General Data 2 General Information On The Project 3 1. C, 3 2. D 4) T - C - , , - :) T - ) C, 3. T 32) A) T) T:) F

„„ The arrangement of a sector of
the Canal Sfântul Gheorghe in order to improve connectivity in

the Euroregion Ruse - Giurgiu”
Feasibility study
FEASIBILITY STUDY
TABLE of CONTENTS
GENERAL DATA 2
GENERAL INFORMATION ON THE PROJECT 3
1. CURRENT SITUATION OF THE AREA WHERE THE PORT WILL BE BUILT , AND INFORMATION
ABOUT THE ENTITY RESPONSIBLE FOR PROJECT IMPLEMENTATION 3
2. DESCRIPTION OF INVESTMENT 4
A) THE PRE-FEASIBILITY STUDY CONCLUSIONS OR DETAILED LONG-TERM PLAN (IF THEY
WERE DRAWN UP IN ADVANCE) ON THE CURRENT SITUATION, THE NECESSITY AND
DESIRABILITY OF PROMOTING INVESTMENT, AS WELL AS THE TECHNICAL-ECONOMIC
SCENARIO SELECTED: 4
B) TECHNICAL-ECONOMIC SCENARIOS 4
C) CONSTRUCTIVE, FUNCTIONAL AND TECHNOLOGICAL DESCRIPTION 8
SAFETY AND HEALTH AT WORK 25
3. TECHNICAL DATA OF THE WORK OF INVESTMENT 32
A) AREA AND LOCATION 32
B) THE LEGAL STATUS OF THE LAND TO BE OCCUPIED 32
C) THE SITUATION OF FINAL OCCUPANCY OF THE LAND: TOTAL AREA 33
D) FIELD STUDIES 33
TOPOGRAPHIC STUDIES 33
GEOTECHNICAL STUDIES 33
GEOLOGICAL AND GEOMORPHOLOGICAL CONSIDERATIONS 33
DESCRIPTION OF THE LOCATION IN GEOLOGICAL AND GEOTECHNICAL TERMS 37
E) THE MAIN CHARACTERISTICS OF BUILDINGS FROM THE PROJECT AND THE CONSTRUCTIVE
VERSIONS FOR THE REALIZATION OF INVESTMENT 39
SAFETY AND HEALTH AT WORK 57
F) THE EXISTING SITUATION OF THE UTILITY AND ANALYSIS OF CONSUMPTION 66
G) THE CONCLUSIONS OF THE EVALUATION OF ENVIRONMENTAL IMPACT 67
4. TIME OF CONSTRUCTION AND MAIN STAGES. 70
THE ESTIMATED COST OF THE INVESTMENT 71
COST BENEFIT ANALYSIS 72

DESIGNER SC ROMASCO CONCEPT SRL
Cod document C2 – V1W4 Page 1 of 75

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SOURCES OF FINANCING OF INVESTMENT 72
ESTIMATINGS CONCERNING THE WORK FORCE BUSY BY MAKING INVESTMENT

72
THE MAIN TECHNICAL INDICATORS-ECONOMIC INVESTMENT 74
Permits and agreements in PRINCIPLE 75

Feasibility study
WRITTEN PIECES
GENERAL DATA
1. The name of the objective of investment:
The arrangement of a sector of Sfantu Gheorghe Channel in order to improve connectivity in the Ruse-
Giurgiu Euroregion.
2. The location (county, town)
Giurgiu, Giurgiu County
3. The holder of the investment
THE MUNICIPALITY OF GIURGIU
4. The beneficiary of the investment
THE MUNICIPALITY OF GIURGIU
5. Developer of the survey
ROMASCO CONCEPT S.R.L.- BUCHAREST
GENERAL INFORMATION ON THE PROJECT
1. Current situation of the area where the port will be built , and information about the entity
responsible for project implementation
The current situation
Giurgiu County is located in the southern part of the country, in the context of the great
geographical units called Campia Romana, covering an area of 3.526 km2. Maximum altitude is 136
m, recorded in the northern part of the County, and the minimum altitude is 12 m, in the Danube
Riverside.
The cities of Giurgiu (Romania) and Ruse (Bulgaria) situated on opposite banks of the Danube are
faced with the same type of development issues and opportunities from the process of transition,
although at different levels in scope and purpose, concerning their sustainable development over

Feasibility study
the long term, in accordance with their respective national strategies. They share the same
responsibility related to the sustainable use and ecological safety of the Danube River.
The municipalities of Ruse and Giurgiu have a special interest fot the collaborative cross-border
relations and economy in the context of sustainable development.
Danube is the most important river of Europe, going from West to East, on 2860 Km, near the
Rhine up to the Black Sea. In Romania, between Buzias and the Black Sea, the Danube travels
about 1075 Km full navigable route, with four distinct sections with different landscape and tourist
appearance. From those, the Portile de Fier (Iron Gates-Calarasi) which includes Giurgiu area is part
of the Danube navigable (for vessels with the draught of approximately 2 m) and has great
economic and touristic attributes. Danube- is the main actor in the Euroregion Ruse-Giurgiu
The project will arrange a sector of Channel Sfantul Gheorghe, near the natural link with the
Danube, in order to improve connectivity with the pan-european corridor for waterway transport
The project aims at developing and co-ordinating the cross-border transport systems for better
connection with transport network TEN-T waterway transport, reducing the time of transport and optimise the
logistics of transport.
Information about the entity responsible for project implementation
The entity responsible for implementing the project is the municipality of Giurgiu, the local institution,
which deals with the administration of the municipality.
Address: Boulevard, Bucharest, no. 49-51 Giurgiu

Telefon: 0246 213 587, 0246 213 588
2. Description of investment
a) The pre-feasibility study Conclusions or detailed long-term plan (if they were drawn up in
advance) on the current situation, the necessity and desirability of promoting
investment, as well as the technical-economic scenario selected:
For this there is no investment prefezabiltate study.
b) Technical-economic scenarios
Theme design with the justification of investment need and opportunities

Feasibility study
The objective of the project is the construction of a quay in Giurgiu municipality, respecting the regulations
in force concerning Environmental Protection Law and the rules of Navigation on the Danube.
The overall objective of the project - Improving the connectivity of the Ruse-Giurgiu with pan-European
Corridor 7 (waterway transport)
The project objective will be accomplished by arrangement of a sector of the Canal St. George, near the
natural link with the Danube, in order to improve connectivity in the pan-european corridor waterway
transport.
The project aims at developing and co-ordinating the cross-border transport systems for better connection
with transport network TEN-T inland waterway transport, reducing the time of transport and optimise the
logistics of transport.
The proposed scenarios
Analysis of the options for infrastructure projects, construction of solutions such as "doing nothing",
and "do something"-a reasonable alternative.
The first option involves maintaining current infrastructure that are unable to support further
developments.
Reasonable alternative "to do something" comprises one of the scenarios presented below:
1. Version 1. It consists of the following technical solution for upgrading the port:
 Execution of the sheet piles quay over a length of 230 m.
Type cross section of the new quay is as follows:
wall of metalic sheet piles type LARSSEN: 607 n S 430 GP type
 free length: approx. 10 m
 embedded length: 15.0 m
 Wall anchorage shall be made with an anchors (along the quay) from 2.0 in 2.0 m, this being
caught both in the metallic piles and in the anchor wall made of reinforced concrete C25/30
 type anchors: steel round tip 3 ¾-75-S 355
 Anchors (tyrants) will be incorporated in a PVC tube filled with cement (grout) to protect them.
 rough stone 150-300 kg/PCs with 4.00 m wide at the headpieceand 1, 00 m thickness, in front
of the quay to prevent dn scouring
 behind the quay anchoring will be made by a continuous wall of reinforced concrete with
dimensions h = 5.00, the thickness of 60 cm.

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 The upper pile will be included in a headpiece beam of reinforced concrete class c35/45
 In front of piles will be built 2 rows of stairs made of reinforced concrete supported by columns
made of reinforced concrete. In the water they will be protected by a wall of piles
2. Version 2: technical solution consists of the following:
 Execution of a quay with pitching made of concrete slabs over a length of 230 m.
 The quay is made up as follows:
- All the layers of the quay are built over a layer of clay of 50cm
- Geotextile-600 gr/m2;
- Over the geotextile will be a layer of ballast of 20 cm;
- Over layer of ballast layer will be placed a layer of crushed stone 25 cm, and over it, the
concrete slabs. The slope of the pitching of concrete slabs will be 1:1.25
 At the top of the pitching there is a headpiece beam of reinforced concrete having sizes
0.6 x 0.4 m and at bottom, the pitching stays on a reinforced concrete beam with sizes of 1,0 x 1,0
m placed on a layer of approximately 20 cm of equalizer concrete.
 At the level of depth, mediun and small waters, are placed three rows of spars places to be
able to move the spars that are needed for the fixing the floating pontoons depending on water
level. Places of spars are located on a layer of equalizer concrete class C8/10.
 It will be mounted 3 metallic bridges that will make the connection between the quay and
pontoons. It will be leaning upon the concrete steps on the quay and floating pontoons. The metallic
bridges will be moved depending on the water level with a crane. Its width will be 1.5 m.
 On different levels, the pitching is leaning on the intermediate beams of reinforced

concrete that have dimensions of 0.35 x 0.70 m
 At the bottom over the support layers will be placed a shell with thickness of 1,6 m of
brute stone with size of 0.5-2 t/piece, which will foundated over a mixed mattress from geosintetic
and fascia, lested with stone, with a thickness of 40 cm and free end 5 m. Width of the headpiece
stone at angle will be 1,5 m , with the slope of 1:1.5.

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Technical comparison between versions
From a technical point of view, each variant presents a series of advantages and
disadvantages presented briefly in the table below:
No.
Variant Advantages Disadvantages
Crt.
1 The quay  The solution with pitching is one  The footprint is much greater than
with pitchingefficient solution because of the short the version with piles
of concreterealization period
slabs  The durability of this solution
 Easy and fast execution
 Low cost execution and during
operation;
 Low number of working machines
used in execution, compared with the
version with metallic pies
2 Quay from  the steel piles are an ideal solution  Geotechnical investigations are
piles today regarding both structuralrequired; Lab tests are more complex;
considerations and installation conditions  the liquefaction of the filling that
worldwide; exist behind the piles wall m ust be
 Using an excellent structures: thecarefully investigated
lightest loads due to its own weight; the  High execution costs
most favorable rate of steel in the cross  Raises the risk the danger of ice
section for the moment of resistance; ability bridge formation;
to imediate support the loads;  The solution is the less favorable for
 Total transfer mechanism of loading; the environment.
 Today there are forms of piles and
installation conditions that allow adaptation
to almost every type of soil;
 Protective systems for use in waters
with chemical aggression;
 Easy and fast execution;
 Good mooring conditions, natural
maintenance of mooring depths without
maintenance dragaje landing.
 The material from which they are

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made palplansele is recyclable.
The recommended scenario by the designer
The recommended version by the designer Romasco Concept is option 2 with the quay with the pitching of
concrete slabs that is a better version of both technically and economically point of view.
c) Constructive, functional and technological description
Port infrastructure
Variant 1 - Vertical quay made from metallic piles

of the quay to prevent the scouring
Option 2-the quay with pitching from concrete slabs
Execution of a quay with pitching made of concrete slabs over a length of 230 m.

Feasibility study

For realization of the port will achieved also the following technical objects:
 Platform of the port
The total surface of the platform, in the version of quay made from metallic piles, is 4442 square
meters, of which concrete platform has 3021 square meters, while the platform from self-locking
tiles have 1421 square meters.
The platform will be made in concrete on an area of 2.70 m behind the quay made from metallic
piles and in the area of the platform for repairs and dock area, and the rest with self-locking tiles.
The total surface of the platform, in the version with pitching from concrete slabs is 3377 sqm., of
which the concrete platform is 1919 square meters and , and platform from self-locking tiles is 1458
m²

Feasibility study
The platform has a slope of 1% towards the water, and to reach its quota will be made the following
works:
For concrete platform will made the following:
- Stripping topsoil on a 30 cm layer of vegetable
- After stripping topsoil it will be placed a layer of 0.5 m clay
- Filling with granular material, and place a layer of geotextile
- Placed a layer of rounded ballast with a thickness of 30 cm
- Between the ballast layer and the concrete road will be placed a polyethylene film;
- Placed a layer of BCR Concrete with thickhness of 20 cm
For the platform with Self-locking tiles will be made the following:
- Place a layer of sand of 12 cm
- Place the self-locking tiles with thickness of 10 cm
 The ramp for lifting boats
The port deck will have a ramp for lifting various ships for repairs carried out at the workshop within
the port or to preserve them during the winter.
The ramp will have a length of 60 m, a width of 6 m and a slope of 1:5.
For its implementation, it will be made a rough stone filling 200-600 kg/PCs, over it it will be
put a geotextile that fulfills the function of filtering and hydrodynamic movements prevention. Over
the geotextile will be placed a 30 cm layer of rough stone 10-500 kg/PCs. Next, a layer of crushed

Feasibility study
stone 25-63 mm with 25 cm thickness, and next will be placed the concrete slabs from reinforced
concrete class C40/50.
On the water-side will be realised a prefabricated reinforced concrete beam with a width at the
headpiece of 0.80 m, a height of 4.25 m. This will be founded on a layer of crushed stone 40 cm
thickness, which is itself positioned on a layer of rough stone 10-500 kg/PCs with a thickness of 1.10
m. Also, it has the role to stop the erossion and to prevent the collapse of the land on which is
located the ramp.
On the side of the ramp, above the filling of stone 200 - 600 kg/PCs will be a realised shell of 0.5-
2.0 t/unit with slope to the edge 1:2. Between these two types of stone will be placed a geotextile
of 600 gr/sqm.
On the port platform, at the top of the ramp, it will be installed a hydraulic winch, which will pull the
ships from the water on the platform to be repaired. In order for this to be possible, on the ramp
will be located a carriage saddle for lifting and transbord the ships. The main feature of this carriage
saddle for ships is that the wheels can rotate 90 ° to allow ships moving forward-backward, and left-
right. At the top of the ramp will be installed a cylindrical guide/handle to steer the cable and to
facilitate the boarding of ships on the sloping area. The ramp will have the 2 pillars for signaling,
because in case of big waters, part of it will be under the water, so in this way to avoid accidents.
 Dock platform
Docking platform infrastructure will be the same as the port concrete platform, as follows:
Construction is proposed to be located in the first third of the lot, to the access area, next to the
concrete platform on which are located the platform for repairs + workshop repairs (container)
and launching ramp for ships.

