HIGHWAYS, RAILROADS, AND BRIDGES IN RUMANIA

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80T00246A026801500001-8
• Release Decision: RIPPUB
• Original Classification: C
• Document Page Count: 99
• Document Creation Date: December 27, 2016
• Document Release Date: November 12, 2013
• Sequence Number: 1
• Publication Date: September 8, 1959
• Content Type: REPORT

Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A02680150006-1281
" -f_r2,1 ? 771`t'r"
INFORMATION REPORT
INFORMATION REPORT
CENTRAL INTELLIGENCE' AGEN?.
This material contains information affecting the National Defense of the United States Within the meaning of the Espionage Laws, Title
18, U.S.C. Secs. 793 and 794, the transmission or revelation of which in any manner tO an unauthorized person is prohibited by law.
50X1
C-0-N-F-I-D-E-N-T-I-A-L
COUNTRY
Rumania
REPORT
SUBJECT
Highways Railroads, and Bridges
in Rumania
DATE DISTR.
8 September 1959
NO. PAGES 100
REFERENCES RD
DATE OF
INFO.
PLACE &
DATE ACC
50X1 -HUM
SOURCE EVALUATIONS ARE DEFINITIVE. APPRAISAL OF CONTENT IS TENTATIVE.
50X1 -HUM
STATE #
X ARMY #
X
NAVY #
X
AIR if
X
FBI
IAEC
(Note: Washington distribution indicated by "X"; Field distribution by "*".)
IMO .A,.tikAlir4 NW, -114141M110"1104. ler .M0tM
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8 -
G /IV
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
COUNTRY Rumania
SUBJECT Highways, Railroads, and Bridges in Rumania
DATE
PIACI
50X1
THIS IS UNEVALUATED INFORMATION
REPORT
50X1 -HUM
DATE DISTR. 20 August 1159
NO. OF PAGES 99
REFERENCES:
50X1 -HUM
50X1 -HUM
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r,
-2-
HIGHWAYS? RAILROADSD AND BRIDGES IN RUMANIA (0)
Table of Content.
ntroduation 0 0 0 0 0 0 0 0
? HIGHWAYS AND HIGHWAY BRUGES 0 0. 0 ,
1. Highways_ TURNU-SMRIN BUCHAR1ZST.
50X1
? Page Mr
O 0 6,
0 0 0 0 0
a. Location and Over-All Description a -0. ? ? 0 6 0 a
Detailed Description of Highway by.:SeetOrEf.;0 0 6 0..0 6 0 14
13
13
(1) Sector TURNU-SEVERIN QRAIOVA.
(2) Sector CRAIOVA-PITESTI. 600 . e
(3). Sector PITESTI-BUCHAREST. 0
O e Bridges and Bottlenecks.
0
6 . 0 o ; 14
14 .
0 0 0 0 0 0
14
15
(1) Bridge rl.ar TURNU-SEVERIN . 0 0 6 6 6 15
(2) Topolnita Bridge. . . . 0 0 0 o a,- 6 o 6 o o 0 o a ? ? 15 ?
.(4) Poroinei Bridge . 0 'en . 0 b
O o o o a 0 6, . b!!!
tl' 6,
O.
i
. 6
. 6 o 6 o
* *
6 15 ?
15
(3) . o. co kb
.0
(5) Balotei FARbmay Overpass. 0 0 0 0 a 0 .0 .0
:0 15
(6) frunisar.Highway Bridge. 0. 6 a 0 , 0 16
(7) Balota Mountain Bottleneck. . 0 0 .., i! 0:0 . 0 00 6 * 16
(8) .Water-Covered Sector. 0 .0.0- 0 . . . *.. ? * * 16.
(9) Strehaia Highway Bridge 0-0. . 0 0 a o 0 016
(10) ,Motru-Lui Highway Bridge. . 0 0 . . 0 : ?: 16:
o
(11). Piliasi Highway Bridge. ..... . .0. . 0 . . . . . . . . . 17
(12) Jiului Highway Bridge . , '.?...,,..:,.;:, .. . ..... ?. . 0 6 17
(13) Bottleneck, Bypass, and Bridge Under ConstruotiOn . . 17
(14), Highway Bridge near CRAIOVA.:0:.. 0 0 0. 0 . . . . . . . 17
(15) Bale; Highway Bridge a o o O. 0 b 1 a e, 0 ? 6e
? 0 0 le? ?
(16):Dangerous Bottleneck near BAIL ,,, . .. 0 .. 0
. ? ? 18 ?
(1:7) ? Slatina Highway Bridge. . . . 6 0 6 0 . .0 ?
* * 18
(18) 'Vedea Highway Bridge. 0 . 0 0 ?0
? 0 0 0 0 6 18 .
(19) Pitesti Highway Bridge. 0 . . ?06 e e 0
e0 e
* * 18
(20) .Lunguletul.HighWay Bridgp 6 0 o 0 0 0 0 0
e 0 0 0. 6 196
(21) Railroad Overpass . . . . . 0 6 o 0 0 6 0 0 ? 19'
. Roads ORSOVA=TIMISDARA. 0 . 0 00 . 0 . a ? a0. 0 ? 0
a. Location and Over-All Description, '6
19
e 0 0 ? 19
b. Bridge rata. . 0 0 0 0.0 a o 0o 0 ?0 0 0 0 6 e 0 0 ? 20
. Roads CRAI0VA4IEXANDRIA-BUCHARE3T.
?
Location and Over-All Description,
16...' Bridge Data0
. Roads TURNU-SEVERIN TO MOLDAVA VECRE. 0
Location and Over-A11 Description. 0 . 0 0 0 0 0 .
Bridge Data. . 0 0 0 0.0 0 0 0 0 0 0 0 0 0 0 0 a 0 0 0 ?
o 0 te 0 o6 e 0 0 ? 20
? 6 . ? 20
00 a o o .0 0 0 21
? 22
* 22
o 23, ?
$A
/-
? 0
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.0
G
Road.: FUNDULEA-MANASTIREA ?
?3?
Page Nr
. ? . 24
6.- Roads BUCHAREST-FUNDULEA-LE1L1U-CALARASL o 0 0 0 . 060??? 24
7. Roads .. BUCHAFEST-URZIOMTI-SLOBOZIA-DOROBANTUL-CONSTAN1A, eaa6? 25
.8., Roads PLOESTI- Bucharest:Outskirts -SAPUNARI-CALARASZ, 25
? 9. Road: BROSTENI-STREHAIA 0.00.000 00000 ? 0 0 ?? 25
10? Roads BAIA DE ARAMA-TISMANA-PESTISANI-URSATEI-BARSESTI-TARGU .11114 * 26
11.. Road: FWFtESTI-BAIA DE ARAMA. 0 0 0 0 0 to 0 6 .. ? o 0 ? 26
12. Roads BUIE HERCULANE(GARA)-GRUP-A. 0,000000 0,6 0,0 0 00 26
a. ?Location and Over-A1I Description. 0 0 0 0 0 0 0 0 0 0 a a 27
b. Bridge Data . . . . . . 0 o 0 0 . 0000000000000e 27
13. Road: TURIRT-SEVERIN - ZARGU ?TIU . 0 . 0 000000 000 0 0 28
a. Location and Over-All Description, 0 0 0 0 06,0000
b. Bridge Data., 0 0 0 0 0 0 0 000000060.0, o
? 140 Road: CALAR- ASI-MANASTI.REA-OLTMTITA,
O .
O60.000000000?
28
28
29
15. FUNDULEA-OUTENITA. ?? . . 0 . .
o?60000000000 606 29
16. BUCHAREST-BUDESTIOLTENITA . . . . 0 . . ? . . . e . ? . .. 29
17. BUCHAREST-RUSE. (Bulgaria) . 00000000006000. . ? 0 29
a., Location and Over-All Description, . 0.00000? .. . .. 0 .. 29
b. Bridge Data. . 0, 0, .. 0000'000006600 ? ? i 0 0 ? ? ? 30
180 CONSTANTA-NEGRU VODA -Bulgarian Border. . 00006600 .... .? 31
19.? CNA VODA-MURFATLAR . 0600006000000 00000.00 *0 31
20. CONSTANTA-TULCE41 0?
0000000000 0 0000 0000000 31
? 40, PK-360805 to SARIGH1OL ?
00 0 0 060000,0000 oo
22. HAMANGIA to VINTILA BRATIANU ?
? o 32
O000000.?006-?'0
23. PIC-333535-SINOE-ISTRIA-CORBUL DE SUS-VALEA NEAORA,. ? .
24. MEDJIDIA-CAROL 1-TARG1.SOR-PK-246280 and POIDJIDIA-CAROL /-,TAROUSOR-
250
? 26.
27.
28.
32
32
DOMPIESTI-FANTANELE - BAIA. ?.
0 0 0 o 0 o 0 0 0 0 0 0 . 0 0
6
32
TAROU JIU-ROVINARI-FILIASI
0 0 6 0 000000000000?
32
TARGU
o00000 0 0 0 0 .0 0 0
0 0
?
33
IAEA, JIU-TURCINESTI 0
000006000 o'e o o 000 0 o
oo
33
CORRESTI-RUNCU 00000000000.66
? .? ... .. ?
.
33
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/nlYdr/g4)1701-7/52,z,
4-
page Nr,',
-
. 33 . .
29.
CARBUNESTI-RASINA-PESTIEANA DE JIU L 0 & 6-0 6 0 6 0 .
6
30.
CARBUNESTI JIU Oil Field Road Net. . 0 . . o e 0 ? .....
.6
, .
:
34
31.
PIATRA OLT-RAMNICUL VAL0EA-SIBIU . 0 0 0 .? 0. .... '0
,O
. .?
0.
34
? 32.0
TIMISOARA-DENTA-MgoSlav Bordhrp 0 0 0 0 0 0 0 0 0 0 ? ? 6
0 ?.?
35
33.
?DETA-BANLOC-JIMBOLIA . . . . 0 'o 0 0' 0 0 0 0 a 0' 6 0 . ....
35
34..
PITESTI-CURTEA DE AROES. . 0 00 0 0, 6 0 0 0 0.0 0
0 0.0
35
35.
?BASCOV-RAMNICULVALCEA. 0 0 0 o 0 0 0
0.0
0
35
-36
BUCHAREST-PIDESTI-BRASOV-SIBIU-CIRJ-ORADEA-Hunst.artpinBoinier. ?
0
34 .
. 37.
ORADEA-BAILE FELIX . .,. . 00000600 0 0000
0 0
?
37. ..
38.
' SIMIAN-VANJV MARE-CALAFAT. . . . 0 -0 . 0 o o 0 0 0 a 0 0
o 6
??
37
39.
CETATE-PLENTTA and CEIATE-CARAULA-PLENITA and MAGLAVITUL-GALICSA
4ARESUDARI-PLENITA0 0 . 0 . . .0000000000'0.7.
38 .
...4o.;
FQ-407284 - ORUIA-CUJMIRUL . . 000000006606
600
38
-41'0:
BALTA VERDE-JANA MARE-FLAMANDA 0 . 0 ... . 0 . . 0 .
0 0
0
38
42
mitgA-pATuLANJuLET-141-407284. u 0 0 0 0 0 0 6 0 6 0
6 0
0
38
43.
SECURICEA-aURILA MARE-TIGANASUL.? . 0 0 0 . 0 0 . 0 0 0 0
'0 ?
0
39 .
4CEleven
Seoondary Roads . . 0 0 . - . . 0 0 0 0 :0 0-0 .
.. .
6
39
a. PUNGHINA-OPRISOVA-OEMENI-CETATE0 . . . 0 0. 0 6 0 0 o 0
b. OPRISOVA-BALACITA-VALEA ANILOR
6 ?
.
39..
OPRISOVA-BALACITA4ANJU MARE
39 ?
0. .PLENITA-CLEANOV-GUARDENITA-BACLES-PLOPI-BARZUICA-TABNA
, .
?
39
d.. GOOOSITA-BOTOSESTI PAIA-BACLES 0 0 0 o 0 0. '
39
?
e. BACLES-N-870270 0 . 0 6 6 .0 0 o 6 0 .0o 0 0 0 0 0 0 0
. 0 . 0
f. PIAPI-BALTANELE-STRERAIA. 0 0 . . . 0 0 . ,
g. BACLES-DEDOVITA-Fa-43041B-BISTRITA 0 . 00 6 0 0 ? 0 a
? 0
0. 0
0 0
.?
0
6
39
39.
39
110. ROGOVA-BROSCARI-BISTRITA-Fa-392407 0 0 0 0 o 0 0 ae o
? ?'?
40
i. Fa-400384 -F3933750 0 0 00 0 0 0 6 6 o 0
6 0
.
40
C; ...
J. 1MOSCARI - Fa-414324 . . . . 0 00"0 ? o :. 0 0 0 6
0 0
?40 ?
k. .PRUN1SOR-D4*ERATI. 0 . 0 6 6 6 6 0 0 0 0 0 0 0 O. oo
40
4 sitasTRA-osTROv-LIPNITA-BANEASA-MoURENi-IOAN CORM-ADAM CUB:-
COBADIN-MURFATLAR-COMTANrk. 0.0 0 6,0 0 6?0 0 0 0 0.0 0 0
t0'.1/03
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d/7/=-/Z)e-077-//972...
-5-
B0 RAILROADS
1.
2.
3.
-4.
5.
6.
7.
8.
2.
100
110
12.
? 130
? 14.
150
16.
17:
ltia
'..190
CoMMENTS.
'ANN=
AND RAILROAD BRIDGES . ..... ? .. . ' . .000o'00o
-Railroad ORADEA-BUCHAREST. 0 . . 0 0
0 o o
o o o
0 0 0
0 00
0000
0' 0 0 *0
0 0 0
..
6 0.
a
0
a 0 4
060
.. o .
0. -
0 0.
Page Nr
40
41
42
43
43
44
45
46
47
? 47
47
47
48
48
.48
48
48
49
..49
50
5
.1
52-99
Railroad BUCHAREST-CONSTANTA
Railroad BLICHAREST-OLTENITA.
Railroad BUCHAREST-GIURGIU 0 . 0 o00 o o o
Railroad BUCHAREST-PITESTI-TIMISOARA . 0 0
Railroad FITESTI-CRAIOVA-TURNU SANIMINTIMISOARA
Railroad FILIASI-TARGU JIUO 0 0 0 0 0 0 0
Railroad BUMBESTI-PETROSENI. . 0 0 0 0 . 6 o
Railroad TURNU SEVERIN-TISMANA 0 0 0 00 0 b 0 0 0
Railroad PITESTI-CIARTEA DE .ARG . 0 0 0 0 .
Railroad. TIMISOARA-STAMORA MORAVITA. '640-00 0000000
Railroad ORADEA-BAILE FELIX. .. 0- 0 ? .000000?60
Railroad BUCHAREST-URZICEVI-HARSOVA.
Railroad PITESTI-TURNU MAOURELE. 00 aU .6-0 6 4 0 6 0
Railroad CRAIOVA-CALAPAT 0, 0 0. ? o- a e**4 o a o
Railroad CRAIOVA-SIBIU 0. 0 . 0 0 0 .0 0
Railroad CRAIOVA-ALEXANDRIA.DSUCHAREST. a a a a o a
Railroad BACAU-SUCHAREST a a 0 0? 6 ?
Pour, Single-Tracked Railroadel ? 06000060 ,306
0 . 000000000 0 0 0 0 00 0 e00.60
A through tJ 0 0 6 0.000 00060000 ?0
4.? ?
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coofyico-ay
HIGHWAYS, RAILROADS, AND BRIDGES IN. RUMANIA (C) 50X1-HUM.
Introduction
It was necessary to use published maps
'alinement, to locate bridges
used were
1:100,000,
to verify
Maps
'of Yugoslavia
All capacities are reported in metric terms. The term "girder truss" is
used in .this report to mean any truss with horizontal top and bottom chord and.
of indeterminate truss design.
Listed-below are the names and geographic and UTM.doordinates of locations
used throughout :this- report. The coordinates of well-known locations are not
shown. Coordinates for connecting railroad and highway points are not ahowna
'Locations of points of reference used in this report for which no names were
'given have not been included in the following list. Such locations; where
mentioned, are referred to by their UTM coordinateie
:-Location
'ADAM CLISi..-
ALE6CANDRIA,.
AVBIG
Oeographie urm
1441.t-05* B27758 ? N1777681 ?
1143-59, E25-20.- W-6570
N45-44, E24-23 KL-9567
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1 ?
?.
CeneRY/114)-#.771Z/47Z....
-7-
Oeogri?phlo
UrM
BABADAG
?
M44,54,
W8.43.
BACI01.-
N4449,
E23708
BAIA .
.N447441
E28-40.
PK-3254"?".
BAIA DE ARAMA
1144-59,
*1474.
.pq..4385-
BAILS FELIX
.
1446.-59i
/1458
-ET-7404
?:::
???? HAILE HERCULANE
E22726
F-1372
? BAILE 11MCULANE (GARA)
N444.52;
E22723..
FQ4-1069
BALACITA ?
N44-23,
423-08 ? ??FQ-6917
? BALO'rA (tiOuntain)
N45718,-
E23-63
?? pq.r4241.
BATAS
BAIIIANELE
? /ALTA' VEAOE
?
BANEASA .
BANLOC
BARSESeri
pARzindA
BASCOV
BAZIAS
BISTEITA- .
BOCENI?
BOTOSESTI PAIA
BRADESTI
BREAZA DE JOS
? ..BREAZA aus
? EHOSCARI-
?.BROSTENI
BUDESTI
.1444.42, z24,4i8 ?.KK-6815
N44?34, Eg33.oz pq-7138
? .N44-21, E22-36. Not avail:01e
N44-04, E27-42 ?NJ-5679
N45-23 E21708' " ER-1.126
14544, it23A4 PQ-7692
1444.34, ilt23431 . Epq.76037
N44-54,.E24,490 LK-2873.
