 km \/\u00a0<\/span>L\u0103\u021bime: 22 metri \/\u00a0<\/span>\u00cen\u0103l\u021bime: 47,5 metri \/\u00a0<\/span>Cost: 18,9 mil. euro \/\u00a0<\/span>Durata construc\u021biei: 3 ani<\/span><\/h6>\n

Odat\u0103 cu modernizarea centurii de nord a Capitalei, \u00een zona Otopeni-DN1 a fost nevoie de construirea unui pasaj acolo unde \u0218oseaua de Centur\u0103 traversa la nivel liniile de cale ferat\u0103 ale centurii feroviare a Capitalei<\/strong>. Podul hobanat a fost construit pentru a elimina acest conflict de circula\u021bie \u0219i s\u0103 permit\u0103 supratraversarea liniilor de cale ferat\u0103 pe mai multe benzi de circula\u021bie.<\/p>\n

Proiectul a costat aproape 19 milioane de euro si a fost construit \u00eentre mai 2008 \u0219i aprilie 2011.<\/p>\n

Toat\u0103 lucrarea a avut o lungime de 2,6 kilometri, din care podul hobanat m\u0103soar\u0103 circa 720 de metri. Pilonii podului hobanat au o \u00een\u0103l\u021bime de circa 48 de metri \u0219i de ele au fost prinse 32 de hobane, f\u0103c\u00e2ndu-l foarte asem\u0103nator cu Pasajul Basarab din interiorul Capitalei.<\/p>\n

Pasajul are patru benzi, c\u00e2te dou\u0103 pe sens, iar fiecare band\u0103 are o l\u0103\u021bime de 3,5 metri. Pasajul este prevazut cu st\u00e2lpi de iluminat, dar \u0219i iluminat arhitectural de-a lungul tablierului.[\/vc_column_text][\/vc_column][\/vc_row][vc_row unlock_row_content=”yes” row_height_percent=”100″ override_padding=”yes” h_padding=”0″ top_padding=”0″ bottom_padding=”0″ back_image=”165″ back_attachment=”fixed” back_position=”center center” overlay_alpha=”50″ gutter_size=”3″ shift_y=”0″ row_name=”TEXT”][vc_column column_width_percent=”70″ position_vertical=”bottom” align_horizontal=”align_center” expand_height=”yes” override_padding=”yes” column_padding=”0″ overlay_alpha=”50″ gutter_size=”3″ medium_width=”0″ shift_x=”0″ shift_y=”0″ z_index=”0″ width=”1\/1″][vc_empty_space empty_h=”5″][vc_empty_space empty_h=”5″][vc_column_text]<\/p>\n

PASAJUL\u00a0PIA\u021aA PRESEI
\n<\/span><\/strong><\/p>\n

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Lungime: 700 metri \/\u00a0<\/span>Dou\u0103 benzi pe sens cu o bifurca\u021bie \u00een subteran \/\u00a0<\/span>Cost: 15 mil. euro \/\u00a0<\/span>Durata construc\u021biei: 1 an \u0219i 4 luni<\/span><\/h6>\n

Pasajul rutier subteran de la Pia\u021ba Presei Libere a fost construit \u00eentre martie 2014 \u0219i iunie 2015 – o perioada record pentru o construc\u021bie de infrastructur\u0103 rutier\u0103 \u00een Bucure\u0219ti<\/strong>. Chiar \u0219i a\u0219a, p\u00e2n\u0103 s\u0103 se ajung\u0103 la etapa de construc\u021bie, pasajul a avut nevoie de mai bine de cinci ani<\/strong> s\u0103 treac\u0103 prin diverse filtre \u0219i blocaje birocratice. Pasajul are circa 700 de metri lungime \u0219i a costat circa 15 milioane de euro.<\/p>\n

Pasajul a fost construit cu scopul de a fluidiza circula\u021bia la intrarea \u0219i ie\u0219irea din Bucure\u0219ti pe DN1, pe sub giratoriul de la Pia\u021ba Presei<\/strong>. Pasajul porne\u0219te din \u0218oseaua Bucure\u0219ti-Ploie\u0219ti cu dou\u0103 benzi de circula\u021bie \u0219i se bifurc\u0103: dou\u0103 benzi pe \u0218oseaua Kiseleff \u0219i o band\u0103 pe bd. M\u0103r\u0103\u0219ti.<\/p>\n

