| Căile Ferate Române | |
| Type: | Group of public companies |
| Foundation: | 1 April 1880 |
| Location: | Palatul CFR, Piața Gării de Nord, Bucharest, Romania |
| Industry: | Rail transport |
| Products: | Rail transport, cargo transport, services |
| Owner: | The Romanian state |
Căile Ferate Române (in Romanian; Moldavian; Moldovan pronounced as /ˈkə.ile feˈrate roˈmɨne/; abbreviated as the CFR) was the state railway carrier of Romania. The company was dissolved on 1 October 1998 by splitting into several successor companies.[1] CFR as an entity existed from 1880, even though the first railway on current Romanian territory was opened in 1854. CFR was divided into four autonomous companies:[1]
CFR was headquartered in Bucharest and had regional divisions centered in Bucharest, Brașov, Cluj-Napoca, Constanța, Craiova, Galați, Iași, and Timișoara. Its International Union of Railways code is 53-CFR.[2]
The first railway line on Romania's present-day territory was opened on 20 August 1854 and ran between Oravița in Banat and Baziaș, a port on the Danube. The line, which had a length of, was used solely for the transportation of coal. From 12 January 1855, the line was operated by Imperial Royal Privileged Austrian State Railway Company, the Banat province being at that time part of the Austrian Empire. After several improvements in the following months, the line was opened to passenger traffic from 1 November 1856.
Between 1864 and 1880, several railways were constructed in the area of the Kingdom of Romania. On 1 September 1865, the English company John Trevor-Barkley began construction on the Bucharest–Giurgiu line. Commissioned by the King of Romania, the line was opened to traffic on 26 August 1869. The Bucharest-Giurgiu line was the first railway built on Romanian territory at that time (considering that the Oravița-Baziaș line was part of Austria-Hungary, even though it now lies on Romanian territory).
In September 1866, the Romanian Parliament voted for the construction of a railway, from Vârciorova in the south to Roman in the north, via Ploiești, Bucharest, Buzău, Brăila, Galați, and Tecuci, all important population centres. The price for the construction was at that time 270,000 gold francs per kilometre and was contracted to the German Strousberg consortium. The line was opened in various stages, the first stage (Ploiesti–Bucharest–Galați–Roman) being opened to traffic on 13 September 1872, while the Vârciorova–Ploiești segment was opened some time later, on 9 May 1878. The Vârciorova-Roman line was an important part of Romania's rail infrastructure because it spanned the entire Kingdom and provided an important connection for passengers and freight between several significant Wallachian and Moldavian cities.
On 10 September 1868, Bucharest's Gara de Nord (North Station) was finalised. In January 1880, the Romanian Parliament voted to transfer the ownership of the Vârciorova-Roman line from the private administration of the Strousberg consortium to state ownership, under the administration of CFR. 1880 therefore marks the start of the Căile Ferate Române institution which survives to this date. The first administration of CFR was made up of Ioan Kalinderu, Eugeniu Stătescu, and Ștefan Fălcoianu.
In May 1868, the Romanian state concluded an agreement with another German consortium, known as the "Offenheim Consortium", for the construction of several shorter railways in the region of Moldavia. The lines, which had a total length of, would run from Roman to Ițcani, from Pașcani to Iași and from Verești to Botoșani. In 1870, the Iași railway station was inaugurated and the lines were progressively opened from December 1869 to November 1871. Due to the poor management of the lines by the Offenheim Consortium, they were placed under the management of CFR in January 1889.
Meanwhile, during the Romanian War of Independence in 1877, Romania annexed the region of Dobrogea, which had previously belonged to the Ottoman Empire. The Romanian state placed under the management of CFR the Constanța–Cernavodă line, which had been opened during the Ottoman times in 1860. The Bucharest-Giurgiu line, the first line constructed in the Kingdom of Romania, was also placed under the administration of CFR during this time.