Feasibility study
ARCHITECTURE-construction of the proposed ground floor space covered with destination to be a
parking for small ships will fit without aggression in the area surrounding the site and it will be done also
with solutions that satisfy all requirements of quality and safety. The building will have a rectangular plan
in geometry (15.00 x 30 m) and a total built area of 450 sq.m. Coating system will be type metal framing,
type trusses. The acces can be done both on the short side from the zone of the workshop and repairs and
on the long side, from the administrative building, because the space will be open, with no perimeter
closings (walls). Boats will be stored on chocking from concrete with a pawl made of wood and rubber.
CONSTRUCTIVE STRUCTURE will be metallic (pillars and beams, bracing), and the infrastructure is
done with isolated foundations-concrete monolith placed on a reinforced ground type “pillow".
FINISHES - as the proposed solution for the administrative building, architectural solution for the
space covered with destionation of parking for small boats will take account of the environment and of the
correct framing in site, from the architectural point of view, so for the cover type roof structure proposed
(trusses), we proposes a hood of reed what will be installed on the metal framing. The floor will be made
of concrete, with enhanced mechanical strength. Steel structure will be painted in light colors (white).
UTILITIES-Proposed ground floor building will be connected to the electrical network in order for the
space to be equipped with electrical outlets and lighting fixtures.
 Platform for repairs
Platform for infrastructure repairs will be the same as the portuata concrete platform, namely:
In this area of the platform are the repair workshops consisting of 2 conatainere:

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- Technical container
- Sanitary container
 Landing stages
Are equipped to carry out a number of 6 landing stages.
Mooring of the ships in the basin will be made at landing stages. Landing stages access will be
ensured by a longitudinal pontoon 132 m long, consisting of 11 pontoons placed side to side, with a 12m
length and a width of 2.40 m which supports all landing stages.
Floating mooring landing stages-6 landing stages with a length of 12 m, placed crosswise on the
longitudinal pontoon.
Mooring stations arranged on landing stages:
- boats with lengths of 6 to 8 m - 60 PCs;
Total boats 60 pcs
Landing stages consist of floating pontoons with a width of 2.40 m and a length of 12 m.
Coupling floats to form a landing stage it will be done through the joints.
Fixing the landing stages on a position will be made as follows:
At the quay made from piles, the landing stages who are positioned parallel to the shore of the
basin are used vertical columns made of metal, with a diameter of 250 mm, inserted by hammering
or vibrating with chips of about 8 m. At the level of the bottom of the basin the columns will be
fixed in the ground with raw stone. Each pontoon will be fixed with a metal column through some
doughnut with gussets fixed with bolts on board of the pontoon.
At the quay made of concrete slabs, landing stagesle will be fixed using the spars.
Mooring installations on landing stages:
- Board protection on the full outline of the docking area made of oak;
- Bitts positioned according to attached drawings;

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Bookmarks: Landing stages and mooring posts will be marked by numbers written with white paint.
Landing stage number will be marked on a plate at the dry bearing of the bridges : A1-A6.
The number of mooring post will be written on the freeboard of the pontoons (visible from the boat)
and on the plates fixed on wooden protection visible from the deck.
 Roads, parking lots and green spaces
PROJECTED SITUATION
The arrangement of a section of the Channel Sfantu Gheorghe in the vicinity of the natural connection with
the Danube, in order to improve connectivity with the pan-european corridor of waterway transport, includes
the construction of an access road of concrete platforms which to serve the specific facilities of such
convention hall (the area of repair, dock, administrative building, etc.), providing parking areas, pavements,
green spaces, etc.
In this volume is treated the access road to the convention hall, the sidewalks which delimits this road,
parking areas and provides stormwater drainage.
Documentation aims at ensuring the elements in the scheme, longitudinal and croossection profile according
to STAS 863-85 Roadworks, geometry of paths, in the limit of assuring the easy acces which to serve all the
utilities pllaned to be in the convention hall.
Arrangement plan
Considering that access to the area currently under study is done by crossing with the railway, it has
watched as designing new road access to premises to not influence this cross.
Designed access road have a length of 234.50 m, starts at the existing and starts at km 0+000 to km
0+234.50. It is composed of connected lines with the rays having values of 35 m respectively 200m.
The width of the carriageway is part of 5.50 meters, has two traffic lanes (one lane on purpose), between
km 0+020-0+068 km have sidewalk on the left/right side having a width of 1.50 m, and between km
0+097-km 0+234.50 the sidewalk is designed only on the right side in direction of mileage, with a width of
1.50 m.

Feasibility study
The entrance to the convention hall is at km 0 + 068 where he was provided a barrier access car, as well as
a pedestrian gate and a cabin gate.
Depending on the spatial arrangement of the convention hall, were provided parking spaces with a length of
5 m, 5.50 m respectively and 12.00 m width 2.50 m.
Arranging in longitudinal profile
Arranging in longitudinal profile was made having in mind the odds is required for carrying out the works of
consolidation of the sector, ensuring minimum slopes for longitudinal water leaking from rainfall and water
coming from melting snow.
The projected gradients values ranging between 0.02% and 0.30%.
Fitting in the cross section
Geometry in the cross section are set out in the plan of "Profil transversal tip" from the drawings, namely:
Outside the convention hall:
- Width of the carriageway 2 x 2.75 m
- Width of the sidewalks right-left = 1.50 m
Inside the convention hall:
- The sidewalk on the right side width = 1.50 m between km 0 + 098-km 0 + 234.50
- Wide parking area on the left side = 13.80 m respectively 12.00 m
Road structures
The road system of the access road was designed in accordance with the "Normative for the rigid and
flexible road systems ", NP 116-04
For the access road and parking lot we have designed:
- 10 cm layer of macadam penetrat

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- 15 cm layer of crushed stone
- 20 cm layer of ballast foundation
- Geotexil
Sidewalks
- 3 cm war layer of asphalt concrete BA8
- 10 cm ballast layer stabilized with cement-4%
Sidewalks
Between km 0 + 020-068 km 0 + sidewalks are designed on both the left and the right, have a width of
1.50 m, 2.00% cross slope towards the access road and are surrounded by kerbstones made from precast
concrete C30/37 20x25 on concrete foundation C8/10 30x15, designed according to STAS 1139-87 (for
shape and size) and EN 1340:2004.
Between km 0+ 097 - km0+234.50 the sidewalk was designed only on the right side, has a width of 1.50
m, 2.00% cross slope, is surrounded on the side of the access road of kerbstones made of precast concrete
C30/37 20x25 on concrete foundation C8/10 30x15, and on the sides of the pavement with borders precast
Parking
For parking both vehicles with side car and those without, have been arranged platforms having length
12.00 m 13.80 m respectively, the parking area being designed perpendicular to the carriageway, with width
of 2.50 m and variable lengths of 5.00 m, 5.50 m respectively 12.00 m.
According to the attached plan, we have a situation where the parking area is directly perpendicular on the
carriageway, has a wide 14.75 m, providing a total of 6 parking spaces.
There are also 2 parking areas in alveoli partially delimited by sidewalks and green space, width of access
into these alveoli being 6.00 m, and they provide a total of 2 x 8 parking spaces. Total parking spaces = 61
For vehicles with car side were designed two areas with a width of 20 m and a length of 12.00, parking
spaces provided being 2 x 8.00 seats, and an area with a width of 27.50 m and a length of 12 m, providing a
total of 11 parking spaces. Total places = 27

Feasibility study
Parking lots are surrounded by kerbstones made of precast concrete C30/37 20x25 on concrete foundation
C8/10 30x15, designed according to STAS 1139-87 (for shape and size) and EN 1340:2004.
Rainwater harvesting
Rainwater harvesting from the surface of a carriageway and on the sidewalks will be made by of the pluvial
water drains with siphon and storage.
Road signage and markings
Designing of the system of signs and marking follow the reglementations of SR 1848/7-2004.
The paint used for the realization of the marks must have non-slip and reflective property a life span as high
as possible. (wear resistant).
We recommend the use of paints with microballs for better visibility at night.
Vertical signalling system will be studied carefully to have a concordance between it and the horizontal
marking, in order not to create confusion and misinterpretation, to be read with ease both day time and
night time.
All materials (paint marking, portals,signs etc) will be certified in accordance with the HGR 766/1997 and
those that are not certified shall be accompanied by certificates of quality.
All these measures will be implemented to the technical project.
The proposed works
The execution will track:
- Trace through coordinate the access road, the parking area
- Realization of the fillings with rough stone 150-300 kg/EA;
- Preparation of the bed of the road and of the parking areas through the wedging with sand of the
filling of rough stone brute on a depth of 1.00 m;
- Placing the geotextile with puncing resistence
- Realization of the ballast layer
- Casting and compacting the concrete with vibrofinishing;
- Protection of concrete covering (warm and cold season);


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- Realization of longitudinal joints (contacts, expansion, contraction);
- Clogging the joints with bituminous mastic;
Please note:
- Concrete cover must be done in the atmospheric temperature range +5° C ... +35 ° C;
- The temperature of the concrete at implementation will not be higher than 30 ° C;
- In an exceptional situation, in the range 0 ° C ... 5 ° C the works can be executed only works with
the opinion of the beneficiary, taking special measures in terms of preparation, placing and
protection of the concrete under the technical and normative documents in force.
In the area are green spaces with grass and shrubs.
 Enclosures
It proposes protecting private area, on the sides of the North, East and West, and on the South side,
oriented towards the quay area, it will propose to the metal railing height 1.00 m.
ARCHITECTURE- the proposed enclosure ill fit without aggressiveness in site, will comply with the
overall appearance of the ensemble and will be done with solutions which meet all quality and safety
requirements imposed by the legislation in force for such goals. The enclosure will be proposed to
be done from wood planks, with dimensions of 200x5x1.5 cm and 200x10x. 5 cm, painted dark gray
and white, according to the attched plan and view. The base will be also painted in dark gray color.
Maximum height of the enclosure will be 2 m, with a base in the elevation of 30 cm. In the area of
pedestrian access, is a pedestrian swinging gate with height of 1.00 m, according to enclosure
solution described above.
Constructive STRUCTURE of the enclosure will be from pillars from rectangular pipe of 50 x 50 mm,
painted in dark grey, seated at a 2.00 m interax. They have a continuous concrete base, 25 cm
thick, with a height of 30 cm in elevation and a foundation 60 cm depth.
 Administration building
Within the area, the administrative building is proposed to be located in the first third of the lot, to
the access area, in the vicinity of the concrete platform on which are located the platform for repairs
+ workshop repairs (bin), area covered for docking and launching ramp for ships.
ARCHITECTURE-Proposed construction ground floor with the destination of the administration

building is going fit without aggression in the area surrounding the site and it will be done with
solutions which meet all quality and safety requirements imposed by the legislation in force for such

Feasibility study
goals. The building will have a rectangular plan in geometry (7.00 x 10.00 m) and a total built
surface 70 mp. Coating system will be structured on roof framing type, wood. The administrative
building will have in the acces area a small lobby for waiting/reception, a cashier, a meeting room,
an office for administration/accounting, an office for director/administrator and a toilet.
CONSTRUCTIVE STRUCTURE of administrative building will be the BA (pillars, beams and floors),
and masonry brick 25 cm thick, thermoisoled with expanded polystyrene of 10 cm. lnfrastructure is
realised with isolated foundations with reinforced concrete monolith placed on a reinforced ground
type, “pillow".
FINISHES- architectural solution will take account of the environment and for a correct framing in
site, from the architectural point of view, such as the proposed finishing will be, generally, made of
local construction materials (wood, reeds, etc.). The walls will be finished with horizontal wood
paneling, white lacquered, in the specific system of ventilated facades, and the socket will be plated
with stone. For the proposed covering type roof framing on wooden structure, it is proposed to be
either reeds, either shingles. The closure of the holes will be done with joinery of wood and heat-
insulated glazing.
Interior finishes are proposed to be realised with washable paints for walls and ceilings, ceramic tiles
for bathroom floors and parquet floors in the office, meeting and office administration.
The administrative building will be located on a pedestrian access platform and will have next to it
two platforms for auto parking for employees and for occasional customers.
UTILITIES-proposed ground floor construction, with the destination of the administration building,
will be connected to the electrical, sanitary and heating instalation proposed in the location. Water
supply will serve a sanitary and heating systems, and sewage will be made to a septic tank what
will be placed inside. Heating inside will be done by a heating system with fixed pieces, fueled by a
gas fueled central heating on. The objective will be powering with electricity through an electric
pannel. Spaces will be equipped with electrical outlets and light fixtures specific to each operational
space.
Designed installations for the port
 Electrical installations
General information
Category: electrical installations

