Intermodal train RO - DE - FLAVIA

Freight and Logistics Advancement in Central/South-East Europe - Validation of trade and 

transport processes, 

Implementation of improvement actions, 

Application of co-coordinated structures 

WP 5 Capacity building and pre-feasibility studies 

Action 5.2. Pre-feasibility studies to support intermodal rail 

Sub-action 5.2.7. Pre-feasibility logistic train DE-RO Constanta (Romanian part) 

Date 12.11.2012 

Version: [approved] Public Document

Involved FLAVIA partner: 

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Freight and Logistics Advancement in Central/South-East 

Europe - Validation of trade and transport processes, 

Implementation of improvement actions, Application of 

co-coordinated structures 

University “POLITEHNICA” of Bucharest- Transportation 

Research and Consulting Centre, Mihaela POPA, RO 

The information in this document is provided as is, and no guarantee or warranty is given 

that the information is fit for any particular purpose. The user thereof uses the information 

at its own risk and is solely liable for its usage. 

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Content 

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1 Executive Summary .......................................................................................................... 4 

2 Introduction....................................................................................................................... 7 

2.1 Scope of the study .................................................................................................... 7 

2.2 Background and basic idea ...................................................................................... 7 

3 Description of the Transport Market and Competition Situation ................................ 10 

3.1 The rail operators and intermodal rail services in Romania ................................ 10 

3.2 Brief survey on Romania economic potential ....................................................... 12 

3.3 Exports from Romania to other FLAVIA countries ............................................... 15 

3.4 Current trade between Germany and Romania ..................................................... 17 

4 Corridors infrastructure on Romania territory ............................................................. 21 

4.1 Current status and planned works on TENT-T corridors ..................................... 21 

4.2 Brief survey on intermodal terminals .................................................................... 26 

4.3 Financial and technical issues of Rm.Valcea - Valcele rail connection .............. 27 

4.3.1 Brief history and already accomplished works ......................................................................... 27 

4.3.2 Necessary works and costs evaluation .................................................................................... 29 

4.3.3 Main advantages of the operation on the new rail connection ................................................. 32 

5 Intermodal rail services on FLAVIA corridor ................................................................ 34 

5.1 FLAVIA tool and scenarios' description ................................................................ 34 

5.2 Assessment of advantages for shippers using logistic service on FLAVIA 

corridor ............................................................................................................................... 36 

6 Conclusions and lesson learned ................................................................................... 38 

7 References ...................................................................................................................... 41 

8 Annexes .......................................................................................................................... 43 

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1 Executive Summary 





The most important bottleneck related to the intermodal transport in Romania is about the infrastructure, 

and mainly for rail infrastructure - network and terminals. Beside this, other significant 

bottlenecks in transport and trade have been revealed and reported, during the previous FLA- 

VIA activities: organizational/managerial, financial/fiscal, and operational bottlenecks. 

Nevertheless, at the same time, Romania has its role on the European economic map because 

of several specific features (it is the seventh country in Europe, in terms of surface and population 

and this represents an interesting consumption potential for a lot of European productions; 

its mineral resources are diverse; it is located at the intersection of two of the land TEN-T corridor 

IV and IX, while the Corridor VII is the Danube River; it has the largest European port at 

Black Sea; it has a quasi-well structure for the rail and road networks, despite their poor condition; 

it has a quasi-constant growth in industrial production 1 , except the results in 2009), and it is 

worth to find the proper and efficient measures to improve the transport processes and structures. 

After all, FLAVIA project itself belongs to the chapter accessibility which is one of the priority 

directions of the Central Europe-Cooperation for success program; moreover, the main 

objective of ERDF is to support economic development and the reduction of disparities. We 

bear in mind also, one of the final target of FLAVIA project, meaning the trade and transport 

extension beyond the Black Sea, to its riparian countries and TRACECA corridor; Romania represents 

one of the Eastern gate of EU, and there is a strong need for its transport corridor improvement. 

In order to describe the current situation of rail transport activity on Romanian territory, the rail 

market structure, its main players and provided services are studied. 

This report present the results of analysis of several measures, on both short and long term, 

which are ongoing, planned or proposed projects for the improvement of the intermodal rail 

transport on FLAVIA corridor. As long as without any exception all decision makers and experts 

(whatever they are, Romanian or foreign ones) declared that the main and significant improvement 

for Romanian railway network is the infrastructure upgrading/ modernizing/development, 

the present report addresses to the planned infrastructure works on the Northern part of TEN-T 

corridor and its difficulties, as well as on several improvement actions for works speeding. In the 

same chapter, dedicated to the long (or mid) term actions, one studies the planned works for 

the comprehensive network completion with a very short rail link (about 39 km) and already 70% 

accomplished: Rm Valcea-Valcele rail segment. One assesses its main advantages. 

A brief survey of the Romania economic potential, the economic structure, the production locations 

and market players are described; we discuss the trade structure, especially for goods 

1 EC, EU Transport in figures. Statistical pocketbook, 2012. 

http://ec.europa.eu/transport/publications/statistics/doc/2012/pocketbook2012.pdf 

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affine with rail, and the top five goods traded between Germany and Romania. Taking into consideration 

the reported statistics, new registered data, and related references, one provides 

some considerations on the future developments on FLAVIA corridor between Romania and the 

German lands. 

In this report one considers the several rail services and one estimates their advantages for 

users (shippers and operators), using the FLAVIA tool for scenarios building, on short-time; we 

recall that rather a lot of missing rail liner services were declared by the Romanian main rail 

operators' representatives, in previous reported FLAVIA actions (in comparison with other FLA- 

VIA partners' opinion for their own country) and for this reason a liner service on Bucharest - 

Constanta was considered in 3.5.3 Report. 

Finally, we discuss the lessons learned from both categories of investigations on: long term projects 

for intermodal rail transport, the proposed actions for speeding up and efficiency increasing 

for infrastructure investment on corridor, and on short term actions, too, i.e. as the logistic 

service on corridor. 

Considering the scope of the study, its main findings, are: 

-Germany plays the dominant role in the export of the top rated classes of goods (46%) in 2009, 

followed by the Hungary with about 30%. The rest of the total freight volume is divided in small 

shares among the remaining countries, but we may reveal the Austria with 10% from the total 

amount of exports of Romania; 

- Germany maintains in 2012 its top country position for trade value of Romania: the largest part 

of the Romanian exports (about 20,4% from the total export), and also the largest part for 

Romanian imports (about 17,4% from the total imports) are performed with Germany. The top 

five goods imported from Germany to Romania, with high affinity for rail or IWW transports, are 

from the following industries: chemical, paper, timber, metal and automotive; 

- The most used lines for freight rail transport based on the freight traffic recordings are the ones 

mostly overlapping with the TEN-T corridors IV and IX and having important segments on these 

routes. Domestic freight transport is mixing with these routes, meaning that the technical capacity 

of these corridors should also take into account the regional/national needs. In 2010, about 

ten container block trains per week were operational, most of them connecting the Western border 

rail station (Curtici) to Constanta Port or Giurgiu, and the Northern border rail station 

(Vicsani) to Constanta. In Romania, there is full separation of the rail infrastructure, freight operation 

and passengers operation and there is a real competition among several freight rail private 

operators. Rail operators declare their needs for liner rail services on other rail routes (FLAVIA 

3.5.3. Report) but for now, the scarcity of large amount of cargo and actual rail infrastructure 

status encumber the new liner services developing. 

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- The CE to SEE corridor on Romanian Territory is facing technical, administrative and bureaucratic 

issues. Only a part of TEN-T corridor IV is being finished and gave into operation (in total 

211 km, or 24.4%), and more works and investments are planned (there are already lunched 

works for about 200 km, and in-preparing phase, for the rest); the works' deadline of the Northern 

part of Corridor IV is in 2020. Estimated costs of the all 864 km of the line are about 8 

bnEUR, that is an average value of almost 10 mioEUR per km of reabilitation works. 

- The completion of a short and already 70% finished rail infrastructure (segment Rm Valcea- 

Valcele rail link) may take over a certain part of traffic from Curtici to Constanta, before the 

corridor IV completion. After the finishing works of Corridor IV, in 2020, the new route using the 

Rm Valcea - Valcele segment may take over the heavy trains, because of its lowest profile. Its 

works were evaluated at about 432.14 mio EUR in 2011. In the Romanian Network Statement 

this project has 2014 as the date of completion. 

Speeding-up of the work completion for the rail infrastructure on Northeast branch of Corridor IV 

represents the best policy for the entire rail industry in Romania. A set of measures to allow the 

speeding-up of the works is: 

• Management transfer from the experienced countries may help the process; 

• Increasing the social community pressure on the policy power and decision makers: alliances 

of the interested actors and civil society groups may help the process, too; 

• Regulatory frame for time and cost norms (standards) for infrastructure works; 

• Strict and continuous control of time and cost; 

• Bureaucracy diminishing by simplified procedures and management structure. 

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2 Introduction 





2.1 Scope of the study 

This pre-feasibility study' goal is to find and discuss solutions to support intermodal transport for 

a logistic service DE-RO, on Romanian territory; in this respect, the following main analyses are 

conducted: 

• Specification of currently situation of CE to SEE corridor, 

• Specification of currently situation of existing intermodal train connections, 

• Survey of investments planned to be done on corridor in future, 

• Specifying possible pitfalls and proposal of improvements, 

• Assessment of financial and economic issues of relevant existing investment projects in 

selected route, 

• Survey, what is to be improved by existing investments: capacity, utilization, speed, 

financial analysis of investments, 

• Assessment of the users' advantages for discussed solutions, i.e. rail liner service on 

corridor. 

2.2 Background and basic idea 

The most important bottlenecks related to the intermodal transport in Romania are about the 

infrastructure, and mainly for rail infrastructure - network and terminals. The Romanian railway 

network has a quasi-good structure in terms of density and connectivity and also a lot of potential 

to ensure a good transport capacity if modernization measures would be applied with celerity. 

Nevertheless, the main problem of the Romanian railway network is the lack of the significant 

and coherent investment for its infrastructure, lingering for many years, and a difficult management 

of the infrastructure investment projects. The rail segments without proper maintenance 

are imposing speed limitations, causing diminished capacity. One track sections and the signalling 

system are also cause of a reduced capacity for some segments. 

At the moment, modernization works are in progress, and very close to finish, on two segments 

of the Corridor IV: Bucuresti – Constanta and Campina – Predeal. In the same time, the ERTMS 

signalling system are in progress on those two segments (ANNEX 1). The planned works, in 

different development stages (the involved funds and new deadlines for projects, included into 

the Priority Project no. 22 on Romanian) need to be discussed as well as the most proper actions 

for managerial improvements and speeding up. 

