INFORMATION REGARDING RUMANIAN RAILROADS AND PORT OF CONSTANTA

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP83-00415R001700050001-6
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 59
• Document Creation Date: December 22, 2016
• Document Release Date: February 28, 2012
• Sequence Number: 1
• Publication Date: June 10, 1949
• Content Type: REPORT

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- ?~ ~4
FORM NO,
NOV 1948 51-61A
CLASSIFICATION SEC,RET/CONTROL - U. S. OFFICIALS ONLY
CENTRAL INTELLIGENCE AGENCY REPORT
INFORMATION REPORT
COUNTRY Rumania
SUBJECT Information Regarding Rumanian Railroads
and Port of Constant a
PLACE
ACQUIRED
DATE OF I:
THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE
OF THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT 50
U, S. C.31 AMD 31 AS AM ENOED. ITS TRANSMISSION OR THE REVELATION
OF ITS CONTENTS IM ANY MANNER TO AK UKAUTIIORIZED PERSON IS PRO-
HIE ITED BY LAW. REPRODUCTION OF THIS FORM 15 PROHIBITED. HOW-
EVER.INFORMATION CONTAINED IN BODY OF THE FORM MAY BE UTI LIED
AS DEEMED NECE55ARY BY THE RECEIVING AGENCY.
1. Attached herewith for your retention is a
regarding the railways of Rumania*
tions as follows:
a. A description of the railway network,
DATE DISTR, 10 June 1949
NO. OF ENCLS. 1
(LISTED BELOW)
SUPPLEMENT TO
REPORT NO.
document 50X1-HUM
is divided into eight see- I
b. Consolidation of certain railroad lines; freight
re-distribution.
co Major construction on railways (from the press).
d. Methods of procedure fnr tI)e Rumanian State Railways.
e. Locomotive types and use of them in the freight re-
distribution plan.
f. Freight data.
g. Return of foreign railroad cars to countries of origin.
STATE
ARMY
Administration of Rumanian State Railways.
CLASSIFICATION S OFPIc~U5 ONLY
NSRB DISTRIBUTION
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RAILROADS IN RULLT.IA AID ACTIVITIES OF THE PORT OF CONSTANTA 50X1-HUM
November 1948
I, Rumanian Raikroad System
IL Amount of work necessitated by the consolidation of several
lines for the ,uroose---of accommodating a load of 22 tons per axle.
III- Extracts from Rumanian newspapers concerning the important
wore- on railroads
IV. Operative resources of the Rumanian State Railroads (rolling stock
and classification yards)
V- _zto-?auction of the different tyres of locora;tives in load plans,
by lines
VI. Load plans of the different lines
VLL. Return of foreign cars to their country of origin
VIII. Activity and accomplishments of the Rumanian State Railroads
(from 1940 to 1944) (Document of 13 pages available to our addressees)
Activities of the Port of Constanta
I I. Structure of the Rumanian railroads
The network of the Rumanian railroads stretches 10,242
kilometers and is divided into 7 regions:
1.
Southeast: Bucharest, Constanta, Ploesti, etc
2.
Bast : Buzau, Marasesti, Ga
lati, Braila, etc
3.
South: Rosiori, Pitesti, Sl
atina, Turnu-Severin, etc
4.
Center: Brasov, Sibiu, Teiu
s, Targul Mures, etc
5.
West: Timisoara, Arad (to Y
ugoslavia), etc
6.
Northwest: Cluj, Oradea, Sa
tu-I:Iare (to Hungary), etc
7.
Northeast:. Bacau, Pascani,
Iasi, etc
The lines are divided into ti. categories (see map No 1 in anneg):
Category One: Lin lines which can carry a load of 20 tons
bCRET
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Emcnmfy-
per axle. Length, 3,358 kilometers
Category Two: Secondary lines (in process of modification)
which can carry a maximum load of 17 tons per axle. Length 3,012 kilometers.
Category Three: Secondary lines -(no planned modification)
which can carry a maximum load o415 tons per gxle. Length 3,150 kilometers.
750
Category Four: Narrow-gahge lines (1 meter and centimeters)
which can carry a maximum load of 7.5 tons per axle. Length 713 kilometers.
