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The Railfaneurope.net Picture Gallery
Directory: /pix/ro/misc/tunnel
Last update: Sat Nov 15 22:44:44 CET 2014
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Beautifull view from a semi-fast train running on Jiului Valley.
Foto: Catalin.Ghita whitewolfcata(at!)yahoo.com |
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Beautifull view from a semi-fast train running on Jiului Valley.
Foto: Catalin.Ghita whitewolfcata(at!)yahoo.com |
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The entrance in the long tunel on Predeal- Brasov line.
Photo by Vlaicu Andrei (Vlaicua@xnet.ro) |
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Singurul tunel al liniei Campulung Muscel-Argesel. Se opreste la combinatul de ciment, desi initial continuarea a fost conceputa ca o alternativa la Bucuresti-Ploiesti-Brasov. Linia ar fi ajuns la Zarnesti-Rasnov dupa ce trecea muntii.
Fotografiat de Vlaicu Andrei (vlaicua@xnet.ro)
The only tunnel on the Campulung Muscel-Argesel line. It stops at the concrete factory, altough it was first planned to become an alternative to Bucuresti-Ploiesti-Brasov line. It would have reached Zarnesti-Rasnov after overpassing the mountains.
Photo by Vlaicu Andrei (vlaicua@xnet.ro) |
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Intrarea in tunel pe linia Campulung Muscel-Argesel.
Fotografiat de Vlaicu Andrei (vlaicua@xnet.ro)
The tunnel entrance on Campulung Muscel-Argesel line.
Photo by Vlaicu Andrei (vlaicua@xnet.ro) |
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Inauntrul tuneluli de pe linia Campulung Muscel-Argesel.
Fotografiat de Vlaicu Andrei (vlaicua@xnet.ro)
Inside the tunnel on Campulung Muscel-Argesel line.
Photo by Vlaicu Andrei (vlaicua@xnet.ro) |
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Inauntrul tuneluli de pe linia Campulung Muscel-Argesel.
Fotografiat de Vlaicu Andrei (vlaicua@xnet.ro)
Inside the tunnel on Campulung Muscel-Argesel line.
Photo by Vlaicu Andrei (vlaicua@xnet.ro) |
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Ce a mai ramas din statia Argesel, punctul terminus in pacate al liniei Campulung Muscel-Argesel.
Fotografiat de Vlaicu Andrei (vlaicua@xnet.ro)
What is left of Argesel station, the terminus point of Campulung Muscel-Argesel line.
Photo by Vlaicu Andrei (vlaicua@xnet.ro) |
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Singurul tunel al liniei Campulung Muscel-Argesel.
Fotografiat de Vlaicu Andrei (vlaicua@xnet.ro)
The only tunnel on the Campulung Muscel-Argesel line.
Photo by Vlaicu Andrei (vlaicua@xnet.ro) |
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Semnal sector de bloc automat pe linia Simeria-Petrosani-Filiasi, se poate vedea si intrarea in tunelul Murga Mica.BLA signal on Simeria-Petrosani-Filiasi route,here can see the enter in Murga Mica tunnel. Photo by Kupcso Cristian.16.07.2007. |
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The Mestecanis tunnels from CFR 502 mainline.
Photo: Mircea Blanariu |
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The southern portal of Cornet tunnel from CFR 201 mainline. It is located between Cornet station and Balota stop.
Photo: Unknown |
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Entrance in the old Mestecanis tunnel. Photo from the fast train 1833 Iasi-Timisoara on August 2008.
Photo by Valentin Sava(valentinsava47@yahoo.com) |
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The Cluj-Napoca-> Oradea line.
Photo: Vescu Florin, bogdannf@yahoo.com. Date : 16th of november 2004. |
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The Cluj-Napoca-> oradea line.
Photo: Vescu Florin, bogdannf@yahoo.com. Date : 16th of november 2004. |
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The Cluj-Napoca-> oradea line.
Photo: Vescu Florin, bogdannf@yahoo.com. Date : 16th of november 2004. |
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The Cluj-Napoca -> Oradea line. Between the stations Suncuius and Vadu Crisului.
Photo: Vescu Florin, bogdannf@yahoo.com. Date : 16th of november 2004. |
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The Cluj-Napoca-> oradea line.