Hence, by 1889, the Romanian state became the owner of all of the lines in the Kingdom of Romania, the railway system having a total length of .
In 1918, the historical regions of Transylvania, Banat, Bassarabia, and Bucovina united with the Kingdom of Romania to form Greater Romania. As a result, all railway lines in these regions, previously under the ownership of Austria-Hungary or the Russian Empire, were placed under the administration of CFR. This event was significant for Romanian railways because it meant that the large Arad rolling stock and steel factory, previously located on Austro-Hungarian territory, was now part of Romania, and was consequently used to produce a wide range of rolling stock and locomotives for CFR.
During this time, various railways were "doubled"— that is, double tracks were introduced on routes to permit a greater flow of traffic. The first line to be doubled was the Bucharest–Ploiești–Câmpina line, where doubling was completed in 1912. In the period between the wars, various other lines were doubled, including:
During the 1920s and 1930s CFR also bought several new locomotives and cars, embarking on a plan of widespread modernisation. Diesel traction was introduced, and the Malaxa high-speed DMUs (a modernised version of which are still in use as commuter trains in Banat) were built.
A significant event in the history of the railways was the Grivița Strike of 1933, which occurred during the Great Depression and resulted in violent clashes between railway workers and police.
See also: Holocaust trains. During World War II, CFR (Romanian Railways) was involved in the transport of Jewish and Romani people from Bessarabia, Bukovina and Regat to concentration camps set up in Transnistria. In a notable example, during the Iași pogrom events, Jews were forcibly loaded onto freight cars with planks hammered in place over the windows and traveled for seven (7) days in unimaginable conditions. Many died and were gravely affected by lack of air, blistering heat, lack of water, food or medical attention. These veritable death trains arrived to their destinations, Podu Iloaiei and Călărași, with only one-fifth of their passengers alive.[3] [4] No official apology was released yet by CFR for their role in the Holocaust in Romania.
After Romania became a Communist republic in 1947, there was quite a significant amount of investment in railway infrastructure, often to the detriment of other forms of infrastructure. During this period, railways were seen as the symbol of Romania's rapid industrialisation under Communist leaders Gheorghe Gheorghiu-Dej and later by Nicolae Ceaușescu. Aside from an increase in train traffic and the construction of various new lines, especially in rural areas, the bulk of electrification and line doubling occurred during the Communist period. Also, the railways in Southern Dobruja were left to Bulgaria in 1940 and the ones in Northern Bucovina and Bessarabia were ceded to the Soviet Union in 1947.
The first line to be electrified on the Romanian railway network was the Bucharest–Brașov line, which was used by a significant amount of passenger and freight traffic. Works on electrification started on 27 December 1960, and the first electrified segment, from Brașov to Predeal, opened on 9 December 1965. By 20 April 1966, a further segment was electrified, from Predeal to Câmpina. The entire line was electrified by 16 February 1969, at .
Various lines were also supplemented with double tracks to permit a wider flow of traffic, including:
By the mid-1970s, steam traction disappeared completely out of mainstream use, being replaced by standardised diesel and electric locomotives and cars, most of which were built in Romania, at the Electroputere factory in Craiova, respectively Întreprinderea de Vagoane Arad (IVA) factory in Arad.
After the Romanian Revolution of 1989, which resulted in the fall of Communism, Romania was left with one of the largest, most dense and most frequently used railway networks in Europe; but at the same time having relatively outdated infrastructure. This, combined with the economic decline that Romania faced in the 1990s due to its transition to a market economy, resulted in CFR entering a period of relative decline. Several little-used routes, especially in rural areas, were cut back, and rolling stock, most of which was acquired in the 1970s, entered a period of disrepair. CFR's image, both domestically and abroad, suffered greatly, due to reports of dilapidated trains, poor service and general disarray of management.
