Bucharest recent comments:

bere gambrinus la kil... ce vremuri taica, ce vremuri!

It has information office

Build in 1974, through the efforts of General Ion Coman.

Current buildind at railway station "Titan Sud HM", former "23 August HM", was inaugurated at February 8, 1986. It had two traks, flashing lights(signals) with two bulbs, and an automatic barrier. In 1988 from here leave 8 passenger trains to Oltenita, per day. Also, this station served factory like: "Bred factory Titan", "Granitul", "Prodplast", "Heat plant Titan". Today, from this station, leave only two passenger train to Oltenita per day. Freight traffic in to this station almost gone, after the factory in the area was closed.

And tram depot

In 1988, in station Bucharest Obor arived 10 passenger trains per day, but to manipulate thousands of freight wagons, for factory in obor area. Bucharest Obor had mechanical switches, light signals and a mechanical barrier. Also, here is a one locomotive shed, home station wagon ("statie de domiciliul"), and had to travel and information desk. Today, the freight trains in Obor station are much rarer than in 1989, because of closing factories in the area. All the industrial railway, whi cross the Electronicii street, was dismantled, as railway line that served "Halele Obor".

Built in 1903, with the railway line Bucharest Obor-Pantelimon. Was built mainly to serve the food halls and factories in the Obor In 1904 is build railway line Ram.Baneasa- Herastrau- Bucharest Obor. From this railway station, went industrial railways from factory: "Prodplast", "Aversa" (made pumps), "Sintofarm", "Frigotehnica", deposits of coal and wood. After 1918 is build railway line Bucharest Obor- Titan- Oltenita. Between 1963-1969, is dismantled railway line between Bucharest Obor and industry area "Morarilor" (bred factory "Titan"), With the construction of a 9-storey blocks on the road Panteleimon. In 1978, first electric locomotive arived in Bucharest Obor station, when railway line Bucharest Obor- Pantelimon is electrified and equipped with automatic block line. In years 1985-1987 railway line Bucharest Baneasa- Herastrau- Bucharest Obor is dismantled, so that Bucharest Obor remains end station.

zi zau... muie spurcatii stoaia

In 1995, management has decided to build some intermediate cars without driving post as the current ones. Several cars were built by Astra Arad, however, a project was abandoned for unknown reasons, this metro cars being abandoned in Arad railway yard. Currently they can not be used because they were vandalized. In 2000, several cars were repaired total IVA especially for M4, which was then opened. They have some changes to the design. In 2008, Alstom, the company that deals with train maintenance Metrorex has upgraded an old car of a frame. Although the technique has not been modernized than getting some new parts, it has drastic changes to the design. The front exterior was moficată and replaced with modern plastic mask and got seats inside, windows and bars in November. In autumn 2009 another old frame was sent to France at the Alstom French Division, where he received amendments to the technical. This was back in France in May of 2010. The two frames will be used as molds for the following frames to be upgraded. The project was approved by 2013 and will be upgraded 45 old frames. Unfortunately, according to recent information, the project is abandoned.

Also, make some investments in upgrading stations and manages the disposal, in great part, vagrancy on the subway. The network counts 67 km underground route-double with 49 stations, carrying, in 2007, 500,000 passengers / day. There are various plans to extend the metro network: line 5: Drumul Taberei- Eroilor-Universitate, North Station- Progresu, Obor-Colentina line or 1 Mai- Aeroport Otopeni line, which will be exploadare time in 2012. - At the end of the presentation Romanian subway, we can not forget the blue frames made from "Faur Bucharest. They are part of a series of seven trains, consisting of three units each, and frames are a modernized version of the IVA. Key advancements include: a new scheme to train traction and braking, based on programmable computer "CER 6096" (produced by Swiss company "Secheron"), new brake panels type SAB-Waco, static power source for auxiliary services and screw compressor type OERLIKON "to produce compressed air. These 21 frames (42 cars, 7 trains) were upgraded in 1994-1996 by "Electroputere" Craiova "Faur" Bucharest (in this case there are some design differences), and gave evidence to be placed on the line Industriilor- Eroilor. Unfortunately, due to a certain explaodare reluctant staff, but also of political considerations, these frames have been used very little traffic. Currently, the depot is located in conservation IMGB

On November 30, 2008 is given in use section Nicolae Grigorescu-Linia de centura.

