A possible
Railway Link Over
Carpathian Mountains

From the geographical point of view, the Meridional Mountains could be crossed through several places. On Valea Prahovei, the route gets an altitude of 1,050 m, on Valea Jiului the railway is achieved at 720 m, and on Valea Oltului the crossing is performed at 390m. The railway section Bucharest - Pitesti - Rm. Vlacea - Podu Olt - Arada - Curtici provides the link between the center of Europe and the Balcanic area.
We will present further on a project for crossing the Carpathian Mountains and proposed, according to the field checking, by an engineer retired from the Romanian Railways , which has worked over 20 years in the field of railway investments, Mr. Dumitru Ciocoreanu.

As there its is known, the international conferences for the European transport corridors have established that Romania will be crossed by the railway corridors IV, from west to east, and IX, from south to north, on the following routes: Curtici - Arad - Deva - Alba Iulia - Blaj - Brasov - Ploiesti - Bucharest - Constanta, respectively Giurgiu - Bucharest - Ploiesti - Bacau - Pascani - Iasi. For the achievement in the future of the complete conditions of railway traffic are necessary several measures in order to completely satisfy the current requirements of the railway transport. We present them in the following lines.
I. There are observed that on Bucharest - Ploiesti distance will operate the trains on both international routes; moreover, on this type of railway section permanently operate the trains from the six railway main sections. This fact leads to the need to increase its transport capacities, especially between Chitila and Brazi stations, which according to a study stipulates that the first emergency is the "tripling" of the line, with the possibilities of its "quadrupling" in the future.
II. In the national and external economic circuit, the products of any kind came from Asia, including the oil from Caucaz, once reached to Constanta Port, in order to reach to their destination in Central, Northern and Western Europe, will cross Romania using the pan-European corridor IV, from east to west.
Large tonnage train passing over Carpathian Mountains through Predeal, at 1,050 m, on lines with big ramps of 28%, claim increased costs, and a damage produced on this route blocks the railway traffic.
III. In order to provide the development of the train traffic on several routes crossing the Carpathian Mountains, the Romanian state has achieved railway sections on Valea Oltului, which are not electrified yet, with small ramps of maximum 10 ‰ and on Valea Jiului - the electrified line, with ramps of maximum 15 ‰.
In this general context, there it is imposed the electrification of a pass crossing the Carpathian Mountains which is not electrified, the one on Valea Oltului, and the correlation of this pass on the II railway main section with the one on Valea Jiului, which has an electrified line.
In year 1958, C. Tomenscu, conf. eng., having he position of deputy of the Railways' minister, has proposed, at an ASIT meeting, the achievement of a railway link between Pitesti and Ramnicu Valcea towns on the shortest route, of 39 km, starting from Valcele railway station to Tutana - Schitu Matei - Samnic - Bujoreni (Valcea). Namely, next to the foot of Fagaras Mountain, which are the highest in Romania, in a non-populated and arid area; respectively, parallel with the mountain peaks of this Carpathian chain. The insufficient knowledge about this area, the comparison with other routes, the getaway after the cheapest things, as well as the various other interests have made the theory to get to the fact only with…enthusiasm.
In this context, the works have started in year 1978, in a sustained way, and up to 1989 there have been achieved the tunnels Giba and Plostina, three long viaducts (Topolog, Samnic and Samnicel) plus eight smaller viaducts, yet in certain places the works have been executed only 60%, in others, 70-80% and in other, around 90%, and completely between Valcele and Tutana, on 7 kilometers, because the working trains were passing by bringing people to the site.
After the Revolution from 1989, the works have stopped due to the lack of money. With regard to the funds, these have been substantial at the beginning, according to the project, yet they have been reduced, due to various reasons, fact that has determined the execution of certain foundations less consolidated, so after ceasing the works there have occurred field sliding on several sections from this route that wanted to be international.
The positive parts of the achievement of this new route are the following:
- it has determined the doubling of the railway line between Chitila and Golesti stations and it imposed the execution of the triangle Golesti - Bradu de Sus - Pitesti;
- there has been used the shortest route, of 39 km;
- there has been used the line between Pitesti and Valcele, on 23 km;
- as national route, it has shortened the distance Bucharest - Podu Olt with 51 km in comparison to the route through Brasov and with 128 km in comparison to the route through Piatra Olt.