This situation continued until the year 1998, when Societatea Națională a Căilor Ferate Române (The National Society of Romanian Railways) was split into five independently administered companies : Compania Națională de Căi Ferate "CFR" SA (National Railway Company "CFR" – dealing with infrastructure), CFR Călători (CFR Passenger Services – the operator of passenger trains), CFR Marfă (Freight transport company), CFR Gevaro (Services linked with restaurant cars) and SAAF (dealing with excess rolling stock to be sold, leased or scrapped).
Since 1989, a number of small branch lines have been closed— especially those designated for industrial purposes or having a narrow gauge. This has been generally done due to greater competition from private bus services as well as generally low passenger numbers on those lines. The narrow gauge line from Turda to Abrud, for example, could not hope to compete with the private car or bus, the journey time being just short of six and a half hours for the 93km (58miles) trip (CFR Timetable 1988, table 309). As of 2022 the Turda–Abrud journey by bus takes 2 hours and 45 minutes.[5]
Some other line closures were thought imminent especially on the branch lines in Timiș County, which were generally very old and little-used; but most seem to have been reprieved and now are operated by private operators. Between of railway lines have been divested of CFR control and a few have closed completely since 1990, most of which were in rural areas. Overall however, actual railway closures in Romania have been much less drastic than in other former Communist bloc countries, such as Hungary or Eastern Germany; indeed the "closure" figures given include lines which have been taken over by private operators and continue to operate (2010). Some standard gauge lines have in fact reopened since closure in the 1990s and some narrow-gauge tracks have recently been reopened by SFT (CFR's Railway Tourism Society) for tourism, but are only run occasionally, about twice a month (lines include Abrud-Câmpeni, Târgu Mureș-Band or Moldovița-Vama). All forestry railroads (căi ferate forestiere in Romanian) still in operation after 1989 have been privatized and sold to the forestry companies. Some, such as the Vasser Valley Scenic Railroad, have since become significant tourist attractions.
CFR Călători, the passenger service division of CFR, operates seven types of passenger train, both on Romania's territory, with rolling stock and locomotives, or internationally, with rolling stock. Also, CFR operates international trains on Romanian territory with its own locomotives. The train types vary in terms of speed and type of rolling stock.
In 2015, approximately 55 million passenger journeys were made with the company. In the same time 12 million further journeys were made using the private operators.
The CFR train types are:
Regio trains (regional), formerly Local (Romanian: "Personal") trains (until December 2011), also termed commuter trains (navete or trenuri de navetiști), are the most abundant type of trains on the CFR passenger network. They are used for two main purposes, as shuttle, or commuter, trains, linking towns with neighbouring villages, and linking neighbouring cities with each other.
Local trains (now Regio), have the lowest average speed (34.3 km/h in 2004) and the least comfortable (usually oldest) rolling stock, and have a reputation for being very slow, crowded and generally unkempt which is only gradually changing. Regio trains operate mostly on local routes and stop at every station. Train fares for this type are the cheapest, since no supplement is paid, only the base fare, based on distance. Seats are not reservable. The rolling stock on Regio trains differs widely. On routes that link neighbouring cities with each other (such as Bucharest and Pitești), the quality of the rolling stock is much better than those services which provide a shuttle link between cities and rural areas (such as the Timișoara-Berzovia line).
Most Regio rolling stock consist of compartment single level and open-plan double-decker cars. As of 2007, most Regio trains, especially on rural routes, have only 2nd class cars. The livery of most Regio cars is painted in the color scheme of CFR Calatori (blue and grey), with the rolling stock built in the 1970s and 1980s. Some very short rural routes in Romania's Bukovina region use rolling stock from the 1940s and 1950s, refitted with bus seats and operating like railbuses. CFR is refurbishing a range of double-decker Local (Regio) cars, that will be used on Local and Accelerat trains. The refurbished cars, painted in the same livery as the old ones, have been introduced since 2003, and are cleaner, although they still use most of the old fittings. Exceptions to this widespread use of older rolling stock for Local trains is found on some routes (such as Sibiu–Craiova) that are operated using Desiro trainsets, and some others are operated using modernized electric trainsets.