The investment works on TEN-T rail corridor IV (blue line in Figure 1) has leaded to some alternative 

routes, i.e through the Northern part of corridor, crossing firstly the East-Carpathian 

Mountains and then Transylvanian region, reaching the West cross-boarding points (Episcopia 

Bihor/ Biharkeresztes or Curtici/ Lokoshaza, route named as DET in Figure 1 - black line). 

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Because of the heterogeneus parts (there are double and single line sectors, electrified and 

non-electrified sectors, as well) of the above mentioned detour, the rail performance was even 

poorer than the currently use of the Corridor no IV, under the construction works (blue line in 

Figure 1). Different alternative routes need to be addresses, until the works accomplishment on 

TEN-T corridor. 

The Romanian Network Statement 2 in Annex 24 of CFR Developments Projects mentions as a 

future project related to a rather old solution: finishing the works on Ramnicu Valcea to Valcele 

(only 39 km) rail segment; the project will help to deploy the lightest and shortest rail route 

crossing the Carpathian Mountains, connecting the Western entering cross-boarding point - 

Curtici to Bucharest. In Figure 1 this route, connecting the cross-boarding point Curtici to Bucharest, 

passing through the proposed project, is in green line. The present pre-feasibility study 

takes into analysis the investment for the finishing of the already accomplished works on the 

Rm. Valcea-Valcele rail sector, as a mid-term solution (rather than long term) for rail logistics 

straitening on FLAVIA corridor, besides the planned works on TEN-T corridor IV. 

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Proposed 

project 

RmV 

TEN-T IV 

Figure 1 The two rail alternative routes of the Corridor TEN-T no IV on Romanian rail 

network 

2 CFR Railway Statement, 2010, http://cfrsa.infofer.ro/images/cfrsa/en/DRR%202011v4.pdf 

DET 

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On the Romanian rail market there is a stronger competition, considering the quite large number 

of RUs (28 freight rail operators). 

Moreover, during last years the total amount of rail activity was successively increased 3 : after 

the sharp decline of about -27% in 2009, it was registered a continuum increasing, in both 

measurements units, in 2010 and 2011. In 2011, it has been reported the amount of about 15 

billion of tonnes km (similar with 2008's activity), as in Table 1, we may see. 

Comparing this rail evolution with the road activity performance (which in 2011 is only at about 

half of the activity in 2008, for either measurements tonnes or tonnes km), one may say that, rail 

transport recovers most of the lost activity, and this is against the road transport. 

Transport 

modes 

and GDP 

Performance 

measurement 

unit 

2008 2009 2010 2011 

Rail million tonnes 67 51 53 61 

billion tonnes km 15 11 12 15 

IWW million tonnes 30 25 32 29 


Road million tonnes 365 294 175 184 


GDP ROL million current 

prices 

514,700.0 501,139.4 522,561.1 578,551.9 

Table 1 Correlation between transport modes' performances and GDP evolution 

source: Romanian National Institute of Statistics. Romania in Figures, 2012. 

Several private rail operators became much stronger (and some of them even experiencing the 

abroad extending, as GFR example) and this is another positive effect reported by the rail experts. 

They look for operational solutions in order to obtain their commercial attractiveness increasing. 

In this respect, the short term solutions for rail operation are studied, i.e. the rail liner 

service on a densely used corridor's segment - Bucharest to Constanta. This is the reason for 

the building-up of the rail service scenarios on corridor, and for the users' advantages assessment. 

The FLAVIA tool had an important role in this assessment process. 

3 Romania in figures, 2012. Transport, http://www.insse.ro/cms/files/publicatii/Romania in figures_2012.pdf 

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3 Description of the Transport Market and Competition Situation 

3.1 The rail operators and intermodal rail services in Romania 

In Romania, the incumbent SNCFR (the former state rail company) was split up into five companies. 

In 2003 the name were settled as follows: CFR Infrastructura S.A (infrastructure manager), 

CFR Marfa S.A. (rail freight transport) and CFR Calatori S.A. (passenger transport). Accordingly, 

the Romanian infrastructure is completely separated from operations, meaning technical, 

technological/operational activities and also financial management, as well. Full institutional 

and balance-sheet separation of the rail freight and passenger transport divisions in Romania 

is operational since 1998. 

In 2010, were registered in Romania, 28 freight transport operators as private companies, from 

which 23 were registered exclusivelly for freight transport and/or shunting activities in technical 

rail station 4 . 

During 2010, in Romania the intermodal rail services were performed by the most important rail 

companies, as follows: CFR Marfa, GFR, Servtrans, Rail Cargo Romania, IFB, LSD (Logistic 

Services Danubius) which is the former name of the actual DB Schenker Romania. 

The most used lines for rail freight transport based on the freight traffic recordings are the ones 

mostly overlapping with the TEN-T corridors IV and IX and having important segments on these 

routes. Domestic freight transport is mixing with these routes, meaning that the technical capacity 

of these corridors should also take into account the regional/national needs. In 2010, the container 

block trains per week were operational, between different important rail terminals, as follows: 

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• Constanta Port - Targoviste rail station: two trains (one with freight handling directly on 

the public railway line from containers, without any container transhipment, and another 

block train with container transhipment process); 

• Constanta Port - Curtici cross-boarding station: one train weekly, using the main corridor 

IV route; 

• Curtici - Giurgiu Nord terminal: two trains; 

• Curtici - Bucharest terminal: one train; 

• Intermodal service connecting cross-boarding points and private terminals or internal rail 

lines: in total four trains; 

• Constanta Port to other six private terminals or internal rail lines, one train for each of 

them; 

4 Romanian Ministry of Transport and Infrastructure, 2011, Romanian National Strategy for Intermodal Transport, 

2020. (www.mt.ro) 

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• Belgium to Oradea intermodal service, performed by LSD (At the present, DB Schenker 

Romania) with three trains per week. 

In Figure 2 the most used intermodal services in 2010 are depicted (Tanasuica, 2011) . 

A dedicated study related to the vertical separation of railway infrastructure across Europe 5 , and 

its influence on traffic growth, reveals that in Romania there is a complete vertical separation 

and there is a rather large number of the rail undertakings on the market, considering economic 

potential of Romania. However, during the last years, several private rail operators became 

much stronger (and some of them even experiencing the abroad extending, as GFR example). 

Figure 2 The most used intermodal services and the main rail operators in Romania, 

in 2010. 

Source: Tanasuica, 2011 6 . 

According to the DIOMIS study 7 , the total intermodal road/rail traffic in Romania, in 2007 was 

about 359,900 TEU meaning the total gross tonnes of about 4,342,500. From this, international, 

including transit were counted for 112,200 TEU (meaning about 1.35 million of gross tonnes). 

Bilateral international trade had the important share of about 66.6%, that represents about 

74,700 TEU. 

5 Drew, J. and Nash, C.A. (2011). Vertical separation of railway infrastructure - does it always make sense? Institute 

for Transport Studies, University of Leeds, Working Paper 594 

6 Tanasuica, N.M. (2011) Intermodal Units on the Romanian Railways (in Romanian: Transportul unitatilor de 

transport intermodal pe caile ferate din Romania), Rail Club Conferences 2011, Constanta 6-7 April 

7 UIC (2010) DIOMIS Evolution of intermodal rail/road traffic in Central and Eastern European Countries by 2020. 

Romania, pg. 55. 

IFB 

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In the same study, an average annual gross rates of total container traffic, on two distinct period 

is forecasted (+3% - in 2005-2015, and +9% - in 2015-2020), considering a complex frame of 

economic and geo-political situations, but also the economy contraction and its effects. 

The most important container traffic (loaded, unloaded and transferred to other transport mode) 

through Constanta Port are designated to non-EU countries, which imply specific custom checking 

procedures; hence, there might be a discouraging effects on the development of the rail unaccompanied 

intermodal transports (Tanasuica, 2011). 

3.2 Brief survey on Romania economic potential 

In Figure 3 there are depicted the share of industry contribution in GDP in Romania, as in previews 

FLAVIA reports has been found. The most industrialized industry in Romania are: Central 

Region (24,9%), South Region (14,5%), Bucharest-Ilfov Region (14,3%) and South-East Region 

(13,9%) 8 

. 

7,1* 

8,8% 

Figure 3 Share of industry production for each development regions in Romania 

Source: Romanian National Institute of Statistics 

From the sector participation (in GDP) in the industry point of view engineering industry (21,9%) 

and sector named “other” (32,2%) are the most developed 8 . The most developed industry in 

Romania is sector “other”. Companies from the following regions were considered, as long as 

they have the highest participation in “other” industry: 

• South-East Region, 

• Central Region, 

• Bucharest-Ilfov Region. 

24,9% 

7,2% 

8 FLAVIA 3.3.1 Activity Report (2011), www.flavia-online.de 

14,5% 

9,4% 

14,3% 

13,9% 

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Additional information, as name of company and their products are presented in Table 2, suggested 

that the energy, especially oil extraction/refinery/distribution, cement and building products, 

shipbuilding industry are the most developed industries in Romania, classified as “other” 

sector. 

Other 

Region Name of company Product which are produced 

South-East Region Rompetrol Rafinare Oil refinery 

Lafarge Ciment Romania Cement and building materials 

Daewoo Mangalia Shipbuilding industry 

Central Region SOCIETATEA NATIONALA DE 

GAZE NATURALE ROMGAZ 

SA 

Extraction of natural gas 

E.ON Gaz Romania Natural gas and electricity supply 

and distribution 

RomOil Brasov Wholesale distribution of oil 

products and fuels 

Bucharest-Ilfov Region OMV Petrom Extraction of crude oil and retail of 

fuels 

LukOil Extraction and refining of crude oil 

and the wholesale & retail of 

petroleum products 

Petrom Service Complex projects and services for 

oil and natural gas industry 

Table 2 Information about “other” industry producers in Romania 

source: Romanian Chamber of Commerce and Industry 

The second strong developed industry in Romania is engineering (21,9%). Therefore, companies 

from engineering industry and from following regions were considered, as long as they 

have the highest participation in engineering industry: 

• South Region, 

• North-West Region, 

• Bucharest-Ilfov Region. 

More information about companies which come from engineering industry is presented in Table 3. 

We may note that the most important industries, in engineering sector and respectively, in “other” 

sector are developed in Bucharest-Ilfov Region. A better image about the production location is 

in Figure 4. 