In 2002, the tracks change is made on Line 2, enter the system for attaching rail with sleepers with flexible connections. Also, is put into use new signaling systems "ATP" (Automatic Train Protection) and ATO (Automating train operating), which, until 2009, replacing former "block signaling".

- Unfortunately, the acquisition of these frames (very modern, it's true) was not taken into account one very important aspect: the fact that the Romanian underground rail profile used does not match the profile tire wheel rim Bombardier, in this case producing the premature wear of rails and wheels.

In January 1990 is given in use the section Republic-Depot Panteleimon. In the period 1990-1994 is given in use three stations on existing lines: Basarab, Constantin Brancoveanu, Gorj. In 1996, entrance facilities platforms coins are replaced with magnetic card. In the works are reproduced in section 1997 of the North Station May 1, given in exploadare in March 2000. It is in the stage of completion May 1-Laromet section. On 10 December 2002 the first 18 frames "Bombardier" (produced by Swedish company "Bombardier Transportation" and assembled the "Electroputere") is entered on Line 2. Their main technical characteristics are: stainless steel housing, electric power: 125 kW each (there are 16 electric asincroane phase), two electric power converter, converters in the system "IGBT" control system "MITRAC" two static converters Battery charger with 400 VAC, 50 Hz, 110 VDC, two reciprocating air compressors, chopper traction control system and digital on-board computer (including system "IGBT" and antilock), rheostat and regenerative electric brake, air brake , safety brake, electrically operated doors, electronic displays, ventilation and communication between coaches, automatic signal system compatible with "ATP" (with "eurobalize" that communicates information using radio waves to train), maximum speed: 100 km / h ( the network "Metrorex" - 80 km / h), 216 seats and 984 standing. They brake shoes, a length of 112.610 mm and weighs 173.5 tonnes. The axle load is 14 tonnes.

After the revolution of 1989, major restructuring taking place in the metro network. Thus, "Enterprise Exploadare Subway" becomes "independent director" as "SC. Metrorex SA in its management is appointed, in 1990, Costin Georgian engineer. Following the bankruptcy of large industrial sites, located at the end of the metro line, but due to the increasing number of cars (in 1989 there were 130,000 cars registered in Bucharest personal property, in a population of over 2,000,000 inhabitants), decreases (less especially in the early 90's) number of passengers transported by subway. To this is added to stop all plans to extend the metro network (and even lines in execution), the allocation of increasingly limited financial resources, which reduce the massive investments (between 1993 to 2002 was not purchased any frame new subway), and even routine repairs may not be made on time (which causes wear sharp taxiways, signaling systems and rolling stock). Because of the social fall in 90 years in Romania, 'but also as a result of poor police response, subway stations and subway trains are "haunted" by a fauna consisting of glue, pickpockets and beggars. Economic and financial situation "SC Metrorex SA is getting worse, both due to reducing the number of passengers (and thus the revenue), rising costs exploadare, failure to timely subsidy, but also because of various" business "conducted The underground leadership of the ministry and, at the expense SC Metrorex SA ", but very profitable for their pockets In 2005, maintenance and repair work underground is leased frames French firm Alstom (over a period of 15 years!), Which takes much of the depots and Pantelimon IMGB, Industries, and Maintenance of Plant Material stock. At the end of the presentation of evolution "no horses yellow train", to mention the investments made since 1989.