Prim\u0103ria, cea care a promovat proiectul, a justificat c\u0103 demararea lucr\u0103rilor s-a impus odat\u0103 cu finalizarea pasajului denivelat subteran B\u0103neasa, cel de pe DN 1 de la intersec\u021bia cu bulevardul Aerog\u0103rii, moment \u00een care ambuteiajul de la intrarea \u00een ora\u0219 s-a mutat \u00een intersec\u021bia din Pia\u021ba Presei Libere care este traversat\u0103 \u00een fiecare or\u0103 de aproximativ 12.000 vehicule.<\/p>\n

Cu toate acestea, Ordinul Arhitec\u021bilor Bucure\u0219ti s-a opus, f\u0103r\u0103 succes, proiectului, motiv\u00e2nd c\u0103 acesta mutileaz\u0103 \u0218oseaua Kiseleff (n.r. a fost nevoie de l\u0103rgirea arterei \u0219i t\u0103ierea mai multor arbori) \u0219i este inutil, deoarece, dup\u0103 ce autostrada A3 intr\u0103 \u00een Bucuresti, DN1 se va mai descongestiona.<\/p>\n

\u00cen plus, alte voci din societatea civil\u0103 au acuzat ca pasajul nu va face altceva dec\u00e2t s\u0103 m\u0103reasc\u0103 fluxul de trafic spre centrul Capitalei \u0219i va muta ambuteiajul doar p\u00e2n\u0103 la urm\u0103toarea mare intersec\u021bie, cea de la Arcul de Triumf.<\/p>\n

Cu toate acestea, de\u0219i parte din problemele semnalate dinainte s-au dovedit a fi valide, pasajul a permis implementarea unui timp mai mare de “verde” pentru fluxul de trafic<\/strong> care traverseaz\u0103 sensul giratoriu de la Pia\u021ba Presei pe direc\u021bia B\u0103neasa, m\u0103rind astfel ritmul \u00een care ma\u0219inile pot “ie\u0219i” din Capital\u0103.[\/vc_column_text][\/vc_column][\/vc_row][vc_row unlock_row_content=”yes” row_height_percent=”100″ override_padding=”yes” h_padding=”0″ top_padding=”0″ bottom_padding=”0″ back_image=”167″ back_attachment=”fixed” back_position=”center center” overlay_alpha=”50″ gutter_size=”3″ shift_y=”0″ row_name=”TEXT”][vc_column column_width_percent=”70″ position_vertical=”bottom” align_horizontal=”align_center” expand_height=”yes” override_padding=”yes” column_padding=”0″ overlay_alpha=”50″ gutter_size=”3″ medium_width=”0″ shift_x=”0″ shift_y=”0″ z_index=”0″ width=”1\/1″][vc_empty_space empty_h=”5″][vc_empty_space empty_h=”5″][vc_column_text]<\/p>\n

PASAJUL\u00a0MIHAI BRAVU
\n<\/span><\/strong><\/p>\n

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Lungime: 680 metri \/\u00a0<\/span>L\u0103\u021bime: 16 metri \/\u00a0<\/span>Cost: 35 mil. euro \/\u00a0<\/span>Durat\u0103 de construc\u021bie: 4 ani<\/span><\/h6>\n

Pasajul Mihai Bravu, adeseori asem\u0103nat cu Pasajul Basarab datorit\u0103 podului \u00een arc \u0219i a acelora\u0219i nuan\u021be \u00een care este vopsit, este unul dintre cele mai mari proiecte de infrastructur\u0103 rutier\u0103 demarat \u00een a doua decad\u0103 a anilor 2000.<\/p>\n

Podul – de fapt dou\u0103 pasaje supraterane construite \u00een paralel – a fost realizat pentru fluidizarea traficului pe inelul central de circula\u021bie, \u00eentr-o zon\u0103 \u00een care \u00eenainte deseori se formau ambuteiaje<\/strong>.<\/p>\n