.N44-484 ? sa-.3.1.62
N44-35, B22-47.,
N44-34? s23.000. , ?
Fia-80583/:
E23.47? 1.-"
WW:1020, E25-24 GQ-0730
i45-1o, 325'..41 ??LL-9503
Nk5.111 a2540 11-94036
N44730, :z2241 ??mat83o
g44-45,22340 pq-5858
N444.4, 08-27 . KT-5798'
77/91.
_
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_
_CORBUL DE SW .
CORNESTI
CORONINI
CUJMIRUL
4
Looation
-8..
Oeographio
-BUMBESTI:
N45-09* E23,22
BUR/LA MARE
N44-27,
E22...34
.CALAFAT
N43-59,
E22-55
CALARASI
N44-12*
E27-20-
CAMPINA
N45.08,
E25.40
Oak=
N45-30,
E24-19.:
CAPATANESTI
N44-55,
E24-47
CARANSEBES
N45-254
E22-14
CARAULA
N44-114
S23-16
CAROL t.
N44.:17,
22743
CARBUNEBTI
N44-57,
1123-31
CA VODA
N44-18,
g28-02
CETATE
N44-06,
,F23-0
CIOVARNASANI.
N44-45:,
E22..52
OIULNITA
N44-26,
07421:
?CLEANOV
k44721
323-13
CLOSANI
N45..04
F22-47 ?
COB/WIN
N44-05
228-13.
COLONEBTI
N4,4-38,
)324..4o
77/72.....
FR-8602
Not avaiiible
FP-5573
NJ-2693"
MK-0098
,m?..8941
i1C-2677 ' ?
ER-9529
FP-809$
NK-0604
14-9881
NK-8210
FP-6486
F4..4858
NK-2819 .
pa-7613 .
F4-4192
NJ-9980
LK-1544
? N44-25,....128-29 ? FE-3219
N45-00* E23-09 .Pa-7085
N44-41, 221,4o . N1-13, E22-6 222756 FP-5497
LL-1701
Not available
Oq..4043
.P0,46645
CURTEA DE AROES
N45-08,.$24-42
DANCUL::
N44.22,1122-43
DEDUrra_
N44-38, 021.46
DEGEATt
N44-38, 222-50
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Location Geographic)
-9-
DMA N45-22, E21-15
>ETA N45-24, 1221-13
DEVA N45-53, F.22,-55
yrvrT N44-47, E21-29
=NEM N44-34, E28-33
? *
DaROBANTUL N44-24, E28-20
DRA0ABANI N4440, E24-20
DRENCCV0 0 N44-38, E21.68
DUEOVA. N44-37, E22-16
?ANTANELE N44-37, E28-34
?ETESTI N44-23, E27-35
?MASI N44,33, 223-32
MAMMA N44-2, E22-43
rIARESTI N414-'45,.E22-58
MNDULEA N44-28, E26-32
}ATI N44-43, E25-18
IALICEA MARE N44-05, E23-19
ARA APAHIDA N46-48, E23A5
IEMENI N44-11, E23.405
IIURQIU N41.53, E25-58
1000SITA N44-24, E23-22
MOTA (SEDAN =VORA) N44-55, E22-26
RUIA N44-16, E22-42
FUARDEN1TA N444.24, .E23009
MIA VAII N44-40, E22..34
ALTA SIMEANU N44-37, E22..44
AMANOIA N44-44, E28.41
ER-2023
ER-1727
FR-4783
B14-3859
PK-2435
PK-0518
KK-8249
EQV7743
PQ-00142
PK-2541
NK-6714
0(1-0036
Not available
M-5458
MK-6123
LK-6653
FP-8585
0S-1087
FP-6693
MJ-1660
M.8718
PQ-1374
Not available
PQ-7118
Mr2347
M-3841
PK-3354. .
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?
Location
RARsoVA
RiNovA
IoAN coRvIN
rsTRIA
? JANA MARE
JIMEOLIA
JUPANEC
LEHLIU
LIPNrrA
?LUO3J
LUNOULEIUL
LUFTAT0R1
MAOLAVITUL
MANAVITHEA
MANGALIA
MANICESTI
1413DJIDIA
MEHADIA.
NOLDAVA VICO
MOLDOVENI
MURFATLAR
MERU VODA
? MOM=
OLTFZITIA
OPRISOVX
ON8OVA
Geographic
N4442, E27-57
N44-33, E22-.46
N44-07, E27-50
? N411-35 E28-42
?N44.45, 222-111'
N4548 w0-44
N44.43., N22.24
N44.4g8, E261.52
N44-06, N27-36
N45.1!2 B21.!55
N44-37e 125.1.40
N44.48, 226.43:
10442,? 112346
2M-13, E26-54
N438, g28.36
N45.01, 824.43
?
N44-15, E28-17
N44-54, 122-22
04.43421.37
tvata43. B26-33.
N44.10, 228.24
N43.481 820.12
E27-45
NIA-96, =6.38
N4447, 03-06
114443. 12245
N44.0.6, p27.22:
=ROY
NK-7548?
K-4134
NJ-6485'
? ? PK-3637
. Not available;
Not available
.PQ-1153
NK-8524
?NJ-4882
ER-7059
tic..9441.
NIE4506 ?
.1P.P.4878
117-9195
p4-2752
tx-2087.
PK-0100
P4873
Eta-4952
?POC-6151
PJ-1292
NJ-9752
NJ-6083
14J-7181
10Q-6606
FCI-1151 ?
11.7-21$14
50X1
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iNde
CesoseYf/Dt7Y
-11-
Location -- Geographic
UTM
PANTELIM0N N44-29, E26-12 4K-3625
PATULE N44-21, E22-46 FQ-4212
PERSANI N45-47, B25-13 LL-6071
PRSTIBANA DE JIU N44-51, E23-19 m-8168
PESTISANI N45-05, B23-03 FQ-6193
PETROSENI N45-25, E23-22 FR-8533
PIATRA our N44-23, B24-16 KK-8416
PITESTI N44-510 E24-51 LK-3270
',MITA N44-13, B23-12 FP-7499
PLOPI N44-32, B23-01 Pq-6033
POPESTI N44-57 E24-29 L1c-2480
PREDBAL N45-30, E25-34 L14-8839
PRUNISOR N44-36, E22-55 PQ-5241
? PUNGHINA N44-17, E22-56 p41-54O5
RACOVITA N45-41, E24-20 KL-9362
RAMNIMIL vAwBA N45-06, B24-23 KK-9397
RASINA N44-52, B23-22 FQ-8872
ROOOVA N44-28, E22-48 F-426
ROSIUTA N44-52, E22-59 M-5670
ROVINARI N44-55, E23-12 ?FQ-7276
RUDARI N44-08, E23-18 PP-8391
RUNCU N45-07, E23-08 Fa-6797
SACUL N45-34, E22-08 ER-8747
SALCIA N44-09, E22-56 ? FP-5489
SALIONY ? N44-18, E28-07 NK-8603
sAMBATA DE JOS N45-48, E24-49 LL-3075
sARIGHIOL N44-57, 28-51E PK-4678
04/7//c/e91"-6/72/97/...
50X1
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00/7f/06-PI rh51Z.
-12-
Location
Geographic
SECURICEA.
SAPUNARI.
N44-27, E22-3
N44 -304.E26 -50
SILISTRA '(Bulgaria)
N44-07,
E27-17
SIMIAN
N4437,
E22-42
SINAI
.N45-21,
. E25-33
SINCE
N44-389
E28-3
SLATINA ?
N44-25,
E244.22
SLOBOZIA
N44-34,
E27-21.
STANURA.N3RAiliTA
N45-17,
E21-16
STEYANESTI
N44-31,
E26-43
STOLNICI.-
N44-34,
E24-47
.STREHAIA
N44-37,
E23-13
SUMITA
N44-400;21-44
TABNA .
N44-35,
823-02
TALMACIU ?
N45 -4o
E24-16
TARGU 411U
N45-03,
E23-17
TARGDSOR
N44-28,
E28-25
TEREGOVA.
N45-09,
E22-17
TIOANASUL
N44-26,
E22-36.
TISMANA
N45-03,
E22-58 .
TITU.
N44-39,
E25-32
TUILEA
N45-13,
428-48
.TUNSI-
N44-55
$23-26
.TUROINESTI
N45-06 ,
1E23-19
. .
TURNU MAGARELE
N43-45,
-52
-.TURNU.-ZEVERIN
N44-3811?22-40.
N44 09,*6 43 .
Not available
MK-8727
NJ-2085
FQ-3541
LL-8723
PK-3744
KK-9023
NK-2935
ER-W13
MK-7929
LK-2?
FQ;7343
Eq-606
? PQ-6139
KL-866o
Pa-7990
PK-1224
FR-0100
Not available
pa-5390
? LK-8446
PL-4104
Pla-9370
Eq-8396
LJ-2846
pa-3244
NJ-7788
a.
4,a/Y77,7Z-
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Location Geographic
UTM
URSATEI N45-05, E23-11 F-7294
URZICENI N44-43 E26-38 MK-7151
VALEA ANILOR N44-22, E22-55 F41-5314
VALEA NEAGRA N44-19, E28-33 PK-2505
VANjULET N44-26, E22-47 pq-4222
VANJU MARE N44-25, E22-52 pq.4921
VIDA N44-16, E25-30 LK-8103
VIEASU N44-21, E22-49 FQ-4513
VINTILA BRATIANU N44-49, E28-53 PK-5062
VIADENI N45-46, E25-22 LL-7370
VRATA N44-12, E22-51 FP-4795
VERCIOROVA N44-43, E22-29 FQ-1753
A. HIGHWAYS AND HIGHWAY BRIDGES
50X1
50X1-HUM
The dimensions reported seemed to be fairly accurate (within
10 to 20 percent), as verified locally In all oases the
width of the roads as reported was the width of the traveled way. On un-
paved roads, however, the shoulders were not clearly defined, and there was
greater possibility that the widths reported were erroneous.
Clearance under the bridge was the distance from the lowest truss chord
or girder to the water or ground. In the case Of deck-type arch bridges, the
clearance was the vertical distance from the underside of the apex of the arch
to the ground or water.
On girder-through bridges the height of truss was the overhead clearance.
1. LiallaILURN_Ia?....EVERIN.-ALEH_AREST 50X1-HUM
The official name of the highway was State Highway Turnu-Severin -
Bucharest via PITESTI.
/(7/P-/i) t.,y
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-14-
a. Location and Oven.All Description (See Annex A)
The highway was approximately 340 km long and extended in a
westerly direction from BUCHAREST to TURNU-UVERIN via PITESTIp About two-
thirds of thewearing course was compacted gravel and one-third concrete.
Plans had been made and construction had begun to pave the gravel wearing
course with asphalt.
b. Detailed Description of Highway by Sectors
(1) Sector TURNU-SEVFPIN CRAIOVA
The length of this sector was 115 km. The wearing course
of a,40 km sector from CRAIOVA west to 0Q-0333 had been paved with asphalt
by February 1958. A project to pave the entire sector was begun in 1955 and
was to be completed in 1960. The remaining 75 km had a compacted. gravel
wearing course. The width of the gravel wearing course was estimated to be
6 m, that of the asphalt wearing course 7 or 8 m. It was an all-weather
road in fair condition. When potholes developed, they were repaired in one
or two days by local farmers or villagers who were responsible for the main-
tenanoe of certain portions of. the sector.
On both sides of the highway, along almost the entire sec-
tor, were 25- to 50-cm-wide compacted dirt shoulders. Earthen drainage
ditches about 1 m wide and 50 cm deep extended along both sides of the sec-
tor except for a section with a steep grade (see para.A 1 c (7) below)owhere,
only one drainage ditch existed, and for a section built on a fill (see para.
A 1 c (3) below), about l km east of TURJNU-SEVERIN, where no drainage
ditches existed.
50X1
The terrain from TURNU-SEVERIN to TABNA was mostly rolling
farm country with stony soil. From TABNA to CRAIOVAp the terrain was gentle
rolling hills with some deciduous woods and farms. an
average of 200 to 250 vehicles of all types used this highway sector in a 24-
hour period. 50X1 -HUM
(2) Sector CRAIOVA-PITESTI
This sector was about 125 km long. The wearing course was
gravel and, with the exception of one dangerous bottleneck near BUS (see
para.A 1 0 (16) below), was in fair condition. This sector was to be paved
with asphalt as soon as the Turnu-Severin Craiova sector was completed.
The highway passed through gentle rolling foothills near CRAIOVA and through
larger ones near PITESTI. There were numerous deciduous woods along the
entire sector0 Compacted dirt shoulders 25 to 50 cm wide extended along both
sides of the highway. There were earthen ditches about 1 m wide and 50 cm
deep on both sides of the highway. An estimated 200 to 250 vehicles of all
types used this sector in a 24-hour period.
( 3)
Sector PITESTI -BUCHAREST ?
This sector was about 100 km long. The wearing course was
concrete, about 8 m wide. The highway had been paved with concrete before
World War II and was maintained in excellent condition. There were no bottle-
necks. Compacted dirt shoulders 25 to 50 cm wide were along both sides of the
highway, and adequate drainage was provided by earthen ditches about 1 m wide
and 50 am deep on both sides of the ?highway. An estimated 350 to 400 vehicles
of all types used this highway in a 24-hour period.
).ek07-ir/o,DEgY77/47-1....
?'
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d
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Bridges and Bottlenecks .
-There were '1
onthis highway.
they were all over 10 tons because he had driven over them with
. gross loads of at least 10 tons.
? .0.1; 00;
-15-
? ' ? fid
? ? ? ?
50X1
50X1 -HUM
50X1 -HUM
(1 Bridge near TURNU-SEYERIN (See Annex B, Itew 1, for location;
see Annex C for sketch.) . 50X1 -HUM
This bridge was about 600 in east of TURNU-SEVERIN at about
. FQ-3243. It spanned an unknown. stream.. It was a single-span, earth-filled
Hvandiel, concrete arch bridge. The over-all length was about 10 m. The
'wearing course: was asphalt and about 6 to 8 m wide. There were no sidewalks,
' although meta14uardraile about 1 m high were constructed on. each side of the
bridge. Overhead clearance was unlimited,; 'The surrounding terrain was marshy,
?and a vehicle would have difficulty fording the stream. Th 6 bridge was built
before Wbrld War II.
Annex 13 for
(2) Topolnita Bridge (See Annex-Bo Item 2, for location; see
sketch.)
This was a half-through Howe multiple-span steel bridge in
good Condition. Its three spans were 'each' about. 8 to 10 in long0. The wearing
course-was cobblestone and was about 8 in wide. -There Were sidewalks 1.m wide
on both sides. The overhead clearance was unlimited and the underbridge
clearance was 4 m. There were 'six round concrete piers about 40 cm in diameter.
The best location for fording the river was-about 20 m south of the bridge,.
Where the river bed consisted of hard-packed eand and gravel. This bridge
spanned the Topolnita River at FQ,-3343.
(3) Fill (See Annex B, Item 3, for location..)
This fill began about 1.5 km east of TURNU-SEVERIN and was.
about 1 km long. It was about 2.5 in high, surrounded by marshy terrain, 'and
of racks, 'earth,' and gravel.
(4) Poroinei Bridge (See Annex Ek Item li for location.)
This bridge spanned the foroinei River at FQ-3940. It
was a wooden bridge* about .6or 7 in wide and about 10 in long.- The wearing
course was gravel, the deck of wood. Source was unable to recall further
.details nor was he able to sketch this. bridge. The river bottom was, hard-
'Packed sand and gravel)and the best location for fording was about 10 in
north of the bridge. ?
(5) Balotei Highwar A
OverpassSee Annex E, Item 2, for location;
See Annex F for
i4Icetch.)
Thie was a steel, through-plate girder bridge at-M-4341.
It was in goocitondition. It' spanned a single-track railroad line. The .
wearing course Was gravel. and about 6 to 8 m wide. It had unlimited over- ?
head clearance. '
? .??
50X1 -HUM
50X1 -HUM
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CeifYP/Z,E#07719-2..
50X1
(6) Highway Bridge (See Annex IS, Item 3, for location;
see Annex Tfor
sketch.) 50X1-HUM.
This pony-truss bridge spanned the Husnitei River at Pa-5241.
It was Wooden and had an 8-m-wide wearing course. It had an unrecalled number
of woodeh piers, each about 40 am in_diameter, it50X1-HUM
before World War II; it was still in good dOndition. Overhead clearance wai
unlimited. The terrain was soft and muddy and the current was swift.
50X1-HUM
(7) Balota Mountain Bottleneck (See Annex E, Item 4, for lom4-1nn-1
50X1-HUM.
This bottleneck was located on the Helots Mountain and ex-i
?
tended from A-3940 to FA7.4341. It consisted ? 14-km-Zong winding road on
a hi mountainside. The gradient was unknownl
shift into second gear when ascending or descending the mountain 50X1-HUM
automobile.
50X1-HUM
' In 1955 a bypass was built to avoid a ve7 dangerous land-
slide :*ea in this sector (See Annex H for sketch). The
sharpebt curve had a 2i-m radius and another bad curve had an 8-m radius. 50X1-HUM
(8) Water-Covered Sector (See Annex I for location.)
This seotor began approximately 7 km east of PRUNISOR and
extended from F-5939 'to Fq-6239. This sector of highway passed through
marshy terrain and during and after rains was covered with 25 to 30 cm of
water. In winter it was frequently covered with ice. It was not marked with
signs and was very dangerous for anyone not familiar with the area.
when this sector was paved with as
50X1-HUM
it would be raised to a safe level.