Indeed, the subway was put into exploadare "exploratory public" (unique case in the world!), At 5.00 hours on November 16, 1979. But the official inauguration takes place on December 19, 1979 (after, perhaps convinced that his leadership is not threatening), and, on December 27, 1979, signed the minutes of the "reception of commissioning", by the reception committee, headed by Gheorghe Cioara, the then mayor of Bucharest. And so, with "visits", "presentations to Shalit," chancery notes", which altered the most times, the original plans with HCM and decrees sites were built and put into exploadare until the end of 1989, a total of 56.8 km of double track with 39 metro stations, at a pace of 4 km and two stations per year, namely: -19 decembrie 1979- Depoul Ciurel- Semanatoarea- Eroilor- -Timpuri Noi -28 decembrie 1981- Timpuri Noi- Republica -19 august 1983- Eroilor- Industriilor -24 ianuarie 1986- Semanatoarea- Crangasi - 1986- Piata Unirii 2- Depoul IMGB - 24 octombrie 1987- Piata Unirii 2- Pipera -24 decembrie 1987- Crangasi- Gara de Nord -17 august 1989- Gara de Nord- Piata Victoriei 1 si 2- Dristor 2. - Finally, it is necessary to mention the technical characteristics of the frames of subway IVA: Maximum speed: 80 km / h, DC-powered electric motors , developing a nominal power of 4185 kW (860 kW uniorara ), (one electric power is 215 kW), traction control system with controller (electrical resistance) (type series-parallel "), brake rheostat (with" separate excitation autocompensata"), automatic control system starting and braking frame type Sacvam "indirect pneumatic brake" KD2 "(which acts at a speed of 10.5 km / h), brake safety electrodynamics (spring and drive axle), emergency brake (pneumatic , which overlaps with spring break, except electric brake rheostat), the air cushion suspension, plastic chairs, melamine finishes, neon tubes lighting and safety lighting, automatic coupling, and pantograph collectors on the bogie, sound installation, transport capacity: 34 seats and 200 standing, exterior painting yellow and, in 1987, red and gray. What distinguishes these frames is their reliability. In total, between 1979-1993, in Arad, were made as 252 frames subway. The first metro trains were formed from a single frame (two cars) and, since 1985, consist of 3 frames (6 cars). In 2009 the circulation was still 33 frames IVA. Also, for technical exploadarii needs, underground and was equipped with 9-hydraulic shunting locomotive diesel (made from now "23 August"), such as "LDHM 45-364, welded rail wagon, a wagon verification the geometry of taxiways, tunnels, and a washing machine and a number of trolley cars. Enterprise Exploadare Subway" was organized in several services: service lines, service facilities, service and commercial service rolling stock. Include underground network in 1989, 56.8 km of double track, 39 stations, 4 yards (Ciurel, IMGB, Pantelimon, Industries), rolling stock repair plant, and a central dispatch traffic (at a Piata Unirii 1) . The introduction frames underground metro railway network to achieve: Ciurel Depot (with a railway industries which tied the railway station Cotroceni) IMGB depot (railway station Popesti-Leordeni), and Depot Industries (Bucharest railway station West Ciorogarla station called then). Daily "yellow no horses train" carrying about 700,000 passengers (in one day even one million passengers) and range is the successor of two subway trains in the beginning just 90 seconds, then 5 and 10 minutes. A particularly important role to play in the subway and days of the Revolution of 1989. Thus, on 21 and 22 December 1989, communist authorities have demanded closure of University and Piata Romana subway stations, stop wanting to reduce the number of demonstrators who came to join those in city center. Fortunately, the order was not executed. In contrast, between 22 to 29 December 1989 Metro has worked non-stop, and taking seriously the role of "underground carrier, carrying, besides passengers, and injured to hospitals or ammunition for the army in various" hotspots " the city. On entering the subway stations could be found in those days, the famous "revolutionaries" who, with the sleeve tricolor-automatic pistol in hand, searched passengers.

As mentioned, on 12 August 1977, the first frame metro (brought from Arad) is launched with a crane, underground, in the gallery of "Piata Unirii" and the Palace of Justice, followed by the second frame, launched underground February 25, 1978. With these two frames, at a "working visit" traveled "two comrades", on 5 September 1978, between stations" Piata Unirii "and" Izvor". It must be said that there were some initial problems with the frames "IVA". Thus, they were designed and developed by shareholders full version with DC traction and braking with the rheostat setting (with electrical resistance), with mechanically operated contacts controllers, originally developed by a cooperative, led to delay putting into exploadare the subway. The action of these controllers fiabilizarea frames IVA attended a committee, which included, in addition to specialists from the subway, and professionals from various design institutes and enterprises in the electrical industry, the committee is headed by the director's ICPE, Florin Tanasescu engineer. After numerous tests, it was determined that the cause of many flashover and short circuit, fire starters generators, switching was surge, caused the disconnection of the various DC circuits, especially those of power, inefficiency correlated with the main switch automatic type oromax "that bypass first. In fact, depot workers called him "petromax" precisely because of the ease of fire. On the basis of a note, prepared in early October 1979, at Ciurel Depot, which set out the main frames of subway improvements here IVA (mainly-improvement master switch that eliminates the danger of fire) and the restrictive conditions for the beginning in exploadare (for example, reducing speed limits from 80 km / h to 65 km / h), signed note from ICPE's director, Florin Tanasescu, and the Head of subway rolling stock engineer Udriste Octavian, Minister of Industry the machinery of that time, Ion Avram, management reported that "Metro may be placed in exploratory exploadare public".