Annexes;
A.-1 Sketch of the Rumanian railroad network (in 7 regions)
A.-2 Sketch of the Rumanian railroad network (Plan for loco-
motive hauling)
A.-3 Sketch of the Rumanian railroad network (Siding capacity)
A.-4 Rail lines of Bucharest and of''its belt_line.
The two following tables give an exact idea of the needs in
materiel necessary for the improvement of the min lines of Category
For Category Two, the planned modification includes the replace-
ment of rails, strengthening of structures (bridges, culverts, etc),
increasing the number of ties, etc.~so as to make these lines into
.main lines. Other improvements are also tLnder consideration (see
following descriptions). The request for -funds for these improve-
ments has been submitted to the government.
in double-track lines (see map No 1)
1. Bucharest, Ploesti, Brasov
2. Ploesti, Buzau, Iviarasesti, Adjuci
3. Marasesti, Tecuci
4. Teius, Apahida
5.7'. Cerna Voda, Constanta
New lines under construction or being completed:
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I ---_ ;' ri]Sv+~-
First line: BucIirest,. Snagov (40 km north of Bucharest). No
strategic importance. The line will give the inhabitants of Bucharest
an opportunity to get fresh air in the forest and near the lake. It
has just been opened to traffic (May 194$),
Second line: Bumbesti, Livazeni,.S,agov Lac)- Very important
and of great strategic interest for the coal and industrial regions
of Petrosani and Lupeni and for the Jiu Valley; also for supplying
the chemical plant in Bumbesti tirith raw material. This plant is of
the same type but smaller than the one in Ucea de Sus and Lupeni.
This line was begun in 1924 in a very rugged territory which made
the construction of numerous bridges, viaducts, and tunnels necessary.
At present the work has almost been completed and is being pushed hard.
The laying of the rails was started in July 194$, and the administration
of railroad construction stated that the line would becbfinitely opened
to traffic by the end of 194$.
Third line: Telciu,-Viseu. Becaus?'of the change of frontier,
the old lines are now in Russian territory, the region east of Sighet
was revivedI
is isolated. The plan dating from 193$
studied. At the present time, the line which was very difficult
to built in a very mountanfous, forest region, is being completed.
a
The line should be ready for traffic by the end of 194$, or,st the
latest, the first part of 1949.
Fourth line: FFaurei, Tecuci. The line has been completed but
will not be usable until October 194$, since the metal bridge over
the Siret River can not be finished before this date.
Fifth line: Line of the Bucharest forts (a large beltline).
The railroad administration has just begun to repair this line
which has been almost completely abandoned since 1941,.. The repairs
will require four months. Special funds to cover this work were granted
in May 1948.
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__1
Planned double-tracking of lines.
n
1. Brasov ,---Teius. The double-tracking of the international
line Bucharest -- Oradea-Mare --Brasov -- Sighisoara-- Teius, and from
Cluj to Oradea-Mare is planned in the new five-year plan.
Single-track lines, plan a].id modifications:
1. Brasov - Buzau. One part of the line, from Brasov to
Intorsura Buzaului and passing through the large tunnel of Teliu,
is finished; a secon section, from Buzau to Nehoiasu, is also finish-
ed but this portion of the line is weak and can not carry loads great-
er than 10 tons per axle. For this -?eason it is to be -improved so
as to permit a load of 15 to 17 tons per axle -- the usual load of
secondary lines. The third section, about 75 kA, is to connect
Nehoiasu and Intorsura Buzaului. This is a very hilly section and
the exact route has not been determined yet. Information from the
Administration of Railroads seems to indicate that the lay-out of
the line will follow approximately the same route as the national
highway connecting Brasov and Buzau. This line should be completed
in 1950.
2. Curtea de Argos - Ramnicul Valcii. Following the
/the construction of
request of the Russian authorities, this line is to be completed
very quickly. It is thought that work brill be begun this year.
The purpose of the line is to relieve the congestion in the
Brasov-Predeal-Camping region where there are steep grades. The
traffic coming from either Arad or Oradea would be headed toward
Sibiu. From this station, there is a slight down-grade to Bucharest
with few up-grades and thee' are of low percentage.
Single-track lines constructed with the expectation of laying
a second track.
Line One. Bucharest-Faurei
- Line Two: Bucharest-Craiova via Videle Rosiori-Caracal
(Opened to traffic in 1947). On these lines all the structures have
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/d
been'`ade for two tracks. On metal briges,,the pilings have been
erected for"double-tr&?~k; it will be necessary to change only the
roadway of the bridges.