50X1-HUM
. () Strehaia Highway Bridge' (See Annex Jo Item 1, for location;
see Annex K for
sketch.) 50X1-HUM
This was a half-through Howe truss bridge at PQ-7543. Itt
was.in good condition and had one span. The roadway was about 6 m wide, and '
50-cm-wide sidewalks extended along each side. Tbm wearing course was asph41t1
and the overhead clearance wee unIiiited. The underbridge clearance was about
3i to 4 m. 50X1-HUM
bridge spanned the Motru-Lui RivOr.
(10) Motru-Lui Highitat bridge.(See Annex J, Item .2, for locatiOn; .
seeAnnei L for akitth.) ? ,
? 50X1-HUM
This condrete btiago it M-8241 spanned the.Motru-Lui River. .
- It Was a through-plate girder bridOe'in exoellent donation. It had 12 round
concrete piers. There were five stAmbe, about.10 is long. The roadway was about'
'8 in wide; two sidewalks, eich about 1 Mmide, extended along both sides. Over-
head clearance was unlimitOIL The.river was ahailow,,with a took and gravel
'bed, and oould easily be forded on both sides of the bridge. .
7 t I
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Cez/Pii,e-cy7/Hz..
-17-
50X1
(11) Filiasi Highway Bridge (See Annex Jo Item 30 for locations
see Annex M for sketch.) 50X1-HUM
This pony-truss half-through wooden bridge at Fq-9937 spaned.
part of an unknown lake. The :roadway was wooden planks and was about 6 to 8 m
wide there were no sidewalks. The bridge had 6 or 8 wooden piers about 5 m
apart. The wooden guardrails were about 14 m high. Overhead clearance was
unlimited. 50X1-HUM
(12) Jiului Highway Bridge (See Annex J0 Item 4, for location.)
This concrete bridge at F-9438 spanned the Jinlui River.
This bridge was the same type and had approximately the same dimensions,
clearances, and spans as the Motru-Lui highway bridge described in paragraph
A 1 0 (10) above. The river was shallow and had a rook and gravel bed; it
could easily be forded on both sides of the bridge.
(13). Bottleneck, Bypass, and Bridge Under Construction (See
Annex N for location.) 50X1-HUM
from 04-0
last Seen
This
section was about 3 km northwest of BRADESTI and extended
731. Construction began during the first part of 1957. When
in February 1958, initial preparations had been completed for
building
span two valleys on the site. The initial preparations in-
a ?r
e
o
61Uded leveling three ':11111tops, removing trees and brush from the site, and
laying fills of earth from the hilltops in certain places. (See Annex:0 for
sketch.) . 50X1-HUM
The new road was to be built about 60 m above the existing
road. Sources of labor were local farmers and villagers, required to "volunteer"
one or two days per week for work on the project, which was under the supervision
Of-Civilian engineers. Construction equipment consisted of picks, shovels, axes,
saws, and horse-drawn wagons. No heavy construction equipment, such ae
bulldozers, graders, etc, 50X1-HUM
the bridge was to be constructed of reinforced concrete0 klans called :or
the project to be completed by 1962. 50X1-HUM
The old road descended into a valley and was very dangerous
because of the poor drainage system and frequent landslides.
(14) Highway Bridge near CRAIOVA (See Annex P for location.)
This concrete bridge at GQ-1816 about 4 km northwest of
CRAIOVA spanned an unknown river. It was the same type and had approximately
the same dimensions and spans as the Motru-Lui highway bridge described in para
A 1 c (10) above. The only difference was that this bridge had an underbridge
clearance of 6 to 7 m.
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1.
bee Annex R
os/-)//..z)E0e)/7-//1Z....
-18..
50X1
(15) Bals Highway Bridge (See Annex q, Item 1, for location;
sketch of this bridge.) ? 50X1-HUM
This half-through steel, pony-truss highway bridge was at
M-6815 in the center of BALS. The wearing course was about 8 m wide. Two
sidewalks About 1 m wide extended along each side of the wearing course. The
bridge was supported by 9 reinforced concrete piers. Overhead clearance was
.unlimited. The bridge was in excellent condition. No nearby fording sitite
were known 50X1-HUM
(16) Dangerous Bottleneck near BALS (See Annex Q4, Item 2, for
location.)
This was a 2-km-section starting about 1 km east of BALS at
.10C-7014 and extending to KK-7215. The highway was built on the side of a hill,
and 'its onlydrainage ditch was not able to adequately drain the
continual flow of water, which covered the highway with a film of slippery mud.
(17)?q1-2-tinia-14-irrhurny Bridge (See Annex Q., Item 3, for location;
see Annex S for sketch.)
This bridge spanned the Oltul River at KK-8822 about 1 km
southwest of SLATINA. It was a steel, pony-truss multiple-span bridge. It
had an asphalt wearing course about 8 m wide with two 1-m-wide sidewalks on
each side. Support was furnished by 15 reinforced concrete piers about 40 cm
in diameter.
Overhead clearance was unlimited. The bridge was in good
50X1-HUM
Condition; it was damaged
during the Second World War but repaired immediately
after the war's end.
50X1-HUM
A
(18) Vedea
Highway Bridge (See Annex T for location; see Annex U
for
sketch.) 50X1-HUM
This
open-spandrel concrete arch bridge atLK-1342 spanned
the Vedea.River. It was supported by an unknown number of reinforced concrete
piers about 35 cm in diameter. The concrete wearing ocurse was about 8 m wide.
Two sidewalks about 1 m wide extended along each side. There were steel guard-
railings about 1 m high. Overhead clearance was unlii-Aed. The bridge was
in very good condition.
weather,
Although the surrounding terrain was mrshy during rainy
the river could be forded on.boch sides of the bri50X1-HUM
during dry weather.
W for
(19) Piteati Highway Bridge (See Annex V for location;
sketch.)
see Annex
This bridge was in PlITSTI at LK-3270. It was a steel,
multiple+truss through bridge and in good condition. It had four spans
.'Supportik b 16 reinforced concrete piers; each pier was about 40 cm in diameter.
l'earsephaead? 4anoe was about 5 m.
The river could be forded on either side; the water was
usually shalloirand had a hard-packed gravel and sand bed.
40gyp/1.7i;orY
50X1-HUM
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Annex Y.. for
(20) Lunguletul Highway Bridge (See Annex X for locatioro afhAh
sketch.) 50X1-HUM
This bridge was about 1 km east of LUNGULKTUL at L1C-8440
and spanned the Dambovita River. It was a concrete slab bridge. The wearing
course was concrete and was 8 in wide; there were two 1m-wide sidewalks on
each side. Overhead clearance was unlimited and the underbridge clearance
was about 2i m. The bridge had eight reinforced concrete piersi.each about
40 cm in diameter. The span length was 8 to 10 m. Normal water denth Wan
about 1 m. No nearby fording sites were known 50X1-HUM
for
=?(-2-1--)?R-ei1road Overpass (See Annex Z for locationj see Annex AA
sketch.) 50X1-HUM
50X1
This bridge was near the city limits of BUCHAREST, at MK-2070.
It was a filled-spandrel concrete arch bridge with an over-all length of about
40 m. The wearing course was concrete and about 8 m wide. Two 1-m-wide side-
walks extended on each side. Overhead clearance was unlimited and underbridge
clearance between normal water level and the soffit was about 8 to 10 in. The
span of the arch was about 15 in. The bridge spanned. an unknown number of rail-
had tracks.
50X1-HUM
s 2. Roads ORSOVA-TIMISOARA
a. Location and Over-All Description
50X1-HUM
estimated traffic density at 200 to 250 ,
vehicles per day. Most of the traffic consisted of 4- to 6-ton trucks whi 050X1-HUM.
when loaded,, weighed up to 15 metric tons. The road was heavily used by oil
and steel industry vehisles.
The surface of the road was concrete from ORSUVA to a point about ?
10 km south of TEREGOVA. This sector was built before Wortd War II. From that
point to SACUL, the surface was sand and crushed rook, and from SACUL to
TIMISOARA, sand and river gravel. The road was in good coneition. The capa-
city limit was not posted; but it was at least 15 metric tory50X1-HUM
The road was generally 8 to 10 m wide. It narrowed in
to a width of 6 to 8 m, but remained wide.enough for 2-lane traffic
There were gravel and sand Shoulders about 35 to 40 am wide on each
concrete-surfaced sector0 there were no shoulders along the gravel
some places
throughout.
side of the
sectors. 1
In the sector from JUPANEC to about FQ-107572 the road was bounded
. on the west side by a sheer rock wall 20 to 30 in high. On the river side of
the road, there was a guardrail 120 to 150 cm high, onsisting of three concrete
rails set on concrete posts 10 in apart. In this sector, the road varied from
3 to 8 m above the river level and was characterized by many sharp curves. 50X1-HUM'
There were three tunnels from ORSOVA to TIMISOARA9 one of which,
"was a few kilometers north of CARANSEBES.
Ithey
were the same width as the road in other parts of the sector.
bridgei along this seotor'of road.
There were three. ,
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earYPAZDaY7/092._
-20-
b. Bridge Data
It had steel, through-type arch trusses on concrete
piers. it was an old bridge, but in good condition. The over-all width of
the asphalt-surfaced wearing course was about 9 m, including an 8-meter-wide
? road and sidewalks 50 to 60 cm wide on each side; the length between abutments
was 80 to 100 m. The height .
'!:'abOve:thewater level was 8 to 10 th and the overhead clearance was Unlimited.
There:was'only one full pier, in the center Of the bridge. The other-inter-
mediate piets were concrete bents; each consisting of two ?Cylindrical concrete
columns. There were three or four steel arnh trusses about 2i"to 3 M high and
20.to?25.th long. The 1.-beams which formed the bottom chord-s had a web020 cm
high and flanges 15 to 29 cm wide
50X1
50X1-HUM
50X1-HUM
50X1-HUM
(2) There was a Concrete arch, deck-type, closed-spandrel bridge
in the center of CARANSEBES. 50X1-HUM
It was an old bridge; but in good condition. The length of the
50X1-HUM
bridge was-80 to 100 m and its over-all width was 10 to 12 in. There was a 40..
to 50-cm-wide sidewalk on each side of the roadway, with rails on both sides. 50X1-HUM'
It had an asphalt-covered wearing oourse. The height above the water level
was 6 to 8 m; the overhead- clearance was unlimited.
? .(3) Another Concrete ardh, deck-type, closed-spandrel bridge was
in-the center of LUG0j..
The length of the bridge. was 150 m and the over-all width was V) to 12 m. 50X1-HUM
There was a 40- to 50-cm-wide sidewalk with a railing on each side. It had 50X1-HUM
an asphalt-covered wearing course. The condition of the bridge was gowl 'Tta
Overhead -clearance was unlimited. The intermediate piers were concrete
. Road: CRAIOVA-ALMANDRIA-BUCHAREST
50X1-HUM
a. Location and Over-All. Description
50X1-HUM
about 400 to:5010'vehicles used this road in a 24-hour period. From
CRAIOVA to ALEXANDRIA the road had a gravel surface. From ALEXANDRIA to
BUCHAREST it had an asphalt surface. .The condition of the road was very good.
Its capacity was not posted, but drove a 10-ton truck over it.
The traveled way from CRAIOVA to ALEXANDRIA was 8 m wide; from ALEXANDRIA to
=HAREM it:was about 10 m wide. The shoulders were of hard-packed e and
? -.gravel about 30 to 40 cm wide. There. were no significant cuts or fills.
railroad 'crossings were all grade crosaingt." Their locations
, There were 110 Significant grades.. re
were.six bridges along :this route. .
14017:/?ber)/77/514....
'50X1-HUM
50X1-HUM
50X1-HUM
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?
.?b. Bridge Data
cor-Y1=,4z,s4-tyr/nzz_..
-21- ?
(1) The Stoenestii Bridge at W-004889 crossed the Oltul River.
It was in good condition. The length of the bridge was 50 to 60 m and the
width was 8 to 10 m, including lm-wide sidewalks. There were iron picket
railings on both sides. The height above the water level was about 3 m. The
bridge had a concrete superstructure and columna' (7.onc,r,Ae piert. The abutments
Were of masonry construction, sloping at a 450 angle. The intermediate piers
were cylindrical columns about 35 cm in diameter, two to each pier. The
columns were Surmounted with 1-m caps. The thickness of the bridge structure
from the asphalt surface of the roadway to the pier caps was about 35 cm.
There were 5 spans, each about 10 m long. During dry weather traffic was able
to ford the river on both sides of the bridge. The normal depth of the river
at this point was about 1 m.
?
50X1 ?
(2) The Alexandria Bridge at W-671706 crossed the Vedea River.
The length of the bridge was 35 to 40 m and the width 8 to 10 m, including 50X1 -HUM
? 1-m-wide sidewalks on each side. The condition of the bridge was good. It
was a multiple-steel ?truss. through-type bridge.
the intermediate piers each consisted of two 50X1-HUM
cylindrical concrete columns about 35 cm in diameter. The bottom chord of
the trusses was about 30 cm wide. The number of spans was unknowns but50X1 -HUM
estimated each span to be about 6 to 8 in long. There were three truss sections,
each about 10 m long. The height above the water level was about 3 in. Over-
head clearance was 4i m and the capacity, which was not posted, was at least
10 tons. The river depth at this point was about 11 m. The river bottom was
soft. The nearby terrain was also soft; Source knew of no bypass possibilities.
' (3) The Teleorumanul Bridge at W-726743 spanned the Teleorumanul
River. It was about 40 m long and 8 to 10 m wide, including 1-m-wide sidewalks ,
with wrought-iron guardrails on both sides. The condition of the bridge was
good; its capacity was at least 10 tons. It had a concrete arch on 3oncrete 50X1-H UM
bents. each of the inter-
mediate piers consistea or two conarete columns about 40 am in diameter. It was
a five-span bridge: the three center spans were about 10 m long and the two end
spans 2 to 3-m long. The height above the water level was 2i to 3 m and the
overhead clearance was unlimited. The bridge had a concrete wearing course.
There were no known bypass possibilities. The river at this point was about 2 in
deep. The river bottom and nearby terrain were soft.
?
(4) The Podul Neaelovului Bridge was at MK-089035. It was about
40 in long and 8 to 10 m wide, including a 40- to 45-cm-wide sidewalk on each
side. The condition of the bridge was good; its capacity was at least 10 tons.
The bridge had a concrete arch on concrete bents. Source was not able to
describe the abutments but said the intermediate piers each consisted of three
Cylindrical columns of reinforced concrete about 60 cm indiameter. There were .
three intermediate piers: both end ones were shorter than the center pier and ?
were. built into the 'earth embankment. There were two main center spans, lengths:-
unknown. The end span on each end of the bridge was shorter by an unknown
amount than the center spans. The height above the water level was about 3 in, ,
and the overhead clearance was unlimited.. The river bottom was soft and offered
no bypass possibilities. There was an iron-picket rail about 120 to .140 am high
on each side of the bridge. The bridge had an asphalt wearing course.
?
Ct9r/P1DI aY7n9-1...
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eev-Aicizc7)/ 7451Z...
-22-
? (5) The Podul'Sabarului Bridge was'at MK-179127. It was about
20 to 25 m long and 8 to 10 m wide, including a 40-.to 45-cm-wide sidewalk on
-each eide. There was an iron-picket railing on each side, 120 to 140 cm high.
The condition of the bridge was good; the capacity was at least 10 tons. The
type. of bridge was a girder or concrete slab on concrete bents. Souroe was
not able to describe the abutments but said the intermediate piers. were con-
crete bents with an unknown number of cylindrical concrete columns, each about
60 cm in diameter. There were two main center spans. The end spanS were shorter
than the center spans by an unknown amount and rested on pier bents, which were
shorter than the center pier. The height above the water level was 14 m and
the. overhead clearance was unlimited. The river at this point had a soft bottom
and there were no bypass possibilities. The water was about 2 m deep.
:4. Road: TURNU-SEVERIN TO MOIPAVA VECHE
50X1
50X1 -HUM
a. Location and Over-All Description
50X1 -HUM
there were many
sharp short curves from ORSOVA to BAZIAS. (See Annex BB for details of high-
way and railroad crossings at OURA VAII.)
About 20 to 30 vehicles used this road in a 24-hour period. Prom
TURNU-SEVERIN to a point about li km soUtheast of GURA VAII0 the surface was
asphalt; there were also two asphalt stretches, each 3 km long, one east and
the other west of ORSOVA. The rest of the road was surfaced with sand and
crushed rock or gravel. The width of the traveled way tcomMINU-SEVERIN to
ORSOVA was about 8 to 10 m; in the sectors ORSOVA-DUBOVA, DRENCOVOSUMITAD
and CORONINI-DIVIT, the road was 7 or 8 in wide; in the sectors DUBOVA-DRENCOVO,
SUMITA-CORONINI, and DIV1T-BAZIAS0 the road was generally 4 to 5 m wide except
in the first sootorlwhere there were three 6- to 8m-wide sections at the
following plsices: from EQ-994380 to EQ-980362 (about 2.5 km), from EQ-851319
to EQ040328 (about 1.2 km), and from EQ-818382 to EQ-802401 (about 2.6 km).
()the& than these three wide places, there were only occasional turn-outs in
the sector DUBOVA-DREOCOVO.
.Shoulders existed only on the asphalted sectors and were about
35 am wide, of crushed rook and sand. On the graveled sectors, Source was
not able to distinguish between the traveled way and the shoulders (if any).
From DUBOVA to DRENCOVO, SUMITA to CORONINI, and DIVIT to BAZIAS, moat of the
road was cut into the sheer rock: bank of the Danube River. In these sectors,
the rock wall into which the road was cut often overhung the toad, forming a
partial tunnel. There were many rock falls and slides. The road level along
these sectors varied from 1 to 7 m above the water leve). of the Danube River.