Feasibility study
In this project was made an assessment for the objective mentioned above. This evaluation contains
specific works for the electrical components of the objects to be split on the each object of the quay,
namely.
 Workshop and covered platform: interior electrical installations - lighting- (Sockets 230/400V) and
branch from low voltage switchboard TGjt of the station transformer PT.
 Winch for the ramp for the boats electrical equipment on the ramp and branch from low voltage
switchboard TD-AP of the workshop area.
 Administrative Building -interior lighting electrical installations (sockets, air-conditioning) and branch
from low voltage switchboard TGjt of the station transformer PT.
 Socket quay on the landing stages -electrical equipment and branch from low voltage switchboard
TGjt of the station transformer PT.
 Covered Storage Area and docking -interior lighting, electrical sockets 400V and branch from low
voltage switchboard TGjt of the station transformer PT.
 Perimeter Lighting for access roads and platforms -metal poles, lighting fixtures, lighting and
power supply cables with copper conductors from TGjt of PT
 Zonal distribution Switchboard TD-GG. Group generator (for reserve supply)- electrical
Assembly equipment GEA-25kVA.
 Cabin gate - interior electrical installations and branch from low voltage switchboard TGjt of the station
transformer PT.
 Water supply-pumping station -electrical and branch from low voltage switchboard TGjt of the
station transformer PT.
 Sewage pumping station -S.P.A.U electrical and branch from low voltage switchboard TGjt of the
 Buoyage and signaling -electrical installations, distribution panel and branch from low voltage
switchboard TGjt of the station transformer PT and additional from the dashboard of generator group
TD-GG.
 Low voltage installations (fire signaling and telecommunications) -electrical installations

distribution panel and branch from low voltage switchboard TGjt of the station transformer PT and
additional from the dashboard of the generator group TD-GG.
 The transformation station of the port –trafo post in concrete fully equipped -purchase and
installation by the beneficiary (other investments).
 The branch of 20kV of the local transformer station -transformation of neighboring Tourist port-
proposal (will be definitive in the study of solution ordered by locally Electrica)

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 Additional construction items for electric networks - tubes in concrete and manholes for firing
(purchase and installation generator group will be made by the beneficiary).
 Relocation the poles for area lighting and for electric network in the area
Project solution
As a result of similar projects that we have done , we pre-dimensionate, so as the result of the energy
balance results a transformation post 20/0, 4kV 160kVA minimum, in his own concrete envelope, placed
next to the entrance in the area with the objects of the greatest power.
It has opted for a transformation compact post with a switchboard of low voltage with 12 outlets from that
will feed 10 electric consumers mentioned above and 2 reserves for future development:
- Workshop and covered platform;
-Administrative Building;
- Socket quay on the landing stages -6 switchboards with 6 pieces each;
- Covered Storage Area and docking;
- Perimeter lighting for access roads and platforms;
- The zonal distribution switchboard (reserve) assisted by TD- GG generator group;
- Buoyage and signaling (procurement and installation of GEA from other investments);
-switchboard for Low voltage installations;
- Sewage pumping station -S.P.A.U
- Cabin gate
- Winch for the ramp for the boats;
- Transformation post (made by the beneficiary from other investments);
- The branch of 20kV of the local transformer station (from SC ENEL SA network)

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- Low voltage electrical networks;
- Relocation the poles for area lighting and for electric network in the area
A. Workshop and covered platform: contains the electrical installations for:
- lighting and Sockets to the indoor and outdoor;
- Supply for specific consumer- force;
- Electrical distribution switchboards;
- Main conductor for grounding indoor;
-protective earth socket,
-installation of lightning protection from lightning.
B. Administrative Building- contains the electrical installations for:
-indoor lighting and Sockets;
-supply for consumers: heating, air-conditioning etc.;
-electrical distribution switchboards;
-main conductor for grounding indoor;
C. Socket quay on the landing stages -namely 8 pieces- contains the electrical installations for:
- IP556-local switchboards equipped with watertight plugs 6 each;
-main conductor for grounding;
-protective earth socket.
D. Covered Storage Area and docking - contains the electrical installations for:

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-interior and exterior lighting outlets under the platform;
-supply for big consumers lifting, transport, etc;
(E). Perimeter lighting for access roads and platforms - perimeter lighting will be achieved with metal
poles with a height of 10 m equipped with street lighting with sodium vapor lamp 150W. Powering lighting
will be made through a copper cable from dashboard lighting distribution T.Il., powered from the general
switchboard T.G.j.t. of the transformation post trough CYY4x10mmp copper wires. Each pole has a
distribution box at its base with connectors and fuse protection 2P-10A- for lighting circuit through the pole.
Command for the perimeter lighting will run both with automatically switch at the twilight and manually
switch.
F. The zonal distribution switchboard (for reserve in case of disruption of base supply) TD-GG;-
a switchboard for the area in a sealed outer box IP556 located in the area of transformation station in order
to retrieve both current priority consumers in the area and for expected future expansions. The zonal
distribution switchboard is assisted by GEA 25kVA automated generator group (can be done in a future
round of investment from another source).
(G). Buoyage and signaling switchboard- contains the electrical installations for:
-supply for switchboard of the specific base circuit of TGjt of the transformation station and reserve power
from the dashboard of the generator Group TD-GG;
- Related distribution switchboard- procurement, transport, installation;
- circuit for power white light beacons on extremities of the pontoons;
- Link to the main grounding conductor on the inside;
Signaling panels and luminous buoys in the channel are included in the part of “Signaling and buoyage”.

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(H). Switchboard for low voltage electrical networks - contains the electrical installations for:
Low voltage installations Fire signaling and telecommunication are included in the project of low currents.
I. Sewage pumping station -S.P.A.U - contains the electrical installations for:
-lighting and Sockets 24V;
-supply for pumps;
-related distribution switchboard;
- Main grounding conductor on the inside;
J. Cabin gate - contains the electrical installations for:
-lighting and Sockets indoor;
K. Winch for the ramp for the boats contains a switchboard for command signal for the engibe of the
winch in order to manipulate the ships.

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L. Transformation station will be compact, fully equipped with cells medium voltage transformer 20/0,
4kV 160kVA minimum, and a switchboard of low voltage with 12 outlets (2 reserves).
M. The branch of 20kV of the local transformer station -the proposal is with a branch from the
network of electricity supplied by S.C. ENEL Giurgiu. Final solution is going to be decided after the
specialized project SS (study of solution) prepared towards the S.C.ENEL Giurgiu.
N. Low voltage electrical networks -will be made with copper cable having a predimensionated section
in according to the cable journal. The cables will be placed through the tube PVC-90-110 mm in weak
concrete B75-100 and manholes for pulling cable.
O. Relocation the poles for area lighting and for electric network in the area
- Proposal for poles relocation and relocation of existing network from LEA in LES:
-mounting the concrete poles on the new alignment;
-equipping the two concrete pillars with a surge arrester with fuses (the passage from LEA IN LES and vice
versa) and local land outlet individual electrodes;
-execution of the trench profile of the underground network for underground of low-voltage and lighting
wires;
-switch off existing networks;
-jointing and linking to the ground in the two ends of the LES;
-removing the existing concrete column;
-switch on the existing networks.
Safety and health at work
EMERGENCY SITUATIONS AND PROTECTION AGAINST FIRE
WASTE MANAGEMENT SAFETY AND HEALTH AT WORK
During the period of execution of the works will comply with the General provisions of the law on safety
and health at work no. 319/2006, HG 1425/ 2006 approving detailed procedures for enforcement of safety
and health at work no. 319/2006, with edits and additions, HG 300/2006 concerning minimum requirements
for safety and health at temporary or mobile construction sites and other specific regulations relating to

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safety and health at work depending on the field of work to the project as well as of the measures imposed
on the occasion of checks on safety and health at work, carried out by the competent authority.
The contractor of the designed work will take measures, through designated workers with occupational
safety and health, to lay down all necessary safety at work for all types of designed works depending on the
materials, machinery, tools used in the execution of the work to the project, in accordance with the
legislation on safety and health at work in force.
Applicable legal requirements in terms of safety and health at work:
 the law on safety and health at work no. 319/2006 published in MO 646/2006. The law takes over
Council directive nr. 89/391/EEC, which was published in the official journal of the European
Communities (ECOJ) No. L 183/1989.
 HG No. 1425/2006 approving the Rules for enforcement of safety and health at work no.
319/2006
 HG No. 955/2010 for the modification and completion of the application methodology of the
security law 319/2006, approved under HG 1425/2006.
 HG 1242/2011 for the modification of the application methodology of law safety and health at
work no. 319/2006, approved under HG 1425/2006.
 HG 1091/2006 concerning minimum requirements for health and safety work. Decision of the
transpose Directive 1989/654/EEC (2), published in the official journal of the European
 HG 1146/2006 concerning minimum requirements for safety and health at work for the use of
work equipment by workers out of work. Decision of the transpose Directive 1989/655/EEC was
published in the official journal of the European Communities (ECOJ) No. L 393/1989.
 HG 1048/2006 concerning minimum requirements of health and safety for the use by workers of
personal protective equipment at the workplace. Decision transpose Directive 89/656/EEC,
 HG 971/2006 concerning minimum requirements for safety signs and/or health at the workplace.
Decision transpose Directive 92/58/EEC, published in the official journal of the European
 HG 300/2006 concerning minimum requirements for safety and health at temporary or mobile
construction sites. Decision transpose Directive 92/58/EEC, published in the official journal of the
European Communities (ECOJ) No L 245/1992.

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 HG 1875/2005 on the protection of the health and safety of workers against the risks due to
exposure to asbestos. Decision of the provisions transposing Directive 83/477/EEC, as published
in the official journal of the European Communities (ECOJ) No. It 263/1983, together with all its
amendments.
 HG 493/2006 concerning minimum requirements of health and safety regarding the exposure of
workers to the risks arising from noise. Decision transpose Directive 2003/10/EC, published in
the official journal of the European Communities (ECOJ) No. L 42/2003.
 HG 1876/2005 concerning the minimum safety and health regarding the exposure of workers to
the risks arising from vibration. Decision transpose Directive 2002/44/EC as published in the
official journal (ECOJ) No. L 178/2002.
 HG 1051/2006 concerning minimum requirements for health and safety manual handling of
masses presenting risks to workers, in particular of back injury. Decision of the transpose
Council directive 1990/269/EEC, as published in the official journal of the European Communities
(ECOJ) No. L 156/1990.
 G.d. No. 355/2007 on the monitoring of the health of workers changed and completed.
CIVIL PROTECTION, EMERGENCY SITUATIONS AND PROTECTION AGAINST FIRE

In addition to the execution will comply with the legislation in force concerning emergency situations
and protection against fire:
 Law 481/2004 concerning the law on civil protection-MO 1094/2004 as amended and republished
in 2008 (554/MO, 22nd 2008)
 Law No. 307/2006 on defense against fire 307/MO on July 21, 2006.
 Ordinance No. 166/2010 administration and Interior Minister for the approval of the General
Provisions concerning fire protection in construction and related facilities-559/MO September
23.
 Ordinance No. 210/was the Minister for the Interior and administration for approving the
methodology related to the identification, evaluation and control of risks of fire-360/MO
28.05.2007 modified with Ordinance No. 663/2008-MO 822/8 th.12 2008.
 Ordinance No. 14/2009 the Deputy Prime Minister, Minister of Interior and administration for the
approval of the General Provisions of defense against fires in temporary facilities in confined
spaces or outdoors-MO 326/15.05.2009.