Pasajul are o lungime de 680 de metri, traverseaz\u0103 dou\u0103 intersec\u021bii \u0219i trece peste r\u00e2ul D\u00e2mbovi\u021ba. Pe dedesubt a fost amenajat\u0103 o linie de tramvai, similar sistematiz\u0103rii de sub fratele mai mare – Pasajul Basarab. L\u0103\u021bimea celor dou\u0103 poduri este de 7,80 metri fiecare. Pasajul are ca punct de plecare bd. Mihai Bravu din dreptul str\u0103zii V\u00e2ntului (sta\u021bia de metrou Mihai Bravu), traverseaz\u0103 Splaiul Unirii (R\u00e2ul Dambovi\u021ba) \u0219i intersec\u021bia V\u0103c\u0103re\u0219ti cu bd. Mihai Bravu, \u00eencheindu-se pe Calea V\u0103c\u0103re\u0219ti.<\/p>\n

Lucrarea, \u00eenceput\u0103 \u00een 2010, trebuia terminat\u0103 \u00een vara anului 2012, \u00eens\u0103 constructorul a intrat \u00een faliment \u0219i execu\u021bia lucr\u0103rilor a fost relicitat\u0103. Pe 1 iunie 2014, a fost inaugurat primul dintre cele dou\u0103 poduri, iar pe 28 octombrie 2014 a fost inaugurat \u0219i cel de-al doilea pod. Costul proiectului, \u00een cele din urm\u0103, a fost de circa 35 de milioane de euro.<\/p>\n

Pasajul Mihai Bravu face legatura \u00eentre patru mari cartiere – Berceni-Olteni\u021bei, Balta Alb\u0103, Pantelimon \u0219i Colentina<\/strong> – \u0219i, in teorie, deserve\u0219te peste 600.000 de locuitori din Capital\u0103.[\/vc_column_text][\/vc_column][\/vc_row][vc_row unlock_row_content=”yes” row_height_percent=”100″ override_padding=”yes” h_padding=”0″ top_padding=”0″ bottom_padding=”0″ back_color=”color-xsdn” back_image=”142″ overlay_alpha=”50″ gutter_size=”3″ shift_y=”0″ row_name=”TEXT”][vc_column column_width_percent=”70″ position_vertical=”bottom” align_horizontal=”align_center” expand_height=”yes” override_padding=”yes” column_padding=”0″ overlay_alpha=”50″ gutter_size=”3″ medium_width=”0″ shift_x=”0″ shift_y=”0″ z_index=”0″ width=”1\/1″][vc_empty_space empty_h=”5″][vc_empty_space empty_h=”5″][vc_column_text]<\/p>\n

PASAJUL\u00a0BASARAB
\n<\/span><\/strong><\/p>\n

[\/vc_column_text][\/vc_column][\/vc_row][vc_row row_height_percent=”0″ back_color=”color-xsdn” overlay_alpha=”90″ gutter_size=”3″ shift_y=”0″ row_name=”TEXT”][vc_column column_width_percent=”70″ overlay_alpha=”50″ gutter_size=”3″ medium_width=”0″ shift_x=”0″ shift_y=”0″ z_index=”0″ width=”1\/1″][vc_column_text]<\/p>\n

Lungime: 2 km \/ L\u0103\u021bime: 44 metri \/ \u00cen\u0103l\u021bime: 84 metri \/ Cost: 240 mil. Euro \/ Durat\u0103 de construc\u021bie: 5 ani<\/h6>\n

Pasajul suprateran Basarab este cel mai mare proiect de infrastructur\u0103 urban\u0103 din Rom\u00e2nia<\/strong> \u0219i a devenit, prin arhitectura sa impozant\u0103, unul din reperele arhitecturale ale Bucure\u0219tiului de dup\u0103 Revolu\u021bie.<\/p>\n

Cu o lungime de peste 2\u00a0kilometri, pasajul a costat circa 240 de milioane de euro \u0219i a fost inaugurat \u00een iunie 2011, dup\u0103 mai bine de cinci ani de construc\u021bie.<\/p>\n

Pasajul Basarab sus\u021bine patru benzi de circula\u021bie \u0219i dou\u0103 linii de tramvai pe centrul s\u0103u, supratraverseaz\u0103 opt linii de cale ferat\u0103 \u0219i cinci intersec\u021bii<\/strong>, complet\u00e2nd inelul principal de circula\u021bie al Bucure\u0219tiului.<\/p>\n