Most of the. river bank was revetted with a rook wall. All of these sectors
out through rock were posted at 16 km per hour and 6 m vertical clearance.
The north side of the road from FQ,-261439 to FQ-249449 and from FQ-227476 to
FQ-178521 was flanked by an almost vertical retaining wall of cut stone,
reaching a height of 35 to 50 in in some places. There were ho signifioant
or limiting grades.
?
? '4,
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DffYPi ,Z) 6.0 THFZ...
The railroad railroad crossings were all Vrade crossings.
For additional details of railroad
see Annex Bi30) .
crossings at OUR. VAII
50X1
50X1-HUM
50X1-HUM
? In 1956 and 1957 a drainage ditch about 2.5 km long 'was built on
the north side 'of the toad west of TURNU-SEVERIND 14 the Improvement Section
(Sectia Ameliprarii) of.the.Forestry Ministry, for soil erosion control. It
was intended to carry oft the Waste water of the Turnu Severin Power and .
Water Plant and the excess run-off from the slopes above the road. It crossed
under,the'road through a culvert at SI-276429 and drained into the Danube River.
It. was faced with concrete about 20 dm thick and was trapezoidal in cross-section,
AO)... cm _14 i d e at the bottom, about 2 m wide at road level, and about 1 m ?
':deep. The uphill embankment was faced with concrete for an addition.1 80 to
1,100 Cria There wa a '10-0m-high concrete curb between the road and. !anis ditch.,
'(See Annex CC for sketCh of a civilian POL and coal depot near 50X1-HUM
ORSOVA.)''
b. Bridge Data
(1)
it spanned. the Jidostita Blver. It was a steel. Howe-truss .through bridge
wl.wia length' of 40 m and. a Width of 8 m, including two 35-cm-wide sidewalks:, 50X1-HUM
The distance between the abutments at river level was about 30 to 35 m. The
abutments were made of stone. -On the west end of the bridge the, stone abut-
ment was vertical; on the east end, it was vertical for about 2 m and then
sloped back from' the river at about a 45? angle. There were four or five
intermediate pier bents, each consisting of, two cylindrical concrete columns
at, least 30 cm in diameter. There were five.or.six spans4lAtt there .were only
two steel girders. The condition of the 'bridge was good. Its height above
the water level was 4i to Sm and the overhead clearance was unlimited; the
steel' trusses were about 5 to 6 m high.- The bridge capacity was not posted
but was at least 10 tons. The wearing course of the bridge was cobblestone.
There were no bypass possibilities in the immediate vicinity of the bridge
because of the sharply sloping banks. In. 1956 and 1957, both sides of the
river bank' upriver from the bridge were revetted with concrete by the Ministry
of Roads. On both sides the revetment started off, at bridge level and sloped
down to a.height of about l m above the water level. On the northwest side,
. 'the new revetment extended 300 to 350 m and on the southeast side about 180 50X1-HUM
to 200 me
50X1-HUM
(2)
it spanned the.Vedita River0 was a steel arch-truss on concrete bents,
ut 50 in long And 8 to 10 M wide. There were no sidewalkS0
the river banks had a slOpe of about
35 'degrees from the abutments down. to the Water level. The intermediate piets,
number unknown, were concrete bents with eylindridal concrete columns about'.35
cm in' diameter. The number And length of' spans Were unknown but there were ?
three steel.arch.trusses. The condition ot the bridge was good. Its, height.
above the water level was about g m And the Overhead clearance was:unlimited;'
the steel arch spans were 2i to 3 m high0 the capacity was at
1eatt?10 tons. '
? '
It Was possible ,to bypass the bridge on the north side,.
.Where theriverbottom was solid.
?
04 f)/ F pt) ?,9L.
50X1-HUM
50X1-HUM
50X1-HUM
50X1-HUM
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it spannedthe uerna River. It was a steel arch-trues on concrete bents
(3)
abOt 120 to 150 m long and 8 to 10 m wide, not including a 40- to 45-cM-wide 50X1-HUM
Sidewalk on each side.. Source was net able to.describe the abutments but
said the intermediate piers, number unknown, each consisted of three cylindrical,
concrete columns 60 to 80 'cm in diameter. The number of spans was unknown;
there Were about six or eight steel arch trusses, each 20 to 25 m long. The
condition'of the bridge was good; its wearing course was of asphalt. The
height above the water level was 6 to 8 ss and the overhead clearance was about
6 to 8 ';-the steel arch trusses were supported by overhead cross bracings. 50X1-HUM
The depaoitY Was unknown.
Ca77',40
50X1
50X1-HUM
(4) uource did not know the name of the bridge at FQ-083487 but
it spanned the Jeselnita River. It Was a steel arch-truss on concrete
bents about 2 to 10 m lona and 8 to 10 m wide. There were no sidAwi4k6 on
either side0 hthe river
banks from the abutments down to the water level were faced with river stone
and sloped about 60 degree's.- The intermediath piers were concrete bents, each
With two cylindrical concrete columns 50 to 60 am in diameter. There were
four spans and two steel arch truspes. There was one pier under the juncture
of the two steel arches and one pier under the center point of each arch. The
bridge was old, but in good condition.: Its capacity was at least 10 tons and
it had unlimited overhead clearance. The height above the.water.level was
about. 3 m. '.The bridge' had a gravel wearing course.
, Fording the river was possible about 10 m upriver from the
bridge, where the banks sloped gently and the river bottom was firm.
5. Road: FUNDULEA-MANASTIREA
50X1-HUM
50X1-HUM
'About 300 to 350 vehicles per day used this-road. See Annex DD for
the alinement of the sector FUNDULEA-LUPTATORI.
The road
surfaoe was gravel and sand; it was in fair condition. The width of the road was
about 8 to 10 m. There were some minor, but no significant grades.
Thera were many ?averts made Of half-sections of corrugated pipe;
they were 2 to 23 m high, 4 to 5 m wide, and encased in concrete. There were
no bridges.
:
-
The road from LUPTATOkl to CAWASI through CAROL1 was used very
little..
? .Roads %CHARM-FUND -1.001-CALARAS/
600'to 700 vehicles used 'this
About
road daily.
Thilesphalting of -this road began before . 50X1-HUM'
World War II and.was.00Mplete&as far as PUNDULEA.? The project was resumed in
1954 'and, in 1957,' was completed as.fdr s CALARASI. The condition dr the road
was veil. good.., It was about 10 m wid0i4noluding a 50-om-wide graveled shoulder
on.eadi aide. It was a fairly straight.and level road,' with no significant grades.
There were .no significant bridgps.
50X1-HUM
T.TWEline'l"tilf?--reArl*V?e'll-rtrarrvicr;Ir
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?0077/e?,t--04etr-h5tz._.
-25-
Roads BUCHAREST-URZICENI-SLOHOZIA-DOROBANTULmCONSTANTA
50X1
50X1-H UM
Over 1000
vehicles per day used this road. It was asphalted during World War II along ? 50X1-H UM
.itii_ii.e.egth; its condition was very good.
The road was about 10 m wide, including a 50-cm-wide gr50X1-HUM
shoulder on each side. It was level and straight, and had no significant gradeC
. At HARSOVA, there was no bridge across the Danube River, and road
.traffia.was ferried across by two identical diesel boats, each carrying up to
20-trUcks. :?The crossing point was at NK-695555, and it was called the Harsova
Ferry, Both boats operated simultaneously, and the trips left each shore ?
about every half-hour. A oneway trip across the river required 15 to 30
%? minutes0 There was 24-hotir service.. A Security Police EM armed with a PPSh
*Submachinegim was stationed at the ferry terminal on the left bank.'
The only significant bridge on this road was at MK-660706. It was
called podul Ialomitei and was built during World War II, It was a concrete
slab bridge, 25 to 30 m long, 10 m wide, iricluding the sidewalks, and about
3
in high above the water level. The intermediate piers, number unknown, were.
poncrete bents, each with two concrete columns, which were rectangular (50 x
40 cm) in cross..section. The road on the bridgewas surfaced with asphalt.
There were iron-picket' guardrails on both sides, There was no bypass possibility
because of deep water and a soft river bottom.
8. ? Road: PLOESTI--Bucharest Outskirts-SAPUNARICALARASI 50X1-H
It was not open to traffic because it was under-
going improvement by an unidentified 'battalion, of the Military Construction
Forces (Fortele.Militare de Constructie .T.F.MC), which Was asphalting the entire
sector and, at the same time, widening the road to 10 or 12 m. As of early.
1958, the sector PLOESTI-STEFANESTI-Waill'oompletedj the sector STEFANESTI-SAPUNARI
was being asphalted, and earthwork was under way in the sector SAPUNARI-CALARASI..
TheSector.BUCHAREST-SAPUNARI was called locally ."the Military Work Site"
,(ChantierutArmatii)., The FMC battalion.was equipped with bulldozers, truck-
'taunted and:traoked power shovels, dump trucks, rollers, and other unidentified
road construction equipment.'
'Roads BROSTENI-STREHAIA.
50X1-HUM.
About '60.
to vehiclelaper day used this road, wnicn nad a sand ana gravel .surface; it-
was. in fair oondition.:. .The road was 10.m 50X1-HUM'
wide-and very level throughout.
-The bnly-bridge-in this sector was at F41.699560 and was called Podul
Motului.Lupsa. ? It was.an.old timber-trestle.bent bridge in fair' condition,
With-a.capagity up. to 10 tons.. It was. 30 in long, 8 in wide, and 8 in above the ?
water level,. The Wearing course was gravel. The, river was very swift and Was
subject to f1d04,ing-in spring' andwinter..
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Gery-4=494-7-66,77,,erte.
-26-
50X1
10, Road: BAIA DE ARAMA-TISMANA-PESTISANI-URSATEI-BARSESTI-TARGil Jill
-50X1-HUM
100 vehicles per day
8 to 10 m wide,
there were plans to asphalt this road from BAIA DE ARAMA to T5oxi -HUM
JILT because of the proposed oonst c ion at CLOSANI of a lar :e lumber mill ana
AUnvi+
50X1-HUM
used, this road, which had a gravel surface and was
15 to 20 IRTA trucks to haul sand and gravel from RUNGU50X1-HUM
thple sector of the road, possibly in preparation for the
as alt work. The. condition of the road was fair.
50X1-HUM
There was only one significant bridge along this road. It was
at Fq-463840 and was called Podul Motrului la Apa Neagra. It was a woodenm
trestle bent bridge, about 10 to 15 m long. 8 m wide, and 20 m high, with at
least 3 spans. The road surface on the bridge was made of split or sawed logs
laid transversely, with no earth, gravel, or sand wearing course. There were
wooden guardrails 160 om high on each side0 capacity at
9 or 10. tons. The river banks at this point were almost vertical, and
was no bypass possibility. 50X1-HUM
50X1-HUM
Like most wooden bridges in Rumania this one was
made of oak (salaam), The only preservative treatment was scorching or charring.
11. Roads FLORESTI-BAIA DE ARAMA
50X1-HUM
About 50 vehicles per day traveled this roan, wnion naa a gluvw.
sand surface. Its condition was fair The
road was 8 to 10 m wide, including shoulders. The po n a' -;70;._ wal 50X1-HUM
top 6f a hill. The approaches to it from BAIA DE ARAMA and from rct-4737. rs
fairly steep. Along this sector there was a steep drop-off on the east side of
the road into the valley; there were no guardrails. There were many rook falls
on this sector from the upper slopes. 50X1-HUM
There was only one bridge on this road, at FQ-515617,
it had a concrete superstructure. It was 6 to d m long and
8 to 10 m wide, including a sidewalk on each side; it was 4 or 5 m above the water
level. The wearing course was gravel. There was no bypass possibility in the
immediate vicinity. 50X1-HUM
12.Roal,...1,10'...ILLILAN A
50X1-HUM
OROTA was a summer resort area. BALLY, hrlicULANE kUAKA) was tne
railroad station for the village of BAILE HERGULANE.
Cerfef/c2D-e0Y-77/92.
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CAsniFiDe7Y77/47L.
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Location and Over-All Description
50X1
50X1-HUM
.From the railroad station to HAILE HERCULANE the road was sur-
faced with concrete; it was asphalted in 1956 from HAILE HERCULANE to 70TA.
The condition of the road was good. 50X1-HUM
road was .8 to 10 m wide and had sand and gravel shoulders 40 to 50 am wide
along all seotors. The road was generally 3 or 4 m above the water level of
the. adjacent river. There was a concrete post guardrail on the river side
along the entire road. There were no significant grades.
b. Bridge Data
(1)
50X1-HUM
It was a deck-type bridge with a concrete
superstructure. It was an old bridge but the suoerstructure and the concrete
. 'Wearing course were in very 'good condition. 50X1-HUM?
The
bridge was 25 m long between abutments and about 10 m wide, Including a 50-cm-
Wide sidewalk on eadh Aide. There were wrought-iron guardrails on each side,
about li'm:high. The height above the water level was 4 or 5 m, and the over-
head clearance. was unlimited. Source did not know the bridge capacity. There
was no leasable bypass in the immediate vicinity because of the steep river
banks.?'? 50X1-HUM
It was a steel arch-truss through-type bridge
about 30-?ong between abutments and 10 m wide, including a 50-cm-wide side-
walk on eaoh side. It' was an old bridge but in very good condition; the
wearing emir's? wan. cionorete. .The height above the water level was 24 to 1 m
siald the overhead clearance 'was unlimited0
there were three steel ar50X1-HUM
trusses.. ;Capacity and. bypass data were unknown.
13)
50X1-HUM
It was a steel arch-truss through-type bridge
about 60 to 80 m long and about 10 m wide, including a 50-cm-wide sidewalk on
eadh side., It was an old bridge but in very good condition; the wearing course
'was cobblestone. The height above the water level was 8 to 10 in and the over-
head ?leaven?e was unlLmited. The bridge had six to eight steel arch trusses,
each about 5 m high. Bei:muse of the steep river bank there was no possible
bypass in ihe immediate vicinity. Capacity was unknown.
,
(4)
50X1-HUM
It was a wooden-trestle bent bridge, in good I.
condition, about 10.to_12 t long And about 8 m wide. There were wooden guard-
rails on each side.- The height above the water level was 8 m and the overhead
clearanmWes:unlimited. Its Wearing course was cobblestone. The intermediate
piers.were*aden trestle 'bents and there were two spans; the type of Abutmer+e wl"2
unknown.,4e6inie otthe'eteep and high river banks there were no bypass 50X1-HUM ?
possibilitieCin the immediate vicinity. There was a posted load limitr------1
The bridge was built in 1956. 50X1-HUM
-it was a' temporary structure to be replaced by a Permanent bridge.
4.
J
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. r
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13. Road: wfURNU-SEVERIN TAEGU JIU
50X1 ?
50X1-HUM
a. Looation and Over-All Description
50X1-HUM
curve never existed and the road at
this point was straight and bounded on both sides by level truck farms (see
Annex 00). The road was surfaced throughout with crushed rook, river gravel,
and sand. The condition of the road was fair; there were occasional potholes,
bUt no washboard. Robk and sand were occasionally stockpiled along the road-
side for maintenance. The top average speed was about 100 km per hour. The
road capacity was unknown. It was 10 m wide, including the shoulders, and
about 250 vehicles per day traveled it throughout the year. The point at
FQ-405560 was the top of a hill. The approaches to it from FQm348500 and from
FQ415564 were both steep grades, requiring first or second gear for loaded
'truoks. In wet weather, these grades were very slippery and trucks often had
to use tire Chains. This sector frequently iced over in the winter. There,
was a similar grade rising from FQ-488575 to FQ-492582, and dropping off to
FQ-513589. There was a sharp downgrade south from FQ-489575, with no guard-
rails. From ROSIUTA to FQ-600780, there were many steep grades and many
sharp curves; the road was slippery in wet weather.
? b. Bridge Data
(1) HHighway bridge.at FQ-3224460 This bridge, called.Podul
din Bariera Jiului, was a concrete Slab bridge 8 to 10 m long, about 8 m wide, .
and'6 or 7,m above the usually. dry riverbed.. The.wearing course of this bridge
was earth.' There were iron-picket rails on both sides, about 1i m high. The
river banks.were very.steep,.almost vertical, and there was no bypass in the
immediate vicinity; however, Source, pointed out bypass routes through the fields
east of,the road '(see Annex GO)..
(2) Highway Bridge AtIFQ343493. It was called 1,1/4)&1
Topolnitei and was a concrete arch bridge on concrete bents, open-spandrel,
deck-type, 50 to 60 m long, about 10 m wide, and 6.to 8. m above the river at
the peak of the arch. There were -concrete sidewalks on both sides, 50 cm wide,
and iron-picket rails 4 m high.' .The wearing coursa the,. as earth. 50X1 -HUM
I The con-
graW oems.aa0MOOnS1StOd Of two cylindrical concrete columns about 50 om in '
diameter.. The river bottom at this point 'was firm and the banks were not steep;
fording was possible
.(3) Highway Bridge it P4483572.' It was called i)odul Cosustei
and rap in the village of CIOVARHASANI. It was similar to the bridge described
in paragraph A 13.b (2) above. It was 80 to 100 m long and 10 to 12 m above the
river .There were no bypass Possibilities.
.(4) Highway Bridge at pq-560619. .It was called Podul Hotrului
and watualso 'similar to the bridge described in paragraph A 13 b (2) aboveiexoept
that it was 35 to 40 M long and 5 to 6 m above the river. There Were no bypass
poseibil.ities in the imMediate vicinity.
APZVYrify-4....
Mffinceriett,:ten
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?
/Cior)i fAt;y7y77,272..