Line Three: Cluj--Oradea-Mare. 'Then this line was used
by the Hungarians it was double-track; but since then, the Rumanians
have neglected its uprv'zeep very much. At the present. time, this
line is in a very poor state (ballast, ties, rails),a.nd only one
track is serviceable. There are rails for only one track.
Line Four: Dej-Jibou. A secondary line in very bad shape.
Russian-gauge railroad lines. None on Rumanian territory.
Note: All the railroad lines of the former provinces of Bessarabia
/northern
and Bucovina , which were annexed by Russia in 194~4-, have been
converted to Russianiguage.
Electrified lines.
At present, there is no electrified line under construction
or in operation. The studies of a plan to electrify the railroad lines
on the Brasov-Campina-P'loesti sector have been completed. .lc he elec-
trification would be in two steps: first step, Brasov-Campina; second
step, Campina-Floesti. The plan called for the erection of three
stations (hydroelectric stations ). The first is to be at Capa-
Rosu near Sibiu, the second at Peibepesti de Padure, and the third
.at Eicaz in T,M:oldavia. The current IJI would be 3000 volts
direct. All equipment including meters, materiel for the installation
/only
of the power lines, and switches would beAof Russian origin.
Thar question of the electric locomotives has not yet been solved,
but it seems certain that the Russians will furnish them.
Lines equipped for automatic block signals
Line One; Bucharest-Chitila, operating
Line Two: Fetesti--Cernavoda, operating
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Line Three:. Chitila-Floesti, installed but not yet opera-
ting. All of the materiel used is of German origin.
Today the Rumanian railroad network is in a rather poor condition.
From 1941 to 1944, the network was used by the German and Rumanian
armies. The retreat of the German army, the passage of the Russian
armies, and the destructions by the different armed forces, all
contributed to the disorganization of the network.
Since 1945, there has been a_,concentrated effort to put the
railroads back in good shape. There have been some good results;
the average speed of the trains (including stops) has increased!
Apr 48
Jun 48
Passenger trails,
steam 26 km/hr
34 km /h'
Express trains
40 km/hr
52 km/hr
Rail caxs
37 km/hr
57 kra/hr
Freight trains
11.5 km/hr
13.2 km/hr
However, this improvement is the result of only partial repairs and
the network needs an almost complete rebuilding. It is not x yet
twat a question of renovation; many types of material are lac~:ing.
These are:
1. Creosoted ties. For a general rebuilding of the
lines whihh have been abandoned since 1942, six to seven million ties
would be needed. Rumanian production from four plants amounts
to about 1,500,000 ties per year. 1)7\ 'lant at Ploesti,which produces
creosote and impregnates ties with this chemical, was destroyed to a
tie C.R,Xvw"kt-
large extent by the Allied bombings and"has not yet been completely
pp". Its annual production is 300,000 heech ties. 2) The
plant.. At Aiud(Transylvania) has an annual production of 400,000
beech ties. 3) The plant at Itcani (Moldavia) can produce 500,000
beech ties per year. 4) The plant at Tileagd (25 tom east of Oradea)
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can produce 250,000 beech ties per year.
In order to offset the lack of creosoted ties,which are needed
for certain urgent projects, the railroads are using oak ties which
have not been creosoted. According to the reports of the engineers,
the oak ties should be very durable.
2. Rails (end of July 1948)'. Up to 1944, the Krupp Works was
the main source of supply for rails. The types of rails used by
the Rumanian railroad system were very diverse, beginning with type
34.5 for some of the secondary lines and including types 41,42, 45,
48, and 49. (The number,which indicates the type of rail, is the
weight per meter of rail; type 45 indicates a rail which weighs 45
kilograms per meter). Up to 1942 there was no clearly established
type. Starting in 1942, the Germans assigned two types of rails.
special
to be used; a type 49 and a little later a/type 41, of which the
first shipments were to arrive in the middle of 1944. Since the
'!;:7
armistice, the Rumanian railroads have been using mainly the i~r-/
reserves which were accumulated during the war. The Russians
have also dug into this stock and have carried off the major part
of type 42, 45, and 49 rails. The national production is very
small. The Resita 1etallurgical Works have a present annual pro-
duction of around 12,000 tons with a maximum of 20,000 tons. It
is said that the Russians claim 60 percent of the production under
the terms of the armistice.