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 Ordinance No. 163/2007 Administration and Interior Minister for the approval of the general
defense against fire-MO 216/29.03.2007.
 OMAI 1474/2006 approving planning, organization, training and on-going activity to prevent
emergency situations.
 OMAI 712/2005 approving the General Provisions concerning the training of employees in the field
of emergency situations.
 OMAI 786/2005 amending and supplementing The order of the Minister of Interior No. 712/2005
approving the General Provisions concerning the training of employees in the field of emergency
situations.
 OMAI 130/2007 approving the methodology for preparation of fire security scenarios
 Norm P 100/1/2006 on the category and class of important buildings in terms of firefighting.
 P 118/1999 fire safety Regulatory construction.
WASTE MANAGEMENT
The execution will comply with the legislation in force concerning waste management:
 OUG No. 61/2006 modifying and supplementing OUG 78/2000 concerning waste-19.09.2006
790/MO.
 Law No. 132/2010 on selective waste in public institutions.
 HG 1061/2008 concerning the transport of hazardous and non-hazardous waste in Romania-MO

672/30.09.2008.
 HG 349/2005 on waste-storage MO394/10.05.2005, modified and completed by HG 1292/ 2010-

MO 862/.22.12.2010
 HG 856/2002 on track waste management and approving the list containing the waste, including
hazardous waste-MO 659/2002.
 HG 1872/2006 on modification and completion of the HG 621/2002 concerning the management

of packaging and packaging waste- MO 15/.10.01.2007
 HG 235/2007 on the management of waste oils- MO 199/ 22.03.2007

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 HG 1132/2008 concerning batteries and accumulators containing dangerous substances-MO
667/25.09.2008.
 The water supply and sewerage network
ADOPTED SOLUTIONS
The supply of drinking water and fire water
Drinking water supply of the port will be achieved through a branch made of high density polyethylene
(HDPE) having D = 90x6.6 mm (3 ") and Pn 10 at, from drinking water network of the ADPP headquarters,
from PE, having a diameter 110 mm. The branch will be made in the branch manhole ADPP headquarters,
located at about 250 m from the acces at the platform, in accordance with the approval No.
9482/07.08.2015 issued by the company APA Service Giurgiu. Pressure regime in the city network is 1.5-2
atmospheres.
On the route of the branch was planned to be disposed the dissolution and rebuilding the road system and
protecting the pipeline at undercrossing the road and railways.
On the pipe connections, will be done a manhole for for valves and watermeter for measuring water
consumption for the entire port platform. In the manhole will be mounted a watermeter ZENNER, type MNK-
FL (flanges), with the following characteristics:
Q = 15, 5 cubic meters; DN 2 "; L = 300 mm
Water distribution network, made of high density polyethylene, Pn 10at. , will ensure the flow and pressure
of necessary water supply for the objectives of:
-Administration Building;
-Repair Workshop in the container;
-branch for the 6 landing stages wich are equipped with water supply points for each docked boat;
- Exterior Fire-Hydrants (to ensure the required pressure will be used a a self-priming firefighting
motopump. In the same time, it has provided an outlet from the channel, made in steel pipe Dn 100 mm
with fire hydrant for connection of the motopump)
The entire water network, made of polyethylene will be mounted on a bed of sand of 15 cm, with a
covering of sand 30 cm. For the motopump is assured one flow (5l/s) according to the rules of annex 13

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PSI in the field of public works, transports and housing (NP-073-02). In accordance with annex 19 of the
same rules, were envisioned two panels properly equipped for fire-fighting requirements
Sewerage network
Collecting waste water from the interior installations of the administrative building and from the workshop
container will be made through a gravitational network from PVC Dn 250 mm into a pumping station made from
prefabricated concrete elements, equipped with two submersible pumps.
The evacuation will be carried out by means of a discharge pipe PEHD D = 90 mm, to the tank of the pumping
station for wastewater, situated at the limit of the property of ADPP Headquarters, in accordance with approval
No. 9482/07.08.2015 issued by the company APA Service Giurgiu. The tank is situated about 300 m from the
access to the platform.
Rainwater sewage
Rainwater harvesting will be done in the area of the quay through the sections from precast concrete
channels, covered with metal grills, and on the central road area through pluvial water drains with siphon
and storage.
A sewage network in PVC with diameter DN Dn 315mm 400 mm, take the rain waters from the two
systems, they pass through an reinforced concrete oil separator and sent them in channel Sfantul Gheorge l
through an outlet Dn 400 mm.
The oil separator is made of prefabricated reinforced concrete elements with internal by-pass, with a
nominal flow rate of 20 l/s, the maximum flow rate 100 l/s, fully equipped, coalescent filter, automatic
closing, with incorporated sludge trap of 3800 l, loading class class D400 kN.
On the sewaage network are manholes STAS 2448-82 of precast concrete tubes (Ǿ 800 mm) on concrete
foundations. The manholes are provided with cast iron covers, (with Hingis), driveway.
FIREFIGHTING MEASURES
In accordance with the provisions of the fire safety standard for construction, part II, extinguishing
Installations, P118/2-2013, art. 4.1. i, it is not necessary to provide internal fire hydrants, because buildings
have built are under 6000sqm and the height under 4 above-ground levels. To fight the fire externally was
placed a fire hydrant on the water network in the inside and an outlet of water in Channel Sfantul Gheorghe,
together with the means of first intervention. It was also envisioned motor pump PSI to ensure intervention

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by taking water from the port ponds. The motor pump will be equipped with all the necessary equipment
intervention (hose, pipes, fittings, valve, etc.).
For the preparation of this documentation is based on the following normative documents:
- Law on defense against fires No. 307/12 July 2006;

- Regulatory framework for the safety of building fire, part II, extinguishing Installations, P118/2-
2013,
- Rules for specific prevention and fire-fighting activities in the field of public works, transport and
housing, the indicative NP-073-2002.
MEASURES OF HEALTH AND SECURITY AT WORK.
In the documentation have been foloowe the obligations for the design companies "Law of security
and health at work no. 319 of 14 July 2006 and HG 1425/2006 approving the methodological norms for
implementing the Law 319/2006, and HG and HG 955/2010 and HG1242/2011 for changing rules approved
under HG 1245/2006
It must comply with the provisions of the HG 330/2006 concerning minimum requirements for safety
and health at work for the temporary and mobile construction sites.
It mentions that the provisions indicated above are not limiting, the execution unit have the
obligation to take any additional measures in order to ensure a high work security level.
Signalising of navigation in port
Will be ensured through the icons according "Rules of sailing on the Danube" in force.
 Sailing Periods
Being situated on the Danube River (european transport corridor VII), this port as working
arrangements (exploitation), is linked to the river regime. The main obstacles (restrictions) of the period of
sailing are:
- frosting of the river;

- Discharge of the ice;
- High winds;
- The haze.

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These phenomena can occur during the winter, between December 25 and March 25 when sailing
can be closed completely or partially.
In other periods of the year can be produced:
- new phenomena: thunderstorms, tornadoes, heavy rainfall, etc.

- flooding due to catastrophic water flows;
- small waters, from the lowest flow rates. In this, the year 2003 has registered the Danube at
the lowest flow. Over a period of 80 years of recordings, it has been observed a continued
decrease in debt.
It can be concluded that sailing period for the new built port will be comprised of between 270 and
300 days/year.
 Working arrangements
In certain situations related to the weather conditions and favourable sailing, the port cand ensure
its activity along the whole year, day and night, including Sundays and legal holidays.
This regime can be achieved, if:
- Hydro-meteorological conditions are favorable;

- port operators have the technical means and human resources;
- shipowners shall provide inland waterway vessels;
- charterers shall conclude contracts of transport well defined.
3. Technical data of the work of investment
Investment objectives required by the design theme have the following technical data:
a) Area and location
Giurgiu County is located in the southern part of the country, in the context of the great geographical
units called Campia Romana, covering an area of 3.526 km2.
The sector to be arranged of Channel Sfantul Gheorghe, is located in Giurgiu municipality near the
natural link with the Danube.
b) The legal status of the land to be occupied

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The land on which it will furnish the building is located in Giurgiu, land belonging to the public domain.
c) The situation of final occupancy of the land: total area
The studied area is approx. 13700 sq.m, and the execution of the new quay will be done on public land,
and will not affect the private properties, without consent of the owners.
d) Field studies
TOPOGRAPHIC STUDIES
The topographic raising was carried out in STEREO 70 system with the reference plane to the Black Sea
75 and on the base of collaborative contract concluded between S.C. TOP EXPERT s.r.l. and S.C.
ROMASCO CONCEPT s.r.l.
Wording of the situation plan was executed at scale 1:1000 in AutoCad Civil 3D 2008.
GEOTECHNICAL STUDIES
Geological and geomorphological considerations
From geologically – stratigraphically Giurgiu belongs to the Moesian Platform. The formations taking part in
the geological structure of the units belong to the Paleozoic, Mesozoic and Neogene deposited over a
folded base, consisting perhaps of green schists.
Structural drillings carried out in this region allowed the identification definitely of Paleozoic deposits, only those
carbonaceous, predominantly calcareous with some carbonaceous and clayey intercalations.
Within the Mesozoic were identified all terms from Triassic – predominantly calcareous at the bottom, then
slowly passing by sandstone formations, marl and clay and ending with Upper Cretaceous represented by
marl, with some calcareous intercalations.
Neogene is represented by the Miocene-terms within which were identified, from base to the top,
limestone, marly, marly–sandy and other types of formations with less important thicknesses and finishing
with Holocene – represented by alluvial deposits belonging to lower terrace of the Danube at the bottom
and loess at the top.

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In terms of lithology, the natural terrain of the low terrace of the Danube is composed, starting from the
surface, of the yellowish gray clayey silts with thicknesses that can reach 6÷15m. Follow the cohesion less
layers of alluvial soils, consisting of sand, gravel and boulders, with thicknesses that vary between 10÷18m.
The age of these deposits is higher Holocene (qh 2) as seen on the fragment of the geological map scale of 1:
200,000, published by the Romanian geological Institute, below.
Hydrogeological data
The administrative territory of the municipality of Giurgiu is bordered to the South-East, on distance of
7.3 km of the Danube River. Its average flow is about. 5600 m3/s, peaking in the spring after the snow melt,
over 10 000 m3/s. currently, from the Danube River, opposite the built-up area of the municipality, start
channels Cama and Sfantul Gheorghe, and in built-up area, downstream of the village, Smârda arms and Ara. Of
the former, originally modified arm Veriga, modified initially in 1905 through the port in Ostrovul Ramadan and
later in the last but one Decade of the XX century through the location of the Chemical Factory, there are
remaining three mesh of standing water. The rest of the swamps are pieces kept in the Ostrovul Cioroiu (Lake
Neamţului), Island Mocanu (Lacul Lung si Lacul mare ) to the West of Channel Sfantu Gheorghe, the link with
the river and West arm Smârda (Ciobănaşul Lake). The total area is water is 423 hectares, representing 8,54%
of existing administrative territory.

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Groundwater aquifer layer-Deep aquifer layer. Groundwater aquifer layers are usually occupied in
macrogranulares deposits (sand, gravel) that meet in the meadow and the Danube terrace. These aquifers are
layers are feed from the of Danube waters and atmospheric precipitation. Deep aquifers layers are quartered in
gaps and cracks in limestone, being fed from water from rainfall and infiltration of the groundwater. Phreatic
groundwater level being in direct contact with the water level of the Danube, suffers from mood swings
depending on the level of these waters. From research carried out in the time it is noticed a huge variation in
the water level underground aquifer. Thus the level of groundwater in the hight area of the city has varied
between depths of 7.70-14.50 m; the lower terrace (indoor area including depression) between 1.30-8.50 m
deep; and the Meadow between 1.00-4.00 m deep. In periods of rich precipitation- ground water level can rise
by 1-3 meters, depending on the morphology of the land.
THE CLIMATE AND HYDROLOGY DATAS
According to STAS 6054-76 "Maximum Depths of frost. Zoning of the territory of Romania ", maximum depth
of Frost for the area studied is 70 ÷ 80 cm (map below).
Hydrographic network is formed by the Danube River basin.
Regarding the climate data are held the following dates:
 The average annual air temperature 11 °
-absolute minimum--28 ° (1950)
-absolute-maximum + 39.5 ° (1952)
 Rainfall:
-average annual quantities of 700-800 mm

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România - Zonarea valorilor de vârf ale acceleraţiei terenului pentru proiectare ag cu
IMR = 225 ani şi 20% probabilitate de depăşire în 50 de ani
Seismicity of the area
Based on Norm P100-1 / 2013 "Seismic Design Code - Part I - Design provisions for buildings" area of
interest was classified in terms of peak ground acceleration ag and values of response spectrum period
control (corner) - TC, according to maps below:
 ag = 0,25g
 TC = 1,0 s

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'
Zonarea teritoriului României în termeni de perioada de control (colţ), TC a spectrului de răspuns
Description of the location in geological and geotechnical terms

Following the investigation works in the studied areait was revealed that in the studied area there is a
succession of cohesive and cohesionless soils of recent age.
On the surface, there is a layer of fillings, including anthropogenic nature.
Below the filling layer develops a cover layer consisting of cohesive and semi-cohesive soils consisting of an
alternation of clayey silts, sandy clayey silts and sandy silts, arranged in a cross-stratification which
characterizes fluvial deposits. Underneath the cover layer, over the entire area investigated, to the
maximum depth investigation (15m), were identified cohesionless alluvial soils, consisting of fine to medium
sands.
Hydrostatic level was identified in both boreholes at depths of ± 4m, depending on elevation to respectively
drilling was conducted.
Lithological sequence identified in each work can be followed in Annexes F1 and F2 of the end of this study
and interpretation of results was reflected in a geologic cross section.
In the drillings F1 and F2 it was found a lithological sequence, starting from the surface:
 F1 – coordinates: N43°53’22,92” E25°58’44,06”

o 0,00 – 1,60m – fillings

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o 1,60 – 4,70m – fine grey silty sand
o 4,70 – 5,80m – silty sand, clayey silty sand
o 5,80–15,00m – fine to medium sand, grey, poor graded
 F2 – coordinates: N43°53’19.04” E25’19.04” E25°58’33.57”
o 0,00 – 2,00m – fillings
o 2,00 – 5,20m – clayey silt and clayey silty sand
o 5,20–15,00m – fine to medium sand, grey, poor graded
 In annexes F1 and F2 are graphically presented “the complex fiches of drilling”.
LAND CATEGORY
According to TS-1994 catalog, soils in the studied area in the vicinity of the channel St. George in Giurgiu,
can be classified into the following categories:
 topsoil, poor cohesive, easy terrain category, I, I, I, the average weight in situ
1200-1400 kg/m3, loosening after execution of excavation 14 to 28%, item 3;
 sandy silt, poor cohesive, medium terrain category, I, I, I, the average weight in situ
1500 - 1700 kg/m3, loosening after execution of excavation 14 to 28%, item 7;
 medium sand, cohesionless, easy terrain category, I,II,II, the average weight in situ
1600 – 1850 kg/m3, loosening after execution of excavation 8 – 17 %, item 11;
 silty sand, poor cohesive, medium terrain category, I,II,II, the average weight in situ
 clayey sand, poor cohesive, medium terrain category, I,I,I, the average weight in situ
 clayey silt, poor cohesive, medium terrain category, II,II,II, the average weight in situ
1600–1700 kg/m3, the average weight in situ 8–17 %, item 16;
 silty clay, medium cohesion, hard terrain category, II,II,II, the average weight in situ
1800–2000 kg/m3, loosening after execution of excavation 24 – 30%, item 21.
Establishing geotechnical category
According to the Norms on the principles, requirements and research methods of geotechnical subsoil -
indicative NP 074/2014, geotechnical category has the following points:
 Type of soil – Medium – 3 points;

 Underground water – Without dewatering – 1 point;
 Classification of construction by category of importance – Normal – 3 points;
 Neighborhood – Safe – 1 point;
 Seismic area – ag=0.25 – 3 points.
According to table A1.5, for 11 points geotechnical risk is moderate type and geotechnical category is 2.