(5) Highway Bridge
Podul Jiului and was also similar to
b. (2) abovejexcept that it was about
The wearing course of the bridge was
?
-29-
50X1
at approximately Fq-7789. It was called
the bridge described in paragraph A 13
150 m long and about 15.m above the river.
cobblestone.
14. Road: CALARASI-MANASTTREA-OLTENTTA
50X1-HUM ,
RDOUt 200 to vehicles per day traveled this road. The
The
road had a gravel surface from CALARABI to ULMENT, and an asphalt one from
ULM' to OLTENITA. the entire road was to be asphalted. 50X1-HUM
The condition of the read was unknown. The road was 10 m wide, including
the shoulders.. There were no significant grades and no major bridges. The
road was not subject to flooding, but Snow drifts tended to pile up on it
during the winter.
15. PUNDULEA-OLTENITA
50X1-HUM
The road had a gravel
surtace in fair condition, and was about 10 m wide, including the shoulders.
There were no significant grades or major bridges, this road
was suitable .for heavy traffic only in dry weather. 50X1-HUM
? 16. BLCHARE3T-BUDEBTI-0LTENITh
It was surfaced with concrete slabs, probably around 1936 or 1937,
and was in excellent condition. Traffic density was 500 to 600 vehicles per
day. It was about 10 m wide; plus graveled shoulders on each side about 50
cm wide.
50X1-HUM
The only major bridge along this road was in the city of BUDEBTI.
It was a conorete arch bridge on concrete bents, and was about 25 m long, 10
in wide over-all, and 4 m above the water level. The concrete bents, number
unknown, were about 3i m high, while the arches curved up another 50 to 80 cm.
There were no overhead obstructions. There were sidewalks and guardrails on
bothIsides.
. ?? .
17. BUOHAREST-kUSE(Bulgaria)
a: Location and Over-Al]. Description
50X1-HUM
traffic density at 500 to 1000 vehicles per day. The surface was
concrete slab, about 10 m wide, with gravel Shoulders 50 cm wide. The entire
road, which was built several years before World War II, was in very good condi.
titan it was level throughout.
etpeyeAlp,0?09/
?
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'
ea
.1
b. Bridge Data
1/7/f/?.D4-0)/7-1/c1/___
_30-
(1) There was a bridge at MK-263086 called Podul Sabarului
la Jilava. It Was a concrete slab bridge with a concrete road surface, and
was in excellent condition. It was 35 to 40 m longs about 10 in wide, and 3
to 4 m above the water level. There were six or seven spans. In the center
was a full concrete pier, about 1 in thick at the bottom, and tapering., to
about 1 in at the top. The other piers were concrete bents, each with two
cylindrical concrete columns 50 cm in diameter. There were sidewalks on both
sides of the road, and guardrails 120 to 14o cm high. There were no overhead
obstructions. The bridge accepted. all loads of vehicular traffic. The nearby
terrain was marshy, and Source said there were no bypass possibilities.
50X1
(2) There was a bridge at MK-254071 called Podul Sabarelului.
It was a concrete slab bridge in good condition, with sidewalks and guardrails
on each side. It was about 20 to 25 in long, about 10 m wide over-all, and li
to 2 m above the water level. Source did not know the number of spans, nor
could he describe the abutments; he said the intermediate piers were Concrete
bents, each with two cylindrical columns, 50 to 60 cm in. diameter. There
,? were no overhead obstructions. Source did not know the capacity, but the
? bridge accepted all loads of vehicular traffic.. The banks of the river at the
.bridge site sloped g entlyy but the nearby terrain was marshy, and made by-
passing impossible.
' (3) There was a bridge at MK-248024 called Podul Argesului.
It was a through Howe-truss steel bridge in one section, with a concrete
road surface. It was in good candition. It Was 70 to 80 m long, about 10 in
wide, including a sidewalk on each side, and about 5 M above the water level.
Source. did not know the number of spans, but there were intermediate piers of
concrete bente,.each with two cylindrical columns. The steel truss was about
6 in high, braced overhead, and the overhead clearance was 5 to 5i m. Source
did not know the capacity. The nearby terrain and the riverbed were firm, and
the bridge could be bypassed. ?
(4) There was a bride at MK-199917 called Podul Neajlovului.
It was a conarete segmented-arch deck.type bridge, 50 to 60 m long, about 10 in
wide, including sidewalks and rails on both sides, and 5 or 6 in above the water
level. It was in. good condition. There were 4 or 5 spans, each 10 to 15 m
long. The intermediate piers Were concrete bents, each with two cylindrical
concrete columns about 60 cm in diaMeier. The segmented arches had a rise of
about 80 cm. Overhead clearance was unlimited. The bridge accepted all loads
of vehicular traffic. The nearby terrain was soft, and there were no bypass
possibilities.
(5) There was a railkOad bridge across the Danube River at 50X1-HUM
OLMENITA, which was called Podul Prietenlei. Construction began in 1954 And
Source heard that it was completed id 1957.
It was a single-track through steel' truss, withsidewalks on both sides. It
las 800 to 1000 in long and 15 to 20 M above the water level. It had very
thick concrete columns as intermediate supports.
There was a ferrylcoat crossing of the Danube River at
OLTEMITA. It was similar to the one at HARSOVA,
y
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.1?
674?74/646"-e>1 7.95t4..
-31-
1 . CONSTANTA-NEGRU VODA-Bulgarian Border
It was
used by about 100 vehicles per day. The concrete surface was in excellent
condition and was about 10 in wide. There were no bridges and no significant
grades.
lg. CERNA VODA-MURFATLAR
50X1
50X1 -HUM
50X1 -HUM
It
was used by about 300 vehicles per day.. . Its gravel, surfaoe was in good condi-
tion and was about 10 m wide. There was a short fill about 3 in high in the
vicinity of NK-94038 from SALIONY to NK4340077 there was a fill which reached
a height of 8 m.
'?-The only bridge on this road was a highway overpass over a double
track railroad line at'PK-008010. It was. a 1-span, steel Howe-truss through
bridge, with built-up approaches, It was 1.0 to 12m long, and about 6 m high
above the railroad tracks. There Were Sidewaikta on both sides.. The steel '
trusses were about 2i in high, and the overhead clearance was unlimited.
20. CONSTAN'rA-TUIZEA
50X1 -HUM
The traffic density was about .500 per day, much of Which consisted of
Soviet military traffic. The:read Was surfaced with:conorete, was about 10 in
wide, and was in excellent Condition. From PK-2251135.to PK-2425, there were
several minor grades. For seVeral kilometers on each side of BABADAOD there ,
was a constant gradual uphill grade into BABADAG..
. There was a highway overpass over a single-track railroad line at
PK-323449. It had a concrete superstructure and a ciencrete wearing eourae.
It was about 6 in long, about 10 aiwideland about 6:m-high above the railroad tracks...
There were 50-cm-w.ide. gidewalke-Od low railings on each side. The over-tr
head clearance was unlimited, The apProaohes to the overpass were built up
with fill. , ?
A highway, overpass over a aingle-traok railroad line at PK-332462
was identical in structure and dimensions to the one at PK-323449.
There was a highway overpase over a.single-track railroad line at
PK-344671. The railroad at this point passed through a natural ravine. The
overpass was concrete, 'about 6 or 7 in long, about 10 m wide, and 8 or 9 in
above the railroad tracks, with' 'unlimited overhead olsarance. There were
sidewalks and guardrails on both sides.
At PX-383992i, there was a highway overpass over a single-track rail.
road line. It had a concrete superstructure and was 6 or 7 in long, about 10 in
ride, and about 6 m'higfi above the railroad track. It had natural approaches.
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ectiorYPiat:)-077?417-2,_
-32-
21. - PK-360805 to SARIGNIOL.
The road was surfaced with gravel, and was in fair condition.
was about 10 m wide. There were no grades and no major bridges.
? 22. HAMRA to VINTILA BRATIANU
It
50X1
50X1-HUM
50X1-HUM
It was
a gravel road about to 10 m wide, and Waei-n-fair condition. There were no
major grades Or bridges. All railroad crossings were grade crossings.
23. Pl....(z213.2&;SINOE-ISTRIA-CORBtgh DE SUSATALBA NBAORA
-HUMS.
This road was often
CONSTANTA-TULCSA highway, and was the scheduled
route.of'passenger buses between the two cities. It was a gravel road, about
10 m wide, and was in good condition. All railroad crossings were grade
Crossings except the one at PK-340529, which had a concrete superstructure and
filled approaches
-24. MEDJIBIA-CAROL I-TAROUSOR-PK-246280 and MEDJ1DIA-4-CAR0L I-TARGUSOR- 50X1-HUM
'DOMNESTI-FANTANELE- AIA
? ? :
Both roads were in iairconcition and little used; they were
surfaced with gravel and were about 8 m wide. There were no significant grades
or major bridges. .' ?
25. TAROU JIU-R0V1NARI-FILIASI
50X1-HUM,
The road was stir..
grave an was a out 10 m wi e, but Source heard from some road
engineers (names unrecalled) that it was to be surfaced with asphalt and
50X1-HUM
probably widened to 12 m. In 1958, the sectors from
FQ-988371 to FQ,-970438 and from P%-9 were already asphalted.
The entire road was in very good condition. There were no major
outs or fills. The road was never flooded and was always open to traffic.
There were only minor grades and no major. bridges.
: ? z e
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C-6/7P1,44:WY77/71..
26. TARGU JIU-CARBUNESTI-FILIASI
The
traffic
traffic density was about 500 venioles per day. The road was surfaced with
gravel and was in very good condition. It was about 10 m wide0
this road, as well as all roads leading into TARGU .1111, were to
asphalted. For 2 km directly south of CARBUNESTI, the road was built on
a 4-m-high fill. There were no significant grades on this road. All rail-
road crossings were grade crossings.
? There was a wooden pile trestle bridge at FQ-983804. It was 20 to
25.m long, 8 to 10 m wide, and It or 5 m high. The road surface on the bridge
was hewed cordur. 25 to 0 am thick condition,
15-ton truoks
passing over the bridge.' There were log rails li al high, on both sides, but
nO sidewalks. .There were no bypass possibilities.
50X1
50X1-H UM
50X1-HUM
50X1-HUM
50X1-HUM
? .At FQ.--988572, there was a bridge identical in construction to the
bridge at FQ-983804, and of the. same dimensions. .
50X1-HUM ?
both of these bridges were to be replaced by
'concrete riages when the road was asphalted.
27. TARGU JIU.ITURCINESTI
50X1-HUM
. The
e road was. surfaced with
this road was to be asphalted,: .
road was in very good condi-5th1 -HU
bridges, 'and no major outs or
trams:: volume was about 500 vehioles per day.
gravel and was 8 to 10 m wide
but no work on it as of early 1958. The
tion. There were no significant grades, no major
M'.
fills.. 50X1-HUM'
.28. CORNESTI-RUNCU
surface was gravel. The road was about 8.m wide and was in. very good condi- ?
tion. There. were no significant grades, major bridges, or major cuts or fills.
50X1-HUM
29 CARBUNESTI-RASINA-PESTIEANA DE JUL
before 1954, it had been an unimproved road about 6.m wide. In .1954 and
1955, it was rebuilt; and, as of 1958, it was a gravel road about 10 M wide,
and in very good condition, it was to be nonoreted. The.
traffic volume reached 1300 venioles per day, mostly in connection With the-.
oil field development and exploitation. There were no major briOget. From
?OARBUNESTIpythere was a:steep uphill grade to TUNS', requiring downshifting'
to first gear. ..Then there was a level stretch 1 km Icing, a short uphill
grade and then a-downhill grade to F-8570, from whidh point the road, was
level to PESTIEANA DE JIUe There was a series of short, sharp curvesnear,
,RASINA. .
0.4fYPIJEWY77/Y1.....
50X1-HUM
50X1-HUM
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OrYP/Oeio7T1M....
-34-
50X1
Over most of t1M
route, the roadbed was scarified, then a 50-to 60-cm-thick layer of boulders
was spread, covered with a 10-cm-thick layer of sand and crushed rook. Source
observed a different method of construction in the sectors li km west of
CARBUNESTI and 7 km east of PESTIEANA DE JIU, where there was a clay subsoil.
He was told that a new method was used to prevent sliding of the roadbed. A 40-cm-
thick layer of intertwinRd branches and small brush was laid down directly on
the clay subsoil, after the organic layers had been scraped off. This was
covered by 20 to 25 cm of river sand and gravel, mixed with a little hydroce-
ment. A transverse solid layer of oreosoted'rough timbers 20 to 25 cm in
diameter followed, and this was covered by 20 am of river sand, 50 to 60 cm
of boulders, and 10 cm f sand and crushed rock.
30. CARBUNESTI JIU Oil Field Road Net 50X1 -HUM
The development of this oil field was begun in 1952 and 105R
Altogetherthere were about 500 trucks on the job, furnished by similar-motor
transport firms in CRAIOVA. PITESTI. DOA. and. PARCH! JITT
(See Annexes KK and
LL for location and alinement of roads within this net.) 50X1 -HUM
There was also a similar oil field development and a similar road
net oonstruoted on the east side of the Oilort River
The Carbunesti Jiu road net consisted of a central axis road (labeled
M-M on the annexes), a primary network (magistrala, labeled M on the annexes),
and a secondary network (rot labeled on the annexes). The axis and primers? 50X1 -HUM
roads were completed in 1956 and had gravel surfaces;
they Would be concreted in the future.
The secondary roads were completed by 1957 and also had gravel surfaoes. The 50X1 -HUM
axis road was 15 to 16 m wide, the primary roads were about 12 m wide, and
the secondary roads were 10 to 12 m wide. There were many steep grades on
which a loaded truck had to shift down to first gear. The eUrfaoe deteriorated
somewhat in the winter and spring, but WOW restored to good condition with the
onset of dry weather. There were no major bridges, but a few culverts made of
metal pipe,
50X1 -HUM
31. PIATRA OLT-RAMNICUL VALCEA4170
traffic
density at about 500 vehicles per day. ,The surface was gravel from PIATRA OLT
to CAINENT, and the width was about 10 0. The road was asphalted from CAINENI
to SIBIU before World War M. The rotitwas in very good condition. In general,
it had no sharp curves or steep grades, and speed could be maintained throughout.
All railroad crossings were grade orossings. .
For 20 km north of DRAOASANI, the road was out into low hills. After
that, the road rose gradually to about 150 m above water level. From KK-8274
north to SIBIU, the road stayed within tO m (horizontal distance) of the river.
From KL-9113 to KL-8656, the river valley was Y..shaped and was about 25 to 50 m
wide. From DRAOASANI to KL-8656, there Were,gUardraild on the river side of
the road made of concrete posts and steel or iron rails.
if)' 7/,.
50X1 -HUM
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e-oofyzz)EeY7nqz...
-35--
At KL-866243; there was an old steel arch-truss through bridge.
The road surface on the bridgewas graielo'. It appeared to be in good condi-
tion and carried all normal traffic. It was 25 to 30 m long., about 10 in
wide, and up toll) m high above water level. There were three spans on
__columnar concrete piers. The steel arch trusses were 3i to 4 m high, and
the overhead clearance was.uhlimitedc; -There were no sidewalks and no bypass
possibilities,
, ?
" ?
There was a highway bridge 0A469600. It was a concrete arch
bridge set on columnar concrete piers,WCOnCrete arches were shallow.
The bridge was not more than 50 m lont.,aboutlp)o widen and about 10 m high
above the shallow river. There were 0100dr4i20,442id,prObably also sidewalks,
on both sides. Overhead clearance wasOnliMiteui.- The banks were steep in
the immediate vicinity, and the riverbed was and firm.
32. TIMISOARA-DENTA-YUsoslav Border-
The
roaa Was surraced with graVel, and was about 10 m wideAnd in good condition.
There were no significant grades. All.railroad crossings were grade crossings.
A bridge in the center of DA had a concrete superstruoture and was not more
than 10 m long. The stream. that it crossed was shallow, and had low banks in
the immediate vicinity of the bridge.
33. DBIA-BANLOG-43114)44,
It
was euriacean gravel, 40 '!Vas about Da mvide very good condition;
There were no significant g4 es. At DR-903325, there was a highway bridge
called Podul Timisului.' It?:iika 2-span concrete arch bridge, with shallow
arches resting on columnartiilirete'pierti. It Wail M long, 10 in wide, end
4 in high in the .center. Th640eire guardrailpendsidewalks?on both sides.
34.- rITTI-CURTEA DE;
?.:
e roe? a a concre e our ae .,0;cept fer alriVele .aectOr 3 or 4 km long
from BASCOV to CAPA1ARESTI0. tO.,contrete.itCtorS'Wereaboht 10 m wide and.
were in very good condition. The sector was also'about'10 m wide
and was in very goba.cOnditiOntrhere.Were ro significaht.gradeS and no
major bridges. ? All railroad :dressings were' grade:
pd. .1316,C0V+RAMNICtilliiiiiii
ine.waxxlc censity was?aciput40ehicies400r441WINWidicas surfaced.
' with gravel. It wad 'ADA /0A5Wide and wailni'Very*Od:condition. There
was a bridge across the Olt liiiter at 10C-900.8.-WOACt:e0noreteerdh bridge
with-shallow-arches-reatint:On'eoIhmnar:cOntiret0400t:***A more than
40. et long, *mai :10 in wide, and about 8 m above water I?1?
?
50X1
50X1-HUM
50X1-HUM
50X1-HUM
50X1-HUM
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- ?
36. BUCHAREST-PI0ESTIoBRAS0V-3
4...
.36,
LL:CLUJ-ORADEk.au arian Border
50X1
50X1 -HUM.
raffle density varied from 200 to 250? vehicles per ay rom :I 'WET:- to
BRASOV, to 25 to 30 crehicles per day between ORADEA and the Hungarian border.