In Jul) 1948, for repairs and normal maintenance of the lines,
the Rumanian railroads had a stock of only about 7,000 tons of rails-
about enough to build 80 kilometers of single treck. Because of
this state of affairs, treaties are being disc ssed with Poland for
t7pe 45 in des u-G ~2 t./ k -E erg, i ,n. &X IWw
the delivery of 17,000 tons of rails xgxi=t com?ensation/~and also
with Czechoslovakia for the delivery of 20,000 tons of type 45 rails,
likewise in compensation.
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I CEO=
3. Miscellaneous small parts for setting rails: sleeper-
screws, tie-plates, spikes, etc. The Rumanian railroads are practi-
cally without any of these small parts and there is virtually no nation-
al production. Requests for deliveries of this material,which have
been sent to Russia, Polanand Czechoslovakia have been unanswered
up to the present.
Bucharest, 29 September (A.F.P.)n The Rumanian agency announces the
decision of the Council of Ministers of Rumania to lower the railroad
tariff by 15 percent, effective this date.
The extent of the work which must be done on some lines to make
them capable of handling loads of V tons per axle:
_a Remarks
320,000 ties;
1 Bucharest-Si- Reconstruction with 12,000 tons of rails;
meria (via type 45 rails for 9,000 tons rail fit-
Brasov-Teius) 133 kms; renewing tings; 70,000 cu m
and tamping ballast crushed rock; 400,000
on the rest of sec- work days; 1 billion
tor (304 kiss) lei
2 Teius-Oradea Reconstruction with 2,250 tons of rails;
type 45 rails for 3,000 tons of rail
25 kms; renewing and fittings; 130,000
taping ballast on ties; 15,000 cu m
rest of sector (231 Kms) crushed rock; 140,000
work days; 325;mil-
lion lei
3 Bucharest-Timi- Strengthening of em- 20,000 tons large
soara (via Rosi- bankment and widening stone; 30,000 tons
ori) road-bed for 325 kms crushed rock;3,250
tons rail fittings;
70,000 ties; 22,500
work days; 400 mil-
lion lei.
4a Bucharest-Iasi Reconstruction with
(via Ploesti- type 45 rails for
I-Arasesti-ye- 245 laps and widen-
cuci) ing road-bed for
400 kms
22,000 tons of rails;
11,000 tons rail
fittings; 320,000 ties;
120,000 cu m crushed
rock; 500,000 work days;
1,250,000,000 lei.
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824b Bucharest- Strenghtening of em- 10,000 tons large
Faurei-Su- ba n.ent and widening stone; 15,000 cu m
rain (sec- of road-bed for 70 kms crushed rock; 38,000
tion of Buch- ties; 700 tons rail
arest-Faurei- fittings; 50,000
Tecuci) work days; 96 mil-
lion lei
Tecuci- Rebuilding line for 13,500 tons of rails; Aslo in--
Iasi 148 kms 5,500 tons rail fit- cluded in
tings; 100,000 ties; 4a
70,000 cu in crushed
rock; 180,000 work
days; 600 million lei
(14;------------------------- -------- ---------------__---_--_--------_------
Bucharest-Pites- Rebuilding with 12,200 tons of rails;
ti- Curtea de Arges type 45 rail 4,200 tons rail fit-
for 136 kms tings; 95,000 ties;
65,000 cu m crushed
rock; 170,000 work
days; 580 million lei
Ramnicul Valcii-Oc- Rebuilding with 10:000tons of rails;
na Sibiului type 45 rail 4,000 tons rail fit-
for 108 kms tings; 80,000 ties;
50,000 cu m crushed
rock; 140,000 work
days; 500 million lei
Marc Sibiului- Rebuilding with 6,300 tons of rails;
Vintul de Jos- type 45 rail 2,500 tons rail fit- 44 kms in-
Simeria for 170 kms tings; 60,000 ties; cluded in 1
32,000 cu m crushed
rock; 100,000 work
days; 320 million lei
-------------------------------------------------------------------
61,750 tons of rails;
37,500 tons rail fittings;
1,160,000 ties;
375,000 cu m crushed rock;
30,000 tons large stone;
1,670,000 work days;
4,255,000 lei
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I UZQRET
vk+
IV Operati*-resources of the Rumanian State Railroads (rolling
stock and classification yards)
In Service: 1,244
In Reserved 72
Total 1,71
In. Repair 1.309
Total 3,025
2 Freight cars
In Service 35,813
In Reserve 5,908
Faulty 20 3879
3 Rail 'cars
In Service
In Reserve
Faulty
Total 62,600
Total
73
31
-.k2-
173
To be tested l5
Total 183 (sic)
Passenger cars
In Service 2,159
In Reserve 237
Faulty M8
Total 2, 974
Inventory of the freight cars
In Service 25,765
In Reserve 6,499
Damaged 17 IP42
Total 49,311
Of the total number of freight cars, there are only 180 with 4 axles;
all the rest have 2 axles.