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Engineering industry 

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Region Name of company Product which are produced 

South Region Dacia Automobile Automotive industry 

Continental Automotive Products Products of chemical industryplastics 

Arctic Home appliances 

North-West Region Nokia Mobile phone supplier 

Teenaris Silcotub Supplier of tubes and related ser- 

vices for the energy industry 

SAINT GOBAIN WEBER ROMANIA Supplier of industrial adhesives, 

SRL 

mortar 

Bucharest-Ilfov Region BAT Trading Tobacco trade and manufacturing 

Philip Morris Romania Tobacco trade and manufacturing 

Procter&Gamble Manufacturing cosmetics supplier 

Table 3 Information about engineering industry in Romania 

(www.flavia-online.de) 

Figure 4 Map with location of main companies' sites 

(blue = companies from “other” industry, red = companies from engineering industry) 


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The main mode of transport used (in 2009) by the biggest companies in the most industrialized 

region in Romania is road transport – 68,8%, next is rail transport – 25% and last water 

transport – 6,2%, as they reported (in FLAVIA outputs), Figure 5. 

Figure 5 Mode of transport used by analysed companies in Romania 


It is worth to underline that rail and road transport are the most used by logistic operators – 

42,8%, for each mode, as the representatives declared. The last is water transport – 14,3%. 

Most of the verified logistic operators work on foreign markets, too – especially the countries of 

European Union. 

3.3 Exports from Romania to other FLAVIA countries 

The main cargo flows from Romania to the other FLAVIA countries are predominantly those 

related to Germany and Hungary. Most frequently raw materials and metals, wood articles, mineral 

products, vehicles are being transported, whereas especially these classes of goods show 

high affinity concerning rail and inland waterway transport. 

In previous FLAVIA actions there can be found a total of seven classes of goods among the top 

five rated volumes between Romania and the other FLAVIA countries, in 2009. Base metals 

and wood articles are traded with every FLAVIA country, but at a small difference there are also 

mineral products which are exported to the five of FLAVIA countries. Chemical products are 

exported also in five countries but the volume of trade is smaller. Vehicles and associated 

transport equipment and vegetable products are exported only in three countries but the volume 

of trade is significant. Plastics and rubbers have the smallest frequency from the total top of 

exported goods 9 . The shares of the exported classes of goods of the total volumes between 

Romania and the other countries can be seen in Figure 6. 

9 FLAVIA 3.2.2.Activity Report (2011), www.flavia-online.de 

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Base metals, mineral products and wood articles have almost the same share, around 20% for 

each of them. The following another three goods category have the same importancy with 

around 12%, each of them. The last contribution to the exported goods is represented by the 

plastics category. 

Figure 6 Share of the exported goods of the total freight transport volume (export) 


Figure 7 pictures the shares of the total freight volume of the FLAVIA countries. What can be 

seen immediately is that Germany plays a dominant role in the export of the top rated classes of 

goods (46%) in 2009, followed by the Hungary with about 30%. The rest of the total freight volume 

is divided in small shares among the remaining countries, but we may reveal the Austria 

with 10% from the total amount of exports of Romania. 

Figure 7 Share of each country of the total freight volume (exports of Romania in 2009) 


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Vegetable products; 

12% 

Austria; 10% 

Vehicles and 

associated transport 

equipment; 11% 

Chemical products; 

12% 

Poland; 8% 

Czech Rep.; 4% 

Hungary; 29% 

Plastics, rubber and 

articles thereof; 7% 

Wood and articles of 

w ood, excluding 

furniture; 18% 

Slovakia; 3% 

Base metals and 

articles; 22% 

Mineral products; 19% 

Germany; 46% 

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3.4 Current trade between Germany and Romania 

Following the FLAVIA methodology, there has been performed the analysis of the exports from 

Germany to Romania, and from Romania to Germany considering also the top five goods and 

their affinity for rail or IWW transport, for 2009 (Table 4 and 5). 

# Category of goods Country-pair from 

X to Y 

mln tons 

(per year) 

Affinity 

Rail IWW 

1 Metal Production RO GER 0.359 ↑ ↑ 

2 Automotive Industry RO GER 0.273 ↑ ↑ 

3 Timber Industry RO GER 0.203 ↑ → 

4 Vegetable products RO GER 0.182 → ↑ 

5 Mineral products RO GER 0.172 ↑ ↑ 

Table 4 Top five goods exported from RO to DE and affinity for rail or IWW 

((www.flavia-online.de) 

# Category of goods Country-pair from 

X to Y 

mln tons 

(per year) 

Affinity 

Rail IWW 

1 Chemical Industry GER RO 0.273 ↑ ↑ 

2 Paper Industry GER RO 0.126 ↑ ↑ 

3 Timber Industry GER RO 0.113 ↑ → 

4 Metal production GER RO 0.103 → ↑ 

5 Automotive Industry GER RO 0.090 ↑ ↑ 

Table 5 Top five goods exported from DE to RO and affinity for rail or IWW 


In 2012, the most important Romanian producers having trade relationship with Germany are in 

Table 6. 

Name of producer/shipper 

1 DACIA Motorcar 

Plant – Dacia 

Groupe Renault 

Location Products export/import for 

Romania side 

Mioveni (near to 

Pitesti city/Valcele 

rail station) 

-sub-articles for 

automotive industry 

-cars 

- tubing articles, finished 

2 Mittal Steel Plant Roman (near to 

Bacau Terminal) and unfinished 

3 ArcelorMittal Mill Galati - raw materials, 

equipments for iron 

production; 

- steel ingot for 

automotive industry 

4 Constanta Shipyard Constanta - parts for maritime ship 

5 Mangalia Shipyard Mangalia 

building, including 

6 Galati Shipyard Galati 

electronics for driving 

- both directions; 

-exports to Germany 

- exports to Germany 

- import from 

Germany 

- export to Germany 

- imports from 

Germany (Siemens, 

AG, KMV AG) 

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Name of producer/shipper 





Location Products export/import for 

Romania side 

7 ROMARM n/a 

board 

- electronics part for 

8 ROMTEHNICA n/a 

armament industry, 

military equipments, guns 

etc. 

9 Doosan IMGB Bucharest - medium and large blank 

(Heavy Industry & 

work rolls and backup 

Construction) 

rolls from different steel 

grades 

10 GRIRO Plant Bucharest 

-equipment for steel manufacture 

- reactors, vessels, heat 

exchangers, Columns, 

steam drums condensers 

- special materials, special 

valves and vents, 

cocks for high pressure/temperature 

11 ASTRA Arad - freight wagons (ordinary 

12 Atelierele Grivita Bucuresti 

and special); metalic 

CFR 

structures for wagons 

13 Remarul 16 Februar- Cluj 

- pneumatic equipments 

ie 

for wagon brakes, wagon 

14 Remarul 16 Februar- Pascani 

buffer systems, bogies, 

ie 

etc.; 

-both directions 

(CFR Marfa and DB 

are the predominant 

rail operators) 


-imports to Germany 


-imports from 

Germany 


-imports from 

Germany 

Table 6 The most important Romanian producers wich have trade relations with 

Germany 

source: the authors' survey on current transport market 

The focus is on the current situation and for this reason we consider the current trade (in 

monetary terms) between Romania and Germany; in other words, we try to find if the trade 

connection is strong and sustainable, even if the difficulties of the lingering economic crisis are 

considered. 

According to the Statistical Federal Office of Germany 10 , at the end of March, 2012, the total 

amount of bilateral trade between Romania and Germany was about 4.53 bn Euro, compared to 

the 3.85 bn Euro during the first three months in 2011, meaning and increasing rate of about 

+17.6%. The Romanian exports was about the 2.35 bn of Euro, which means an increased rate 

about +26.1% more than in the same period of 2011, and the Romanian imports from Germany 

were about 2.18 bn Euro, meaning an increasing rate of about 9.4%, comparing with the same 

period in 2011. 

10 http://www.dce.gov.ro/ 

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Germany maintains its top country position for trade value of Romania: the largest part of the 

Romanian exports (about 20,4% from the total export), and also the largest part for Romanian 

imports (about 17,4% from the total imports) are performed with Germany. 

In Table 7 there are both import and export between Romania and Germany, and by Germany 

lands, for the first quarter of 2012. In Annex 8, detailed analysis is given. 

Exports 

DE to RO 

January – March, 2011 

Exports 

RO to DE 

Total 

Exports D 

E to RO 

January-March, 2012 

Exports 

RO to DE 

thousands EUR 

Total 

from which* for 

lands: 

1996552 1861080 3857632 2185232 2347092 4532324 

Baden-Württemberg 242936 392399 635335 280602 504235 784837 

Bayern 335830 502912 838742 373167 548620 921787 

Berlin 26440 13711 40151 22087 21111 43198 

Brandenburg 18436 17303 35739 14322 19948 34270 

Bremen 10396 9429 19825 9654 15923 25577 

Hamburg 69768 18284 88052 80648 226005 306653 

Hessen 103156 115675 218831 109688 162527 272215 

Meckl-Vorpommem 5396 4351 9747 6238 3204 9442 

Niedersachsen 181360 195838 377198 198280 235233 433513 

Nordrhein-Westfalen 320840 401295 722135 356955 382471 739426 

Rheinland-Pfalz 74447 52762 127209 92299 58042 150341 

Saarland 29834 25556 55390 28670 32099 60769 

Sachsen 52323 48571 100894 40152 50432 90584 

Sachsen-Anhalt 37681 9979 47660 32757 12762 45519 

Schleswig-Holstein 23550 17454 41004 24627 21836 46463 

Thüringen 21871 19310 41181 29588 32322 61910 

Total for Lands 1554264 1844829 3399093 1699734 2326770 4026504 

* - difference is not split by lands 

Table 7 Current situation of trade between Germany and Romania, first quarter of 2012 

Source:Statistical Federal Office of Wiesbaden -22.05.2012 

Following the Table 7 and Annex 8, we may note that: 

- the total amount of Romanian exports to Germany during the first quarter in 2012 has 

increased (+26.1%) versus the similar period in 2011, as well as the exports from Germany to 

Romania (+9.5%); in total, in the same period of time, there has an average increasing rate 

about +18%; 

- the main markets in 2012 are the same as in 2011, for the Romanian exports (Bavaria, Baden 

Württemberg and Nordrhein-Westfalen); the total exports to these three lands was about bn 

Total 

- 19 -





EUR 1,43, which represents about 61% from the total exports to Germany, and about 54% from 

the total bilateral trade, for the registered period; 

- the most important partners in Germany are located in Bayern land: imports represents from 

the total imports about 22% in 2011 as well as in 2012, exports from Romania to Bayern land 

represents from the total exports about 27% in 2011 and 23% in 2012, which are the highest 

values (in absolute and relative value, too); 

- for region Berlin-Brandenburg, there is an odd tendency: Romanian exports to Berlin/Brandenburg 

was increased (by about +32%), and the total amount of exports in 2012 (one 

quarter) was about mio EUR 41, meaning about 2% from the total exports; the exports from 

Berlin/Brandenburg to Romania was decreased (by -19%), and the total amount of exports in 

2012 was about mio EUR 36,4, meaning again about 2%, considering monetary expression of 

trade. 