The negative aspects are the following:
- the idea of going in parallel with the foot of the mountains, although it seemed more opportune (through the smaller number of kilometers of line that were going to be executed), it was not indicated yet; it is always more rational to perpendicularly penetrate the mountain than to go in parallel with it, due to the eventual sliding;
- the lack of a data bank about this route and the lack of its comparison with other possible routes, even longer, but achievable and, especially, safer;
- the incorrect financing of the work (at the beginning sufficient, then diminished out of various reasons) has determined the reduction of certain important foundation works, enhancing field sliding;
- due to the lack of achievement of the link between Valcele and Rm. Valcea there was not made the electrification of the double railway section Chitila - Golesti, plus the railway triangle, and the electrification of the railways on Valea Oltului, because there it was wanted an integral electrification, yet not on sections, these works being postponed due to the lack of funds.
Aspects that we could consider neutral enhance the achievement of new links, more complex, on the II main railway section. And here they are as it follows:
- there has been achieved a chain of small hydro-thermal stations on Olt river, with the afferent accumulation lakes, disposed in cascades, for retaining the water fury, especially on springtime and during the rainy days;
- there have been achieved the railways for the exploitation of the coal mines between Babeni and Alunu, of 44 km, and Tg. Carbunesti - Seciuri, of 23 km, through which, if there will be achieved the 13 km of line between Alunu and Seciuri, there will be made the railway link between Valea Oltului and Valea Jiului, where the line is already electrified, with the direct link at Tg. Jiu;
- due to the waters putting up works of Olt river and the formation of the accumulation lake of Daesti hydro-thermal station, upstream of it, the level of the railway was raised at more real quotations, simultaneously with the execution of five tunnels for the double railways included between Bujoreni (Valcea) railway station and Cozia Halt, on 23 km distance, plus in the tunnel on the simple line between Cozia Halt and Lotru station, the distance between them being of 3 km, fact that helps a lot the railway traffic, when the double line between Cozia - Lotru will be executed;
- From Bujoreni and up to Rm. Valcea Est, there has been achieved a simple line, of 4 km, with two bridges (one over Olt river and one over the road). Concomitantly, the doubling of the line between Bujoreni and Cozia has been done in order to provide the link with the new route, Valcele - Rm. Valcea, that was about to be achieved.
Referring to the point III and taking into consideration that the IInd railway main section once entirely achieved, will become an international route (through a new line between Pitesti and Rm. Valcea towns, according to the Romanian - Hungarian - Austrian Trilateral), in order to satisfy the requirements of the future, the problem can be approached as it follows:
- this will be the route for completing the railway kink with the existing one in the field and which could be adapted;
- to be easily achieved and safe during the exploitation, with normal ramps, of almost 10% which will not imply the increase of the railway transport cost through a multiple hauling, as in Predeal;
- to allow higher speeds while crossing the mountains, in this respect being achieved the electrification of the line;
- to be used as many as possible the railway achievements occurred up to the present time (as the bridges and the metallic viaducts), in order to diminish the cost of the works that will be executed.
Starting from the existing situation in the field and pursuant to the observations during the time, the new route of the railways between Pitesti and Rm. Valcea could be established to the south, next to the road Pitesti - Dragasani, which is already located on several hill crests, having on both sides houses, even houses with many floors, belonging to the inhabitants from the region, which did not experienced road infrastructure sliding and could present a safer area for the future railways, especially as an international route.
Starting from the idea that on the road the trucks have at most 13 tons/axle, while the locomotives have 20 tons/axle, in order to avoid any inconvenient there will be performed analyses, and where there it is necessary will be consolidated the afferent areas, especially that the trains have higher speeds.
Obviously, the railways will be located on the same hill crest with the road than in other places where the space is sufficient and there can be easily made the necessary links, and in the areas where there is no sufficient place the railways will be located on other crests of the hill, safer, parallel with the ones of the road, crossing small valleys, through minimal works of art, as the normal bridges over the five rivers, that are quite dry during the summer, and almost eight small viaducts.
The real hill in the field, presented in the sketch, can be penetrated through an excavation with a small ramp, followed by a bridge over the road and another bridge, over Olt river, at the end of the accumulation lake of the Hydro-thermal station Dragasani, or on the HC Ionesti crowning, if there it is possible.
In the new situation, the railways will be diverted from the X head of Bradu de Sus railway station, where the entrance to the trans-containers terminal is, the entrance that will be moved at the X head of the next station, Parvu, where, towards Bradu de Sus, there it is a line leading to the coal thermal central, which is not achieved and not even used.