Feasibility study
HYDROLOGICAL DATA
Here are the main data concerning the water levels of the Danube in the studied area:
Navigable etiage and regularization of the Danube (named ENR), established an insurance curve to
ensure 94% between navigable (without ice) raported to the sign “ ZERO” of the hidrometric stair
-0.17 m
 the quota of the largest navigable level of the Danube (named HNN) considered that the level of
assurance 1% raported to the sign “ ZERO” of the hidrometric stair 6,58 m
 the maximum and minimum levels of water raported at zero rate of hydrometric stair
+ 9.19 m the highest historical level recorded in 1942
-1.44 m lowest historical level recorded in 2003
e) The main characteristics of buildings from the project and the constructive versions for
the realization of investment
Investment objectives required by the design theme and have the following technical data:
 Hydro-technical Works: lengths, heights, surfaces
Option 1- Metallic sheet piles vertical quay

of the quay to prevent the scouring

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Option 2- quay with pitching made of concrete slabs
 Execution of a quay with pitching made of concrete slabs over a length of 230 m.

 Platform of the port
The total surface of the platform, in the version of quay made from metallic piles, is 4442 square
meters, of which concrete platform has 3021 square meters, while the platform from self-locking
tiles have 1421 square meters.

Feasibility study
The platform will be made in concrete on an area of 2.70 m behind the quay made from metallic
piles and in the area of the platform for repairs and dock area, and the rest with self-locking tiles.
The total surface of the platform, in the version with pitching from concrete slabs is 3377 sqm., of
which the concrete platform is 1919 square meters and , and platform from self-locking tiles is 1458
m²
The platform has a slope of 1% towards the water, and to reach its quota will be made the following
works:
For concrete platform will made the following:
For the platform with Self-locking tiles will be made the following:
- Place a layer of sand of 12 cm
- Place the self-locking tiles with thickness of 10 cm
 The ramp for lifting boats

Feasibility study
The port deck will have a ramp for lifting various ships for repairs carried out at the workshop within
the port or to preserve them during the winter.
The ramp will have a length of 60 m, a width of 6 m and a slope of 1:5.
For its implementation, it will be made a rough stone filling 200-600 kg/PCs, over it it will be
put a geotextile that fulfills the function of filtering and hydrodynamic movements prevention. Over
the geotextile will be placed a 30 cm layer of rough stone 10-500 kg/PCs. Next, a layer of crushed
stone 25-63 mm with 25 cm thickness, and next will be placed the concrete slabs from reinforced
concrete class C40/50.
On the water-side will be realised a prefabricated reinforced concrete beam with a width at the
headpiece of 0.80 m, a height of 4.25 m. This will be founded on a layer of crushed stone 40 cm
thickness, which is itself positioned on a layer of rough stone 10-500 kg/PCs with a thickness of 1.10
m. Also, it has the role to stop the erossion and to prevent the collapse of the land on which is
located the ramp.
On the side of the ramp, above the filling of stone 200 - 600 kg/PCs will be a realised shell of 0.5-
2.0 t/unit with slope to the edge 1:2. Between these two types of stone will be placed a geotextile
of 600 gr/sqm.
On the port platform, at the top of the ramp, it will be installed a hydraulic winch, which will pull the
ships from the water on the platform to be repaired. In order for this to be possible, on the ramp
will be located a carriage saddle for lifting and transbord the ships. The main feature of this carriage
saddle for ships is that the wheels can rotate 90 ° to allow ships moving forward-backward, and left-
right. At the top of the ramp will be installed a cylindrical guide/handle to steer the cable and to
facilitate the boarding of ships on the sloping area. The ramp will have the 2 pillars for signaling,
because in case of big waters, part of it will be under the water, so in this way to avoid accidents.
 Dock platform
Docking platform infrastructure will be the same as the port concrete platform, as follows:

Feasibility study
Construction is proposed to be located in the first third of the lot, to the access area, next to the
concrete platform on which are located the platform for repairs + workshop repairs (container)
and launching ramp for ships.
ARCHITECTURE-construction of the proposed ground floor space covered with destination to be a

parking for small ships will fit without aggression in the area surrounding the site and it will be done also
with solutions that satisfy all requirements of quality and safety. The building will have a rectangular plan
in geometry (15.00 x 30 m) and a total built area of 450 sq.m. Coating system will be type metal framing,
type trusses. The acces can be done both on the short side from the zone of the workshop and repairs and
on the long side, from the administrative building, because the space will be open, with no perimeter
closings (walls). Boats will be stored on chocking from concrete with a pawl made of wood and rubber.
CONSTRUCTIVE STRUCTURE will be metallic (pillars and beams, bracing), and the infrastructure is
done with isolated foundations-concrete monolith placed on a reinforced ground type “pillow".
FINISHES - as the proposed solution for the administrative building, architectural solution for the
space covered with destionation of parking for small boats will take account of the environment and of the
correct framing in site, from the architectural point of view, so for the cover type roof structure proposed
(trusses), we proposes a hood of reed what will be installed on the metal framing. The floor will be made
of concrete, with enhanced mechanical strength. Steel structure will be painted in light colors (white).
UTILITIES-Proposed ground floor building will be connected to the electrical network in order for the
space to be equipped with electrical outlets and lighting fixtures.
Platform for infrastructure repairs will be the same as the portuata concrete platform, namely:

Feasibility study
In this area of the platform are the repair workshops consisting of 2 conatainere:
- Technical container
- Sanitary container
 Landing stages
Are equipped to carry out a number of 6 landing stages.
Mooring of the ships in the basin will be made at landing stages. Landing stages access will be
ensured by a longitudinal pontoon 132 m long, consisting of 11 pontoons placed side to side, with a 12m
length and a width of 2.40 m which supports all landing stages.
Floating mooring landing stages-6 landing stages with a length of 12 m, placed crosswise on the
longitudinal pontoon.
Mooring stations arranged on landing stages:
- boats with lengths of 6 to 8 m - 60 PCs;
Total boats 60 pcs
Landing stages consist of floating pontoons with a width of 2.40 m and a length of 12 m.
Coupling floats to form a landing stage it will be done through the joints.
Fixing the landing stages on a position will be made as follows:
At the quay made from piles, the landing stages who are positioned parallel to the shore of the
basin are used vertical columns made of metal, with a diameter of 250 mm, inserted by hammering
or vibrating with chips of about 8 m. At the level of the bottom of the basin the columns will be
fixed in the ground with raw stone. Each pontoon will be fixed with a metal column through some
doughnut with gussets fixed with bolts on board of the pontoon.

Feasibility study
At the quay made of concrete slabs, landing stagesle will be fixed using the spars.
Mooring installations on landing stages:
- Board protection on the full outline of the docking area made of oak;
- Bitts positioned according to attached drawings;
Bookmarks: Landing stages and mooring posts will be marked by numbers written with white paint.
Landing stage number will be marked on a plate at the dry bearing of the bridges : A1-A6.
The number of mooring post will be written on the freeboard of the pontoons (visible from the boat)
and on the plates fixed on wooden protection visible from the deck.
PROJECTED SITUATION
The arrangement of a section of the Channel Sfantu Gheorghe in the vicinity of the natural connection with
the Danube, in order to improve connectivity with the pan-european corridor of waterway transport, includes
the construction of an access road of concrete platforms which to serve the specific facilities of such
convention hall (the area of repair, dock, administrative building, etc.), providing parking areas, pavements,
green spaces, etc.
In this volume is treated the access road to the convention hall, the sidewalks which delimits this road,
parking areas and provides stormwater drainage.
Documentation aims at ensuring the elements in the scheme, longitudinal and croossection profile according
to STAS 863-85 Roadworks, geometry of paths, in the limit of assuring the easy acces which to serve all the
utilities pllaned to be in the convention hall.
Arrangement plan
Considering that access to the area currently under study is done by crossing with the railway, it has
watched as designing new road access to premises to not influence this cross.
Designed access road have a length of 234.50 m, starts at the existing and starts at km 0+000 to km
0+234.50. It is composed of connected lines with the rays having values of 35 m respectively 200m.
The width of the carriageway is part of 5.50 meters, has two traffic lanes (one lane on purpose), between
km 0+020-0+068 km have sidewalk on the left/right side having a width of 1.50 m, and between km

Feasibility study
0+097-km 0+234.50 the sidewalk is designed only on the right side in direction of mileage, with a width of
1.50 m.
The entrance to the convention hall is at km 0 + 068 where he was provided a barrier access car, as well as
a pedestrian gate and a cabin gate.
Depending on the spatial arrangement of the convention hall, were provided parking spaces with a length of
5 m, 5.50 m respectively and 12.00 m width 2.50 m.
Arranging in longitudinal profile
Arranging in longitudinal profile was made having in mind the odds is required for carrying out the works of
consolidation of the sector, ensuring minimum slopes for longitudinal water leaking from rainfall and water
coming from melting snow.
The projected gradients values ranging between 0.02% and 0.30%.
Fitting in the cross section
Geometry in the cross section are set out in the plan of "Profil transversal tip" from the drawings, namely:
Outside the convention hall:
- Width of the sidewalks right-left = 1.50 m
Inside the convention hall:
- The sidewalk on the right side width = 1.50 m between km 0 + 098-km 0 + 234.50
- Wide parking area on the left side = 13.80 m respectively 12.00 m
Road structures
The road system of the access road was designed in accordance with the "Normative for the rigid and
flexible road systems ", NP 116-04
For the access road and parking lot we have designed:


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- 10 cm layer of macadam penetrat
- 15 cm layer of crushed stone
- Geotexil
Sidewalks
- 3 cm war layer of asphalt concrete BA8
- 10 cm ballast layer stabilized with cement-4%
Sidewalks
Between km 0 + 020-068 km 0 + sidewalks are designed on both the left and the right, have a width of
1.50 m, 2.00% cross slope towards the access road and are surrounded by kerbstones made from precast
Between km 0+ 097 - km0+234.50 the sidewalk was designed only on the right side, has a width of 1.50
m, 2.00% cross slope, is surrounded on the side of the access road of kerbstones made of precast concrete
C30/37 20x25 on concrete foundation C8/10 30x15, and on the sides of the pavement with borders precast
Parking
For parking both vehicles with side car and those without, have been arranged platforms having length
12.00 m 13.80 m respectively, the parking area being designed perpendicular to the carriageway, with width
of 2.50 m and variable lengths of 5.00 m, 5.50 m respectively 12.00 m.
According to the attached plan, we have a situation where the parking area is directly perpendicular on the
carriageway, has a wide 14.75 m, providing a total of 6 parking spaces.
There are also 2 parking areas in alveoli partially delimited by sidewalks and green space, width of access
into these alveoli being 6.00 m, and they provide a total of 2 x 8 parking spaces. Total parking spaces = 61

Feasibility study
For vehicles with car side were designed two areas with a width of 20 m and a length of 12.00, parking
spaces provided being 2 x 8.00 seats, and an area with a width of 27.50 m and a length of 12 m, providing a
total of 11 parking spaces. Total places = 27
Parking lots are surrounded by kerbstones made of precast concrete C30/37 20x25 on concrete foundation
C8/10 30x15, designed according to STAS 1139-87 (for shape and size) and EN 1340:2004.
Rainwater harvesting
Rainwater harvesting from the surface of a carriageway and on the sidewalks will be made by of the pluvial
water drains with siphon and storage.
Road signage and markings
Designing of the system of signs and marking follow the reglementations of SR 1848/7-2004.
The paint used for the realization of the marks must have non-slip and reflective property a life span as high
as possible. (wear resistant).
We recommend the use of paints with microballs for better visibility at night.
Vertical signalling system will be studied carefully to have a concordance between it and the horizontal
marking, in order not to create confusion and misinterpretation, to be read with ease both day time and
night time.
All materials (paint marking, portals,signs etc) will be certified in accordance with the HGR 766/1997 and
those that are not certified shall be accompanied by certificates of quality.
All these measures will be implemented to the technical project.
The proposed works
The execution will track:
- Trace through coordinate the access road, the parking area
- Realization of the fillings with rough stone 150-300 kg/EA;
- Preparation of the bed of the road and of the parking areas through the wedging with sand of the
filling of rough stone brute on a depth of 1.00 m;
- Placing the geotextile with puncing resistence


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- Realization of the ballast layer
- Casting and compacting the concrete with vibrofinishing;
- Protection of concrete covering (warm and cold season);
- Realization of longitudinal joints (contacts, expansion, contraction);
- Clogging the joints with bituminous mastic;
Please note:
- Concrete cover must be done in the atmospheric temperature range +5° C ... +35 ° C;
- The temperature of the concrete at implementation will not be higher than 30 ° C;
- In an exceptional situation, in the range 0 ° C ... 5 ° C the works can be executed only works with
the opinion of the beneficiary, taking special measures in terms of preparation, placing and
protection of the concrete under the technical and normative documents in force.
In the area are green spaces with grass and shrubs.
 Enclosures
It proposes protecting private area, on the sides of the North, East and West, and on the South side,
oriented towards the quay area, it will propose to the metal railing height 1.00 m.
ARCHITECTURE- the proposed enclosure ill fit without aggressiveness in site, will comply with the
overall appearance of the ensemble and will be done with solutions which meet all quality and safety
requirements imposed by the legislation in force for such goals. The enclosure will be proposed to
be done from wood planks, with dimensions of 200x5x1.5 cm and 200x10x. 5 cm, painted dark gray
and white, according to the attched plan and view. The base will be also painted in dark gray color.
Maximum height of the enclosure will be 2 m, with a base in the elevation of 30 cm. In the area of
pedestrian access, is a pedestrian swinging gate with height of 1.00 m, according to enclosure
solution described above.
Constructive STRUCTURE of the enclosure will be from pillars from rectangular pipe of 50 x 50 mm,
painted in dark grey, seated at a 2.00 m interax. They have a continuous concrete base, 25 cm
thick, with a height of 30 cm in elevation and a foundation 60 cm depth.
Within the area, the administrative building is proposed to be located in the first third of the lot, to
the access area, in the vicinity of the concrete platform on which are located the platform for repairs
+ workshop repairs (bin), area covered for docking and launching ramp for ships.