It is worthily to conclude that between Romania and Germany there is a constant level of bilateral 

trade, as long as, even in difficult situation there are important registered trade exchanges 

and the traditional regions are still generators and attractors for trade flows. 

However, it is need to mention here a conclusion of the DIOMIS study (for 2008 statistics), in 

relation with Germany -Romania trade (quoting from page 20) "...for Germany which is the main 

trading partner for both export and import, but the interchanged volume on intermodal services 

is almost nonexistent" and again quoting "...there is still large potential for shifting additional 

volumes from road to rail". 

-20- 

- 20 -





4 Corridors infrastructure on Romania territory 

4.1 Current status and planned works on TENT-T corridors 

The CE to SEE corridor on Romanian Territory is facing a lot of technical, administrative and 

bureaucratic issues. Only a part of TEN-T corridor IV is being finished and gave into operation, 

but more works and investments are still needed for the other segments which still have old 

infrastructure and signalling system. 

The modernisation of the railway infrastructure mainly aims at increasing the attractiveness of 

the railway transport by increasing the maximum running speed on the sections of the interoperable 

network (TEN-T, Corridors IV and IX) to 120 km/h for the freight trains. The pictures of 

current state of the various sectors of TEN-T rail corridor IV (included into Priority Project no22) 

on Romania territory is given in Annexes 1 to 4. 

In Dec. of 2010, European Commission 11 released a detailed analysis of the Trans-European 

Transport Network, Priority Projects, in order to highlight precisely the progress achieved, the work 

that remains to be done through an up-dated setting of priorities and the need for the EU to focus 

even more on the support for cross-border sections. A useful figure, having the deadlines for each 

of rail sector, is selected from that document (Figure 8). 

Estimated costs of the 864 km long line are about bnEUR 8. This meand an average value of 

almost mioEUR 10 per km of reabilitation works. 

The entire corridor is split in several sections between the Curtici cross-bording and Braşov. 

At the moment, are operational at the designing parameters, the following segments on the 

IVth TEN-T corridor: Câmpina – Bucureşti (92 km), Bucureşti – Fundulea (35 km) and Feteşti – 

Constanţa (84 km), in total 211 km, or 24,4%. 

For this analisys we may point-out the following cathegory of works: 

11 European Commission - Directorate General for Mobility and Transport and Directorate B - Trans-European 

Transport Networks & Smart Transport, Trans-European Transport Network, Priority Projects, A Detailed Analysis. 

-21- 

- 21 -





Figure 8 Deadlines on Romanian TEN-T corridor IV for the segments included into the 

Priority Project 22 

source: EC, 2010, Trans-European Transport Network, Priority Projects, A Detailed Analysis 

A: Finishing or in-check sectors: Track upgrade up to 120 km/h for freight and ERTMS signalling 

between Predeal – Campina (48km) and Fundulea-Fetesti (108 km). Both projects were 

started in 2007. In total, for the two segments the amount was about mio EUR 542.2 and national 

budged was more than a half. 

-22- 

- 22 -





Predeal- Campina: The works were related to the upgrading the railway on 48 km and ERTMS 

signalling system implementation. There were complex works for Prahova River bed improvements, 

works for 45 are large bridges and 3 of them, are completely new. 

The works are finished and in check phase for Predeal- Campina segment, the deadline is the 

second half of 2012. The entire project for Predeal- Campina segment was about mio 

EUR287.389 (except VAT). In total, Romania has contributed with more than a half of total 

amount. The rest of the project funding is provided through ISPA program. 

Fundulea-Fetesti: The works were related to the upgrading the railway on 108 km ERTMS signalling 

system implementation and rail stations upgrading; the both lines are electrified. For the 

Fundulea -Fetesti segment, the works are delayed, comparing with planned scheduling and the 

new deadline is 2013. The funds for Fundulea-Fetesti segment are about mio EUR 255.058 

(except VAT). 

B: -Alredy launched works: Three sections: Curtici border line (41 km) + Simeria – Coslariu 

(69.2km)+ Coslariu - Sighisoara (91.6 km) 

All projects are addressed to the double track and electrified railways, except the cross-boarding 

line at Curtici, where the second line for 5.5 km is planned to be installed. The works are related 

to the tracks upgrading and ERTMS signalling implementation and several rail station upgrading. 

Almost all projects have the feasibility studies founded by the ISPA, and the execution 

works founded through the European Cohesion Funds + the State Budget of Romania. 

For the B type of projects - already launched - the total amount of funds are about mio EUR 

292.921 + 651.344+ 910.718 (except VAT) respectively, meaning in total about mio EUR 

1,854.983 (except VAT), for about 200 km, in total. 

C: - works in preparing stages for 2014-2020 : Three remaining segments from the Northen 

part : Curtici - Simeria (144 km) +Sighisoara - Brasov (120.63 km) +Brasov- Predeal (26.9 km) 

For the C remaining segments- in different preparing stages - the total amount is about mio 

EUR 2,043.245 + 1,969.210+712.784 (except VAT) respectively, meaning in total about mio 

EUR 4,725.239 (except VAT). All projects have feasibility studies covered by ISPA program. 

The works execution is funded through the European Cohesion Funds + State Budget of Romania. 

All the works for rail tracks upgrading are accompanied by the ERTMS implementation for level 

I. The next level of interoperability performance is related to the level II and there is a pilot project 

for this included into the List of Priority and Strategically Projects funded by the European 

Structural and Cohesion Funds, for 2007-2013. 

-23- 

- 23 -





In order to develop the Operational Guidlines for ERTMS level 2 on the Romanian railway, the 

testing the pilot system is needed. Hence, the pilot project is implemented on the segment of 

37 km between Buftea and Brazi stations, on rail sector Bucharest Brasov. 

In case of ERTMS Level 1, the transmission is based on balises or loops and it uses the existing 

signaling equipment. Level 2, however, requires a modern signaling infrastructure. As for the 

data transmission, in case of ERTMS Level 1, the information is transmitted from the track to the 

vehicle through adaptors. Level 2 is based on the signaling system and the movements of the 

train are constantly monitored through the so-called block centre radio. Level 2 constantly monitors 

the speed of the train, the correct route, the direction of the vehicle and the operating instructions. 

The pilot project for ERTMS Level 2 implementation is included already into the List 

of Strategically and Priority Projects, June 2012, of Romanian Ministry of Transport and Infrastructure, 

funded by the European Structural and Cohesion Funds and National Budget. 

Project is started and about 4% of activities are already achieved at 30 of June 2012; at the end 

of 2012 there are planned that 50% of activities to be accomplished. 

Total value of the TEN-T corridor IX is about bnEUR 3.5. The total length for rehabilitation is 

about 595 km, double track-87%, electrified tracks- 87%, No of rail stations- 70. Finally there will 

be about 216 trains daily as maximum capacity and a maximum speed of about 90 km/h for 

freight. In Figure 9 we present the main sectors for TEN-T corridor no IX. 

Figure 9 The segments on TEN-T corridor IX 

(own depiction) 

-24- 

- 24 -

-25- 





All projects were delayed and there were three times for re-estimation of the works completion. 

In Table 8. we concentrate information on the length of the sectors, the estimated deadlines, 

total monetary value of works and current status on TEN-T corridor IV and IX and related projects. 

However, there are small inconsistency related to the value of money, because of currency 

exchange rates, VAT changes, etc. 

Cor 

ridor 

IV North branch 

IV South branch 

Tronson Length 

[km] 

Value 

[mioEUR] 

Deadline for works as 

they were set in: 

2005 2007 2011 

Current status (2012) 

Bucharest-Campina 92 273 2006 2008 - Operational 

Buc. Baneasa- 

Fundulea 

35 83,5 2007 2010 2011 Operational 

Fundulea- Fetesti 108 255,06 2008 2010 2013 Works in progress 

Fetesti-Constanta 

incl. BucN.-Buc Baneasa 

84 453,69 2009 2008 2011 Operational 

Brasov-Predeal 26,9 712,78 2009 2014 2020 Feasibility study revision 

Predeal-Campina 48 287,39 2010 2010 2012 Works in progress 

Brasov-Sighisoara 120,6 1969,21 2010 2013 2019 Feasibility study revision 

Sighisoara-Coslariu 91,6 910,72 2011 2013 2015 Technical study revision 

Coslariu-Simeria 69,2 651.34 2011 2013 2014 Technical study revision 

Simeria-Curtici 144 2043 2012 2012 2020 Feasibility study elaboration 

Curtici cross-boarder 5,5 292,92 2012 2012 2014 Works were started in 

(Km no.614) 

2011 

Arad-Drobeta Turnu 267 1920 2015 2015 2021 Prefeasibility study ten- 

Severin 

dered 

Drobeta Turnu Severin- 

Craiova 

114 635 - 2015 2019 - 

Craiova- Calafat 107 542,9 2010 - 2018 Prefeasibility study revision 

Calafat -Vidin Danube 

Bridge 

- 32 2008 2009 2012 Finished 

IX Bucharest-Videle- 114 228,5 2016 2016 - Prefeasibility study fin- 

Giurgiu 

ished 

Ploiesti-Focsani 140 928,4 2016 2016 - Prefeasibility study finished 

Focsani-Bacau 254 2578,3 2017 2018 - - 

Bacau-Pascani 2018 2018 - - 

Pascani-Ungheni 2021 2018 - - 

Table 8 The status of works on TEN-T corridors on Romanian territory 

(own updating, after Tanasuica 2011) 

- 25 -





The immediately conclusions are the following, at least: 

- works are delayed; 

- the most of the works are planned to be finished around 2020; 

- due to the many simultaneous works, it is obvious that the rail traffic will suffering; 

- the amount of spent budget is quite impressive (about mio EUR 10 per km for rehabilitation 

and modernization works) 

We call the above rail infrastructure projects as mega-projects because of: the huge amount of 

needed investment; important technical complexity; especially management difficulties; long 

time for work completion; market loss during the work completion and, financial loss for infrastructure 

owner/ administration etc. The complexity of the mega-projects is recognised and 

management transfer from the experienced countries to the low-performed countries may efficiently 

help the process. 