The surface from BUCHAREST to MK-270271 was cobblestone. From MK-270271 to
PLOESTI, it was asphalt; and from PLOESTI to the Hungarian border, it was
concrete, with occasional sectors of asphalt surfacing. The sector from
CAMPINA to BRASOV was asphalted. the Mid', whilb was about 10 m wide through-
out, was in excellent condition. There liere At) major grades on this road.
From CAMPINA, there was a gradual uphill grade to LL-8628 and then a gradual
downhill grade to BRASOV. There were minor gra4ee west from BRASOV.,
' The only significant fill was (ram SAWA 15E JO$ almost continuously
to Klp903603. It attained a. height of about "2'.
'There was a double-track railroad bridge, Podul Constanta," over
the highway at'MK-270268- It was about 30 M long, 10 to 12 m,wide, and about
8 m high above the highway surface. Ithill.-00'..100ans. The end spans were
each 3 .to 5 m long, and the 2 center spans were each 10 to 12 m long. The
abutments, 'faced with out stone, sloped hack attbout.45 &trete. .The three .
intermediate piers each consisted of three oonoretcroolumne about 80 om in
diameter. There were two lanes of highway traffic.' on eadh aide of the center
Pier. The understructure of the bri
50X1 -HUM
At MK-270271, there was a highway bridge over Lake Herastrau. It was a con..
ocetw.slab or concrete girder bridge of four or five spans. It was 20 to 25
m long, 10 m wide, and 4 or 5 m above water level. There were iron guardrails
and sidewalks on both sides.
The bridge at MK-263410 was called Podul Seaftioa. It was a 2-span
conprete arch bridge about 15 m long, 10 m wide, and 3m high. The two spans,
with a shallow arch, rested on a center pier of concrete columns.
,
There was a fill 100 to 150 m 161* at MK-2684Th It was straight
not curved, as shown on Sheet 4045 of Att'Serieo /4666. the embankment was
about 3 m high and about 16 to 20 m widd idt the Water level. The side slopes
were grassed. At about midpoint, thdPelime i concrete culvert about 6 m
wide and .2 to 21 m high through the fi14;
AOIK-298549,.there was a bridie called POdul Ialomiteii. It was
concrete, with shallow arches resting OttIClOmnar concrete piers. It was 15
to 20 m long, 10 m wide, and 4 *high. ? thdreverdltdardrails and sidewalks on
both sides. There were no bypass potisAilittes.
The bridge at MK-279610-Wah o4tW PodullOrah0vei. It was an old
concrete bridge, with shallot,' ara1es restftig bh",bolgmndr concrete piers. It
was 15 to 20 m2long, 10 m wide, and 6 in high; There lere _guardrails and Side-
walks on bothaides. There were no byodid4Ossibitities.
. ,
-
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The bridge bridge at LL-935089 was Similar in structure to the one at
MK-279610 :but it was 4 m high.
50X1
. In the sector of this road 50X1 -HUM '
there were. several stretches where the road had guardrails on the downhill"
sideFrom -935089 to 50X1-HUM
BRASOV, there were four tunnels. I10only one immedi-
ately north of PREDEAL, whish was the longest one (about 600 m long). The
shortest one was about 3D 'm long. They all had an arched cross-section, stone
block walls, and concrete-faced ceilings. The highway maintained its normal
Width through the tunnels and, had shoulders 50 to 60 cm wide. The tunnels
were 7 to 8 m high.
At LL-7568. there was a cutoff (see Annex NN).
The route
directly west from AVRIG (see Annex 00) was unfamiliar
through RACOVITA and TALMACIU, and thought that the short
route wai probably a new or recently improved road.'
The bridge at I903603 was called Podu1.01tului. It was i steel
arch?-truss through bridge with a concrete wearing course. . It was about 20 m
lOn6 10 m wide, and about 6 m high. 'Source did not know the number of spans.
-Overhead clearance was unlimited. There were no bypass possibilities.
- . An old concrete bridge at F3-982620 was called Podul MUresuluL It
wasconcrete slab or concrete girder bridge, 100 to. 120 m long and about 8 m
high, Source did not know the number of spans but said the intermediate piers
Wire constructed.of.concrete columns about 60 cm in diameter. There was no by
alternate .route.
50X1 -HUM
50X1 -HUM
. . ? There was a concrete bridge, Podul Crisului, at F8-500932. The spans,.
Auisber unknown; were shallow arches resting.on intermediate piers built of con-.
oretecolumns. The bridge was about 20 m long, about 10 m wide, and 4 m high.
37. ORADEA -BAILEFEMX
was a grave roa n a r co
bridges or fills,and.no significant grades.
38. simiawilmix MARE.,CALAFAT
:A, ? ?
?I.
jor
density of traffic at oo to 500
vehicles per day. The roaa naa a gravel biface throughout, and was about 10
4
m wide, including shoulders. It was in good condition.
From FQ-408342 to FA-408285, there was a continuous steep upgrade
with many short sharp curves, and it was necessary for a truck or a Sedan in
poor condition to shift to first gear. The curves continued until FA-430264.
From Fill-482175 to Fa-492152, there was a short upgrade, and then a gradual
downgrade to. the south. There was a steep upgrade from FP-610870 to FP-630868.
50X1 -HUM
50X1 -HUM
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-38-
50X1
The only bridge was a wooden one in HINOVA, 6 to 8 m long. At tYlia
bridge Site, the river bottom was sandy, and the river could be forded, 50X1-HUM
At CALAFATA there was a ferry for railroad cars0
the ferry carried
apout, time or six railroad ears and, that much of the freight carried by this
railroad line consisted of Vegetables.
There was an altern
VANJULET. It was an old road
It was a gravel road in fair condition,
50X1-H.UM
cant
grades.
10 m wide, With no signifi-
50X1-HUM
39. CETATE-PLENITA and CETATE-CARAULA-PLENIU and MAGLAVITUL-0ALICEI50X1 -HUM
MARE-RUDARI-PEENITA
These three roads were vsrv simllnr
During the summer and fall harvest seasons, traffic
density reached a volume of 200 vehicles per day. All three roads were surfaced
with gravel, were about 8 to 10 m wide, and in very good condition. There were
no significant grades or major bridges.
40. FQ-407284 - GRUIA-CUJMIRUL
50X1-HUM
it was rebuilt from the base up by Military Construction Troops;
the sector VRATA-CUJMIRUL was entirely new. (See Annex ca for correct aline-
ment It was called the "Strategic Highway" 50X1-HUM
Strategica) beoause it paralleled the Yugoslav border and serviced.tile border
fortifications on the Rumanian side. The road had an estimated over-all traffio
density of 50 vehicles per day, but the sector through SALCIA was little used.
The entire road was surfaced with gravel. It was 10 to 12 in wide and in very
good condition. From FQ-407284 to SECURICEA, there was a downhill grade, which
was not very steep. Proceeding south into GRUIA, there was a 2-km uphill grade;
proceeding south from GRUIA, there was a 2-km downhill grade, neither one of
them dangerously steep. There were no bridges.
There was an old road from FQ-407284 to GRUIA through DANCUL, which
was little used for through traffic after the Strategic Highway was built; it
was still in good condition as of 1957. It was a gravel road about 10 in wide,
and had no bridges or significant grades. ?
41. BALTA VERDE-JANA MARE4LAMANDA
This was a gravel road about 10 m wide and in good condition. There
were no bridges or significant grades.
42. GRUIA-PATULE-VANJULET-FQ-407284
This road was Surfaced with gravel and varied from 8 to 10 m in width.
It was in poor condition, but offered fair passage in the summer. It had no
bridges or signifioant grades0
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43. SECURICEA-BURILA MARE-TIOANASUL
-39-
This road was surfaced with gravel and was about 10 m wide.
50X1-HUM
It was
in very good condition. It had several minor grades.
50X1-HUM
44. Eleven Senondary Roads
a. PUNGHINA-OPRIS0VA-0EMENI-CETATE
This was a gravel road in fair condition, about 10 m wide, with
a few minor grades and no bridges.
b. OPRISOVA-BALACITA-VALRA ARMOR
OPAISOVA-BALAG1TA-VANJU MARE
These two roads were surfaced with gravel and were in very good
condition. They were about 10 m wide. There were no grades or bridges.
o. PLEN1TA-0CLEAN0V-01000=A-BACLAS-PLOPI-BARMICA-TABNA
This was a gravel r04 in good condition and about 10 in wide.
There were no bridges. Because was a steep grade through BARZUICA, an
alternate route through BOUNI wagg, pdLin wet weather.
d. 000081TA-B0T0SESTI A-BAOLBS
This was a gravel rpii# in good condition, with varying widths
from 8 to 10 in. It had only minordlirades and no bridges.
e. EACLES-M-870270
This was an earth.. acted road about 10 in wide and in fair
s or bridges.
condition. There were no major
f. PLOPI-BALT ANELE.STRIA
This was a gravel road abut 10 in wide and in very good condition.
It had several minor grades, but'AO bridges.
g. BACLEB-DED0VITA-FQ4)0418418TRITA
This was a gravel '4141 in fair condition, with widths varying
from 8 to 10 in. There were no ti.widgeoror significant grades.
1.?
DRY 47752.-
50X1
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1.
'
Dtorl'Pic9077
-40-
h. R030VA-BR0SCARI-BISTRITA-M-3921107
? ;i This was a gravel road about 10 m wide, and in fair condition.
There were 4o 'bridges or significant grades.
1.
pot..400384 - PA-393375
L
,
. the ? south.
This was an unimproved road, with a slight downhill grade to
BROSCARI - Fq-414324
, This was a gravel road about 8 m wide, in very good condition.
There were no bridges. There was a steep uphill, grade from BROSCARI halfway
to Pq-414324, and then'a steep downhill grade into FQ;414324.
' k. PRUNISOR-DEDERATI
This -was i.litile-used gravel road about 8 m wide and in poor
.6ondition. It had.mariy sharp curves and a steep uphill grade proceeding out
Of PRUNISORrand out *of MURAT'.
? ? 45. smaTRA-osTRov-LIPH1TA-BANEASA-NEGUREHI-MAN 00RVIN-ADAMMIsi-
50X1
50X1-HUM'
COBADIN-MURFATLAR-CONSTANTA
a bypass around OSTROV (see Annex RR). It was wed by about 300 vehicles
per day. It was a concrete road with 50-cin-wide-shoulders on each side, and
Was in excellent condition. From OSTROV to NJ-390844, the road was built on
a -rill about 3' or 4 m high. Through the wooded area near Nj-5382, there were
several minor cuts. There were several minor gradeS from OSTROV to ADAM CURT-
. 50X1-HUM
There was a 1-span bridge at NJ00377847.
the superstructure was concrete. It was in good condi-
tion. It was 5 to 6 m long and about 1.0 m wide, including walks and rails ?
both sides. Its height above the water level was 4 m. There were no over- 50X1-HUM
head obstructions. There was no ready bypass in the immediate vicinity.
At PJ-128925, there was a highway overpass over a double-track rail-
road: line. It had a' concretesuperstructure, and was about 10 m long and 10 m
wide, including walks and rails on both sides. It was 5 to 6 m high above the
railroad tracks. The railroad at this point' pissed through a natural out.
B. RAILROADS AlD RAILROAD BRIDGES
50X1-HUM
all major railroad bridges (about 10 m or longer) in
Rumania were guarded 24 hours a day by troops of the Auxiliary Security Police.
Except where otherwise noted, all railroads 'mentioned in this report
were' standard European gauge and noneleCtrifiedlahd all highway-railroad.
orossingi were grade crOssings.'
Bridge height was that vertical distancie from-the lowest chord or girder
of a bridge to the water or groUnd level bolo*. Height of truss was the
vertiCal distanoe froes.the rails to the highest point of the truss.
? !
-
/ ?-t.
1 / ??`'
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C461/ FOY 71/51/....
-41-
50X1
rough sketch of a typical bearing for railroad bridge 50X1-HUM
(see Annex,38). This was the only type 50X1-HUM
although they varied in size with the size and weight of the bridge.
Railroad ties were all wooden, usually beech, and were creosoted. They
' :were about 25 x 20 cm in cross-section; with a pronounced bevel on the upper
corners; S-irons were driven into both ends. They were spaced about three
per meter. The rails. fastened to the ties with spikes or square-headed screws,
were of two type. The old type came in lengths of DO to 12 m and the new in
. lengths of 35 to 50 m 50X1-HUM
1.
PLOESTI
Railroad ORADEA-BUCHAREST
50X1-HUM.
This railroad lime was single-track from the Hungarian border to
and double-track from PLOESTI to BUCHAREST.
the entire route Would be
double-tracked in the distant future. The sector from OARA APAHIDA to SIBIU
was doubletraCked, but the second track had not, been in use up to and in-
'eluding early 1958. This sector had been under construction since 1945, and
there were still crews working on a second track for several kilometers east
of.SIBIU. The electrification of the sector from PLOBSTI to BUCHAREST had
been under way. Since 1953 or 1954. The transmission lines were installed but,
in 1958, the sub5ox -H U M
stations and transformers were not completed..
50X1-HUM
t?lie railroad paralleled. the highway.
The route had many tunnels of various but undetermined lengths, particu-
larly In. the seotors thimUgh PERSAMI, BRA9014:BREAZA DE JOS s and BREAZA DE SUS.
? . There was a ?i m fill froM .the. Hungarian border through ORADEA to :
ET-8312. From AVRIO to SAMBATA bE j08,.the railroad 'lima was built on a 50X1 -HUM
24 m fill. ? ?
1" rwaliki,m;t 4..hte
Thera Wel, an .upealle from X10.;808742 to ICL-t350690.
Two lodomotives:wire required on .04 oettors.troW MUNI to mom, BROX/
to SINAI. and BREAZA DE SUS to SINAI.
?
There was a railroad spur.itoM iLF-9357 to LL 9552. It served an oil
refinery. -
?
The bridge at ET-717126 apit?dfine the 0rti61-Repe4e River. It was a
. steel Arch-truss through bridge, dingle!.track, ibtriAt 20 in long and .5 to 6 m high. .
The. bridge, at PT-146044 spanned the Cg River. It'wee a steel
-
? ch-
trues through bridge, 15 m long and Cikiiith. 'Th. steel archei were. about 5 m
high, and the overhead clearance was uOlimited.
?
?-e
-- ? :
L .1 ?
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,-O fY4rJ77,9L
-42-
The bridge 'at FS.979020 was called Podul.ftresului. It was i girder.
truss through bridge, single.track, about 120 M long, 6 to 7 M high. The
girder trusses were 5 or 6 m high with overhead cross bracing. Although the
railroad line in this sector was double-tracked, there was:no bridge for the
_.seeond track.
....?:: ,.? ? ?
.? ? - A railrdad bridge at Ki.808742 was a steel girder-truss through
bridge, 20 mClong, 5 m high, and with trusses about 5 m high.
The railroad bridge at KL.868600 was similar to the one at 1u,-808742,
except that it was 15 m long and 8 m high.
, .
'
The bridge at KL-900600 was i iteel girder-truss throUgh bridge, 60
? tO 86:10-iong and 8 m high, with trusies:about 5 in high.
- ?
The bridge at 1K-236629, Podul Prahovei,. was a steel girder-truss )
. 'through bridge 50 to 60'm long, 5 m high. The trusses Were 6 or 7 in high with
' Overhead -cross bracing. .
?
50X1
. The bridge at,MK-229554, podul Ialomitei, Its e steel arch-truss through
. 'bridge, with unlimited overhead Clearanceo It was about 35 in long and 4 to 5 m.
high.
, Railroad BUCHAREST-CONSTANTA
50X1 -HUM
line was .ocoas o y- ou.,e- rap e.
single-tracked.
- .
The 'sectors Otthe line that Were built on fill were as follows:
'-yMk.460236 to MK-520230, fill'Uo'to,54: high; MK-650214 to MK400220, fill up
to .12 or 15.m nighj. MK-737213 to M1t1.780217, rill up to 20 m high; 14K-3719 to
?CNA VODA..fill up to. 6 m ligh; ciao% VODA to MEDJIDIA, short sectors' of fills.,
the highest about 8 m at SAZIONY. There was a.sector 1 km long in the area at
MK-333235 built on fill 8 *10.m high.,
. The railroad serviding faoi1ttiia were repair shops 50X1-HUM
and coal. yards at CIULN1TA, EETESTIsi4nd.MEDJ1p1AD and water tanks at CRNA
MAD 01=1T/to PETESTID randimm at MK-728214. The lent was filled with
water from a coal-steam pumping 'station:at:MK-750215.
. .
The bridge at 1C-245256 WateCalied.PodUl ConetanteL Its superstructure
!was faced with concrete,: Itwei a 2.epah, double-tracked bridge over the highway.
Each span was 6 to 8 in long Witivabout 8 m underbridge clearance. The ?enter pier
was made of four or five controtepolUMns, 80 Alm in diameter. The stone abut-t:
manta were vertical.
.Prom BUCHAREST to PANTELIMON the
reirt: of the'lihe to COMMA was
- The double-tracked railroad bridge, Podul HerastraU, at MK-274268,
wee a 2-span,.iteel girder.trude deck.type.bridge;-12 to 15 in long and about
5 la high. There wereluardralle and Wooden sidewalks on both sidese . .
,The Oridge at MK-294251 was similar in all respects to the one at .
MK1.274268, except that it was single-trecked.
?
. ??ve , ?
itt;70-,RY-72/yzi.
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C. t\IP-1 C orY 7/174.
.There was a railroad 'bridge (or culvert) at
m lont.and 8 to 10-in high. The, vertioal abutments
G t wia the floor of the culvert.
There was a railroad bridge (or culvert) at
one 40411,,333235, except that it was 1 or 2 in longer
There was a railroad bridge (or culvert) at
'one' at MK,671218, except that it was 20 m high.