Photo: Vescu Florin, bogdannf@yahoo.com. Date : 16th of november 2004. |
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Tunel (unul din cele 14) de pe Magistrala 900 Bucuresti-Timisoara, situat pe linia ce urmareste Defileul Dunarii de la Portile de Fier (la aproximativ aceeasi altitudine: 300m), putin deasupra nivelului apei lacului de acumulare. Linia a fost reconstruita in periada 1960-1975, odata cu constructia barajului (Sistemului Hidroenergetic si de Navigatie) de la Portile de Fier, cand a fost ridicata cu ~30m, necesitandu-se constructia a mai multor tunele si ziduri de consolidare, precum si luarea unor masuri de aparare a malului. Tunelurile construite pe aceasta linie sunt unele dintre cele mai solide de pe intreaga magistrala; se poate observa folosirea traverselor din beton la traversarea tunelului, in majoritatea celorlalte tuneluri romanesti se folosesc inca traverse de lemn. Desemenea se pot observa zidurile de aparare care sprijina drumul european E70, situat deasupra, precum si contrafortii care sprijina tunelul, ce se intind pana in Dunare. La stanga terasamentului se pot observa ramasitele gardului de protectie care, in perioada comunista, era patrulat zi si noapte de graniceri, pentru a impiedica eventualele "elemente dizidente", care vroiau sa treaca Dunarea innot, pana pe malul sarbesc. De aceea au fost si accidentati unii soldati, care au fost surprinsi de tren. Dealungul liniei exista si astazi casute-santinela pentru patrtula granicereasca, dar sunt abandonate. Patrula Politiei de Frontiera exista si azi, aceasta observand granita, insa nu la aceeasi scara ca inainte. Totusi, mai sunt "temerari" care incearca si astazi sa treaca ilegal granita. Fotografia luata de catre Lucian-Boian Brujan (brujivici@fastmail.fm/@web.de), aprilie 2002.
Tunnel (einer der 14) auf die Hauptstrecke Bukarest-Temeswar; der befindet sich auf die Eisenbahnlinie, die der Donauschlucht bem Eisernen Tor entlang geht (bei durchschnittlich der selben Höhe: 300m), ein wenig über dem Wasserpegel des Donaustausees. Die Linie wurde in die Zeitspanne 1960-1975 wiederaufgebaut, während der Bauarbeiten bei dem Staudamm und den DonauWasserkraftwerken (rumänisch-serbische Mitarbeit) beim Eisernen Tor. So wurde die Linie 30 m über dem alten Niveau aufgehebt, sodass man etliche Bergbahnbauarbeiten benötigt hat, wie z.B. Tunnels, Schutzwände u.ä. Die Tunnels auf dieser Strecke sind wie Festbauten und man kann auch sehen, dass man zur Durchquerung des Tunnels Betonneisenbahnschwellen verwendet hat, im Gegensatz zu den meisten anderen Tunnels der Rumanischen Eisenbahngesellschaft (CFR), wo Holzschwellen verwendet werden. Man kann auch die Schutzwände (die die E70 befestigen) und acuh die Kontrafortpfosten des Tunnels, die bis ins Wasser gehen, sehen. Links, sieht man die Überreste des Schutzzaunes, der in der Kommunistenzeit verhindern sollte, dass irgendwelche "reaktionäre, disidente Elemnte" die Donau nach Yugoslavien überschwimmten. Deshalb wurde er Tag und Nacht patruliert (deshalb passierten auch Zugunfälle mit dem Grenzpatroulie); es gibt noch heute mehrere Santinell-Kleinhäuser, die aber nicht mehr verwendet werden. Heute patruliert und beobachtet die Grenzpolizei die Grenze von der E70, aber nicht so streng wie vorher. Dennoch, gibt es Versuche zur ilegalen Übwerquerung der Grenze. Fotoaufnahme von Lucian-Boian Brujan (brujivici@fastmail.fm/@web.de), april 2002. |
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Tunel (unul din cele 14) de pe Magistrala 900 Bucuresti-Timisoara, situat pe linia ce urmareste Defileul Dunarii de la Portile de Fier (la aproximativ aceeasi altitudine: 300m), putin deasupra nivelului apei lacului de acumulare. Linia a fost reconstruita in periada 1960-1975, odata cu constructia barajului (Sistemului Hidroenergetic si de Navigatie) de la Portile de Fier, cand a fost ridicata cu ~30m, necesitandu-se constructia a mai multor tunele si ziduri de consolidare, precum si luarea unor masuri de aparare a malului. Tunelurile construite pe aceasta linie sunt unele dintre cele mai solide de pe intreaga magistrala; se poate observa folosirea traverselor din beton la traversarea tunelului, in majoritatea celorlalte tuneluri romanesti se folosesc inca traverse de lemn. Desemenea se pot observa zidurile de aparare care sprijina drumul european E70, situat deasupra. Fotografia luata de catre Lucian-Boian Brujan (brujivici@fastmail.fm/@web.de), aprilie 2002.