According to the rail operators' opinion, the important influence on the management of the rail 

infrastructure development and the work speeding-up might be obtained by the social community 

pressure on the policy power and decision makers: alliances of the interested actors and civil 

society groups may help the process, too. 

The important forward step might be a regulatory frame for time and cost norms (standards) 

related to different technical works for infrastructure development and its strict control, and simultaneous 

bureaucracy diminishing. 

4.2 Brief survey on intermodal terminals 

In Romania, there are 26 intermodal terminals (owning to the former state operator SNCF CFR 

Marfa SA and operated by CFR SA Transauto), from which 14 terminals actually have activities 

(called "open" terminals) and the other 12 have no activities (in 2011), and called "closed" terminals, 

according to the public document 12 , released in 2011, and on own authors information's. 

However, these last mentioned 12 terminals without activity are still available for upgrading and 

equipment modernizing, in case of economic recovery of Romania. In Annex 5a there is a table 

with locations of the 14 open public terminals (in 2011) which are owned by the former state 

company SNCF CFR Marfa SA, as the Romanian Ministry of Transport and Infrastructure provided, 

their facilities and specification of improvement needs (as a dummy variable); in Annex 

5.b there is a list of the other 12 terminals without activity 

In Annex 6, from the same source, we have a picture of the total 26 locations of intermodal terminals 

(open and closed). In Annex 7a we give the list of private terminals, or private rail line, 

for intermodal units handling by the other operators (apart from SNCF CFR Marfa SA), terrestri- 

12 Romanian Ministry of Transport and Infrastructure (2011) Romanian Strategy of Intermodal Transport, 2020. 

-26- 

- 26 -

-27- 





al or maritime; in Annex 7b we give a list of the other IWW and maritime terminals for intermodal 

units handling, under the different state authority administration 1 . 

On the other hand, the status of all 26 terminals will be subject of an in-depth analysis, as long 

the state company SNCF CFR Marfa SA is going to be privatised, as the Word Bank and the 

International Monetary Fund require 13 . 

For now, in Romania there are functioning only three private terrestrial terminals having all very 

modern equipment and management structure, too: Allison (Ploiesti), Arad Railport, Bucharest 

(Tibbett Logistics). 

In Romanian Intermodal Strategy, 2020, there are mentioned seven zones, each having a single 

one intermodal terminal, which will have support from the state budget: Timisoara; Iasi; 

Bucureşti; Constanţa; Giurgiu / Olteniţa; Braşov; Suceava. 

4.3 Financial and technical issues of Rm.Valcea - Valcele rail connection 

4.3.1 Brief history and already accomplished works 

The rail connection between Ramnicu Valcea and Valcele has a long history, and just before 

1990, it was almost finished. After 1990, many times this connection was considered but, in fact 

was not ever entirely deployed. Now, again it is pointed out that the finishing of its more than a 

half-accomplished works (only for those 39 km) would be beneficial for a better connectivity of 

the entire rail network. 

The necessity of this line was officially first mentioned in Chamber of Deputy in 16 th June 1862, 

this idea also being registered in national plans from 1919, 1920, 1920 and 1927. Even though 

the Second World War German troupes had in mind the built of this rail connection to shorten 

the way to the West Europe. Initially abandoned, this idea got life after 20 years and in 1949, 

terrain studies had begun, but after another 30 years, in 1979, the works begun, the optimal 

solution being a rail line with the high curve radius and the less slopes (Figure 9). 

Even though there were some works still to be done in order to consolidate the sides' terrain, 

but in summer of 1989, the communist authorities officially opened the line, and for one year 

(1993-1994) there were 4 pairs of trains per day using this line. 

Between 1990 and 1996 the works were progressing with a slow rate in time because of lack of 

founding and nonchalance of authorities. In 1996, the Ministry of Transport decided to stop the 

finishing woks and operation. 

The railroad from Valcele to Ramnicu Valcea had a length of 39 km, normal track gauge of 1435 

mm; it was designed for diesel traction, with light signals and electro-mechanical interlocking 

13 http://www.railwaypro.com/wp/?p=8776: CFR Marfă and BDZ Cargo, ready for privatizations. 

- 27 -

-28- 





system. The re-opening of this Valcele – Ramnicu Valcea rail line will facilitate the using of a 

shortest rail route from Western part of Romania to the Black Sea and to the South-East regions, 

and contribute to a real traffic flow efficiency; the route from Sibiu to Bucharest, using the 

RmValcea-Valcele shortcut for example, will be 78 km shorter than the TEN-T corridor through 

Brasov (Table 9 and Figure 9). 

Route Route Characteristic re- Altitude Length of 

numsistance 

[N/KN] [meters route 

ber 

going return above the [km] 

direc- direction maritime 

tion 

level] 

1 Bucuresti–Caracal-Craiova-Orsova- 

Timisoara-Curtici 

24 32 500 607 

2 Bucuresti-Caracal-Craiova-Tg.Jiuria 

-Curtici 

Sime- 18 22 720 604 

3 Bucuresti-Caracal-Piatra Olt- Ramnicu 10 10 390 659 

4 

Valcea-Podul Olt-Vintu-Simeria-Curtici 

Bucuresti-Ploiesti-Brasov-Podu Olt- 

Vintu-Simeria-Curtici (TEN-T corridor IV) 

22 28 1100 639 

5 Bucuresti -Ploiesti- Brasov-Sighisoara- 

Blaj-Vintu- Simeria-Curtici 

22 28 1100 626 

6 Bucuresti-Pitesti (Valcele)–Rm.Valcea - 

Podu Olt- Vintu- Simeria-Curtici 

11 11 450 561 

Table 9 Characteristic resistance of the main crossing-rail lines of the South Carpathian 

Mountains, linking Bucharest and Curtici 

(own research) 

The expert's opinion is unanimous that the main advantages of this shortcut line are the following: 

• -first one comes from its smaller characteristic resistance in comparison with all other 

Carpathian rail crossing lines (see Table 9), especial with Sibiu-Brasov-Ploiesti to Bucharest 

sections, of the TENT IV Corridor, and 

• -the second one is related to the operational TEN-T corridor decongesting actions, especially 

considering the heavy trains with more than 2000 gross tonnes (because of the 

high characteristic resistance on the Brasov - Bucharest sector there is need for a pushing 

second locomotive for heavy trains in both directions). 

For an easier comparison of alternative routes linking Curtici cross-boarding and Bucharest, the 

sketch extracting all possibilities for this corridor is depicted in Figure 10. Every rail segment is 

noted with a set of numbers; each number indicates a specific route. Moreover, in that sketch 

the number of rail lines (single or double) is drawn. 

- 28 -

Curtici/ 

ARAD 

Timişoara 

Legend 

Route no: 

1 

2 

3 

4 

5 

6 

-29- 

1 





Figure 10 Sketch of all six alternative routes linking Curtici to Bucharest 

own research 

1 

Orşova 

3,4,5,6 

Caransebeş 

1 

1 

Simeria 

2 

Craiova 

Vinţu 

Tg.Jiu 

1 

5 

Curtea 

de Argeş 

6 

Piteşti 

Finishing the works for the rail link Ramnicu Valcea -Valcea will provide the shortest route (78 

km less than the TEN-T corridor alternative) and the lighter route (at least 11 N/KN less than of 

the TEN-T corridor line). These advantages are well-known by the operators and the finishing 

works had been introduced into the Romanian Comprehensive network and planned for financing. 

At the present, Valcele and Ramnicu Valcea rail connection is interrupted, the switches for 

this line had been removed and also the line track and the crossbeams were disassembled from 

the track and putted into conservation stage. 

4.3.2 Necessary works and costs evaluation 

The railway connection between Valcele and Ramnicu Valcea has a length of 39 km, the minimum 

curve radius is 700 and has a characteristic resistance of 11 N/kN. This railway was designed 

to connect the two main rail connections Bucharest-Pitesti-Piatra Olt with Bucharest- 

Sibiu-Arad-Curtici. 

3,4,6 

Blaj 

Podu Olt 

Râmnicu 

Vâlcea 

Piatra Olt 

3,6 

3 

1,2,3 

3,4 

Caracal 

5 

4 4 

6 

1,2,3 1,2,3 

5 

Braşov 

Rm Valcea-Valcele 

4,5 

Ploieşti 

4,5 

BUCUREŞTI 

single rail line 

duble rail 

- 29 -

Until the end of 2003 the state of the working was as following: 

-30- 

• Double track bridges and viaducts 2406 meters; 

• Single track bridges and viaducts 1214 meters; 

• Almost 2 million cubic meters of embankments; 

• Single track tunnels 4200 meters; 

• 165 culverts; 

• Total length of approximately 55 km of track superstructure. 





UPB-CCPCT performed a study in order to estimate the current state of the RmValcea-Valcele 

line, in 2003. According to this study 14 , the actual status of the already finished works is, as follows: 

• Viaducts - 70% (Figure 10) 

• Tunnels - 100% (finished and in-adequate shape) 

• Culverts 97% 

• Embankment 100% (finished and in-adequate shape) 

• Embankment consolidation 23% 

• Superstructure 97% 

For the finishing building works it is mainly needed the extra 1093 meters of double track buildings, 

viaduct for a total of 446 meters and approximately 20.000 cubic meters for embankment 

consolidation. The finishing works were evaluated at about mio EUR 432,14 and in 2011, the 

project was included into the list of project planned for 2012-2016. In the Romanian Network 

Statement this project has 2014 as the date of completion. 

The new line will have single track sectors, and this is the reason of not so much operation capacity. 

We studied different operational schemes and the results were about 32-40 pairs of 

trains per day. 

14 Obada, D. (2003), Project assessment for the rail line Rm Valcea - Valcele. (in Romanian: Proiect de ansambu 

pentru realizarea liniei de cale ferata Rm Valcea- Valcele)-graduation thesis, UPB, Transport Faculty 

- 30 -





Figure 11 Example of the aready accomplished works: Topolog Viaduct on the rail line 

Rm. Valcea - Valcele 

source: Obada, 2003 

Rail link Rm Valcea - Valcele has important parts already accomplished and the works to make 

it operational will reveal its efficiency in term of time and energy saving, because it is part of the 

lightest and shortest (in the same time) alternative to the North branch of the Romanian TENT-T 

corridor IV. Its envisaged finishing time is earlier than corridor IV completion. It is considered as 

a mid-term useful alternative to corridor IV, in order to have an acceptable performance for the 

rail/intermodal services. 

Concluding, the main role of this new line is: to provide an acceptable solution for trains between 

Curtici and Constanta, before the TEN-T corridor IV is complete (before 2020), as long as 

its works are planned to be finished in 2014; to undertake the heavy trains from the TEN-T corridor 

IV, after its completion (after 2020), as well as the urgent trains. 