5 Classification Yards ( in order of importance)
Bucharest, 3,000 cars a day; maximum, 5,000 (1942-43)
Ploesti, 1,500 cars a day; maximum, 2,000
Brasov, 500 a day at present; maximum, 700 (upon completion
of work, capacity will be 2,000 cars a day)
The other stations have classification yards of only small
importance. gZCjV.MT
- ~0-
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B~~S
Technical Information on Locomotives of the Rumanian Railroads on 20 Apil948'
Series French
Construc- Maximum
Loco-
Fuel Weight Service
Total
formula
tion Years Speed
Km/hr
motive
weight
in tons
per
axle
Depot
Stock
047 0-3-0
1912-16
45
45
C
15.0
10
31
597 0-3-0
1890-
55
40.5
N
13.6
6
38
1902
1200 1-3-0
1914-16
70
63
PMI
16.4
1
46
1440 1-3-0
1913-16
73
34
Ii
11.5
11
37
1600 1-4-0
1913
70
79
M
17.0
2
18
2000 1-3-0
1906-16
90
59
ii
16.3
32
105
2200+ 2-3-1
1913-22
126
90
Iii
16.0
36
87
231.000
7000 1-3-0
1902-13
60
58
C
15.0
8
18
40.000 0-4-0
1913-14
55
68
M
17.0
33
109
*40.000D 1-4-1
1908
40
71
C
12.0
2
7
*400.000 0-4-0
1930
40
56.2
C
14.0
1
5
*50.000 0-5-0
1919-21
50
69.4
C
14.1
27
63
IIo.1o0 0-5-0
1921-24
60/70
74.3
L
14.8/15
206
622
*131.000 1-3-1
1940-42
65
61.6
C
12.4
38
66
*140.100 1-4-1
1918
75
74
LI
18.0
14
62
*140.200 1-4-0
1920-22
50
68
R;I
15.1
36
105
*140.400 1-4-0
1924-23
(sic)
65
82
id,
17.6
8
16
*142.000 1-4-2
1926-41
110
123.5
M
18.6
26
79
(140)
*150.000 1-5-0
1946-48
80
86
C
16.0
14
23
4150.1000 1-5-0
1943
80
84.4
C
15.3
50
100
-4151.000 1-5-1
1940-41
85
123
IYQllews ?; ,w r2o 60
p~ Piatra
Simii(ul $dranei. ~e(ean `leeh;nta Sirliol
txo go Some$
a
8ifiarkrrtszboc 9Prsteyra 8iyer 48 \` uda a
too Oradta "d
M(hequl do C
rY0 MtradiR !L? MW 40 Band (=q
Go p 86i(e ep Apah;da ,
TS. MYre, Citeu 93 .
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Declassified in Part - Sanitized
d for Release 2012/02/28: CIA-RDP83-00415R001700050001-6
 Declassified in Part - Sanitized Copy Approved for Release 2012/02/28: CIA-RDP83-00415R001700050001-6 50X1-HU
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Declassified in Part - Sanitized Copy Approved for Release 2012/02/28: CIA-RDP83-00415R001700050001-6
 Declassified in Part - Sanitized Copy Approved for Release 2012/02/28: CIA-RDP83-00415R001700050001-6 50X1-HU
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 Declassified in Part - Sanitized Copy Approved for Release 2012/02/28: CIA-RDP83-00415R001700050001-6
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Declassified in Part - Sanitized Copy Approved for Release 2012/02/28: CIA-RDP83-00415R001700050001-6
 Declassified in Part - Sanitized Copy Approved for Release 2012/02/28 CIA-RDP83-00415R001700050001-6
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