The possible works for this new route will be the following:
- from the Y head of Golesti railway station, the line will be doubled on the 3 km distance up to P.O. Pod Arges, from where a separated line from the one to Pitesti gets up to Bradu de Sus railway station over Arges river and the replacement of the current track switches, plus a culvert over a field ravine;
- starting from the X head of Bradu de Sus station from the line coming from Golesti railway station, as well as the one coming from Pitesti railway station, through rabrusare, there it is achieved Pitesti Sud railway station, then the line can continue on lowland field, on a 7 km distance, up to Albota village, where there will be made a railway station; a simple railways, because the area allows this execution. Besides Bradu de Sus station there will be also achieved a new station Pitesti Sus, with four lines, both stations being managed by a chief of railway station, and the link with the town will be made, as presently, on the access road of the trans-containers terminal leading to the town. At the intersection of the railways with Pitesti - Costesti road, there will be made a new double railway bridge over the road, and then Albota railway station, with four lines;
- further on, the simple railways gets down to Poiana Lacului village, where it gets closer to the road from Pitesti and Dragasani towns, of around 5 km, which eventually needs two short viaducts.
Generally, the new, simple railway lines, will be located to the south of the existing road, usually crossing through the middle of the villages on the route, in order to avoid the often intersection with it;
- from Poiana Lacului, the Cotmeanca river will be crossed on a new bridge and also over the short viaduct, afterwards the railway being placed to Vedea village, crossing other two short viaducts, between these two villages being almost 6 km. From Poiana Lacului, as well as from Vedea there will be railway stations with three lines each, and on the route there it is necessary the centralization of the stations;
- between Vedea and Chitila villages, the railways will cross over Vedita river and over two short viaducts, the distance being of almost 3 km, and from Chitila will continue to Fagetelul village (almost 3 km), crossing over two short viaducts and a new bridge over a branch of Vedea river; Chitila will be a halt, and Fagetelu - station;
- from Fagetelu further on, the simple railways will cross over Vedea river on a new, normal bridge, and then on a flatter field, and will get to Leleasca village, on around 6 km distance, where there will be a station with four lines, located at the middle of the distance;
- between Leleasca and Tonesti village, the field is more lowland, and at Tonesti can be made a halt; then, there it comes the intersection of the simple line with the road to Dragasani, being achieved with a new bridge, placing the road over the railways, and the distance will be of around 3 km;
- from Tonesti and, respectively, the intersection with the road, the simple railways advances, to Samburesti village (where there will be a railway station with three lines, the distance being of almost 4 km), and will cross over a new bridge over Cungrea river, the village being more isolated;
- the way from Samburesti to Dragoesti village is more difficult, being necessary the achievement of a short viaduct and of an excavation for crossing a hill, maybe a few subsides, being a less accessible area for the cars. Because Dragoesti village is situated on the superior left bank of Olt river, here we could have a maximal ramp while crossing the high excavation that will be formed in this more difficult area. The distance between Samburesti and Dragotsti is of almost 6 km, so that Dragoesti will be a railway station, with four lines, and at the intersection of the railways with the road on Rm.Valcea - Dragasani route, over the road, there will be built a new railway bridge;
- after Dragoesti village, the simple railway enters the ford of Olt river, at the end of the accumulation lake of HC Dragasani, and continues up to HC Ionesti, crossing Olt river in its vicinity, on a new bridge, corresponding to such a crossing, and then it gets closer to the right bank of Olt river, crossing first of all, on a smaller bridge, over the road on Rm.Valcea - Ionesti - Dragasani route, and then enters on the X head of the existing railway station, situated on Piatra Olt - Dragasani - Rm. Valcea - Sibiu railway section.
This new route, from the crests of the sub-Carpathian hills, which will have a total length of 50 km, with 11 km more than the old route of 39 km, yet normally achievable and safer in exploitation.
Now we ask the question "Why should be made the link in Ionesti railway station and not elsewhere?" And here is the answer:
- because from Ionesti railway station to Rm .Valcea the railway could be doubled up to Bujoreni (Valcea) railway station, on a 35 k distance, increasing the transport capacity in the area; that is why there it is needed a new railway bridge over Olanesti river, in Rm. Valcea town, and a new road bridge to the Y head of Rm.Valcea railway station, at the link with the road bridge in the area over Olt river, only if the field allows that;
- besides the fact that there can be made the direct link with Sirineasa railway station, from Babeni - Alunu section, and from Securi railway station, to Tg. Jiu, from Ionesti station will start a double line to Slavitetsi halt, respectively to Rm. Valcea. This will impose that in Ionesti railway station there should be a small wagon revision for the trains composing or decomposing, according to the needs of exploitation.