?..
1.?
50X1
MK,333235. It was 1-span,
were faced with concrete,
MK...671218, similar to the
and 12 to 15 in high. -
MK-750215 similar to the
'
The railroad bridge at'NK-682147 was a steel girder-truss through
?',brOge,;-350 to 400 m long and 10 in high.. The girder trusses were 8 to 10 m
.144004*.overhead cross. bracing. The intermediate piers Were Constructed of concrete
-OcluOne..y-There were walks on both 'sides.
?
.The bridge at NK-810103 was,built.in 1878 by the French engineer
(fnu), It was a'single-track steel girder-trues, through bridge and
was over 3. km long and 35 in high; The intermediate niers, number unknown,
Were built of Concrete columns about 1 m in' diameter. The steel girder trusses
to 10 in high, and were. surmounted by a trusswOrk of,inVerted arches
,Whiah'increased-in height toward the tenter of -the bridge, where it reached
'4-beight Of 25 to. 30 in above the girder .trusses. There was a 24-hour guard
consisting of two security police at each end.
?
. . The Bucharest-COnstanta railroad 'line was.paralleled:on the right
.(sOuth) side by an oil pipeline 50 to 60 cm in diameter. From CNA VODA to
.:C01OTANTA0 the railroad was paralleled by a water pipeline about 40 cm in
041044r,
1, Railroad BUCHAREST-OLTRVITA
50X1-HUM ?
There were some cuts and fills along this line, but
they were all minor.
The bridge at MK-460162 was i Steel girder-truss, 14.span bridge, 10 in
long and .4 ti,high. The trusses Were'abOut 3 m high ind.the overhead clearance
was.unlimited. The abutments were concrete with vertical Walls.
, .- .. The ,bridge at KI.61o980 was identical to the on* at 2 except
,
4hikit was 2 in higher. ., '
. .. .43...
. The bridge at 141.668961 wai.i Steel:archutrenss'in,rinigh bridge, probably
With two spans. The intermediate piers were. built of oonerite oolumns. The
bridge' was 20 m long, 2* t0.3 m high, end the arch truss.' were 3 in high. The
?cherhee4. clearance was unlimited.
4, )10,1,rdad B1ZIARiFIT4XURG/U
50X1-HUM
to:recall Other than.the bridges .Bee
14490# to LIK79?39,.
' only significant feature he was able
cm) WRS a fill *bout Ai m high from
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efyfi1E,Y7h9*-4.
The bridge at MK-140187 was 4. 1-span steel girderi4russ through
bridge, about 10 m long, 34 in high; The girder.truAses were 6 in high and
had overhead cross bracing.
The bridge at MK-08Q160 was
about 40 m long and about 5 in high.,
Overhead clearance was unlimited
The bridge at MK-028136 was
except that it had no overheid.drOss
clearance was unlimited..
steel arch-truss through bridge,
The arch trusses were about .34 in high.
identical to the one at_MK.440187,
bracing; oontiguently; the Overhead
The bridge at LK-949103 Was a steel arehiwthiss through bridge about
35 in long and 4 in high, with unlimited overheadclearance.
The bridge at M-864059 wa idei.ttiCal to the one at OK-028136.
The bridge at M815036 was a.eteel arahi-truss through bridge 25 to
30 in long, and 4 m high. The arch trussee were 34:m high.
:rhe bridge at L3-934751 Was acOnarete-irch deck-type bridge over a
1.
dry riverbed. The approachee on both ends were .built on fill 5 in high. The
over-all length of the fill was about 800.m. .
5. Railroad BAJOHAREST-PITESiViikdOARA
50X1
50X1 -HUM
L_ Tne.onlymotable features be Was able to recall
other than the bridges were a:21-mwhielit., On trio .TU to eARSTI and a rail-
road repair shop, roundhouse, water teinksi?.' and a coalyard at TIT%
The bridge, Podul Grind, at Pik...239250 was a highway bridge over 20
to 33 railroad tracks. It was a steel. arch-truss through bridge about 800 m
long, 15 in wide, and .10 m above the railroad tracks. The ftrcih trusses were
6 in high. The .concrete intermediate 000, nui0tir unknow0, were full (not
columnar).
? t
The bridge at LK-920462 waif ft titeel 'girder-truss through bridge, about
18 to 20 in long and 3 m high. ::.The.intetme'44te;?pier (or piers) was made of ,
aonorete columns. The overhetd;c1464914iiii:w0:0 45-mi ;it had been increased in ?
1953. from 54 in because many pePile ,Who,,,visii4rielihg?Ontop of the airs. because .of lacic-.! ?
-.' of space inside had been killed as th train ;Wised under the Overhead cross
:,..bracing of' this bridge. . ? ?
The bridge at LK-852468, win ii,Ititi)41 girder.truse through bridge not
more than 15 in long and about 2 to 24 The Overhead. clearance was 6 in.
. .The bridges at IX-821478, liC?434482, 001.1*..775491 were all identical
to the ,one at M-852468.
The bridge titLit..68533'wati its6061-411:0)1., Artisa thriAteti bridge, 20 to 25 in
long and 34 m high. There were three thii)::tiquaiieri, each 3-is high. The inter- ?
mediate piers, number unknown, were I1I .44 06haiiete.'bottnatia..' ? ? \. ? ? .
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27a7P/a1,,a-iiri#51-/.
?
The bridge at LK-590558 was a steel girder/truss through bridge, 15 m
long and 2 m high. The trusses were about 6 m high, and had overhead cross
bracing.
The bridge at LK-439655 was similar to thews at LK-590558, except
that it was 10 m long and 3i m high.
The bridge at LK-369661 was a steel arch-truss through bridge, about
300 m long and up to 6 m high. The overhead clearance was 5i to 6 m.
6. Railroad PITESTI-CRAIOVA-TURNU SEVERIN-TIMISOARA
50X1
50X1 -HUM
PITESTI was a large railroad
center, with a ver y large repair shop and a.large railroad yard. There were
water tanks and coalyards at ORSOVA and, CARANSEBE3 and a railroad repair shop
at CARANSEBET.
The road was characterized by many steep grades. From P1TESTI to
STOUICI, trains were pulledby one locomotive, but beyond that, an additional
locomotive was attached. From LK-0125 to Recea Station at KK-972241, there
was a steep downgrade. From Fq-426426 to K-400410, there was a very steep
downgrade, which required two or three locomotives mid the addition of a
special braking crew. There las,a level safety spur along this downgrade so
that, if. the brakes started to fail, the train could switch onto the spur and
coma to a safe halt.
From Pq-720421 to PQ-580398, .the railroad was built on a fill 2i m
high. This area was subject to flooding. From OUPA VAII to VERCIOROVA, on
the north aide of the railroad line, there was a cUt-stone retaining wall,
which reached 25 m at its highest point. From SLATINA to LUO0J, the road
Was 'built on fill not more than 2 m high. From LUGO.' to TIMISOARA, there
was only occasional fill in the wet areas.
South of MIMI, there were several small bridges (one at LK-355621
and one at LK-342595I
50X1 -HUM
The bridge at KK-888183 was called Podul Oltului la Slatina. It was
a steel arch-truss through bridge, 100 m long and 10 to 12 m high. The arch
trusses were 8 to 10 m high NAM to 25 m long. Overhead clearance was un-
limited. The intermediate piers, number unknown, were made of concrete columns.
The bridge at 10K-690142 was called Podul Oltetului la Bast. It was
a steel arch-truss through bridge, 50 to 60 m long and 8 to 10 m high. The
arch trusses were 8 to 10 m high and about 20 m long.
The bridge at KK-182169 was called Podul Arnaradiel. It was a steel
girder-truss through bridge, more than 100 m long and 10 to 12 m high. The
girder trusses were 7 to 8 m high and had overhead cross bracing.
The bridge at FQ-950382 was called Podul Jiului. It was a steel
girder-truss through bridge, about 100 in long and 8 to 9 m high. The trusses
were 7 to 8 in high and had overhead cross bracing. The intermediate piers,
number unknown, were made of concrete columns.
a4/?//41E,raby ?DRZ.?
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7-7,472.
The bridge bridge at FQ820412 was called Podul Motrului. It was a steel
girder-truss through bridge, 40 m long and 8 to 9 m high. The girder trusses
were 7 to 8 m high; the overhead clearance was the same height.
The bridge at PQ-769421 was called Podul Slanioului la Strehaia. It
was a steel arch-truss through bridge, 15 to 20 m long and 6 to 8 m Mel. The
arch trusses were 6 to 7 m high, and the overhead clearance was unlimited.
The bridge at Fq-340424 was called Podul Topolnitii. It was a steel
girder-truss through bridge with three spans, about, 40 m long and 6 to 7 m
high. The girder trusses were 6 to 8 m high and had overhead cross bracing.
The two intermediate piers were made of concrete columns?
The bridge on the southwest edge of GURA VATI was a steel arch-truss
through bridge, 30 m long and 2i to 3 in high. The arch trusses were 3i m high
and the overhead clearance was unlimited. The intermediate piers, number un-
known, were made of concrete columns. Ian
The bridge on the south edge of VEROIOROVA was a steel arch-truss
through bridge, rebuilt in 1954. It was 30 m long and 2i to 3 m high. The
arch trusses were 3* m high and the overhead clearance was unlimited. The
Intermediate pders, number unknown, were made of concrete columns. lb?
The bridge at FQ-104564 was .a steel girder-truss through bridge. It
was 45 m long and 4 m high. The girders were 6 m high and had overhead cross
bracing.
The bridge 'in MERADIA was a .steel girder-truss through bridge 100 to
,120 m-Iorg and 7 m. high. The girdertrUbsea were 6 in high and had overhead .
cross "bracing. -The intermediate piers, number unknown, Were full (not 'columnar
?
The 'bridge at ER-637647 was called Podul Timisulul. It was a steel
girder4rusa through bridge, 60 m long And 5,m high. The girder trusses were
6 m high and had overhead cross bracing.
?re Railroad pILIAS/.TARGU
50X1
I The sector from PQ-9O08 4 to Plq-828886 was in a out
VI to,5 in deep and 25 to 30 m wide at the top. There were no retaining walls
along this cut...
. . . . ' ? . . ... .
? . .
. .
There wail a bridge at P987571ealled Podul 0ilotrului la Turburea.
It was :a steel girder-truss through bridge, 25 m long and 5 m high. The girder
trusses were 6 in high and 40 overhead cross bracing0
ilihetbridge at PQp980804, called Podul Vidinului la Carbunesti, was
the earn.' type and size as the one at PQ-987571. ? ?
50X1-HUM'
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8 ?
.t.
?
CD0Y1c/12)41Y-7-//514,,_,
-47-
. 8. Railroad BUMBESTI-PETRDSENI
50X1
50X1 -HUM
it was built after World War II, and had many tunnels.
It *adi subject to frequent landslides; there was a particularly severe one in
1956, which caused many casualties.
9. Railroad TURNU SEVERIN-TISMANA
50X1 -HUM'
It was a narrow-
gauge single-tracked railroad line, used primarily to service the forest pro-
Auots industry at TISMANA. Passenger trains were seldom run on this line.
? It-hauled logs and timbers to two large sawmills in TISMANA. and finished pro-
ducts from them.
a large complex of forest product mills was being built in
,CLOSANI but that, in the meantime, the Tismana sawmills were kept in operat50X1 -HUM
This railroad line was built (possibly after World War II) and operated
by the Forest Utilization and Transport Industry (Industrie Forestiera Pentru
Exploatare si Transport - IFET). (See Annexes TT-1 and TT-2 for alinement of
this railroad line and location of a railroad repair shop just north of TURNU-
MERIN, also operated by IFET1?
There were four bridges on this line (see Annexes TT-1 and T2-2 for
location). All were creosoted wooden (oak) trestle bridges, 10 to 20 m long
and 2 to 3i or 4 m high. V.
?
10. Railroad PITESTI-CURTEA DE AMES
50X1 -HUM
Prom PITESTI to POPESTI, there was a fill about 2i m
high d From MANICESTI to LK-1796, there was a out, reaching 5 m in depth.
A bridge at LK-225831 wa6 a steel girder-truss through bridge, 15 m
long and 4 m high. The girder trusses were about 6 m high and had overhead
;7,7 cross bracing. ?
11. Railroad TIMISOARA-STAMORA MDRAVITA 11?50X1-HUM
? There were no notable features except for four bridges, all
? similar in structure, gala-135547 (called Podul Timisului), ER-151466 (called
Podul Timiselului la Jebel), ER-169390, and ER-170363. They were all steel
girder-truss through bridges, with girder trusses about 6 m high with overhead
cross bracing. The first.one was about 35 m long and 3i in high, The one at
ER-151466 was 10 to 15 in long and 3i m high. The one at ER-169310 was not more
than 8 111.1Ong and 2i to 3 in high. The one at ER-170363 was about.25 in long and
3i m high.
?
\
?
?
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Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
-8 -
12. Railroad ORADEA-BAILE FELIX
50X1 -HUM
There were no notable features that he was able to
moan, and there were no bridges, The railroad bed was in very good condi-
tion.
13. Railroad BUCHAREST-URZICENI- HARSOVA
50X1 -HUM
see Annex
UU). There were a water tank and a small repair shop at URZICENI, From
SLOBOZIA to HARSOVA, the railroad line passed through wet terrain, and the
entire sector was built on fill reaching a height of 5 m.
The only bridge on the railroad line was Podul 50X1 -HUM
Iilamitei la.Moldoveni, at MK-59350C It was a steel arch-truss through
bridge, about 50 in long and 3 in high. The arch trusses were 2i in high, and
the overhead clearance was unlimited.
14. Railroad PITESTI-TURNU MAOURELE
50X1 -HUM
two bridges.
The bridge at LK-380019 was a steel girder-truss through bridge,
about 10 in long and 2i in high. The arch trusses were 6 to 7 in high and had
overhead cross bracing.
The bridge at 1J-387890 was called Podul Vedei la Rosiorii de Veda.
It was a steel girder-truss bridge, about 50 to 60 in long and 5 in high. The
girder trusses were 6 to 7 in high and had overhead cross bracing.
15. Railroad CRAIOVA-OALOAT
50X1 -HUM
no significant features about this line
other than one bridge at GQ-222048, called Podul Jiului is Balta-Verde. It
was a steel girder-truss bridge, through-type, about 70 in long and 6 to 7 m
bight The girder trusses were about 6 in high and had overhead cross bracing.
50X1 -HUM
16. Railroad CRAIOVA-SIBIU ?
There were several tunnels, but Source was not
able to locate them on the.reference maps.
the railroad bed was out into the side of the hillsides for much of
. the distance and readied a height of 100 in above the level Of the river. 50X1 -HUM
50X1 -HUM.
?
50X1
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Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
11? b-100-, 7:471_
-49-
The bridge at KK-823468, called Podul Pesteanea, WAS a steel girder-
trued'ihrough bridge about 10 m long and 3 m high. The oVerhead clearanoe,
bcocuaa,Of overhead cross bracing, was 6 to 7 in
The bridge at KK-829536 was a 1-span girder-truss deck-type bridge,
5 in lost and 2 in high.
The bridge at KL-935053 was called Podul Oltului is Bogdanesti. It
tiaa a steel girder-truss through bridge, 35 to 40 in long and 8 m high. The
overhead clearance was 6 to 7:m.
'
The bridge at KL-872259, called Podul Oltului is Proeni, was similar
' to the one at KL-935053, except that.*Wai 30 in long.
, . .
? ? . ,.The bridge at XL-865478, call 40dUl.Oltului la Turnu RosuOtas
_
-1 .. . .
similar to the one at KI,..935053, exo0011 AL.net. it wee 35'M long and more than
. . , ?, ? ., . .
'1.0 m high. ..
. ,
1.7. 'Railroad CRAIOVA-A10EXANDRI
50X1-HUM
From VID to'
a fill about 5 in high. All the brid$00:,
that is, steel girder-truss throtigh tY00.
The bridge at 1J-006897i Wi1la40O041 dittilui, was 60 in long,6 to
.
in high, and had a to 7-m overha0d 01101,060e.
i..railread.bad was built on
0 line Were-of the pawl type;
- The bridge at 1"1391884i'saltaitPo4ui1et, was 354. long, 4
and had a 6-m overhead clearance.
The bridge at 1J-439890 was 25iii long tiii) 4'm-high's and had a 6 in
overhead clearance.,
?
? . . _ . - . ?
The bridge at 1J-621940, oilled:POdul Taleoriantatii, was 60'0 long,
4 to 5.m high, and had a 6-m oVetheid'Otahrahae.'
The bridge at LK-949102, 003404Padul ReogOVului, was 50 to 69 m .
long, 5 in high, and had a 6111overhead, altarin00,
_ .
The bridge at MK-080159/.0a11eit.POditl Argeaului was 60 in long, 5 to
6 in high, and had a 6-m overh00A.01.10Se0i10:.
The bridge at MIC.4.40187, ..04444POdl eiSiVittarlaa was 30 Is
6 m high, and had a 6-m overhaul 010aralitC
18.: itatiroad,BACAU-BUCH14*:,
high,
long, 5 to
three bridges.
50X1
50X1-Hpm
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Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
-50-
The bridge at NM-157021, called Podul Trotosului, was a steel arch-
truss through bridge, 35 m long and 6 in high_ The arch trusses were about
3in high, but had no overhead cross bracing; therefore, the cierhead clearance
was unlimited.
The bridge at NL421570, called Podul MilpOvului, was a steel arch-
truss through bridge, 25 in long and 6 in high. The arch trusses were about 3 M
high and had no overhead cross bracing. .
