Grise Roumanie

The narrow-gauge line from Hunedoara to Govăjdia and Crăciuneasa was scrapped in two stages. The first stage 11 km where scrapped between Canton 1 Zlaşti and Crăciuneasa in 2001. The last 2,3 km line between Hunedoara and Canton 1 Zlaşti was scrapped in 2009. Today only the trackbed, two bridges, the three tunnels, the loco shed and the station building at Hunedoara survive. More information about this line can be found here in three languages EN HU RO. Mocăniţa Hunedoara - Hunedoara's narrow-gauge line

Traduction reverso

La ligne à voie étroite de Hunedoara à Govajdia et Craciuneasa a été abandonnée en deux étapes. La première étape 11 km a été abandonnée entre Canton 1 Zlasti et Craciuneasa en 2001. La dernière ligne de 2,3 km entre Hunedoara et le Canton 1 Zlasti a été abandonnée en 2009. Aujourd'hui seulement le trackbed, deux ponts, les trois tunnels, l'abri de loco et la construction(le bâtiment) de station à Hunedoara survivent. Plus d'informations sur cette ligne peuvent être trouvées ici dans trois langues EN HU RO

Hello Rudolf,


Bienvenue sur ce forum...A ton adresse IP, j'en déduis que tu vis en Roumanie ...Tu ne parles pas le Français ?
Merci pour cette video , je vais traduire ton texte avec reverso pour tous ceux qui ne comprennent pas l'Anglais

Traduction Reverso

Welcome on this forum... At your address IP, I deduct that from it you lived in Rumania... You do not speak French?
Thank you for this video, I am going to translate your text with Reverso for all those who do not understand English langage

[

More photos from Hunedoara:
Hunedoara's narrow-gauge line today:















More photos on Panoramio - Photos by MocăniţaHunedoara

Superbe vidéo et photos très intéressantes... Merci de nous avoir rejoint pour partager tout ça...

Beautifuk video and very interesting photos... Thank you for having joined us to share all this...!

Thank you, I understand only three languages: Hungarian, Romanian and English. Me and the youth people of Hunedoara is fighting for this line to be rebuilt. We've managed to classify all this lines remains as Historical monuments and cannot be destroyed. I believe it would bring a lot of tourists here and have the same success just like the line at Mokra-Gora, Serbia. This was the first narrow-gauge industrial line in Romania. The history will be posted soon to this topic.

Merci, je comprends seulement trois langues : hongrois, roumain et anglais. Moi et les jeune de Hunedoara nous nous battons pour cette ligne, qu'elle soit reconstruite. Nous avons réussi à classifier tous ces restes de lignes comme des monuments Historiques et ils ne pouvent plus être détruits. Je crois que cela amènerait beaucoup de touristes ici et aurait le même succès comme la ligne à Mokra-Gora, en Serbie. C'était la première ligne industrielle à voie étroite en Roumanie. L'histoire sera postée bientôt à ce sujet.

La langue n'est pas un problème , avec les traducteurs et mes pauvres notions d'anglais, on arrivera à se comprendre sans problème...

C'est super ce que vous faîtes pour conserver cette ligne historique et j'espère que vous réussirez...En France aussi, ceux qui veulent sauvegarder des anciennes lignes et les faire revivre, rencontrent beaucoup de difficultés...

Je suis très heureuse de t'accueillir sur notre forum

The language is not a problem, with the translators and my poor notions of English, we shall manage to understand with no problem at all...

It is great that you summits to preserve0 this historic line and I hope that you will make a success... In France also, those who want to protect ancient lines and to live again, meet many difficulties...

Tank You, I am very happy to welcome you here

[quote]

CFI HUNEDOARA's HiSTORY

In the past the transport of the iron ore from the Ghelari iron ore mine to the foundries was done by carriers with baskets and in baskets mounted on the horse’s two sides. The ore was transported mainly to the unloading station near the blast furnace at Govăjdia. After the growing demand for iron ore the transportation costs in 1859 jumped up from 18,6 Fillér/100kg of transported ore to 53,6 Fillér/100kg of transported ore. Due to the high costs the management committee decided the changing of the existing transportation system. Meanwhile they have dug a 600m long adit in “Retişoara” valley witch was completed in 1866 at a cost of 111768 Korona and 50 Fillér. Along with this adit’s construction there was built a 790 meter long, 633mm gauge railway for horsedrawn ore cars. At the end of the railway was built a 160 meter long dumping ramp for the ore so it can tumble down to the bottom of the valley and picked up by the carriers. The ramp helped to combat the altitude difference of 90-100 meters between the adit and the bottom of the valley and helped with the ore descent. At the bottom of the ramp the carriers picked up the ore and carried to the blast furnace at Govăjdia witch was 4 km’s away. By theese systems the cost of transported ore dropped from 30 Fillér to just 10 Fillér, but the blast furnace at Govăjdia had a limited supply of ore and the carriers came up with demands of their own and rushed the extension of the line to the blast furnace at Govăjdia.
The 260 meter altitude difference between the transportation level of the iron ore quarry at Ghelari and the throat of the blast furnace, to compensate this altitude difference they have built a 5120 long, three sectioned, 633mm gauge railway for horsedrawn ore cars. The cost of the railway was 20000 Korona. The line was intrerupted by the dumping ramps at Retişoara and Nădrab. Later they have built two water-actuated ore crushers. The last section of the railway was completed in July 1871 and handed over for traffic. After the opening of the railway and the dumping ramps, the cost of the transported ore dropped to just 7 Fillér/every 100 kg’s of transported ore. In 1888, the dumping ramps they where replced by inclined planes: one at Retişoara 260 meter long and one 140 meter long at Nădrab. After the construction of the ironworks at Hunedoara witch had begun in 1882, the large quantity of the required iron ore mined at Ghelari couldn’t be transported to Hunedoara by the existing systems. Due to economic and difficult geography reasons they have opted for a system of ore buckets on a suspended cableway to transport the required ore. The cableway system was completed in 1884 and satisfied the need of ore for the three blast furnaces at Hunedoara. After the fouth blast furnace was built, the existing cableway prooved to be incapable to fulfill the extra need of iron ore. They’ve compensated by building a second system of cableway orebuckets right next to the existing one between Hunedoara and Ghelari. Due to the high costs created by the transportation the iron ore and charcoal to the blast furnaces at Hunedoara and Govăjdia, in 1897 the radical overhaull of the transportation system was decided.