Pasajul face leg\u0103tura rutier\u0103 \u00eentre nordul si vestul Capitalei, peste liniile de tren care ajung \u00een Gara de Nord. P\u00e2n\u0103 la momentul deschiderii, leg\u0103tura rutier\u0103 \u00eentre cele dou\u0103 zone ale ora\u0219ului se f\u0103cea fie pe supra-aglomeratul pod Grant, fie prin zona central\u0103 sau pe str\u0103zile din zona G\u0103rii de Nord.<\/p>\n

Pasajul supratraverseaz\u0103 D\u00e2mbovi\u021ba \u0219i intersec\u021bia Groz\u0103ve\u0219ti printr-un pod \u00een arc, iar \u00een zona g\u0103rii Basarab continu\u0103 cu un pod hobanat (cu 60 de hobane), cu piloni \u00eenal\u021bi de 84 de metri \u0219i cu o sta\u021bie pentru tramvai deasupra liniilor CFR. L\u0103\u021bimea pasajului \u00een aceast\u0103 zona \u00eel face s\u0103 fie cel mai lat pod hobanat din Europa (44 metri).<\/p>\n

La momentul inaugur\u0103rii, autorit\u0103\u021bile estimau ca acesta va fi folosit de mai bine de 4.000 de autovehicule pe or\u0103 \u0219i peste 60.000 de persoane \u00eel vor traversa \u00een fiecare zi. \u00centre timp, datele de trafic preconizate au fost dep\u0103\u0219ite.[\/vc_column_text][\/vc_column][\/vc_row][vc_row row_height_percent=”0″ overlay_alpha=”50″ gutter_size=”3″ shift_y=”0″ row_name=”INFOGRAFIC”][vc_column width=”1\/1″][vc_single_image media=”1014″ media_width_percent=”100″ alignment=”center” lbox_deep=”yes”][\/vc_column][\/vc_row][vc_row row_height_percent=”0″ back_color=”color-xsdn” overlay_alpha=”90″ gutter_size=”3″ shift_y=”0″ row_name=”TEXT”][vc_column column_width_percent=”70″ overlay_alpha=”50″ gutter_size=”3″ medium_width=”0″ shift_x=”0″ shift_y=”0″ z_index=”0″ width=”1\/1″][vc_column_text]“Infrastructura insuficient\u0103 sau de proast\u0103 calitate reduce accesibilitatea \u0219i poate limita investi\u021biile. Faptul c\u0103 nu exist\u0103 o infrastructur\u0103 adecvat\u0103 este unul dintre cei mai problematici factori pentru desf\u0103\u0219urarea unei activit\u0103\u021bi economice \u00een Rom\u00e2nia. Raportul privind competitivitatea global\u0103 a indicat o u\u0219oar\u0103 \u00eembun\u0103t\u0103\u021bire a calit\u0103\u021bii infrastructurii \u00een ultimii ani. Cu toate acestea, Rom\u00e2nia r\u0103m\u00e2ne \u00een continuare pe ultimul loc \u00eentre \u021b\u0103rile cu caracteristici similare din regiune \u00een ceea ce prive\u0219te calitatea perceput\u0103 a infrastructurii de transport \u0219i comunica\u021bii.”<\/em>[\/vc_column_text][vc_column_text]<\/p>\n

Raportul Comisiei Europene pentru Rom\u00e2nia 2016, \u00een cadrul Semestrului European<\/h5>\n

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Recomandarea Comisiei Europene pentru Rom\u00e2nia (2016) prevede adoptarea \u0219i\u00a0punerea \u00een aplicare a Master Planului General de Transport.<\/p>\n<\/blockquote>\n

