Rapid Transit in Romania - History

History

The earliest plans for a Bucharest Metro were drafted in the late 1930s, alongside the general plans for urban modernization of the city. In 1938, the local authorities assigned the task of planning and constructing the subway system to S.A. Metropolitanul, with work scheduled to start in March 1941. The outbreak of World War II, followed by periods of political tensions culminating with the installation of communism, put an end to the plans.

By 1970, the public transport system (ITB) was no longer adequate due to the fast pace of urban development, although the system was the fourth-largest in Europe. A commission was set up, and its conclusion pointed to the necessity of an underground transit system that would become the Bucharest Metro.

The network was not built in the same style as other Eastern European systems. Firstly, the design of the stations on the initial lines was simple, clean-cut modern, without excessive additions such as mosaics, awkward lighting sources or excessive decoration. The main function of the stations was speed of transit and practicality. Secondly, the trainsets themselves were all constructed in Romania and did not follow the Eastern European style of construction. Each station usually followed a colour theme (generally white - in Unirii 2, Universitate, Victoriei 1, Politehnica, Lujerului; but also light blue - in Obor and Gara de Nord; orange - in Tineretului), and an open plan. No station was made to look exactly like any other. Despite this, many stations are rather dark, due to the policies of energy economy in the late 1980s, with later modernisations doing little to fix this problem. Bucharest being one of the largest cities in the region, the network is larger than those of Prague or Budapest. When the planned new line-extensions are finished, they will increase the system length to more than 100 km, with about 80 stations.

The first line, M1, opened on November 16, 1979, running from Timpuri Noi to Semănătoarea (now Petrache Poenaru). It was 6.2 km long with 6 stations. Following this, more lines were opened:

• December 1981: M1/M3 Timpuri Noi - Republica; 10.1 km, 6 stations
• August 1983: M3 Branch line Eroilor - Industriilor (now Preciziei) ; 8.63 km, 5 stations, Gorjului station added in 1991
• December 1984: M1 Semănătoarea (Petrache Poenaru) - Crângaşi; 0.97 km, 1 station
• January 1986: M2 Piaţa Unirii - Depoul IMGB (now Berceni) ; 9.96 km, 8 stations
• October 1987: M2 Piaţa Unirii - Pipera; 8.72 km, 6 stations
• December 1987: M1 Crângaşi - Gara de Nord 1; 2.83 km, 2 stations (Basarab added 1990)
• August 1989: M1 Gara de Nord 1 - Dristor 2; 7.8 km, 6 stations
• January 1990: M1/M3 Republica - Pantelimon; 1.43 km, 1 station (single track, operational on a special schedule)
• March 2000: M4 Gara de Nord 2 - 1 Mai; 3.6 km, 4 stations
• November 2008: M3 branch Nicolae Grigorescu 2 - Linia de centura (now Anghel Saligny), 4.75 km, 4 stations
• July 1, 2011: M4 Jiului - Parc Bazilescu, 2 stations

Large stations which connect with other lines (such as Victoriei) have two terminals, and each terminal goes by a different name (Victoriei 1 and Victoriei 2). On the official network map, they are shown as two stations with a connection in between, even though, in practice (and in trip planners), they are really only one station with platforms at different levels. There is one exception: Gara de Nord 1 and Gara de Nord 2 are separate stations (although linked through a subterranean passage, the traveller is required to exit the station proper and pay for a new fare at the other station, thus leaving the system), passengers being required to change trains at Basarab.

Generally, the underground stations feature large interiors. The largest one, Piata Unirii, is cathedral-like, with vast interior spaces, hosting retail outlets and fast-food restaurants and has an intricate network of underground corridors and passage ways.