- The new proposed link between Bradu de Sus and Ionesti railway stations will have a total length of around 50 km, with 1 km more than the initial one (on Valcele - Tutana - Samnic - Bujoreni route) and, respectively, with 150 km closer to Ioensti in comparison with the diverting line through Piatra Olt, without shunting back, yet this link is easier to be achieved, without implying large works of art (national site), and it is safer in exploitation, especially that it is about a new international route. Moreover, by doubling the line between Ionesti - Bujoreni and Cozia - Lotru, on 3 km, plus the tunnel, to which there are also added the existing 23 km of double line between Bujoreni and Cozia, there will be a total of 61 km of double railways on Valea Oltului, between Ionesti and Lotru railway stations;
- There it is necessary the doubling of the line between Cozia halt and Lotru station, plus the tunnel, because Lotru station is in the middle of the distance between the mountains and it has a direct link on the road with Brezoi town and with Voineasa lake and resort. Moreover, due to the Olt river waters, upstream from Lotru station, and of the strait in the area, where there is the two lanes road, there is no room for doubling the railways up to Podu Olt, namely for 45 km more. Between Podu Olt and Sibiu, on 22 km, the railways is double, yet at the X head of Sibiu railway station the line for the passengers' trains is straddled with the narrow line heading through Motru to Agnita.
This narrow railway line has been annulled and the transport has been taken over by the road sector, as other narrow lines experienced the same, and in the X head of Sibiu railway station and in Sibiu Marshaling Yard station the passengers train entrance will be performed directly from the double line, annulling and intercalating the narrow line with the normal one;
- from Sibiu to Arad, the line goes through Turnisor - Cristian - Sibiu and, respectively, through Sebes Alba - Vintu de Jos. This railway section is partially doubled between: Orlat - Saliste, on 10 km, Apoldu de Sus - Miercurea Sibiu, on 10 km, and Cunta - Sebes Alba, on 13 km.
For the improvement of the railway traffic on this railway section there it is still necessary to double the line of the following sections:
a) Turnisor - Cristian - Sibiu, on 11 km, on lowland field;
b) Saliste - Apoldu de Sus (13 km), which between the halts Aciliu and Tilisca need a viaduct and a short tunnel. There should be also mentioned the fact that between the Apoldu de Sus railway station and Tilisca halt the line is assembled, but it is not put into operation;
c) Sebes Alba - Sebes Glod - Vintu de Sus, a new operation halt, on 8 km, before the ramification of the roads, namely in a total length of 32 km, in order to provide the new route of national and international interest, because from Podu Olt towards Vintu de Jos, there are also operating the trains from Brasov - Fagaras - Sibiu - Vintu de Jos, and also the trains that will operate from Sebes (Alba) to Alba Iulia and then to Teius and, namely, Cluj and Oradea.
This main railway section from Valea Oltului will be electrified, starting from Chitila, to the triangle Pitesti, continuing with a new line to Ionesti and then with the double line crossing through Rm. Valcea and, further on, Podu Olt and Sibiu, plus the railway section partially doubled up to Vintu de Jos and the connection to Alba Iluia.
From all the main railway sections of Romania, the IInd main section has the most links and completion annexes, therefore:
- starting from Ionesti railway section to the left with a new railway section reaching to Sirineasa, at an approximately 10 km distance. In this respect, Slavitesti halt will be moved with around 100 m to Babeni railway station, in order to include the railways from Babeni to Sirineasa, in parallel with the railways to Ionesti, on a 2.6 km distance, where there will be used three track switches for train entering and exiting on the future double railways between Ionesti - Rm. Valcea - Lotru, and Slavitesti will be an operation halt;
- between Alunu and Seciuri, there could be made the link through a new railway line, in a 13 km length, completing the current railway section;
- the railway crossing from Seciuri, through Albeni, reaches to Tg. Carbunesti railway station, therefore on the main railways section from Valea Jiului. On this railway section, next to Cristesti locality, there could be achieved an operation halt with a track switch, which will go to Pojogeni railway station, through a new connecting line, on an around 6 km distance, in order to avoid the rabrusare in Tg, Carbunesti railway station. Moreover, there could be doubled Pojogeni - Copacioasa railway section, on 7 km, in order to enhance the traffic. In all these railway stations, in order to increase the freight and passengers traffic, there will be performed electro-dynamic centralization.