The new private operators also use the term Regio using mainly (refurbished) railbuses.
InterRegional trains (IR), formerly Accelerat and Rapid trains (until December 2011), are used for medium and long-distance services that stop only in towns or cities. InterRegional trains have higher speeds. They are also more expensive, requiring the payment of a supplement alongside the base fee. Some services of the InterRegional type require a reservation. InterRegional trains are also used for cross-regional long-distance routes (for example, Timișoara to Bucharest). Despite the long distances, InterRegional trains tend to stop in every town (even though they bypass villages) and hence are very popular, though they are seldom used for express travel between two large cities.
Since 2009, the InterRegio 1821/1822 from Arad to Constanța via Deva, Tîrgu Jiu, Craiova and Bucharest also travels to Constanța with an extra sleeperette car and sleeper car. The InterRegio rolling stock is formed of both single-decker cars painted in the painting scheme of CFR Calatori (blue and gray). Single-decker cars are all corridor-type, with the old cars having 8 seats per compartment in second class and 6 in first class whereas the new cars have 6 seats per compartment regardless of class (this type of coaches are used now for Regio Trains and rarely on InterRegio Trains). Double-decker cars have 4 seats per row in an open plan.
In early 2005, CFR introduced a new double-decker car for medium-distance, highly used Interregional routes such as Bucharest–Predeal. Siemens Desiro trainsets have also been introduced on medium-distance InterRegional routes in Transylvania and Moldavia (Iași–Vatra Dornei). Longer-distance InterRegional trains often have couchettes, and sleepers started to be added again to consists after a lengthy absence. Dining cars are never used on these trains. In the 2010 schedule, many short and medium distance routes (such as Bucharest–Craiova, Bucharest–Râmnicu Vâlcea–Sibiu, Bucharest–Tulcea, Craiova–Sibiu, Timișoara–Sibiu, Cluj-Napoca–Timișoara) were served by modernized double-decker cars or Desiro trainsets. Some long-distance trains (Bucharest–Timișoara, Bucharest–Târgu Jiu–Arad, Bucharest–Cluj-Napoca–Satu Mare, Bucharest–Iași, Bucharest–Vatra Dornei, Iași–Timișoara, Sighetu Marmației–Bucharest) also use modernized Rapid-style cars.
Rolling stock on InterRegional trains has recently been the object of CFR's modernisation plan. Various series of cars have been refurbished, and fitted with air-conditioning, ecological toilets, etc. However, a small and rapidly declining number of Rapid rolling stock, mainly on lesser-used routes, remains fairly aged and outdated. As of 2004, Siemens Desiro DMUs have been introduced on medium-distance Rapid routes. Most Rapid rolling stocks are painted in the painting scheme of CFR Călători (blue and gray). All cars are uncompartmented and are usually air-conditioned. Sleepers, couchettes and dining-cars are available on most long routes.
In the case of travelling such a long distance as mentioned above, it is recommended to book a sleeperette (the passenger can choose between 4–6 passengers in a compartment). The 6 passenger-compartment is the cheapest option for a higher comfort. Fares and timetables can be checked on www.cfrcalatori.ro.
InterCity (IC) is CFR's premier train type and was used for daytime express services between major cities, as well as shuttle services between Bucharest and the Black Sea coast and the Carpathian mountain resorts. InterCity trains typically only stopped in large cities (generally of over 100,000 inhabitants). InterCity trains were the fastest out of all the train types, having an average speed of in 2004, and also used the most modern and comfortable rolling stock, rivaling the premier services of other European carriers. Due to this, InterCity prices included a significant supplement alongside the base fee.