Feasibility study
ARCHITECTURE-Proposed construction ground floor with the destination of the administration
building is going fit without aggression in the area surrounding the site and it will be done with
solutions which meet all quality and safety requirements imposed by the legislation in force for such
goals. The building will have a rectangular plan in geometry (7.00 x 10.00 m) and a total built
surface 70 mp. Coating system will be structured on roof framing type, wood. The administrative
building will have in the acces area a small lobby for waiting/reception, a cashier, a meeting room,
an office for administration/accounting, an office for director/administrator and a toilet.
CONSTRUCTIVE STRUCTURE of administrative building will be the BA (pillars, beams and floors),
and masonry brick 25 cm thick, thermoisoled with expanded polystyrene of 10 cm. lnfrastructure is
realised with isolated foundations with reinforced concrete monolith placed on a reinforced ground
type, “pillow".
FINISHES- architectural solution will take account of the environment and for a correct framing in
site, from the architectural point of view, such as the proposed finishing will be, generally, made of
local construction materials (wood, reeds, etc.). The walls will be finished with horizontal wood
paneling, white lacquered, in the specific system of ventilated facades, and the socket will be plated
with stone. For the proposed covering type roof framing on wooden structure, it is proposed to be
either reeds, either shingles. The closure of the holes will be done with joinery of wood and heat-
insulated glazing.
Interior finishes are proposed to be realised with washable paints for walls and ceilings, ceramic
tiles for bathroom floors and parquet floors in the office, meeting and office administration.
The administrative building will be located on a pedestrian access platform and will have next to it
two platforms for auto parking for employees and for occasional customers.
UTILITIES-proposed ground floor construction, with the destination of the administration building,
will be connected to the electrical, sanitary and heating instalation proposed in the location. Water
supply will serve a sanitary and heating systems, and sewage will be made to a septic tank what
will be placed inside. Heating inside will be done by a heating system with fixed pieces, fueled by a
gas fueled central heating on. The objective will be powering with electricity through an electric
pannel. Spaces will be equipped with electrical outlets and light fixtures specific to each operational
space.

Feasibility study
Description of electrical works
In this project was made an assessment for the objective mentioned above. This evaluation contains
specific works for the electrical components of the objects to be split on the each object of the quay,
namely.
 Workshop and covered platform: interior electrical installations - lighting- (Sockets 230/400V) and
branch from low voltage switchboard TGjt of the station transformer PT.
 Winch for the ramp for the boats electrical equipment on the ramp and branch from low voltage
switchboard TD-AP of the workshop area.
 Administrative Building -interior lighting electrical installations (sockets, air-conditioning) and branch
from low voltage switchboard TGjt of the station transformer PT.
 Socket quay on the landing stages -electrical equipment and branch from low voltage switchboard
TGjt of the station transformer PT.
 Covered Storage Area and docking -interior lighting, electrical sockets 400V and branch from low
voltage switchboard TGjt of the station transformer PT.
 Perimeter Lighting for access roads and platforms -metal poles, lighting fixtures, lighting and
power supply cables with copper conductors from TGjt of PT
 Zonal distribution Switchboard TD-GG. Group generator (for reserve supply)- electrical
Assembly equipment GEA-25kVA.
 Cabin gate - interior electrical installations and branch from low voltage switchboard TGjt of the station
transformer PT.
 Water supply-pumping station -electrical and branch from low voltage switchboard TGjt of the
 Sewage pumping station -S.P.A.U electrical and branch from low voltage switchboard TGjt of the
 Buoyage and signaling -electrical installations, distribution panel and branch from low voltage
switchboard TGjt of the station transformer PT and additional from the dashboard of generator group
TD-GG.
 Low voltage installations (fire signaling and telecommunications) -electrical installations

distribution panel and branch from low voltage switchboard TGjt of the station transformer PT and
additional from the dashboard of the generator group TD-GG.
 The transformation station of the port –trafo post in concrete fully equipped -purchase and
installation by the beneficiary (other investments).
 The branch of 20kV of the local transformer station -transformation of neighboring Tourist port-
proposal (will be definitive in the study of solution ordered by locally Electrica)

Feasibility study
 Additional construction items for electric networks - tubes in concrete and manholes for firing
(purchase and installation generator group will be made by the beneficiary).
 Relocation the poles for area lighting and for electric network in the area
Project solution
As a result of similar projects that we have done , we pre-dimensionate, so as the result of the energy
balance results a transformation post 20/0, 4kV 160kVA minimum, in his own concrete envelope, placed
next to the entrance in the area with the objects of the greatest power.
It has opted for a transformation compact post with a switchboard of low voltage with 12 outlets from that
will feed 10 electric consumers mentioned above and 2 reserves for future development:
- Cabin gate

Feasibility study
A. Workshop and covered platform: contains the electrical installations for:
- lighting and Sockets to the indoor and outdoor;
- Supply for specific consumer- force;
- Electrical distribution switchboards;
B. Administrative Building- contains the electrical installations for:
-indoor lighting and Sockets;
-supply for consumers: heating, air-conditioning etc.;
-main conductor for grounding indoor;
C. Socket quay on the landing stages -namely 8 pieces- contains the electrical installations for:
- IP556-local switchboards equipped with watertight plugs 6 each;
-main conductor for grounding;
D. Covered Storage Area and docking - contains the electrical installations for:

Feasibility study
-interior and exterior lighting outlets under the platform;
-supply for big consumers lifting, transport, etc;
(E). Perimeter lighting for access roads and platforms - perimeter lighting will be achieved with metal
poles with a height of 10 m equipped with street lighting with sodium vapor lamp 150W. Powering lighting
will be made through a copper cable from dashboard lighting distribution T.Il., powered from the general
switchboard T.G.j.t. of the transformation post trough CYY4x10mmp copper wires. Each pole has a
distribution box at its base with connectors and fuse protection 2P-10A- for lighting circuit through the pole.
Command for the perimeter lighting will run both with automatically switch at the twilight and manually
switch.
F. The zonal distribution switchboard (for reserve in case of disruption of base supply) TD-GG;-
a switchboard for the area in a sealed outer box IP556 located in the area of transformation station in order
to retrieve both current priority consumers in the area and for expected future expansions. The zonal
distribution switchboard is assisted by GEA 25kVA automated generator group (can be done in a future
round of investment from another source).
(G). Buoyage and signaling switchboard- contains the electrical installations for:
- circuit for power white light beacons on extremities of the pontoons;
Signaling panels and luminous buoys in the channel are included in the part of “Signaling and buoyage”.

Feasibility study
(H). Switchboard for low voltage electrical networks - contains the electrical installations for:
Low voltage installations Fire signaling and telecommunication are included in the project of low currents.
I. Sewage pumping station -S.P.A.U - contains the electrical installations for:
-lighting and Sockets 24V;
-supply for pumps;
J. Cabin gate - contains the electrical installations for:
-lighting and Sockets indoor;
K. Winch for the ramp for the boats contains a switchboard for command signal for the engibe of the
winch in order to manipulate the ships.

Feasibility study
L. Transformation station will be compact, fully equipped with cells medium voltage transformer 20/0,
4kV 160kVA minimum, and a switchboard of low voltage with 12 outlets (2 reserves).
M. The branch of 20kV of the local transformer station -the proposal is with a branch from the
network of electricity supplied by S.C. ENEL Giurgiu. Final solution is going to be decided after the
specialized project SS (study of solution) prepared towards the S.C.ENEL Giurgiu.
N. Low voltage electrical networks -will be made with copper cable having a predimensionated section
in according to the cable journal. The cables will be placed through the tube PVC-90-110 mm in weak
concrete B75-100 and manholes for pulling cable.
O. Relocation the poles for area lighting and for electric network in the area
- Proposal for poles relocation and relocation of existing network from LEA in LES:
-mounting the concrete poles on the new alignment;
-equipping the two concrete pillars with a surge arrester with fuses (the passage from LEA IN LES and vice
versa) and local land outlet individual electrodes;
-execution of the trench profile of the underground network for underground of low-voltage and lighting
wires;
-switch off existing networks;
-jointing and linking to the ground in the two ends of the LES;
-removing the existing concrete column;
-switch on the existing networks.
Safety and health at work
EMERGENCY SITUATIONS AND PROTECTION AGAINST FIRE
WASTE MANAGEMENT SAFETY AND HEALTH AT WORK
During the period of execution of the works will comply with the General provisions of the law on safety
and health at work no. 319/2006, HG 1425/ 2006 approving detailed procedures for enforcement of safety
and health at work no. 319/2006, with edits and additions, HG 300/2006 concerning minimum requirements
for safety and health at temporary or mobile construction sites and other specific regulations relating to

Feasibility study
safety and health at work depending on the field of work to the project as well as of the measures imposed
on the occasion of checks on safety and health at work, carried out by the competent authority.
The contractor of the designed work will take measures, through designated workers with occupational
safety and health, to lay down all necessary safety at work for all types of designed works depending on the
materials, machinery, tools used in the execution of the work to the project, in accordance with the
legislation on safety and health at work in force.
Applicable legal requirements in terms of safety and health at work:
 the law on safety and health at work no. 319/2006 published in MO 646/2006. The law takes over
Council directive nr. 89/391/EEC, which was published in the official journal of the European
 HG No. 1425/2006 approving the Rules for enforcement of safety and health at work no.
319/2006
 HG No. 955/2010 for the modification and completion of the application methodology of the
security law 319/2006, approved under HG 1425/2006.
 HG 1242/2011 for the modification of the application methodology of law safety and health at
work no. 319/2006, approved under HG 1425/2006.
 HG 1091/2006 concerning minimum requirements for health and safety work. Decision of the
transpose Directive 1989/654/EEC (2), published in the official journal of the European
 HG 1146/2006 concerning minimum requirements for safety and health at work for the use of
work equipment by workers out of work. Decision of the transpose Directive 1989/655/EEC was
 HG 1048/2006 concerning minimum requirements of health and safety for the use by workers of
personal protective equipment at the workplace. Decision transpose Directive 89/656/EEC,
 HG 971/2006 concerning minimum requirements for safety signs and/or health at the workplace.
Decision transpose Directive 92/58/EEC, published in the official journal of the European
 HG 300/2006 concerning minimum requirements for safety and health at temporary or mobile
construction sites. Decision transpose Directive 92/58/EEC, published in the official journal of the
European Communities (ECOJ) No L 245/1992.

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 HG 1875/2005 on the protection of the health and safety of workers against the risks due to
exposure to asbestos. Decision of the provisions transposing Directive 83/477/EEC, as published
in the official journal of the European Communities (ECOJ) No. It 263/1983, together with all its
amendments.
 HG 493/2006 concerning minimum requirements of health and safety regarding the exposure of
workers to the risks arising from noise. Decision transpose Directive 2003/10/EC, published in
the official journal of the European Communities (ECOJ) No. L 42/2003.
 HG 1876/2005 concerning the minimum safety and health regarding the exposure of workers to
the risks arising from vibration. Decision transpose Directive 2002/44/EC as published in the
official journal (ECOJ) No. L 178/2002.
 HG 1051/2006 concerning minimum requirements for health and safety manual handling of
masses presenting risks to workers, in particular of back injury. Decision of the transpose
Council directive 1990/269/EEC, as published in the official journal of the European Communities
(ECOJ) No. L 156/1990.
 G.d. No. 355/2007 on the monitoring of the health of workers changed and completed.
CIVIL PROTECTION, EMERGENCY SITUATIONS AND PROTECTION AGAINST FIRE

In addition to the execution will comply with the legislation in force concerning emergency situations
and protection against fire:
 Law 481/2004 concerning the law on civil protection-MO 1094/2004 as amended and republished
in 2008 (554/MO, 22nd 2008)
 Law No. 307/2006 on defense against fire 307/MO on July 21, 2006.
 Ordinance No. 166/2010 administration and Interior Minister for the approval of the General
Provisions concerning fire protection in construction and related facilities-559/MO September
23.
 Ordinance No. 210/was the Minister for the Interior and administration for approving the
methodology related to the identification, evaluation and control of risks of fire-360/MO
28.05.2007 modified with Ordinance No. 663/2008-MO 822/8 th.12 2008.
 Ordinance No. 14/2009 the Deputy Prime Minister, Minister of Interior and administration for the
approval of the General Provisions of defense against fires in temporary facilities in confined
spaces or outdoors-MO 326/15.05.2009.