-31- 

- 31 -





4.3.3 Main advantages of the operation on the new rail connection 

Time saving 

The TEN-T corridor IV has a heavy profile when it is passing-through the Brasov surrounding. In 

Figure 11, it is a sketch of its longitudinal profile of Ploiesti to Brasov rail line. From the operational 

point of view, it is need to add a second pushing locomotive in Brasov, and respectively in 

Campina, which are the base of slops. 

There are needs for technologic times in order to attach and detach of the pushing locomotive 

for each single train passing through the TEN-T; specific checking operation for brakes functioning 

implies at least 15 minutes for locomotive attaching; similarly, for the pushing locomotive 

detaching (always in Predeal, as profile peak) need for another 15 minute (Figure 12). 

The delay for about 30 minutes are needed for every heavy train (with more than 750 gross 

tonnes coming from Curtici to Bucharest, and with more than 900 gross tonnes for opposite direction). 

Hence, for the heavy trains following the alternative route through Rm Valcea - Valcea, 

there is about 30 minute saved. In Table 11, in next section, we have a useful comparison between 

those two alternatives routes and justification for the time savings. 

-32- 

locomotive attach 

detach 

Figure 12 Longitudinal profile of the TEN-T corridor IV and the technological operations 

for the pushing locomotive attaching and detaching 

locomotive 

attach 

Energy and cost saving 

Different scenarios, for long term projects and for operational cases on short term, were described, 

using FLAVIA tool in the 5.1 section, next. 

- 32 -

-33- 





In order to compare the two routes, one passing through the TEN-T corridor IV and the detour 

passing through Rm Valcea-Valcele new connection, we have considered future situation when 

all investment will be already finished and both lines are operational (around 2020 horizon). 

In Annex 10 and Annex 11 there are results of all described scenarios' using, and results for 1 

TEU are given. 

from to mode duration distance 

ECO 

(energy 

consumpti 

on) 

Curtici Constanta via Brasov 

Constanta via Rm 

railway 09:48 873 6,016 729 

Curtici Valcea -Valcele 

Constanta - shorter 

railway 09:19 795 5,358 625 

Curtici route road 22:00 803 10,831 912 

Table 10 Comparison between different routes of a direct train from Curtici to Constanta, 

after the works completion on long term horizon around 2020 

The detour via new line will be shorter than corridor route by 78 km and shorter even than road 

route. It will take less time than the corridor route by 29 minute (technological time for pushing 

locomotive attaching/detaching), and even less time than road route by about 12 hours. 

The same situation is for energy consumption: 658 Mj saved per TEU, if detour is chosen for a 

direct train, and even more than 100% saved energy is, comparing with the road route: 5473 Mj 

per TEU. 

Obviously, the cost saving has similar feature: cost saving by more than EUR 100, comparing 

with corridor route, and by EUR 287, comparing with road route. 

The advantages for users ensue from the rail connection Rm Valcea - Valcele completion. The 

decision-makers eventually decided to introduce this project into the strategically documents. 

costs 

- 33 -





5 Intermodal rail services on FLAVIA corridor 

5.1 FLAVIA tool and scenarios' description 

Long-term scenarios 

Two long-term scenarios is build-up using the FLAVIA tool, both for 2020 horizon, when all 

works will be completed, as follows: 

- LT1- North branch of TEN-T corridor IV, connecting the cross-boarding point Curtici to Constanta; 

- LT2- alternative route connecting Curtici to Constanta, via Rm Valcea-Valcele new line. 

Both scenarios are studied in two cases, each: 

- for transit only, meaning that there are no stops to take/leave any group of wagons; this situation 

describe the maritime of exports from CE, beyond the Black Sea area, 

- for mixed scope, one for transit and exports/imports from/to Romania with CE countries (e.g. 

Germany), for continental trade and another one for exports/imports with outside European 

countries, using the Constanta Port, international trade; for this mixed situations, three stops in 

Arad, Brasov and Bucharest for the first route are set, and another three stops in Arad, Simeria 

(or Pitesti), Bucharest are set. Pitesti is related to the Dacia Automotive Plant. 

Short-term scenarios 

Two scenarios are build-up, considering the same routes, but described for 2012 situation, as 

follows: 

- ST1- route of the North branch of TEN-T corridor IV having with only three operational sectors, 

and all others with actual running speed, some of them under the works restrictions. 

- ST2- existing alternative route connecting Curtici cross-boarder to Constanta Port, passing 

through Timisoara, Craiova, Bucharest (other alternative route might be chosen, as well). 

Similar, the both short-term scenarios are studied in two cases, each, for transit only, on one 

hand, and for mixed scope, on the other hand, as we described above. 

On short term scenarios, additional option was set: a fixed rail connections between Constanta 

and Bucharest in both directions, denoted by FS. All scenarios are synthetically described in 

Table 11, below. 

-34- 

- 34 -

-35- 





Scenario Code Trade scope Route Description (no of stops, 

maxim. speed) 

LT1 LT1-Tcorridor 

LT1-Mcorridor 

direct transit to Black 

Sea for maritime exports/imports 

mixed trade, transit + 

Romanian expts./impts. 

with CE and maritime 

LT2 LT2-T-A direct transit to Black 


LT2-M-A mixed trade, transit + 



ST1 

(2012 

current 

situation) 

ST2 

(2012 

current 

situation) 

ST1-Tcorridor 

ST1-Mcorridor 

ST1-Mcorridor- 

FS 

direct transit to Black 







with CE and maritime+ 

fixed rail service 

ST2-T-A direct transit to Black 


ST2-M-A mixed trade, transit + 



ST2-M-A- 

FS 




the North branch of 

TEN-T corridor IV: 

Curtici, Simeria, Brasov, 

Bucharest, Constanta 

alternative route using 

new line: 

Curtici, Simeria, 

RmValcea-Valcele- 

Pitesti, Bucharest, 

Constanta 

the North branch of 

TEN-T corridor IV: 

Curtici, Simeria, Brasov, 

Bucharest, Constanta 

alternative existing 

route: 

Curtici, Timisoara, 

Craiova, Bucharest, 

Constanta 

Table 11 Brief description of long- and short- term scenarios 

- no stops; 

- max. 100 km/h 

-three stops: Arad, Brasov, 

Bucharest; 

- max.100 km/h 

- no stops; 

- max. 100 km/h 

-three stops: Arad, Simeria 

(or Pitesti), Bucharest; 

- max.100 km/h 

- no stops; 

- max. 100 km/h only on 

Fetesti-Constanta sector. 


Bucharest; 

- max.100 km/h only on 

Fetesti-Constanta sector 

- three stops: Arad, Brasov, 

Bucharest; 


Fetesti-Constanta sector; 

- fixed rail service Bucharest-Constanta. 

- no stops; 

- max. 100 km/h only on 

Fetesti-Constanta sector. 


Bucharest; 


Fetesti-Constanta sector 

- three stops: Arad, Brasov, 

Bucharest; 


Fetesti-Constanta sector; 

- fixed rail service Bucharest-Constanta. 

For all described scenarios FLAVIA tool is used and the main results are collected in Annex10 

and Annex 11. 

- 35 -

-36- 





5.2 Assessment of advantages for shippers using logistic service 

on FLAVIA corridor 

The main advantages of the rail intermodal transport on Romanian territory on short term (actual 

situation) are assessed by comparison of the each scenario versus road transport between the 

same pair origin/destination points (Cutici and Constanta) on Romanian territory, in terms of the 

total duration, energy consumption, and total cost per TEU. The road route is the shortest route. 

The results of the assessments are concentrated in Table 11, below. 

Compared 

Scenario 

ST1 

(2012 

current 

situation) 

versus 

Shortest 

Road 

Route 

ST2 

(2012 

current 

situation) 

versus 

Shortest 

Road 

Route 

Code Trade scope 

ST1-TcorridorST1-Mcorridor 

ST1-Mcorridor-FS 

direct transit to Black Sea for 

maritime exports/imports 

mixed trade, transit + Romanian 

expts./impts. with CE 

and maritime 



and maritime+ fixed rail service 

ST2-T-A direct transit to Black Sea for 

maritime exports/imports 

ST2-M-A mixed trade, transit + Romanian 


and maritime 

ST2-M-A- 

FS 



and maritime 

time saving 

per TEU 

energy saving 

per TEU 

cost saving 

per 

TEU 

00:06 5003 (46%) 243 (27%) 

-02:39 3675 (34%) 56 (6%) 

-02:39 4428(41%) 135(15%) 

02:04 5289 (49%) 292 (32%) 

-00:56 5051 (47%) 204 (22%) 

-00:56 5804 (54%) 286 (31%) 

Table 12 Advantages of the rail intermodal train by comparison with road transport for 

similar pair origin/destination on Romanian territory 

The most important saving for energy and cost is consequent from the alternative route via 

Timisoara - Craiova - Bucharest, with fixed service from Bucharest to Constanta, considering 

also mixed traffic (domestic and international and three stops for logistic operations). 

However, all three stops introduce delays of about one hour each. The delay (comparing with 

Shorter Road Route) is smaller than the delay in case of corridor route with fixed service, too. 

The explanation comes from the actual situation on corridor and the speed restriction for the 

infrastructure works on several sectors. The important saving is for energy consumption because 

the alternative route via Timisoara- Craiova is a shorter rail route. In any case, there another 

alternative rail routes (see Figure 9, above) to be compared with route on rail corridor IV. 

- 36 -





As a conclusion, the rail services on actual situation of rail are still better than the road route, 

considering the energy consumption and cost. 

In case that the only time of entire routes is important for users, then the transit service (without 

any logistic operation in station), similar to a shuttle service is an option. The total time for corridor 

route (via Brasov) in case of direct transit from Curtici (Arad) cross-border to Constanta is 

almost 22 hours, and about 20 hours for alternative route via Timisoara - Craiova. 

In case of a logistic train, with three stops the total time via corridor (Brasov) is about 24 hours 

and one half, and for alternative route (via Timisoara-Craiova) is about 23 hours. The shortest 

road route takes 22 hours, which is similar with a direct transit route. 

-37- 

- 37 -

6 Conclusions and lesson learned 

-38- 





The pre-feasibility study brings out several important aspects, grouped into the following classes 

of issues: 

a) - economic premises, tendency, and future needs addressed to the rail transport in Romania; 

b) - status of rail infrastructure investments and speeding-up solutions; 

c) - current operational needs and solutions 

Economic aspects 

Romania has its role on the European economic map because of several specific features and it 

is worth to find the proper and efficient measures to improve the transport processes and structures. 