The InterCity rolling stock was either new or refurbished (all IC rolling stock was built after 1995), with air-conditioning, power-plugs (in both 1st and 2nd class carriages) and plush bucket armchairs, as well as complimentary newspapers, free meals and airplane-like service in first class. These trains generally had a reputation for their high levels of comfort, cleanliness and service. The InterCity standard livery was usually grey and blue, especially in the case of the C160-class rolling stock, which is the newest type. Most InterCity rolling stock was open plan (no compartments). When CFR bought the Desiro DMUs, they were mostly used for InterCity trains, but due to complaints related to their comfort levels, they were replaced with standard cars for most routes and now the Desiro DMUs are used for the Regio trains.
Express passenger and international IC services, such as the Bucharest-Constanța route, used the Romanian-built Astra AVA-200 cars, which have a maximum speed of and are the most comfortable rolling stock in the CFR fleet. In fact, according to Friends of CFR, a Romanian railway journal, there was a considerable downgrading in quality when the Bucharest–Vienna IC service switched from being operated by CFR to being run by Austrian Railways (ÖBB) in 2003, leading to numerous complaints that the route should revert to CFR cars instead of Austrian ÖBB cars.
Beginning with December 2006, the company introduced the business service on certain IC routes (București Nord–Timișoara Nord, București Nord–Oradea). These wagons were refurbished by CFR Grivița and they provided two classes: standard and standard exclusive. According to class, these rail cars provide leather or fabric-covered armchairs, monitors, individual displays for every seat, 4 channel audio system with earphones, wireless internet access, bar, air conditioning, and they were equipped with an elevator for disabled travellers. As of 1 June 2014, InterCity trains used to operate on the following routes:
| Route | Rolling stock | ||
|---|---|---|---|
| Classic | Siemens Desiro | ||
| Bucharest – Iași (Now InterRegio) | Yes | ||
| Bucharest – Bacău – Suceava (Now InterRegio) | Yes | ||
| Bucharest – Brăila – Galați (Now InterRegio) | Yes | ||
| Bucharest – Brașov – Alba Iulia – Arad(EuroCity with InterRegio fares to Budapest-346 Dacia train or 472 Ister train) | Yes | ||
| Bucharest – Brașov – Cluj-Napoca (Branch of the Trains which run to Budapest) | Yes | ||
| Bucharest – Brașov – Miercurea Ciuc – Târgu Mureș (Now InterRegio) | Yes | ||
| Timișoara - Cluj Napoca (Now InterRegio) | Yes | ||
Before early 2003, there was also a train type known as InterCityExpress (ICE), which ran from Bucharest to Constanța, but these have been discontinued and transformed into IC and later into IR, while maintaining the same rolling stock.
Because of the bad infrastructure as of 2015 InterCity trains are not in use anymore because the fare was too high. There are some trains which are running like InterCity but with InterRegio cost. Now the rolling stock used before 2015 for Intercity trains is used now for the InterRegio trains.
The speed limit for express passenger trains in Romania is . All other trains have a general speed limit of . Average operating speeds (including all stops in stations) according to CFR, are in 2018:
The longest train route, as of 2005, is the one between Iași, in the north-east, and Timișoara, in the west, which takes 18 hours with an Interregio train to complete. For example, the journey between Suceava Burdujeni and Bucharest is 447 km, and takes approximately 5-6 hours to complete at an average speed of 80 km/h.
Freight services in Romania are operated mostly by CFR Marfă, the freight division of CFR, as well as by 28 other private companies who operate on lines leased from CFR Infrastructură. The CFR Marfă fleet is made up of 987 locomotives,[8] most of which were built in Romania or the former Yugoslavia. The fact that rail freight remains maintains a strong market share in Romania, as well as a number of efficiency reforms, has led CFR Marfă to perform quite well financially in recent years, even though it remains loss-making. In 2003, the CFR Marfă's net loss was 8.8 million new lei (approximately US$3 million), reduced from 141.5 million new lei in 2002.[9]
| Coal | 39.5 |
| Oil products | 10.9 |
| Quarry and ballast products | 3.8 |
| Common metals and common metal articles | 12.4 |
| Cement | 2.7 |
| Ore | 4.0 |
| Agricultural products | 3.6 |
| Chemicals | 4.2 |
| Other | 18.9 |
| Source: Web site: Statistici . CFR Marfă . |
Freight trains follow the same speed limits to those issued for passenger trains, although hazardous materials, explosive, nuclear, flammable, chemical or otherwise dangerous trains have a special regime. Most locomotives have a physical speed limit of 160 or 120 km/h, but freight trains are not usually running at speeds exceeding 100 km/h.