Tunnel (einer der 14) auf die Hauptstrecke Bukarest-Temeswar; der befindet sich auf die Eisenbahnlinie, die der Donauschlucht bem Eisernen Tor entlang geht (bei durchschnittlich der selben Höhe: 300m), ein wenig über dem Wasserpegel des Donaustausees. Die Linie wurde in die Zeitspanne 1960-1975 wiederaufgebaut, während der Bauarbeiten bei dem Staudamm und den DonauWasserkraftwerken (rumänisch-serbische Mitarbeit) beim Eisernen Tor. So wurde die Linie 30 m über dem alten Niveau aufgehebt, sodass man etliche Bergbahnbauarbeiten benötigt hat, wie z.B. Tunnels, Schutzwände u.ä. Die Tunnels auf dieser Strecke sind wie Festbauten und man kann auch sehen, dass man zur Durchquerung des Tunnels Betonneisenbahnschwellen verwendet hat, im Gegensatz zu den meisten anderen Tunnels der Rumanischen Eisenbahngesellschaft (CFR), wo Holzschwellen verwendet werden. Man kann auch die Schutzwände, die die E70 befestigen sehen. Fotoaufnahme von Lucian-Boian Brujan (brujivici@fastmail.fm/@web.de), april 2002. |
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Statia Iablanita.
Photo: Trimbita Corneliu, Romania
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Intrare in statia Orsova.
Photo: Trimbita Corneliu, Romania
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One the portals of Holdea tunnel. It is located on the Ilia to Lugoj railway.
Photo by Valentin Ivanescu(ivanescu.mail@hotmail.com) |
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CFR joyride train on Oravita-Anina line in front of one of the tunnels.
Photo by Catalin Ghita, whitewolfcata@yahoo.com |
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CFR train entering/exiting a short tunnel.
Photo by Catalin Ghita, whitewolfcata@yahoo.com Check www.cfr.ro |
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View from a semi-fast train entering a tunnel on Jiului Valley.
Photo by Catalin.Ghita, whitewolfcata@yahoo.com Check www.cfr.ro |
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Line 219, Romania
C.F.R. This building used to house the signals and switches operator. Used to... Photo by Dr2005 - transportbucuresti.trei(a)gmail.com, www.transport-in-comun.ro/trenuri; Website's photo gallery |
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Line 219, Romania
C.F.R. Entrance in the Gibei Tunnel, of Line 219 (Rm. Valcea - Valcele). On it it's written "Omul a invins natura" (Man defeated the nature). This is a big lie, since the nature destroyed the line after only a few months of service. Now the tunnels, viaducts, bridges and other elements are waiting for better days. Photo by Dr2005 - transportbucuresti.trei(a)gmail.com, Read more about Line 219 |
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Line 219, Romania
C.F.R. The rails were taken down in 2004, when they wanted to rebuild the line. Eventually the smaller parts were stolen and the rails are now stored near the former stations. Photo by Dr2005 - transportbucuresti.trei(a)gmail.com, Read more about Line 219 |
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Line 219, Romania
C.F.R. The other entrence to Gibei Tunnel (this one is in Arges County, the other one is in Valcea County). The tunnel is 2250 m long. The villagers ussually walk inside it. It is straight, so you can se the light at the other end. Photo by Dr2005 - transportbucuresti.trei(a)gmail.com, Read more about Line 219 |
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Tunnel entrance on the Oravita-Anina line.