[\/vc_custom_heading][\/vc_column][\/vc_row][vc_row unlock_row_content=”yes” row_height_percent=”5″ override_padding=”yes” h_padding=”0″ top_padding=”1″ bottom_padding=”1″ overlay_alpha=”50″ gutter_size=”3″ shift_y=”0″][vc_column column_width_percent=”65″ position_vertical=”middle” align_horizontal=”align_center” back_color=”color-xsdn” overlay_alpha=”50″ gutter_size=”2″ medium_width=”0″ shift_x=”0″ shift_y=”0″ z_index=”0″ width=”1\/1″][vc_empty_space empty_h=”3″][vc_button button_color=”color-vyce” size=”btn-sm” radius=”btn-circle” border_animation=”btn-ripple-in” css_animation=”alpha-anim” link=”url:http%3A%2F%2Feur-lex.europa.eu%2Flegal-content%2FRO%2FTXT%2FPDF%2F%3Furi%3DCELEX%3A52016DC0343%26from%3DEN||target:%20_blank|” icon=”fa fa-bookmark”]Descarc\u0103 Recomand\u0103rile de \u021bar\u0103 2016[\/vc_button][vc_empty_space empty_h=”3″][vc_column_text]<\/p>\n

Material realizat cu sprijinul\u00a0Uniunii Europene.\u00a0Opiniile exprimate \u00een acest material\u00a0nu reprezint\u0103 \u00een mod necesar pozi\u021bia oficial\u0103 a Uniunii Europene, cu excep\u021bia cazurilor c\u00e2nd aceasta este formulat\u0103 explicit.<\/span><\/em><\/h6>\n

[\/vc_column_text][vc_single_image media=”122″ media_width_percent=”20″ alignment=”center” advanced=”yes” media_items=”media|original” media_overlay_opacity=”50″ media_image_anim=”no” media_padding=”2″ lbox_caption=”yes” lbox_connected=”yes”][vc_empty_space empty_h=”3″][vc_button button_color=”color-vyce” size=”btn-sm” radius=”btn-circle” border_animation=”btn-ripple-in” css_animation=”alpha-anim” link=”url:https%3A%2F%2Fec.europa.eu%2Finfo%2Fsites%2Finfo%2Ffiles%2Fcr_romania_2016_ro_0.pdf||target:%20_blank|” icon=”fa fa-bookmark”]Descarc\u0103 Raportul de \u021bar\u0103 2016[\/vc_button][\/vc_column][\/vc_row][vc_row][vc_column width=”1\/1″][vc_empty_space empty_h=”3″][\/vc_column][\/vc_row]<\/p>\n<\/div>","protected":false},"excerpt":{"rendered":"

[vc_row unlock_row_content=”yes” row_height_percent=”100″ back_image=”153″ parallax=”yes” overlay_alpha=”65″ gutter_size=”3″ shift_y=”0″ row_name=”SUS”][vc_column column_width_percent=”40″ position_horizontal=”right” overlay_alpha=”25″ gutter_size=”3″ medium_width=”0″ shift_x=”0″ shift_y=”0″ z_index=”0″ width=”1\/1″][vc_column_text] BUCURE\u0218TI: LUCR\u0102RI […]<\/p>\n","protected":false},"author":11,"featured_media":43246,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":[],"categories":[96],"tags":[9],"_links":{"self":[{"href":"https:\/\/www.documentaria.ro\/content\/wp-json\/wp\/v2\/posts\/141"}],"collection":[{"href":"https:\/\/www.documentaria.ro\/content\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.documentaria.ro\/content\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.documentaria.ro\/content\/wp-json\/wp\/v2\/users\/11"}],"replies":[{"embeddable":true,"href":"https:\/\/www.documentaria.ro\/content\/wp-json\/wp\/v2\/comments?post=141"}],"version-history":[{"count":72,"href":"https:\/\/www.documentaria.ro\/content\/wp-json\/wp\/v2\/posts\/141\/revisions"}],"predecessor-version":[{"id":44138,"href":"https:\/\/www.documentaria.ro\/content\/wp-json\/wp\/v2\/posts\/141\/revisions\/44138"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/www.documentaria.ro\/content\/wp-json\/wp\/v2\/media\/43246"}],"wp:attachment":[{"href":"https:\/\/www.documentaria.ro\/content\/wp-json\/wp\/v2\/media?parent=141"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.documentaria.ro\/content\/wp-json\/wp\/v2\/categories?post=141"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.documentaria.ro\/content\/wp-json\/wp\/v2\/tags?post=141"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}