See main article: Căile Ferate Române main lines.
| Line | Route | |
|---|---|---|
| Line 200 | Brașov–Sibiu–Vințu de Jos–Deva–Arad–Curtici | |
| Line 300 | Bucharest–Ploiești–Brașov–Sighișoara–Câmpia Turzii–Cluj-Napoca–Oradea–Episcopia Bihor | |
| Line 400 | Brașov–Sfântu Gheorghe–Toplița–Deda–Saratel–Dej–Jibou–Baia Mare–Satu Mare–Halmeu | |
| Line 500 | Bucharest–Ploiești–Buzău–Focșani–Bacău–Roman–Suceava–Vicșani | |
| Line 600 | Făurei–Tecuci–Bârlad–Vaslui–Iași–Ungheni | |
| Line 700 | Bucharest–Urziceni–Făurei–Brăila–Galați | |
| Line 800 | Bucharest–Fetești–Cernavodă–Constanța–Mangalia | |
| Line 900 | Bucharest–Craiova–Drobeta-Turnu Severin–Caransebeș–Lugoj–Timișoara–Stamora Moravița |
See main article: Rolling stock of the Romanian Railways. CFR Călători (passenger services) and CFR Marfă (freight services) use a range of electric (known as LE), diesel electric (LDE), diesel hydraulic (LDH) and diesel mechanical (LDM/LDMM) locomotives. SFT (tourist railways division) uses steam locomotives (both narrow gauge and standard gauge) and diesel mechanical locomotives.
Each of the four CFR divisions have their own locomotives, and these are generally not interchanged. For example, a CFR Marfă locomotive should not be used to pull a CFR Călători train. In practice however, this rule does not hold, and frequently the companies use other rolling stock through informal lease agreements. Moreover, private companies' rolling stock is used at times, usually because of emergencies (such as a locomotive breaking down and requiring a replacement to keep the line open, and an unused private locomotive being closer).
Most of the electric locomotives employed by CFR were built by Electroputere Craiova (known as EA-type) and Rade Končar Zagreb (known as EC-type). All are built for and run using a catenary wire at . All trains have electric heating. CFR owns 1,066 electric locomotives, 933 of which were built by Electroputere (Class 40, 41, 42) and 133 built by Končar (Class 43, 44, 46).
| Name | Builder | Specifications and notes | Maximum speed | Years built | |
|---|---|---|---|---|---|
| Class 40 | Electroputere | 5100 kW Co'Co' axle formula | 120 km/h | 1965–1991 | |
| Class 41 | Electroputere | 5100 kW Co'Co' axle formula | 160 km/h | 1966–1991 | |
| Class 42 | Electroputere | 5100 kW Co'Co' axle formula. Only 1 was built, for speed tests. | 200 km/h | 1977 | |
| Class 43 | Končar | 3400 kW Bo'Bo' axle formula | 120 km/h | 1973–1984 | |
| Class 44 | Končar | 3400 kW Bo'Bo' axle formula | 160 km/h | 1973–1984 | |
| Class 45 | Electroputere – Siemens | 5100 kW Co'Co' axle formula. Heavily modernised class 41 locomotives, with new bogies, gears, control systems and brakes. First CFR locomotives to use computerised traction control. 24 were in service, with 20 being converted from class 41. | 160 km/h | 1999–2000 | |
| Class 46 | Končar and Softronic | 3840 kW Bo'Bo' axle formula heavily modernised class 43/44 locomotives. | 160 km/h | 1999–2001 2007–2011 | |
| Class 47 | Electroputere – Softronic (subclasses 476 and 477 - "Delfin" and 473 - Softronic Phoenix, for passengers)– Promat (subclasses 470, 474, for freight) | 6600 kW Co'Co' axle formula, modernized from class 40 and 41 for heavy loads. | 120 km/h (subclasses 470, 474); 160 km/h (subclasses 473, 476, 477) | 2006–present | |
| Class 48 | Softronic | 8200 kW Co'Co' axle formula Softronic Transmontana locomotive. | 160 km/h | 2010–present | |
| Class 50 | Unknown | 2900 kW Co'Co' axle formulaEx. CFR Class 70/71 built for freight traffic. Only 1 was made,called 50-001-3 | 120 km/h | 1994 |
CFR's diesel locomotives have been built by Electroputere Craiova (classes 60 to 68) and FAUR Bucharest (classes 69 to 95).