This picture was taken from the rear of the train. It can be noticed that the tunnel clerance is very small, enough though to allow coal wagons, that are most of the traffic on this line. 12 Jun 2003 Photo and scan: Dan Jiga (djiga@personal.ro) |
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Tunnel exit on the Oravita-Anina line.
This picture was taken from the rear of the train. It can be noticed that the tunnel clerance is very small, enough though to allow coal wagons, that are most of the traffic on this line. 12 Jun 2003 Photo and scan: Dan Jiga (djiga@personal.ro) |
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Tunnel exit on the Oravita-Anina line.
This picture was taken from the rear of the train. It can be noticed that the tunnel clerance is very small, enough though to allow coal wagons, that are most of the traffic on this line. It can be seen over the tunnel the construction year in Latin numbers: MDCCCLXIII (1863). This was the first mountain line in the territory of the actual Romania; at that time the region was under Austrian rule. 12 Jun 2003 Photo and scan: Dan Jiga (djiga@personal.ro) |
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Tunnel entrance on the Oravita-Anina line.
This picture was taken from the rear of the train. It can be noticed that the tunnel clerance is very small, enough though to allow coal wagons, that are most of the traffic on this line. Some of the tunnels are not concrete or brick paved, but bored directly in the rock as it can be seen here. 12 Jun 2003 Photo and scan: Dan Jiga (djiga@personal.ro) |
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Tunnel entrance on the Oravita-Anina line.
This picture was taken from the rear of the train. It can be noticed that the tunnel clerance is very small, enough though to allow coal wagons, that are most of the traffic on this line. 12 Jun 2003 Photo and scan: Dan Jiga (djiga@personal.ro) |
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Tunnel exit on the Oravita-Anina line.
This picture was taken from the rear of the train. It can be noticed that the tunnel clerance is very small, enough though to allow coal wagons, that are most of the traffic on this line. 12 Jun 2003 Photo and scan: Dan Jiga (djiga@personal.ro) |
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Tunnel exit on the Oravita-Anina line.
This picture was taken from the rear of the train. This tunnel has been adapted to a wider clearance. 12 Jun 2003 Photo and scan: Dan Jiga (djiga@personal.ro) |
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Tunnel entrance on the Oravita-Anina line.
This picture was taken from the rear of the train. This tunnel is right after the station of Garliste, going to Anina. This is the longest tunnel of the line. It can be clearly seen that the tunnel clearance is being widened, but half of the tunnel is still with a small clearance. But the new clearance is huge (comparaed to the other tunnels of this line), I think the line can be electrified with this tunnel clearance, even if it doesn't seem very realistic to talk about this line's electrification... First, it is isolated, the nearest electrifications are at Resita (some 120 Kms., with a direction change - Oravita) and at Timisoara (140 kms., with two direction changes - Berzovia, Oravita). Second, I can hardly imagine an 84 ton class 43/44 Bo-Bo electric working on some 100 m radius curves on 40 kg/m lines...Not to talk about 126 ton class 40/41 Co-Co's... 12 Jun 2003 Photo and scan: Dan Jiga (djiga@personal.ro) |
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Tunnel entrance on the Oravita-Anina line.
This picture was taken from the rear of the train. This tunnel is right after the station of Garliste, going to Anina. This is the longest tunnel of the line. It can be clearly seen that the tunnel clearance is being widened, but half of the tunnel is still with a small clearance. But the new clearance is huge (comparaed to the other tunnels of this line), I think the line can be electrified with this tunnel clearance, even if it doesn't seem very realistic to talk about this line's electrification... First, it is isolated, the nearest electrifications are at Resita (some 120 Kms., with a direction change - Oravita) and at Timisoara (140 kms., with two direction changes - Berzovia, Oravita). Second, I can hardly imagine an 84 ton class 43/44 Bo-Bo electric working on some 100 m radius curves on 40 kg/m lines...Not to talk about 126 ton class 40/41 Co-Co's... 12 Jun 2003 Photo and scan: Dan Jiga (djiga@personal.ro) |
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Personalul 3517 la intrarea in tunel intre Sighisoara si Danes. Local train 3517 entering in tunnel between Sighisoara si Danes. Photo by Kupcso Cristian.2005 |
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