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 Ordinance No. 163/2007 Administration and Interior Minister for the approval of the general
defense against fire-MO 216/29.03.2007.
 OMAI 1474/2006 approving planning, organization, training and on-going activity to prevent
emergency situations.
 OMAI 712/2005 approving the General Provisions concerning the training of employees in the field
of emergency situations.
 OMAI 786/2005 amending and supplementing The order of the Minister of Interior No. 712/2005
approving the General Provisions concerning the training of employees in the field of emergency
situations.
 OMAI 130/2007 approving the methodology for preparation of fire security scenarios
 Norm P 100/1/2006 on the category and class of important buildings in terms of firefighting.
 P 118/1999 fire safety Regulatory construction.
WASTE MANAGEMENT
The execution will comply with the legislation in force concerning waste management:
 OUG No. 61/2006 modifying and supplementing OUG 78/2000 concerning waste-19.09.2006
790/MO.
 Law No. 132/2010 on selective waste in public institutions.
 HG 1061/2008 concerning the transport of hazardous and non-hazardous waste in Romania-MO

672/30.09.2008.
 HG 349/2005 on waste-storage MO394/10.05.2005, modified and completed by HG 1292/ 2010-

MO 862/.22.12.2010
 HG 856/2002 on track waste management and approving the list containing the waste, including
hazardous waste-MO 659/2002.
 HG 1872/2006 on modification and completion of the HG 621/2002 concerning the management

of packaging and packaging waste- MO 15/.10.01.2007
 HG 235/2007 on the management of waste oils- MO 199/ 22.03.2007

Feasibility study
 HG 1132/2008 concerning batteries and accumulators containing dangerous substances-MO
667/25.09.2008.
 The water supply and sewerage network
ADOPTED SOLUTIONS
The supply of drinking water and fire water
Drinking water supply of the port will be achieved through a branch made of high density polyethylene
(HDPE) having D = 90x6.6 mm (3 ") and Pn 10 at, from drinking water network of the ADPP headquarters,
from PE, having a diameter 110 mm. The branch will be made in the branch manhole ADPP headquarters,
located at about 250 m from the acces at the platform, in accordance with the approval No.
9482/07.08.2015 issued by the company APA Service Giurgiu. Pressure regime in the city network is 1.5-2
atmospheres.
On the route of the branch was planned to be disposed the dissolution and rebuilding the road system and
protecting the pipeline at undercrossing the road and railways.
On the pipe connections, will be done a manhole for for valves and watermeter for measuring water
consumption for the entire port platform. In the manhole will be mounted a watermeter ZENNER, type MNK-
FL (flanges), with the following characteristics:
Q = 15, 5 cubic meters; DN 2 "; L = 300 mm
Water distribution network, made of high density polyethylene, Pn 10at. , will ensure the flow and pressure
of necessary water supply for the objectives of:
-Administration Building;
-Repair Workshop in the container;
-branch for the 6 landing stages wich are equipped with water supply points for each docked boat;

Feasibility study
- Exterior Fire-Hydrants (to ensure the required pressure will be used a a self-priming firefighting
motopump. In the same time, it has provided an outlet from the channel, made in steel pipe Dn 100 mm
with fire hydrant for connection of the motopump)
The entire water network, made of polyethylene will be mounted on a bed of sand of 15 cm, with a covering
of sand 30 cm. For the motopump is assured one flow (5l/s) according to the rules of annex 13 PSI in the
field of public works, transports and housing (NP-073-02). In accordance with annex 19 of the same rules,
were envisioned two panels properly equipped for fire-fighting requirements
Sewerage network
Collecting waste water from the interior installations of the administrative building and from the workshop
container will be made through a gravitational network from PVC Dn 250 mm into a pumping station made from
prefabricated concrete elements, equipped with two submersible pumps.
The evacuation will be carried out by means of a discharge pipe PEHD D = 90 mm, to the tank of the pumping
station for wastewater, situated at the limit of the property of ADPP Headquarters, in accordance with approval
No. 9482/07.08.2015 issued by the company APA Service Giurgiu. The tank is situated about 300 m from the
access to the platform.
Rainwater sewage
Rainwater harvesting will be done in the area of the quay through the sections from precast concrete
channels, covered with metal grills, and on the central road area through pluvial water drains with siphon
and storage.
A sewage network in PVC with diameter DN Dn 315mm 400 mm, take the rain waters from the two
systems, they pass through an reinforced concrete oil separator and sent them in channel Sfantul Gheorge l
through an outlet Dn 400 mm.
The oil separator is made of prefabricated reinforced concrete elements with internal by-pass, with a
nominal flow rate of 20 l/s, the maximum flow rate 100 l/s, fully equipped, coalescent filter, automatic
closing, with incorporated sludge trap of 3800 l, loading class class D400 kN.
On the sewaage network are manholes STAS 2448-82 of precast concrete tubes (Ǿ 800 mm) on concrete
foundations. The manholes are provided with cast iron covers, (with Hingis), driveway.
FIREFIGHTING MEASURES

Feasibility study
In accordance with the provisions of the fire safety standard for construction, part II, extinguishing
Installations, P118/2-2013, art. 4.1. i, it is not necessary to provide internal fire hydrants, because buildings
have built are under 6000sqm and the height under 4 above-ground levels. To fight the fire externally was
placed a fire hydrant on the water network in the inside and an outlet of water in Channel Sfantul Gheorghe,
together with the means of first intervention. It was also envisioned motor pump PSI to ensure intervention
by taking water from the port ponds. The motor pump will be equipped with all the necessary equipment
intervention (hose, pipes, fittings, valve, etc.).
For the preparation of this documentation is based on the following normative documents:
- Law on defense against fires No. 307/12 July 2006;

- Regulatory framework for the safety of building fire, part II, extinguishing Installations, P118/2-
2013,
- Rules for specific prevention and fire-fighting activities in the field of public works, transport and
housing, the indicative NP-073-2002.
MEASURES OF HEALTH AND SECURITY AT WORK.
In the documentation have been foloowe the obligations for the design companies "Law of security
and health at work no. 319 of 14 July 2006 and HG 1425/2006 approving the methodological norms for
implementing the Law 319/2006, and HG and HG 955/2010 and HG1242/2011 for changing rules approved
under HG 1245/2006
It must comply with the provisions of the HG 330/2006 concerning minimum requirements for safety
and health at work for the temporary and mobile construction sites.
It mentions that the provisions indicated above are not limiting, the execution unit have the
obligation to take any additional measures in order to ensure a high work security level.
 Navigation Signs
The signalising of navigation for the terminal consists of permanent signalisation and signalisation during
construction works, as follows:
a Permanent signalization
Definite signs of navigation will be ensured through icons, governed by the "Rules of navigation on the
Danube"-in effect-namely:

Feasibility study
- indicator pannel of the daily quota of Danube water  -white on black;
- Panel indicator "ban to cause waves '-black on white with a red outline and diagonal (A9-6.20)
- Panel indicator "ability to communicate"-blue background and white phone (E14);
- indicator Panel "posibility of drinking water supply," white tap on blue background (E13)
a Signalising of navigation during construction works
Technical ships for construction and transportation, which will participate to the hydrotechnical
constructions from the port that is building, will be subject to the provisions of the "Rules of navigation on
the Danube in Romanian", approved by order of the Minister of transport nr. 494 of 4 September 1992.
It will follow the "Stay rules" stipulated in cap. VII, namely:
- Art. 7.01-General principles of stationary.

- Art. 7.02-Stationary.
- Art. 7.03-Stays at anchor.
- Art. 7.04-Linking.
- Art. 7.05-Places at anchor.
- Art. 7.06-parking Authorization for certain categories of vessels.
- Art. 7.07 - Stays close to vessels, pushed convoys and of couples who carry dangerous cargo.
- Art. 7.08 Protection and guarding
During the execution of the hydrotechnical constructions in the port is recommended the planting of
restraining signal C1: "the depth of the water is at the limit".

PICTOGRAMA C1 Feasibility study
The Panel may also have figures indicating water depth in meters.
 Framing the importance class
Framing the importance class for port facilities is done according to STAS 4273/83 according to
conventional freight traffic annually. It is established on the basis of traffic and type of goods carried out by
applying the following coefficients of transformation for merchandise:
- for bulk goods table 1:
- for general goods: 2,50

6. The importance class of hydrotechnical construction established according to STAS 4273/83,
is IV - hydrotechnical construction with secondary importance.
 The cathegory of importance of the construction
7. The cathegory of importance of the construction works related to the port is "important
category C" normal important building-according the regulation concerning normal categorize of important
construction INCERC April 1996.
 Time tracking data works and their maintenance, the frequency of maintenance works
The purpose of supervise behavior in time is:
- the discovery of possible defects or degradations of constructions and taking fast measures to fix them;
- getting the technical data for the purpose of enhancing the methods of calculation and design to similar
works.
The tracking the behavior in time of the construction, have as purpose getting the data in order to
establish:
- mode of behaviour of the construction in comparison with design and operating instructions;
- measures to be taken in order to eliminate any possible outage or phenomena that could result in
damage or destruction of constructions;
- the programme and the volume of repairs and maintenance of the building so that production costs and
losses to be minimal;

Feasibility study
Program for tracking the behavior of the works shall be drawn up by the designer at the request of
the beneficiary and shall provide in accordance with the legislation in force two phases:
- General tracking program;
- special tracking program.
General tracking program will cover tracking overview of entire works on the basis of repers placed
on the headpieces.
Special tracking program will include installing of repers and doing the topographic map on which to
report deformities of the elements of the quay- headpiece beam, base beam pitching, prism, mooring
depths.
At the same time will be tracked by the behaviour of intermediate elements of docking: piles
Surveys will be made to check the technical condition of the port installations (bitts, stairs of
access) after the execution of the works to determine the situation of maintaining them.
Whenever they will find some of the items listed above the quay and significant deposits of sediment
in front of the quay, will be taken actions for repairs and performing dredging to ensure the maintenance of
the depth in order to ensure the docking of the ships in good condition, with no accidents.
Considering those shown in the chapters above, the optimal implementation of the type of investment,
which we recommend, is Variant 2, in which it proposes the quay with pitching from concrete
slabs.
f) The existing situation of the utility and analysis of consumption
In the current situation, the area that we want to build this port does not have the minimum necessary
utilities, such as water-sewage and electric current.
The necessary utilities for the proposed version
 Electtrical installations
Specific works for the electrical components of the objects to be split on the each object of the quay,
are:

Feasibility study
- Cabin gate
 Installations for water supply and sewage
The project includes water and sewer installations related works, namely:
- Drinking and firefighting water supply networks;
- Sewerage and pluvial waste water network
g) The conclusions of the evaluation of environmental impact

Feasibility study
Synthesize the appropriate measures to reduce/eliminate the negative impact the
proposed new port development during the execution of the works and the subsequent period
of operation.
The works proposed in this project respond to the following requirements in the field of environmental
protection legislation, international conventions or strategic plans:
 Emergency Ordinance concerning environmental protection no. 194 of 22 December 2005, approved
with modifications and additions to law No. 265/2006, with subsequent modifications.
 Decision nr. 247 of 17 March 2011 for amending and completing Government Decision nr. 621/2005
concerning the management of packaging and packaging waste
 Water Law No. 107/1996; amended and supplemented by Ordinance No. 3 dated February 5, 2010;
 H.G. 188/20.03.2002 approving rules of discharging of the wastewater in the aquatic environment,
edited and completed by H.G. 353/11.05.2005;
 HG 856 of 16 august 2002 concerning waste management and record of approving the list including
waste, including hazardous waste;
 MAPM order nr. 592/25 inunie 2002 approving the norm for the stablishment of limit values, threshold
values and criteria and methods for assessment of sulphur dioxide;
 Order nr. 756/1997 approving the regulations concerning-assessment of environmental pollution;
 Decree No. 95 of 12 February 2005 laying down the criteria and procedures for the acceptance of
preliminary acceptance of the waste storage and waste accepted list of every class of deposit of waste
 International Convention MARPOL 73/78: loading ports, terminals and shipyards repairing must be
equipped with appropriate equipment and treatment agents collecting pollutants, to prevent such
pollution of the marine environment.
 ORDINANCE No. 38/2001 by which Romania has accepted the annex. III to MARPOL 73/78, as
amended, for the prevention of pollution by ships
 Law No. 6/1993 through which Romania adhered to the MARPOL 73/78, annexes I and II, with the
amendments adopted and entered into force up to that date, and accepted the annex amendments to
the annexes I and II of MARPOL 73/78, adopted later accession of Romania, have been explicitly
accepted by regulatory acts.
 Law No. 305/2005 through which Romania has accepted the annex. (IV) the revised International
Convention of 1973 for the prevention of pollution by ships, amended by the Protocol signed at London
on 17 February 1978 (MARPOL 73/78), adopted by the International Maritime Organization (IMO) by
Resolution MEPC 94(46). 115 (51) to the Committee on the protection of the marine environment in
London on April 1, 2004