Classes 60 and 62 have as prime mover a twin-bank cylinder Sulzer 12LDA28 diesel engine rated at 2100 hp@750rpm, being derated from its nominal power by a smaller turbocharger and a lower max rpm. The difference between classes 60 and 62 is that the class 62 features traction motors certified and capable of pulling passenger coaches at 120 km/h instead of the 100 km/h allowed for class 60.
Classes 63 and 65 are modified by replacing Sulzer engines with 2 stroke 8 cylinders EMD 8-710G which develop 2150 hp at crankshaft at 900 rpm, the generators were replaced with alternators and DC traction motors were replaced with new ones. Class 63 has a max speed of 120 km/h while class 65 is limited to 100 km/h. 63 and 65 are in service for CFR Călători only for passenger coaches' traction. 63 and 65 do not feature Dynamic Braking Systems available in North America.
The following classes are in service:
| Name | Type | Specifications and notes | Maximum speed | Years built | |
|---|---|---|---|---|---|
| Class 60 | Diesel electric | 1546 kW and 1700 kW (Remarul Carpathia 2300 DE-M) Co'Co' axle formula | 100 km/h | 1959–1981 | |
| Class 62 | Diesel electric | 1546 kW Co'Co' axle formula | 120 km/h | 1966–1981 | |
| Class 63 | Diesel electric | 1582 kW Co'Co' axle formula. Modernised version of class 62 (includes electrical train heating and turbocharged 2 stroke, V8 EMD 8-710G diesel engine). Ca. 60 (including Class 65) in service. | 120 km/h | 2000–2007 | |
| Class 65 | Diesel electric | 1582 kW Co'Co' axle formula. Modernised version of class 60 (includes Electrical Train Heating and turbocharged 2, V8, EMD 8-710G diesel engine). | 100 km/h | 2004–2007 | |
| Class 67/68 | Diesel electric | 1546 kW Co'Co' axle formula. Same as class 60, but uses broad gauge for railways near the Moldovan and Ukrainian borders. | 100 km/h | 1959–1988 | |
| Class 69 | Diesel electric | 920 kW, Bo'Bo' axle formula | 100 km/h | 1975–1977 | |
| Class 73 | Diesel electric | 920 kW, Bo'Bo' axle formula. Same as class 69 but with two air compressors. | 100 km/h | 1975–1977 | |
| Class 80 | Diesel hydraulic | 920 kW, B'B' axle formula. Uses steam heating. | 100 km/h | 1966–1985 | |
| Class 81 | Diesel hydraulic | 920 kW, B'B' axle formula. Same as class 80, but has no train heating. | 100 km/h | 1966–1985 | |
| Class 82 | Diesel hydraulic | 1104 kW, B'B' axle formula. Based on class 80/81 overhauled by Alstom with new control systems, rebuilt body, electrical train heating and Caterpillar engine. Also 1000 kW B'B' axle formula modernized by Remarul. | 100 km/h | 1999–200x2008-2011 | |
| Class 83 | Diesel hydraulic | 1104 kW, B'B' axle formula. Same as class 82 but uses MTU engine. | 100 km/h | 1998 | |
| Class 84 | Diesel hydraulic | 920 kW, B'B' axle formula. Same as class 80 but is used on broad-gauge railways. | 100 km/h | 1998 | |
| Subclass 841 | Diesel hydraulic | 1000 kW, B'B' axle formula, modernized by Remarul (Carpathia 1300 DH-M) | 100 km/h | 2009 | |