However, we must admit that was a Bucharest subway prestigious achievement of Romanian art and science, the more so as it was made entirely with equipment Romanian, using a sandy subsoil and high groundwater level, which have made outstanding issues designers and builders. The merit of this achievement is to those who have designed and built this modern means of transport, and Nicolae Ceausescu, who took the decision to start the works. Let us now dwell on the technical solutions chosen by the designers. Regarding infrastructure, was used track type 60 and 65 kg / ml (imported),sleepers from reinforced concrete, mite stick, and even wooden sleepers, rail fastening system of "K" (with bolts and coach screws). He adopted the 1432 mm gauge (from the railway station is 1435 mm, 3 mm but the difference is within acceptable limits, so that frames may be moved underground and railway network). In terms of signaling systems to be used "automatically block, light signals and automatic switches (electrically operated), borrowed from CFR and very little changed. Signals have been provided with inducers (for auto brakes), and the system is based on plants' relay interlocking electrodynamics, with a central dispatch traffic, provided with light-at Piata Unirii 1 station.. To access the passengers to the platforms were made with coins toll facilities, and the stations were installed surveillance cameras. To supply electricity to the subway, were made traction substations, which makes supply, with DC electricity for subway. But the most important achievement is "frames" subway (frame = two cars permanently coupled) derived from the "Astra" Arad.

Problems were made particularly difficult in execution ground tunnels formed from sand, gravel and water (from 2.5 meters to 5 meters underground water makes its presence felt), the three under-crossing the Dambovita river, lake Undercrossing Herastrau but Undercrossing a subway line of other subway line. March 4, 1977 earthquake did not affect the construction of the subway, tunnels are designed to withstand an earthquake up to 9 on the Richter scale. The first director of the subway was Nicolae Popa, followed by General Petre Constantinescu. Among the engineers who participated in the subway remember Victor Chiriac. Only on 30 May 1975, published May 27, 1975 479 of HCM, which is appointed chief engineer Ion Malcoci program of research, studies, design and realization of experiments on the subway. Construction of the first metro lines is done between 1975-1979. On August 1, 1977 is actually the "Enterprise Exploadare Bucharest Subway, with the following organization: Tudorica Grama-general manager, Virgil Jidveianu technical director, chief accountant Marghescu Vasile, Mihai Nitescu installation service chief, and Octavian Udriste - Head of rolling stock. On 12 August 1977, is launched with a crane, the first frame metro underground tunnel (gallery) of Piata Unirii and the Palace of Justice. This "style" of "Notes Chancellery," followed by "HCM sites, issued as a result of" visits "have created a fantastic pressure on everyone involved in this project, turned into a" rush success " The duration of implementation is sometimes more important than quality work. Also, the distance between stations, number of passengers, and generally efficient subway, the parameters were not "interest" for "companion and comrade." So it was possible to make stops in the middle of 2500 m distance from each other (if the station "Piata Victoriei" and "University"). Also, for reasons not always justified, the route of the subway lines changed even during the work execution, and configuration of stations. An eloquent example is that of line 3, whose initial route "Iancului - Pantelimon / Granite" was changed (due to soil problems in the "Morarilor area) to "Dristor 2", or the station "Gara de Nord ", which originally was supposed to be a storey end station (and, hence, the line 3 would go by abandoned tunnel under Titulescu Nicholas Avenue), and became a station en route by route changes beneath the streets Polizu and Buzesti. Moreover, because the hotel's demolition Nicolae Ceausescu opposed "Bratu" on the street corner Grivitei Polizu (that probably they tied the memories of youth), so that the Metro was not possible, the output of the station "Gara North "and at the entrance station" Victory Square "than a 90 degree curve, such as subway trains run around with a speed restriction of 30 km / h, which leads to wheel and rail wear .