Confident references (DIOMIS, 2010) indicate that Romania economy have a quasi-constant 

increasing evolution which will allow an average annual gross rates of total container traffic, on 

two distinct period is forecasted (+3% - in 2005-2015, and +9% - in 2015-2020), considering a 

complex frame of economic and geo-political situations, but also the economy contraction and 

its effects. 

Germany was and has still remained the most important partner for Romanian trade: there is a 

constantly increasing rate of trade; however, unfortunately, there has been reported no important 

container flows between them. 

Even during of the Romanian economy contraction, the rail transport performances were in developing, 

and it has been reported recovering outputs. Private and international rail operators 

are getting stronger; performing intermodal private terminals were opened and decision-makers 

are getting aware about the state support for the rail transport. 

Status of the rail TEN-T corridor IV 

There have been reported delays on original schedules of rail corridor because: the large 

amount of needed finance; important technical complexity; especially management difficulties; 

long time for work completion, etc.); There are also market losses during the work completion 

and, financial loss for infrastructure owner/ administration. 

We propose a set of measure to allow a speeding-up of works: 

• management transfer from the experienced countries may help the process; 

• increasing the social community pressure on the policy power and decision makers: alliances 

of the interested actors and civil society groups may help the process, too; 

• a regulatory frame for time and cost norms (standards) for infrastructure works; 

• the strict and continuous control; 

• bureaucracy diminishing by simplified procedures and management structure. 

- 38 -





Rather a mid term solution, the completion of a short and already 70% finished rail infrastructure 

on Rm valcea- Valcele rail link may take over an certain part of traffic from Curtici to Constanta, 

before the corridor IV completion in 2020, in better conditions than on corridor. After 2020, it 

may take over the heavy trains, because of its lowest profile. 

Current operational needs 

Till all investments are completed, there are market needs and actual improvments are urgent. 

The logistic train, crossing the Romanian territory from the West to Constanta, organised on 

commercial basis, for the transit of continental trade to the Black Sea region and for domstic 

Romanian trade, is possible to have lower energy consumption and price, comparing with 

shortest road route for the same purpose. 

An information instrument, as FLAVIA tool intends to be, may direct the users to the optimum 

solution for their transport needs (considering time, or energy consumption, or only price, or 

some combination). 

In any case, the same FLAVIA tool has already proved his efficiency during the present study 

for the scenarios' assesment, wathever they are, on long or short term. 

-39- 

- 39 -

List of Tables 

-40- 





Table 1 Correlation between transport modes' performances and GDP evolution ................ 9 

Table 2 Information about “other” industry producers in Romania ...................................... 13 

Table 3 Information about engineering industry in Romania ............................................... 14 

Table 4 Top five goods exported from RO to DE and affinity for rail or IWW ...................... 17 

Table 5 Top five goods exported from DE to RO and affinity for rail or IWW ...................... 17 

Table 6 The most important Romanian producers wich have trade relations with Germany 

18 

Table 7 Current situation of trade between Germany and Romania, first quarter of 2012 .. 19 

Table 8 The status of works on TEN-T corridors on Romanian territory ............................. 25 

Table 9 Characteristic resistance of the main crossing-rail lines of the South Carpathian 

Mountains, linking Bucharest and Curtici .......................................................................... 28 

Table 10 Comparison between different routes of a direct train from Curtici to Constanta, 

after the works completion on long term horizon around 2020 .......................................... 33 

Table 11 Brief description of long- and short- term scenarios ............................................... 35 

Table 12 Advantages of the rail intermodal train by comparison with road transport for similar 

pair origin/destination on Romanian territory ..................................................................... 36 

List of Figures 

Figure 1 The two rail alternative routes of the Corridor TEN-T no IV on Romanian rail 

network ............................................................................................................................... 8 

Figure 2 The most used intermodal services and the main rail operators in Romania, 

in 2010. ............................................................................................................................. 11 

Figure 3 Share of industry production for each development regions in Romania ............... 12 

Figure 4 Map with location of main companies' sites ........................................................... 14 

Figure 5 Mode of transport used by analysed companies in Romania ................................. 15 

Figure 6 Share of the exported goods of the total freight transport volume (export) ............ 16 

Figure 7 Share of each country of the total freight volume (exports of Romania in 2009) .... 16 

Figure 8 Deadlines on Romanian TEN-T corridor IV for the segments included into the 

Priority Project 22 ............................................................................................................. 22 

Figure 9 The segments on TEN-T corridor IX ...................................................................... 24 

Figure 10 Sketch of all six alternative routes linking Curtici to Bucharest .............................. 29 

Figure 11 Example of the aready accomplished works: Topolog Viaduct on the rail line Rm. 

Valcea - Valcele ................................................................................................................ 31 

Figure 12 Longitudinal profile of the TEN-T corridor IV and the technological operations for 

the pushing locomotive attaching and detaching ............................................................... 32 

- 40 -

Abbreviations 

-41- 





GDP Gross Domestic Product 

ROL Romanian Leu (monetary unit) 

TEU Twenty foot Equivalent Unit 

mio. million 

bn. billion, milliard 

ISPA Instrument for Structural Policies form pre-Accession 

CE Central Europe 

SEE South East Europe 

DE Deutschland (Germany) 

RO Romania 

TEN-T Trans-European Transport Network 

SOP-T Sectoral Operational Plan - Transport 

7 References 

CFR Railway Statement, 2010, http://cfrsa.infofer.ro/images/cfrsa/en/ DRR 20 11v4.pdf 

Drew, J. and Nash, C.A. (2011). Vertical separation of railway infrastructure - does it always 

make sense? Institute for Transport Studies, University of Leeds, Working Paper 594 

EC - European Commission - Directorate General for Mobility and Transport and Directorate B - 

Trans-European Transport Networks & Smart Transport, Trans-European Transport Network, 

Priority Projects, A Detailed Analysis. 

EC, EU Transport in figures. Statistical pocketbook, 2012. 

FLAVIA 3.2.2 Activity Report (2011), www.flavia-online.de 

FLAVIA 3.3.1 Activity Report (2011), www.flavia-online.de 

INSEE. Romania in figures, 2012. Transport, http://www.insse.ro/cms/files/publicatii/Romania in 

figures_2012.pdf 

Obada, D. (2003), Project assessment for the rail line Rm Valcea - Valcele. (in Romanian: Proiect 

de ansambu pentru realizarea liniei de cale ferata Rm Valcea- Valcele)-graduation thesis, 

UPB, Transport Faculty. 

RMTI- Romania Ministry of Transport and Infrastructure 

(http://www.mt.ro/nou/_img/documente/pp/proiecte_prioritare_MTI_FEROVIAR.pdf) 

Romanian Ministry of Transport and Infrastructure, 2011, Romanian National Strategy for Intermodal 

Transport, 2020. (www.mt.ro) 

- 41 -





Roseanu et al. (2011) Romania. Railway business opportunities. Infrastructure development, 

Publisher: Club Feroviar, (http://www.catalog.clubferoviar.ro/images/Romania%20- 

%20infrastructure %20market.pdf) 

Tanasuica, N.M. (2011) Intermodal Units on the Romanian Railways (in Romanian: Transportul 

unitatilor de transport intermodal pe caile ferate din Romania), Rail Club Conferences 2011, 

Constanta 6-7 April 

UIC (2010) DIOMIS Evolution of intermodal rail/road traffic in Central and Eastern European 

Countries by 2020. Romania. 

http://www.railwaypro.com/wp/?p=8776: CFR Marfă and BDZ Cargo, ready for privatizations. 

http://ec.europa.eu/transport/publications/statistics/doc/2012/pocketbook2012.pdf 

http://www.dce.gov.ro/ 

-42- 

- 42 -

8 Annexes 

8.1. Annex 1 

-43- 





The IV th TEN-T corridor on Romania territory - finished sectors 

Source: RMTI- Romania Ministry of Transport and Infrastructure 


- 43 -

8.2. Annex 2 

-44- 





The IV th TEN-T corridor on Romania territory - in finishing and check phase 



8.3. Annex 3 

The IV th TEN-T corridor on Romania territory - works launched in 2011-2012 



- 44 -

8.4. Annex 4 

-45- 





The IV th TEN-T corridor on Romania territory - (rest of corridor) projects in preparing stage for 

the 2014 launching 



8.5. Annex 5a 

Total 

Space, 

Reach 

Stacke 

TonsLifti 

ngCapa 

cityGant 

needs 

for 

track 

lenght 

Gantry 

Loadin track 

Name 

sq.m. Cranes rs ry gTrack lenght 

1 Bacau 1520 2 0 32 2 150 1 

2 Brasov 1200 3 0 32 2 300 - 

3 Bucharest 2000 3 2 32 4 400 - 

4 Cluj-Napoca 1750 2 0 32 2 200 1 

5 Craiova 3150 3 0 32 2 200 1 

6 Iasi - Socola 3000 2 0 32 2 300 - 

7 Oradea 1750 2 0 32 2 200 1 

8 Pitesti - Bradu de Sus 2700 3 0 32 2 300 - 

9 Suceava 2000 2 0 32 2 150 1 

10 Timisoara - Semenic 5300 2 0 32 4 250 1 

11 Tirnaveni/Medias 1280 2 0 32 2 160 1 

12 Turda 925 1 0 32 2 115 1 

13 Valcea - Bujoreni 2150 2 0 32 2 300 - 

14 Zalau Nord 500 1 0 32 2 110 1 

List of the open (with activity) terminals for ITU handling, owned by the SNCF CFR Marfa SA 

Sources: 

- Romanian Ministry of Transport and Infrastructure (2011) Romanian Strategy of Intermodal Transport, 2020. 

- Tanasuica, N.M. (2011) Intermodal Units on the Romanian Railways (in Romanian: Transportul unitatilor de 


- 45 -

8.6. Annex 5b 

-46- 

Total 

Space, 

sq.m. 





Reach 

Stacke 

rs 

TonsLifti 

ngCapa 

cityGant 

ry 

Gantry 

Loadin track 

Name 

Cranes 

gTrack lenght 

1 Baia Mare 900 2 0 32 2 192 

2 Bucuresti-Titan 5000 3 0 32 2 308 

3 Botosani 500 1 0 32 2 110 

4 Buzau Sud 2250 2 0 32 2 250 

5 Galati Marfuri 3105 3 0 32 2 250 

6 Glogovat 2250 2 0 32 2 230 

7 Ploiesti Crang n/a - - - - - 

8 Sibiu 1800 2 0 32 2 180 

9 Bucuresti- Progresu n/a - - - - - 

10 Bistrita n/a - - - - - 

11 Targu Mures Sud n/a - - - - - 

12 Constanta Marfuri n/a - - - - - 

List of the closed (without activity) terminals for ITU handling, owned by the SNCF CFR 

Marfa SA 

Sources: 

- Romanian Ministry of Transport and Infrastructure (2011) Romanian Strategy of Intermodal Transport, 2020. 