| Class 87 | Diesel hydraulic | B'B' axle formula. Used for narrow gauge services. | 40 km/h | 1979–1984 | |
| Class 88 | Diesel mechanical shunter | 184 kW B axle formula. 81 were built originally, though a significant amount have been replaced by newer types. | 40 km/h | 1981–1984 | |
| Class 95 | Diesel mechanical shunter | 88 kW B axle formula. | 55 km/h | 1935–1950 |
CFR Călători uses diesel multiple units (DMUs) mainly for passenger services on shorter and little-used lines, even though the Siemens Desiro DMUs have also been used for InterRegio and InterCity services on longer distances.
| Name | Builder | Specifications and notes | Maximum speed | Years built | |
|---|---|---|---|---|---|
| Class 77 | Malaxa | 88 kW power. Archaic railbus used mainly on rural routes in Banat and Bukovina. Some of them were phased out but the last ones left in service have been refurbished multiple times. | 70 km/h | 1935–1942 | |
| Class 78 | Malaxa | 162 kW power. Most were used as official government trains or by company officials when travelling (some have beds, showers, luxury fittings and press rooms). | 100/120 km/h | 1939–1954 | |
| Class 79 | Waggonbau Görlitz | 132 kW power. Formerly used by Deutsche Bahn as class 772 railbus and comprehensively modernised by MARUB Brașov. 12 units were bought in 1993–1996 by CFR for use on rural Personal services. Some were rented to private operators. In 2017, these railcars were withdrawn and abandoned in various locations. | 90 km/h | 1960–1977 | |
| Class 92 | MARUB Brașov | 153/208 kW power. Diesel hydraulic railbuses. Only 2 have been used. Contain 56 second-class seats. | 80 km/h | 1995 | |
| Class 96 (Desiro) | Siemens | 550 kW. Diesel mechanical DMUs. Also known as Săgeata Albastră (Blue Arrow). Used on Regio and InterRegio services. | 120 km/h | 2003–present | |
| Class 98 (formerly 91/92) | Duewag | 485 kW. Bought from Deutsche Bahn and contain 12 first-class and 112 second-class seats. 2 were in operation, on Regio services between Satu-Mare and Jibou. Stored since 2017. | 120 km/h | 1994 |
A 6-car regional EMU built by Electroputere was used from 1975 to 1997, although they were rare, only 8 being made. By June 2006, there were no electric multiple units (EMUs) in service. However, CFR bought some second-hand Z-6100 and Z-6300 EMUs from SNCF, and their CFL version 250 with 2 cars and 260 with 3 cars, which were modernised by Remarul 16 Februarie in Cluj-Napoca and were used for commuter trains, as class 58, until 2020 when they were withdrawn. The last one to be used was 58-1007-2 (Z-6316).
| Name | Builder | Specifications and notes | Maximum speed | Years built | |
|---|---|---|---|---|---|
| Class 55/56/57 | Electroputere, IVA Arad | 1870 kW power. Used on certain lines by the Cluj, Craiova and Bucharest regional divisions. 336 seats | 120 km/h | 1974, 1984–1986 | |
| Class 58 | Carel-Fouche, Alsthom | 690 kW power. Used on local and regional electrified railways. 280 seats. | 120 km/h | 1965–1975 |
Romania is linked by rail with all neighboring countries.