Feasibility study
 Law No. 269/2006 whereby Romania accede to the Protocol of 1997 to amend the International
Convention of 1973 for the prevention of pollution by ships, annex. VI-"rules on prevention of pollution of
the atmosphere by the ships", adopted by the final act of the Conference of the parties to MARPOL
73/78, in London on September 26, 1997.
 Law No. 158/2000 ratification of the CLC Convention 92-recovery of damages in case of HG pollution
marina. 1232/2000 approving the methodological norms for the application of the Convention the CLC 92.
 Law No. 160/2000 approving ORDINANCE No. 14/2000 for Romania's accession to the International
Convention "OPRC-1990", regarding the preparation, response and cooperation in case of pollution
accidents marine oil
 Hg 893/2006 modification of the GD no. 1593/2002 approving the national plan for preparation,
response and cooperation in the event of pollution by hydrocarbons, Navy Joint Order MMGÂ, MTCT,
MOST No. 1/217/182, approving the rules of organization and operation of the force for the Navy
Command of the purification
 The Strategic Plan of action for the rehabilitation and protection of the Black Sea: Romania, engaged in
the protection of the Black Sea against pollution, i.e. to implement port facilities for the acquisition of
waste;
 The objectives of EU environmental policy: preventing pollution of environmental factors, especially

water, carrying out a plan for the management of waste, sustainable use of natural resources. It should
also be taken into account "Directive 2000/59/EC of the European Parliament and of the Council of 27
November 2000 on port reception stations for ship-generated waste and cargo residues".
For environmental impact assessment using the criteria specified by Annex 5 of the order 135/2010
of MMP-approving the methodology for the application of environmental impact assessment for public and
private projects.
Environmental impact evaluation objectives consist in identifying, anticipating, predicting and diminuation of
the possible physical effects, biological and socio-economic implications of proposed projects or development
programs.
The main goal is to prevent damage to the environment due to human activities and to identify opportunities
for improving the environmental situation and/or improvement of the project. Impact assessment provides
policymakers an insight into the environmental impacts associated with a proposed project or proposed
action before you make the decision to implement that project or that.
It should be noted that some measures have been proposed without sufficient detail, some of the
constructive elements (machinery, schedule of the work work, technological details) and of the port
operation (loading machines on the platform, waste, losses) to be determinated in the phases of the
technical project, detail design and operation, in accordance with the contractor's works and endowment of
the port operator. The items listed below must be detailed and implemented by the works contractor and
operator of port.

Feasibility study
To ensure appropriate environmental management, ensuring the fitting of the the various adverse
effects of activities in the allowable limits, it is necessary to respect the following measures for
environmental protection:
- Waste management, both during construction and to operate .
Waste management includes collection activities inside the port and docked ships, sorting waste,
depending on their nature, for reuse, treatment or storage. Waste collection will be made into bags or barrels
for this port operator will be equipped with tractor with trailer and boat. Waste sorting and elimination will be
achieved by its own forces and by specialized units.
- Protection of water quality, surface water and groundwater , will be directed mainly to the
circumstances of accidents. Construction and operation activities, carried out in compliance with specific
technologies, do not produce significant pollution of the waters of the Danube River and the groundwater.
Significant pollution can occur in cases of accidents. These situations should be dealt with properly,
intervening quickly with equipment, means and adequate staff, with the announcement of the population
where the registration of events and reporting to the competent authorities for environmental protection
(A.P.M.).
- Air quality protection
Significant air pollution can occur both during construction and during operation, air pollution
manifesting itself through high concentrations of dusts in suspension and/or sedimentable. Splashing dirt
paths of movement (unpaved) in dry periods, the use of tarpaulins for covering both trucks and warehouses
of bulk materials, etc. are appropriate measures for reducing air pollution by dust. Air quality monitoring is
required.
- Noise
Manifests both during construction and operation. Port is limited in area. Measures to limit the
noise level refers to the limitation of the hours of the day, and avoiding duplication of the work of presenting
multiple noise sources with high intensities, organizing the movement of machinery and reducing the
number of acceleration and heavy braking, choosing a relatively silent machinery park, with the following of
the noise reglementations.
In the perspective of the oorganization, modernization and significant growth in traffic, the quality
of environmental factors will be affected but they will be in the allowable limits. For verification of this shall
propose a monitoring plan to be put into practice, both during the execution and the subsequent period of
operation.

Feasibility study
This plan includes monitoring tasks of surveillance activities, sampling, and analysis and field
measurements; are also required obligations of analysing and operative solutioning of any complaints and
suggestions from the population in the area, potentially affected by the port activity.
Regarding the potentially affected population, compared to the current situation, it should be
accepted that the modernization of the port, increase of traffic within the port and on the streets, increasing
the risk of accidents, construction work, all of which are generating discomfort.
The population should be informed that this discomfort is offset by new jobs through local
economic development, etc.
4. Time of construction and main stages.
Duration of implementation of investment (including anteconstruction), for each type of variant of

the infrastructure, is estimated at:
Variant 1:34 months
Variant 2:30 months
THE ESTIMATED COST OF THE INVESTMENT
The overall investment cost estimate was prepared for those two versions of quay in the course
prices in INFOREURO 03 august 2015 and includes all utilities and infrastructure works.
General estimates of investment, financial Estimates, bills of quantities for each proposed version,
presented in Annex 1.
1. The total value of the investment structure of the general budget
The total value of the investment (infrastructure) is, according to General Estimates, the prices in the course
of the month INFOREURO 03 august 2015:
1 € = 4,4041 RON
Variant I

Feasibility study
TOTAL incl. VAT 26090.73 thousand lei 5924.19 thousand euros
From which the C + M: 23320.02 thousand lei 5295.07 thousand euros
Variant II
TOTAL incl. VAT 1 2739.26 thousand lei 2892.59 thousand euros

From which the C + M: 11118.52 thousand lei 2524.58 thousand euros
2. Scheduling the cost of investment
The value of total investment (with VAT) in order to achieve the optimal infrastructure for the
proposed variant (according to the schedule of payment in instalments), is:
Variant 2
8. Year I: 1196. 14thousands lei 271.60 thousand euros

9. Year
II: 610.39 thousands lei 1401.05 thousand euros
10. Year
II: 5372.73 thousand lei 1219.94 thousand euros
COST BENEFIT ANALYSIS
Cost-benefit analysis will be included in the volume 2
SOURCES OF FINANCING OF INVESTMENT
Financing will be made through the program INTEREG V-A Romania Bulgaria's 2014-2020, 1-0 Axis-an area well
connected.
ESTIMATINGS CONCERNING THE WORK FORCE BUSY BY MAKING INVESTMENT
Staff during the period of execution of works
The number of jobs created for the entire duration of execution, it's an average of 50, as follows:
- unskilled, 17
- skilled labour, 24

Feasibility study
- Master 2
- engineers and technicians, 4
- site chief 1
- technical responsible with execution 1
- SSW Coordinator 1
---------------------
TOTAL 50
Operating staff employed after project implementation
After implementation of the project "The arrangement of a sector of Sfantu Gheorghe Channel in
order to improve connectivity in the Euroregion Ruse-Giurgiu" will be the work place of the
operating and port services personnel, Naval, s.a., which will mean the creation of new jobs.
The composition of the staff of the port operator in order to ensure proper functioning will be a
minimum of the following:
 Technical-administrative Staff :
Chief Quay 1
Deputy 1
assistant-1
accounting 1
-cashier 1
-analysts- programmers 2
Total 7
 Operative Staff:
- operators 2
-Flytiers sailors 2
------

Feasibility study
TOTAL 4
 Staff:
-plumber water/sewage 1
-lighting electrician strength and 1x2schimburi = 2
-caretaker 1
-guards2
---------
Total 6
— — — — — — — TOTAL 17
Total staff
The total number of staff is: 17.
Newly created jobs
The number of new jobs created in the execution phase is: 50.
The number of new jobs created in the operating phase
(project implementation), is: 17.
THE MAIN TECHNICAL INDICATORS-ECONOMIC INVESTMENT
1 . Total amount (including VAT) of the investment (infrastructure) under the general Budget,
in the prices at the INFOEURO rate from 03.05.2015, for the proposed version 2, is:
1 € = 4.4041 LEI/INFOREURO 03. august. 2015
Variant II -ADVANCED
TOTAL incl. VAT 12739.26 thousand lei 2892.59 thousand euros
From which the C + M: 11118.52 thousand lei 2524.58 thousand euro

Feasibility study
2. Scheduling of the investment:
Year I: 1196.14 thousands lei 271.60 thousand euros
Year II: 6170.39 thousands lei 1401.05 thousand euros
Year III: 5372.73 thousands lei 1219.94 thousand euros
3. Duration of implementation
30 months
(including anteconstruction):
4. Capacity:
In Version 2, the execution of the quay will feature the following capabilities:
 quay from pitching with concrete slabs over a length of 230 m.
 Quay accessories.
Also in this version are covered by the following
Specific works for the electrical components of the objects to be split on the each object of the quay,
are:
 Port platform
 Boat lift ramp
 Dock platform
 Landing stages, metallin bridges and pontoons
 Enclosures
 Installations for water supply and sanitation

Feasibility study
Drinking water supply networks and fire
Sewerage network
Rainwater Sewerage
PERMITS AND AGREEMENTS IN PRINCIPLE
At this stage of the project will obtain all notices and agreements issued by law enforcement
agencies, according to the legislation in force, concerning:
- the opinion of the Chief authorising officer of the need and the opportunity to achieve
investment;
- the urbanism certificate, endorsed and approved in accordance with the law;
- notices for utilities (electricity, water, sewer, etc.);
- agreements and notices for environmental protection and water;
- other specialized notices required by the urbanism certificate;
Prepared, Checked
Eng.- Antonescu Gabriel Eng. Daniel Timofte

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„„ The arrangement of a sector of

the Canal Sfântul Gheorghe in order to improve connectivity in

GENERAL INFORMATION ON THE PROJECT 3

THE ESTIMATED COST OF THE INVESTMENT 71

COST BENEFIT ANALYSIS 72

Cod document C2 – V1W4 Page 1 of 75

ESTIMATINGS CONCERNING THE WORK FORCE BUSY BY MAKING INVESTMENT

THE MAIN TECHNICAL INDICATORS-ECONOMIC INVESTMENT 74

Permits and agreements in PRINCIPLE 75

DESIGNER SC ROMASCO CONCEPT SRL

Cod document C2 – V1W4 Page 2 of 75

1. The name of the objective of investment:

2. The location (county, town)

Giurgiu, Giurgiu County

3. The holder of the investment

THE MUNICIPALITY OF GIURGIU

4. The beneficiary of the investment

THE MUNICIPALITY OF GIURGIU

5. Developer of the survey

ROMASCO CONCEPT S.R.L.- BUCHAREST

GENERAL INFORMATION ON THE PROJECT

The current situation

DESIGNER SC ROMASCO CONCEPT SRL

Cod document C2 – V1W4 Page 3 of 75

Information about the entity responsible for project implementation

Address: Boulevard, Bucharest, no. 49-51 Giurgiu

For this there is no investment prefezabiltate study.

Theme design with the justification of investment need and opportunities

DESIGNER SC ROMASCO CONCEPT SRL

Cod document C2 – V1W4 Page 4 of 75

The proposed scenarios

DESIGNER SC ROMASCO CONCEPT SRL

Cod document C2 – V1W4 Page 5 of 75

2. Version 2: technical solution consists of the following:

 The quay is made up as follows:

- Over the geotextile will be a layer of ballast of 20 cm;

 On different levels, the pitching is leaning on the intermediate beams of reinforced

DESIGNER SC ROMASCO CONCEPT SRL

Cod document C2 – V1W4 Page 6 of 75

Cod document C2 – V1W4 Page 7 of 75

The recommended scenario by the designer

c) Constructive, functional and technological description

Variant 1 - Vertical quay made from metallic piles

 Execution of the sheet piles quay over a length of 230 m.

Option 2-the quay with pitching from concrete slabs

 The quay is made up as follows:

DESIGNER SC ROMASCO CONCEPT SRL

Cod document C2 – V1W4 Page 8 of 75

- Over the geotextile will be a layer of ballast of 20 cm;

 On different levels, the pitching is leaning on the intermediate beams of reinforced

 Platform of the port

DESIGNER SC ROMASCO CONCEPT SRL

Cod document C2 – V1W4 Page 9 of 75

For concrete platform will made the following:

- Stripping topsoil on a 30 cm layer of vegetable

- After stripping topsoil it will be placed a layer of 0.5 m clay

- Filling with granular material, and place a layer of geotextile

- Placed a layer of rounded ballast with a thickness of 30 cm

- Placed a layer of BCR Concrete with thickhness of 20 cm

- Stripping topsoil on a 30 cm layer of vegetable

- After stripping topsoil it will be placed a layer of 0.5 m clay

- Filling with granular material, and place a layer of geotextile

- Placed a layer of rounded ballast with a thickness of 30 cm