- Tanasuica, N.M. (2011) Intermodal Units on the Romanian Railways (in Romanian: Transportul unitatilor de 


- 46 -

8.7 Annex 6 

-47- 

X 





Location of 26 intermodal terminals (X-closed terminals), owned by the SNCF CFR Marfa SA 

Sources: Romanian Ministry of Transport and Infrastructure (2011) Romanian Strategy of Intermodal Transport, 

2020. 

8.8 Annex 7 

X 

X 

X 

X 

No. Name Owner/Operators 

RAILPORT ARAD SA 

TRADE TRANS TERMINAL SRL 

1 ARAD-Curtici 

DB SCHENKER ROMTRANS S.A. 

EUROPOLIS PARK / CEFIN 

COMAT ELECTRO / TIBBETT LOGISTICS 

2 Bucharest 

PARCUL INDUSTRIAL FAUR 

3 Iasi DB SCHENKER ROMTRANS S.A. 

UNICOM OIL TERMINSAL Galaţi (Bazinul Nou Port) 

4 Galati 

DB SCHENKER ROMTRANS S.A. 

5 Oradea DB SCHENKER ROMTRANS S.A. 

6 Satu Mare UNICOM HOLDING Halmeu 

7 Mehedinţi UNICOM HOLDING Drobeta Turnu Severin 

8 Suceava UNICOM HOLDING Dorneşti 

List of terrestrial private terminals and their owner 

Source: Roseanu et al. (2011) Romania. Railway business opportunities. Infrastructure development, Publisher: Club 

Feroviar, (http://www.catalog.clubferoviar.ro/images/Romania%20-%20infrastructure %20market.pdf) 

X 

X 

X 

X 

X 

X 

X 

- 47 -

8.9 Annex 7b 

-48- 

Type of terminal 

River Ports 

Seaports 





Name of administrator Name of Port/ Terminal Operator 

C.N. A.P.D.M. S.A. Galaţi (rail connected) 

GALAŢI 

Tulcea 

(National Company 

Maritime Danube Brăila 

Ports Administration 

Galati) 

CN. A.P.D.F. S.A. Giurgiu 

GIURGIU 

Călăraşi 


River Danube 

Olteniţa 

Ports Administration 

Giurgiu) 

Giurgiu 

CN A.P.M. Constanta 


Maritime Ports 

Administration 

Constanta) 

Corabia 

Calafat 

Drobeta Turnu Severin 

Orşova 

CONSTANŢA SOUTH CONTAINER TERMINAL 

(DP World) (rail connected) 

SOCEP (rail connected) 

UMEX (rail connected) 

List of container terminals located in Romanian ports 

DB SCHENKER ROMTRANS S.A. (rail connected) 

Source: Roseanu et al. (2011) Romania. Railway business opportunities. Infrastructure development, Publisher: Club 

Feroviar, (http://www.catalog.clubferoviar.ro/images/Romania%20-%20infrastructure %20market.pdf) 

- 48 -

8.10 Annex 8 

-49- 





thousands of EUR 

January - March 2011 January - March 2012 

DE to 

RO RO to DE Total 

DE to RO RO to DE Total DE to RO RO to DE Total (%) (%) (%) 

Total 

from which* for lands: 

1996552 1861080 3857632 2185232 2347092 4532324 9.5 26.1 17.5 

Baden-Würtemberg 242936 392399 635335 280602 504235 784837 15.5 28.5 23.5 

Bayern 335830 502912 838742 373167 548620 921787 11.1 9.1 9.9 

Berlin 26440 13711 40151 22087 21111 43198 -16.5 54.0 7.6 

Brandenburg 18436 17303 35739 14322 19948 34270 -22.3 15.3 -4.1 

Bremen 10396 9429 19825 9654 15923 25577 -7.1 68.9 29.0 

Hamburg 69768 18284 88052 80648 226005 306653 15.6 1136.1 248.3 

Hessen 103156 115675 218831 109688 162527 272215 6.3 40.5 24.4 

Meckl-Vorpommem 5396 4351 9747 6238 3204 9442 15.6 -26.4 -3.1 

Niedersachsen 181360 195838 377198 198280 235233 433513 9.3 20.1 14.9 

Nordrhein-Westfale 320840 401295 722135 356955 382471 739426 11.3 -4.7 2.4 

Rheinland-Pfalz 74447 52762 127209 92299 58042 150341 24.0 10.0 18.2 

Saarland 29834 25556 55390 28670 32099 60769 -3.9 25.6 9.7 

Sachsen 52323 48571 100894 40152 50432 90584 -23.3 3.8 -10.2 

Sachsen-Anhalt 37681 9979 47660 32757 12762 45519 -13.1 27.9 -4.5 

Schleswig-Holstein 23550 17454 41004 24627 21836 46463 4.6 25.1 13.3 

Thüringen 21871 19310 41181 29588 32322 61910 35.3 67.4 50.3 

Total for Lands 1554264 1844829 3399093 1699734 2326770 4026504 9.4 26.1 18.5 

Recent statistics for Germany-Romania trade 

- 49 -

8.11 Annex 9 

-50- 





Planned project, 

RmValcea-Valcele 

The planned rail infrastructure project and its location on the Comprehensive Network 

- 50 -

8.12. Annnex 10 

-51- 





Long term project completed on TEN-T corridor IV for direct transit train to/from Constanta 

LT1 - T-corridor 


ECO 

(energy 

consumpti 

on) 

Curtici Arad railway 00:16 20 215 41 

Arad Brasov railway 04:38 463 2,886 289 

Brasov Brasov technological delay 00:15 0 94 30 

Brasov Predeal railway 00:26 26 251 45 

Predeal Predeal technological delay 00:15 0 94 30 

Predeal Campina railway 00:48 48 383 57 

Campina Bucharest railway 00:49 82 588 76 

Bucharest Constanta railway 02:21 234 1,505 161 

technological delay due to double traction needs 

costs 

Final sum 09:48 873 6,016 729 

Long term project completed on TEN-T corridor IV for mixed purpose train (transit + 

Romanian exports/import) to/from Constanta (thee stops for leaving/taking groups of 

wagons) 

LT1-M-corridor 


ECO 

(energy 

consumpti 

on) 


Arad Arad logistic stop 01:00 0 73 29 


Brasov Brasov logistic stop 01:00 0 81 30 


Predeal Predeal technological delay 00:15 0 - 0 



Bucharest Bucharest logistic stop 01:00 0 89 30 


Final sum 12:33 873 6,071 758 


costs 

- 51 -

Annex 10 

-52- 





Long term project completed on alternative route on RmValcea-Valcele connection, for 

direct transit train to/from Constanta 

LT2-T-A 


ECO (energy 

consumption) 


Arad Sibiu railway 02:45 275 1,752 184 

Sibiu Rm. Valcea railway 01:19 93 655 82 

Rm. Valcea Pitesti railway 01:09 69 510 69 

Pitesti Bucharest railway 01:29 104 721 88 


costs 

Final sum 09:19 795 5,358 625 

Long term project completed on alternative route on RmValcea-Valcele connection, for 

mixed purpose train (transit + Romanian exports/import) to/from Constanta (thee stops 

for leaving/taking groups of wagons) 

LT2-M-A 


ECO (energy 

consumption) 

costs 



Arad Simeria railway 01:31 152 1,011 115 

Simeria Simeria logistic stop 01:00 0 75 29 

Simeria Sibiu railway 01:14 123 836 99 

Sibiu Rm. Valcea railway 01:19 93 655 82 

Rm. Valcea Pitesti railway 01:09 69 510 69 

Pitesti Bucharest railway 01:29 104 721 88 



Final sum 12:19 795 5,690 743 

- 52 -

Annex 11 

Road alternative on the shortest route 

SRR 

-53- 






ECO (energy 

consumption) 

Curtici Constanta road 22:00 803 10,831 912 

Final sum 22:00 803 10,831 912 

The Sorter Road Route, FLAVIA tool option, following similar rail route via RmValcea- 

Valcele 

costs 

- 53 -

Annex 11 

-54- 





Short term service on actual TEN-T corridor IV, for direct transit train to/from Constanta 

ST1 - T-corridor 


ECO (energy 

consumption) 



Brasov Brasov technological delay 00:15 0 - 0 






Final sum 21:54 873 5,828 669 


Short term service on actual TEN-T corridor IV, for mixed purpose train (transit + 


wagons) 

ST1-M-corridor 


ECO (energy 

consumption) 











Final sum 01:00:39 873 7,156 859 

costs 

costs 

- 54 -

-55- 





Annex 11 

Short term service on actual TEN-T corridor IV, for mixed purpose train (transit + 


wagons) and fixed liner service Bucharest - Constanta 

ST1-M-corridor-FS 


ECO (energy 

consumption) 










Bucharest Constanta fixed relation 05:13 234 752 80 

Final sum 01:00:39 873 6403 778 


Short term service on alternative route via Timisoara- Craiova, for direct transit train 

to/from Constanta 

ST2-T-A 


ECO (energy 

consumption) 


Arad Timisoara railway 01:30 58 444 62 

Timisoara Craiova railway 08:10 325 2,054 212 

Craiova Bucharest railway 04:30 204 1,324 144 


Final sum 19:56 841 5,542 620 

costs 

costs 

- 55 -

-56- 





Annex 11 

Short term service on alternative route via Timisoara- Craiova, for mixed purpose train 

(transit + Romanian exports/import) to/from Constanta (thee stops for leaving/taking 

groups of wagons) 

ST2-M-A 


ECO (energy 

consumption) 



Timisoara Timisoara logistic stop 01:00 0 73 29 


Craiova Craiova logistic stop 01:00 0 76 29 




Final sum 22:56 841 5,780 708 

Short term service on alternative route via Timisoara- Craiova, for mixed purpose train 

(transit + Romanian exports/import) to/from Constanta (thee stops for leaving/taking 

groups of wagons) and fixed liner service Bucharest - Constanta 

ST2-M-A-FS 


ECO (energy 

consumption) 



Timisoara Timisoara logistic stop 01:00 0 73 29 


Craiova Craiova logistic stop 01:00 0 76 29 



Bucharest Constanta fixed relation 05:13 234 752 80 

Final sum 22:56 841 5027 627 

costs 

costs 

- 56 -

Intermodal train RO - DE - FLAVIA

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