- Further on, between Targu Jiu and Livezeni railway stations, on a 45 km distance, there could be doubled the line, because on this railway section the track crosses 43 tunnels and it is electrified, being a difficult area and with a more reduced traffic speed operation;
- On the line between Amarida and Rogojelu railway stations, on 12 km, from the surface coal area, there could be doubled and electrified the line, similar to the situation between Rogojelu and Ionesti (Gorj) railway stations, on 46 km, with direct links in Gura Motrului and Filiasi railway stations, on the IXth main railway section;
- For the completion of the electrification on the IInd main railway section there are still necessary electrification on the following railway sections:
1. Ionesti - Dragasani - Piatra Olt - Caracal, on 90 km, on simple line;
2. Podu Olt - Brasov, on 127 km, on simple line;
3. Ionesti - Pojogeni - Tg, Jiu, of around 98 km, on simple line.
Pursuant to the achievement of the new railway line, on 50 km, between Bradu de Sus (Pitesti Sud) railway station, to Ionesti, on the branches to Rm. Valcea, Tg. Jiu and Dragasani, including the doubling of the line between Ionesti -Bujoreni (Valcea) and Cozia - Lotru, especially that besides Lotru railway station the bridge over Olt river is performed in the same period, there could be opened a safe international route on Valea Oltului.
Achieving these works, plus the electrified part, we will have the following railway transport relations:
a) Bucharest - Brasov - Sighisoara - Coslariu - Vintu de Jos, 420 km;
b) Bucharest - Brasov - Fagaras - Sibiu - Vintu de Jos, 397 km;
c) Bucharest - Pitesti Sud - Ionesti - Rm. Valcea - Sibiu - Vintu de Jos, 368 km;
And in the case of going from Ionesti to Tg. Jiu - Simeria we will have:
a) Bucharest - Craiova - Tg. Jiu - Simeria, 446 km;
b) Bucharest - Pitesti Sud - Ionesti - Tg. Jiu - Simeria, 385 km;
c) Bucharest - Brasov - Sibiu - Vintu de Jos -Simeria, 442 km;
d) Bucahrest - Brasov - Blaj - Coslariu - Vintu de Jos - Simeria, 465 km.
The international routes will also be shorter through the new connecting system over Carpathian Mountains through Valea Oltului and Valea Jiului, which comes to complete the pan-European Corridor IV from our country, therefore:
a) Bucharest - Brasov - Blaj - Deva - Arad - Budapest, 873 km;
b) Bucharest - Brasov - Sibiu - Deva - Arad - Budapest, 853 km;
c) Bucharest - Pitesti Sud - Ionesti - Sibiu - Deva - Arad - Budapest, 824 km;
d) Bucahrest - Pitesti Sud - Ionesti - Tg. Jiu - Deva - Arad - Budapest, 799 km.
From these comparisons we can easily notice that the advantages that are issuing from the use of the new connecting line with Valea Oltului and Valea Jiului, which do not present big ramps, as on Predeal - Brasov railway section; moreover, the freight trains will be able to operate especially on Valea Jiului, and the passengers trains, on Valea Oltului, which besides the fact that it is more attractive, they will also serve the towns Rm. Valcea and Sibiu, the district capitals.
The achievement of this track complex from the middle of the country, although there it is imposed a series of minimal expenses, finally leads to the provision of the railway traffic on the most satisfying railway route, from the ramps point of view, necessary for the future high-speed trains on the international route Constanta - Bucharest - Pitesti Sud - Ionesti - Sibiu - Deva - Arad - Budapest and further on, to Europe,
Once with the execution of this new trans-Carpathian railway links, there will be put the problem of using, in the future, besides the classical trains, of certain modern electrical high-speed trains. In Romania, they could operate only on the above - mentioned route, because on this railway section the ramps could be of maximum 10 ‰, allowing the high-speed trains operation through the respective areas, including Valea Oltului, with the necessary adaptations.