The bridge at ML-894005, called Podul Buzaului, Was a steel girder-
truss through bridge, 150 to 160 in long and about 6 in high. ..The girder trusses
:had overhead cross bracing, with an overhead clearance of about 6
19. Four Single-Tracked Railroads
The following railroad lines were all single-tracked, and had no
significant grades, bridges, or other features.
50X1
50X1 -HUM
MED41DIA-TUL0EA
.MEDJ1DIA-NBORU VODA.
CONSTANTA-MANOALIA
CIULMITA4CALARABI
??
Declassified in in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
50X1-HUM
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
RUMANIAN *STATE HIGHWAY TURNU-SEVERIN-CRAIOVA-PITESTI-BUCHAREST
25?
50X1
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12: CIA-RDP80T00246A026801500001-8 REsT 50X1-HUM
Yugoslavia
1:100.000
Legend: 1. Highway. Bridge
2. Topolnita Bridge
3. Fill
50X1 -HUM
50X1 -HUM
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LIN
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
'ANNEX C
SKETCH OF HIGHWAY BRIDGE NEAR TURNU-SEVERIN, RUMANIA
to v
? I ?
v r
Profile View
_X X X
"
Eartp ?
,#,.
2.54
r r
X
? 4, ?? -
?
? ?
A
?
."0 ?
Va
?-? - ?
.4 ? 4...1 ?
?
? -?
? ?
? 41 ?? ?
Normal water level
Overhead /Jew
Concrete .
50X1 -HUM
50X1
kskl
50X1 -HUM
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
? ANNEX D
SKETCH OF TOPOINITA HIGHWAY 131IDGE D RUMANIA
TM TIT VT!!
-404t,
lf
4-Pt
7.5tv
Unilerbridge clearance
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
50X1 -HUM
? 50X1
50X1-HOM
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
PINPOINT LOCATION OF BRIDGES AND BOTTLENECKS NEAR PRUNISOR, RUMANIA
Legend: 1. Poroinei Bridge
2. Balotei Highway Overpass
3. Prunisor Bridge
4, Balota Mountain Bottleneck
42
35
NOTE:
Road as existed
in Feb. 1958
--Road as shown
on map
Map Ref: Romania
1:100,000
Strehaia
50X1-HUM
50X1
.50X1-HUM+
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
?
C--
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SKETCH OF HAIATEI HIGHWAY OVERPASS IN RUMANIA 50X1 -HUM
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
50X1-HUM
Declassified in Part - Sanitized Copy Approved for Release 20713/11712 : CIA-RDP80T00246A026801500001-8
Logs
SKETCH OF PRUNLSOR HIGHWAY .131IIDGE ACROSS THE HUSNITEI RIVER IN RUMANIA
20ne
50X1 -HUM
?
50X1 -HUM
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
- ?Wort 1/V,Sil 1.T.111 ?
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
New sector made in 195
Curve 8 m radius
Curve, 2i ml radius
IVR tracks
.
B/R Crossing
50X1-HUM
Declassified in Part -Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
50X1-HUM
4
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8 THE STATE
HIGHWAY TURNU-SEVERIN-BUCHAREST
? 38.
5 5
50X1-HUM
? .5i)(1
I __, 43
65 ?
Water-covered sector
Map Ref: Romania
? 1:10M00
50X1 -HUM
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50X1-HUM
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
PINPOINT LOCATION OF FOUR BRIDGES NEAR STREHAIA, RUMANIAI.ON STATE HIGHWAY
TURNU-SEVERIN-BUCHAREST
37
90_ Legend:
+45 1. Strehaia Highway Bridge
2. Motru-Lui Highway Bridge
3. Filiasi Highway Bridge
4. Jiului Highway Bridge
? Map Ref: Romania
1:100,000
Strehaia
50X1-HUM
50X1
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N
50X1-HUM
50X1-HUM
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
ANNEX K
SKETCH OF STREHAIA HIGHWAY BRIDGE ACROSS THE.MOTRU-LUI RIVER IN.BUNANIA
117-f2
fr$?4????
3.5- 4 Air
? 50X1-HUM
50X1
50X1-HUM
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50X1 -HUM
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
rtsmaan 4.1
SKETCH OF MOTRU-LUI HIGHWAY BRIDGE ACROSS THE MOTRU-LUI RIVER IN RUMANIA
50X1 -HUM
50X1
t?LNI
.c%11/4
714
f4S
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_
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
a...dr ? ??? ???? ura,
50X1 -HUM
?
Declassified_ in part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
?
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T0024-6A026801500001-8
ANNEX}
PINPOINT LOCATION OF SITE OF 'NEW BRIDGE AND BYPASS NEAR BRADESTI, RUMANIA
50X1-HUM
50X1
Origina Route
Map Ref: Romania
1:100,000
Plenita
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
50X1 -HUM
50X1 -HUM
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
ANNEX 0
SKETCH OF NEW BRIDGE SITE NEAR BRADESTI, RUMANIA
50X1 -HUM
NOTE: . Al]. distances are apprOximate
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Declassified in Part - Sanitized Copy Approved for Release 2013/11/12
?
T
PINPOINT LOCATION OF HIGHWAY
: CIA-RDP80T00246A026801500001-8
BRIDGE NEAR CRAIOVA, RUMANIA
Map Ref: Romania
1:100,000
Craiova
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
50X1 -HUM
50X1
50X1
50X1 -HUM
viN....
.?
---1,.
,.
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
PINPOINT LOCATION OF TWO BRIDGES AND BOTTLENECKS NEAR SLATTNA, RUMANIA
Legend: 1. Pals Highway Bridge
2. Bottleneck
3. Slatina Highway Bridge
67
10
Map Ref: Romania
1:100,000
Craiova
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
50X1-HUM
50X1
44K
121
9
50X1-HUM
50X1 -HUM
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801506001-8
SKETCH OF BALS HIGHWAY BRIDGE IN. RUMANIA ?
25-30 Ar
A itrki PAL A 14*(11k
20-25'.'
50X1 -HUM
50X1 -HUM
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80100246A026801500001-8
ANNEX S ?
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
SKETCH OF SLATDIA =WAY 13NIDGE IN BLINANIA ?
80Ar
>
50X1-HUM
50X1-HU
50X1
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Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
? ANNEX T
PINPOINT LOCATION OF VEDEA HIGHWAY BRIDGE NEAR COLONESTI, RUMANIA
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
49
50X1 -HUM
50X1 -HUM
Map Ref: Romania
1:100,000
Pites
50X1 -HUM
50X1
cs\
(11
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
SKETCH OF VEA =BAY
40-50 Ar
Zr, 41197
ACROSS THE MEDEA RIVER IN HIKAAN?IA
11
Lst
.410del,?
flle)sev
50X1 -HUM.
50X1 -HUM
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Col
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
ANNIE( V
PINPOINT LOCATION OF HIGHWAY BHIDGR IN PITESTI, RUMANIA
70
? Map Ref: Romania
1100,000
Pitesti
? Declassified in Part - Sanitized Copy Approved for Release 2013/11./12 : CIA-RDP80T00246A026801500001-8
50X1-HUM
ZOX1
50X1 -HUM
tiN
4k.
50X1 -H1-JM
Declassified in Part- Sanitized Copy Approved for Release 2013/11/12: CIA-RDP80T00246A026801500001-8
ANNEX W
SKETCH OF PITESIT HIGHWAY BRIDGE IN RUMANIA
24:)Alr
res-4221
50X1 -HUM
50X1
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
ANNEX X
PINPOINT LOCATION OF HIGHWAY BRIDGE NEAR LUNGULETULD RUMANIA
39
90
. ,
50X1-HUM
Map Ref g Romania
1:100,000
PIoesti
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
50X1-HUM
50X1-HUM
50X1-HUM
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
ANNEx Y
SKETCH OF LUNGULETUL HIGHWAY . BRIDGE ACROSS THE DAMBOVITA RIVER IN RUMNIA
50X1-HUM
-1.-
i
.
.
..
..
...
. . . .. ....
'S. 'N. N. .... '..
.. .. ... .
.4. ..
.
y.
.

Riverbed
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Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
ANN= Z
PINPOINT LOCATION OF RAILROAD OVERPASS MR aticHASZ9T, MOW
10
50X1-HUM
501
Map Refs Romania
1:100,000
Eteureeti*
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
. .
50X1-HUM
141,,
ilk
50X1-HUMh
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
ANNEX AA
SMCII OF RAILROAD OVERPASS NEAR BUCHAFEST, ROMANIA
50X1 -HUM
50X1 -HUM
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8 ?
ANNEX BB
SKETCH OF HIGHWAY AND RAILROAD CROSSINGS AT MIRA VAII, RUMANIA
Cement Plant
???
- Declassified in Part- Sanitized Copy Approved for Release 2013/11/12: CIA-RDP80T00246A026801500001-8 -
??????
50X1-HUM
?)*
50X1 -HUM
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
77
? -80- 50X1
ANNEX CC
50X1-HUM
SKETCH OF CIVILIAN POL AND COAL DEPOT AT ORSOVA, numatu,A
Not to?Soalp ?
RR
SAMion
TURNU-SEVERIN
Admin
Bldg.
Admin.
Bldg.
00
0 0 0 0
00 00
WIZILIMM
Loading platform
Compound
enclosed on
3 sides by
red brick
/ wall, 3 m
0,
high.
NOTE: There were at least 15 tanks, as shown, each of at -
- least 25 to 30 metric tons capacity, and all above
. .ground. Source heard that the total. capacity wan
about 2000 metric tons of oil. This depot. received
oil shipment by tank for supplying Oreova and for
transloading onto river Wats.
a-ar?/Pna
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Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
? FUNDULEA
? ,
:Map Ref
OVERLAY TRACING OP' ALINEMENT OF A PORTION OF THE 50X1-HUM
ROAD FUNDULEA TO MANASTIREA RUMANT.A
Seale 11009000
50X1
50X1-HUM
?
80
50X1-HUM
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Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
.t.i
te,or>'..epNArE>/741514.,
50X1 -HUM
OVERLAY TRACING OF NEW ROUTE OF ROAD NEAR HARSOVA, ?AMNIA
-82-
:This hew alinetitent of-the road
Was ponatructed. from 1955 to 1957
Map Refs.
Scalar- 1:100,000.
50X1
50X1 -HUM
50X1 -HUM
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40
Carl'PA/aplarhIV...
?
OVERLAY TRACING OF.A PORTION OF THB HIGHWAY.FLORES1:1-
50X1-HUM
. BAIA DE ARAMA, RUMANIA
-83-
50X1
Strehaia
1.:109 GOO:
FLORESTI
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CA-RDP80T00246A026801500001-8
?
Map Ref t
Scale: 1:100 000
50X1 -HUM
OVERLAY TRACING OP CORRECT ALINEMENT AND BRIDGE BYPASS
? ROUTES NEAR TURNU.43EVERIN, RUMANIA
-84-
AOtual
A11nement\1\
50X1
50X17HUM .
10 /
0
50X1 -HUM
?
?
Alinement as shown
on map'referenoe, but non-existent
_X
-t...- I.
I i
1
1. Bypass routes.
80 'Unimproved, two-
- _ t 't
.1 k lane.roads
[
.-- -" /
,/
00'
sctrYP49 VOL.
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
Ref:
Yt'V till
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
OVERLAY TRACING OF CORRECT ALINEMENT OF ROAD NEAR ZEBIL, RUMANIA
TULCEA
Scale:- 1:1009000
TULCEA
Actual location and
'route of turn-off
to,BIL
? Turn-off as in. oprrectly..shOwn?-
reference maP-.:?-
50X1 -HUM
50X1
50X1 -HUM
CONSTANTA
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
50X1 -HUM
Declassified in Part- Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
CM/P1496-0""Yritn.....
-86-
ANNEX II
OVERLAY TRACING OF A PORTION OF THE ROAD FROM
? MED IDIA TO TUIDEAp RUMANIA
references
DOHIMSTI
a-OP/
50X1-HUM
50X1-HUM
FANTAULE
Hain Highway
COSTA/CA-Mc/A
50X1
50X1-HUM
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
?k.
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
/4401;
elerY?61:49 Ws& 17#12..
-87-
AMA JJ
OVERLAY TRACING OF A PORTION OF THS ROAD FROM
MEWIDIA TO TUIZZAD RUMANIA
50X1 -HUM
50X1 -HUM
. ?
Ma .Referenoes
t24
Scale 11100,000 ?
e.ett-7i/A94e-o>f'rmtz__
50X1 -HUM
50X1
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
. Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
ANNEX 1GC
OVERLAY TRACING OF OIL FIELD ROAD NET NEAR RASINA, RUMANIA
of these roads
to 50 in
Map Reference:
M-M denotes central axis roach
M denotes primary net4 '
Secondary net is not labeled'.
80 .
70:
NOTE:
All oil field roads in the Rasina
area were.constrUcted by* the
Petroleum Industry Ministry.
50X1-HUM
50X1-HUM
00
the alineme50X1-HUM
is accurate
50X1-HUM
4:71:
\.)
Scale 1:100,000
50X1
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
Conift/.4VOY 7471_
-89-
ANNRIC LL
.01/NRLAY OF OIL FIELD ROAD NIT OAR RASINA, ROMANIA 50X1-HUM
50X1
70
7 Reference:
Strehaia
50X1-HUM
50X1-HUM
50X1-HUM
the alinement
WA denotes ()entre.' axis road.
M- .denotes primary net.
410oondsl7 net is not labeled.
le aooutilito t050 in.
?
? 0 ?
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
O'fVe/aE7LorY-Tiicyz.....
90-
ANNEX MK
OVERLAY OF ROAD ALINEIMM ON BUCHARIST.-BRANOV RIOWAY, RUMANIA .
50X1 -HUM
Map Reference:
50X1 -HUM
VALBNI DE HUNTS
50X1 -HUM
Solidaine indicates alinement ai reported by Source.
Dotted line indioates alinement as enoitn On
referenOe. map*
10
tYP/$90,?/ 77/11-
50X1
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
1,1
r
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o7Plee,, 1?//94_,
-91-
ANNE( NN
OVERLAY SHOWING CUTOFF ON BUCHAREST-SIBIU HIGHWAY* RUMANIA
50X1
Old unused route.
. .
MSO 'References'
70
50X1 -HUM
50X1 -HUM .
50X1 -HUM
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
6
coce/pizwo,-70/04....
OVERLAY SHOWING ROAD ALI
-92-
ANNEX 00
ON BRASOV-SIBIU HIGHWAY, RUMANIA '
80
Map References
SIBIU
Scale 10.00,000
50X1
50X1 -HUM
50X1 -HUM
50X1 -HUM
? Solid line indicates taidn highway
BRASOV-SIBIU .
Dadh line indioatet Short out never traveled by Miura*, .
al shown on referenoe map. .
AVRIO
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
g
. .
e6YY1/A6,
-93-
ANNEX PP
r/77,5sz.
50X1.-HUM
50X1
OVERLAY TRACING OP ALIN/DOC OP HIGHWAY SDIZAII.VANJU MARIC-CALAMT, .RUMANIA
Map R ferenoeg
. 50X1-HUM
000
Dotted line indipaies alinement as
? reported by tioutoe
50X1-HUM
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Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
4
C0,1/134E/Y
OVERLAY TRACING OF
THROUGH GRUIA
-94-
50X1
ANNEX QQ, 50X1-HUM
OF taw arRATzaw HIGHWAY MOH Fiti.407284
CUMIRULD RUMANIA
50X1-HUM
ORA
ay9r/
WYVffL
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
- 7 11.
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
ANNEX RR
10
90
OVERLAY OF HIGHWAY BYPASS AROUND OSTROV, RUMANIA
Map Reference:.
Scale 1:1009000
50X1 -HUM
50X1 -HUM
50X1 -HUM
Graveled road. through OSTROV
Main. highwaybypais, concrete surface
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
?
ANNEX TT-1
io'0/P//a
? .OVERLAY SHOWING ALINEMENT OF NARROW
GAUGE TURNU SEVERIN-TISMANA RAILROAD*
RUMANIA
-97-
4
not sure .which of these
two dash lines indioated the true
alinement.
FIARISTI
50X1-HUM
50X1-HUM
50
\ 50
50X1-HUM
NOM Arrows indioate points boated.
precisely. ' The rest of the allnemeht was
olaimed to be aoourata to 50 in. :Numbers 2,
3, and 4,indioate bridge locations.
VET railroad repair shop
35
4 5
Ma Referenoes
goale 11100,000
50X1
50X1-HUM
' 50X1-HUM ?
tUti/IU
811VIIRM
-MA
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
CLOSANI
De>ifi-'/Ix-hi 7/19G-
ANNEX TT-2
-98-
OVERLAY SHOWING ALINEMEVT OF
NARROW...GAUGE TURNU SEVERIN-TISMANA
RAILROAD, RUMANIA
TISMANA
50X1 -HUM
50X1
50X1 -HUM
NOTES Arrows indioate points
located
The reit of the alinement
was olaimed to be accurate
to 50 m. Number 1 indicates
looation of bridge.
Ms: Referenoe:
Scale 1:1000000
e.'2040e)'fi//. pyrbe74.
? 4-1
50X1 -HUM
65 -
" 1 ?
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8
eiptY/=isigP
- 99-
ANNEX UU
OVERLAY =WINO CORRECTED ALINEMENT OF BUCHAREST-URZICENI.HARBOVA RAILROAD,
RUMANIA
50X1
Correct Alinement as reported
The line did not.
go through the village?
of MOLDOVEVI
MOLDOVENI
70
50X1 -HUM
Incorrtot alineiint as shown on man
sheet 4545. ?
55
Co.erk/r/IP
? 50X1 -HUM
50X1 -HUM
Declassified in Part - Sanitized Copy Approved for Release 2013/11/12 : CIA-RDP80T00246A026801500001-8