Bringing it to the occidental train operation level in Romania there could be achieved as it follows:
1) through the train X 2000, produced by ABB, with six vehicles, one for each engine unit, on four axles, with 18.5 t/axle, 4 MW, dual power (15 kV - 162/3 Hz and 25 kV - 50 Hz), and five coaches, having two radial bogies each, including the locomotive, the entire train being tilting at 8 degrees, for easy running in the small range curves with 25-40%, reducing to the maximum the traveling times of the train, having a maximal speed of 210 km/h.
As there it is known, Romania has bought before, in 1968, the license for the electrical locomotive of 5,100 kW from ASEA and the collaboration with this old client can continue, after 30 years, for a minimum of 8-10 sets, by assembling certain sets in our country;
2) through the TGV Network type, produced by Gec Alstom, with 10 vehicles, among which two engine units, at the ends, on four axles each, with 17 t/axle, 4.4 MW/unit, dual power and eight wagons which have a common bogie at one end for two wagons, without a tilting device of the vehicles in the curves, the maximal speed being of 300 km/h.
There could be specified that, due to the close friendship relationship between France and Romania, and as francophone countries, there is in Romania a branch of the Gec Alstom, and the company Faur Bucharest, which can develop a technical relationship for using these modern trains in Romania;
3) through the ICE 402 type train, achieved by Siemens, made of eight vehicles among which one is an engine unit, on four axles, with 17 t/axle, 4.8MW, dual power, and seven wagons, each wagon with two bogies, without the tilting device of the vehicles in the curves, the maximal speed being of 280 km/h, or through the new ICE-3, made of seven vehicles per set, which can be coupled by two sets through the Scharfenberg coupling. This last new train, ICE -3, reaching the maximal speed of 320 km/h, or ICE-T, with 230 km/h, each component of the seven wagons set, with the engine assembly placed under the wagon floor, representing the peak technology in the filed, with dual power, according to the proposed achievement, in Romania, there could be created an international railway line between Bucharest - Pitesti Sud - Ionesti - Rm. Valcea - Sibiu - Deva - Curtici - Budapest - Wien West - Munich, which will be crossed by such a train in approximately 15 hours. These trains can reach sooner in Romania, especially from Germany, the country known in the center of Europe; there are trains like some high-speed train sets, that could be operated with an average speed of 140-160 km/h and can bring foreign investors and tourists from the European Union, in Romania.
There it is known, during the time, at the foot of the young mountain of Fagaras there have been produced gradual field sliding, especially after the melting of the snow and after abundant rains, situation that could not be controlled by people.
Pursuant to the works for the new railways on Valcele - Rm. Valcea (Bujoreni Valcea), in order to stop the field sliding there has been planted masts in order to stabilize the ground and to remove the sliding, masts containing, according to each area, the afferent number of piers.
Yet, as the lateral pushing of the ground is permanently unfolding, now and the next year, especially at the surface, they imply the deterioration of the framework made of masts, and after a period of time there could take place new field sliding, at the beginning smaller ones, on restraint distances, expressed in millimeters or in centimeters, and in time the sliding could become larger, on longer distances, with heights of tens of centimeters, up to one meter etc.
To all these sliding from the respective area there are also added the vibrations produced in the railway infrastructure at every train operation (respectively, each axle), vibrations that, joined with the initial sliding from the field, lead to the scattering of the ballast prism and at the track meandering, on various distances, therefore stopping the train operation; and that because to the static forces from the filed there are also added dynamic forces resulted from the speed that the respective train operates and the tonnage on each axle, without taking into consideration the acceleration vibrations of the train mass in that moment, which is an important factor in the provision of the traffic, especially to the high-speed trains that will be used in international traffic, where there it is necessary maximal safety.

Pursuant to the discussion about the solutions found by the engineer Dumitru Ciocoreanu, Mr. Dragos Teodorescu, the deputy director of ISCF, has concluded: "Theoretically, the comments and the proposals of Mr. Ciocoreanu are correct and in compliance with the studies and the projects elaborated by ISPCF in the last years. Therefore, the idea of shortening the running direction of the trains on Valea Oltului is presently materialized by resuming the works for the finalization of Valcele - Rm. Valcea railway section.
The change of the location for the current line by analyzing a new Pitesti Sud - Ionesti - Rm. Valcea route, longer with 20 km, in the conditions in which a greater part of the works is executed on Valcele - Rm. Valcea railway section, it is less feasible, taking into consideration the cost and the duration of the works. Yet, I am convinced that, in the future, the solutions presented by Mr. Ciocoreanu can be studied by the designers."

Eng. Dumitru Ciocoreanu
Magdalena Fedeles