The preparation work for the “Transylvanian Mining Railway” begun in 1890 with the construction of the track bed from Govăjdia to Hunedoara, the construction of the 747m tunnel begun in 1894. In 1897 and 1898 the preparation work progressed so much that they decided the construction of the line after the inclined planes at Nădrab and Retişoara where enlarged to cope with more loads and the existing mine railway from Ghelari mine. Afterwards the terrain needed for the “Transylvanian Mining Railway” was occupied legally, the examination of the track bed in 1898 January 9-13 was successfull, the ministry of commerce asked for the visit of the government, the government had made a visit on 14th of February, they held a meeting at the local councill at Hunedoara and issued the line construction authorization verbally on the mining society’s own risk, the railway construction had begun at the beghinning of spring, on the 4th of March 1898 with the ceremonial first shovel stroke. For the construction of the railway a contract was made with the three Austrian railway construction firms: “Gfrerer”, “Schoch” and “Grossman”, and the no. 24089 ordonance issued by the ”Mátyás Király” finace ministry on 15th of March 1899 was also approved. The task notes gathered at the government’s visit along with the aproval by the “Mátyás Király” ministry of commerce issued in the 27th of April 1899 and in the mean time was issued a permanent construction authorization, the construction of the mining railway according to the contract took 19 months, than the inspection of the line was made in the 29th of September 1900 and at the same time was opened and handed over for traffic.

In the same year in the second half of November, a test transport was made to proove that this railway is capable of simplifying the transportation of materials and could transport the quantities of material specified in the contract. The railway was found viable for transport of materials and the transport capacity was proven. The “Transylvanian Mining Railway” is exiting Hunedoara and passing over the Zlaşti valley,


snaking it’s way on the hillside, afterwards it passes trough Căţănaş moutain in the 747 meter tunnel and exiting in the Govăjdia valley.

The line continues from here to the inclined planes at Retişoara valley witch is close to Ghelari.

The entire lenght of the line is 16 km and built with the 760mm gauge for the steam locos. The highest gradient on the open track is 2,7% and in stations 2,5% (promille). The highest curve radius on the open track is 50 meters and in stations 40 meters. The steel rails used where 13,75 Kg/meter. The ties where placed so close to each other when the 2,5 T exerted by each wheel, it wouldn’t exceed 1000 kg/every square centimeter. The tracks in the station where placed 3 meters to each other measured from the center of the track considering the width of the rolling stock witch was aroud 2-3 meters maximum. The ties where made of oak and they where 1,5 meters long, in a trapezoid shape with the base was 14 cm wide, the hight was 12 cm and the top was 12 cm wide. There where four stations built on the line: Hunedara, Govăjdia, Nădrab and Retişoara.

The station at Hunedoara also known as the “west train station”, ”the small train station” or “the upper train station” is situated at 5.35 meters above the level of the upper factory track and at 6.65 meters above the level of the throath of the number 4 blast furnace. There where built bunkers for unloading of the iron ore from the cars where the locomotive pushed the cars in for unloading. The bunkers served as raw materials storage for the blast furnaces. Here they also unloaded the limestone. There where tracks crossing on a metallic bridge linking the station’s tracks with the bunkers for the unloading of the charcoal. For the bigger ore loads they have built a transfer station where the ore from the narrow gauge rail cars was dumped in the standard gauge rail cars.


This “Transylvanian Mining Railway” an exclusively mountain theme railway that was furbished with beautifull metallic bridges, numerous works of art and tunnels trough high gradient mountains. The line contributed to the spectaculos development of the ironworks at Hunedoara and Govăjdia. The exterior aspect was also changed for the two ironworks and they also become more valueble, so that the construction of the railway was a complete success for the mining industry and the two ironworks. The line was constructed entirely on the mining society’s own expense, so the construction and furbishing costs at the beginning of 1906 sored till 3655000 Korona, also completed the steps of the conversion for a local interest railway. There will be a cost of 300000 Korona for the maintenance of the line for 30 years from it’s opening date, so the entire line along with it’s rolling stock was transferred in the national treasury’s property and administration. There is a minimal quota per year of iron ore that must be transported to Hunedoara and Govăjdia. To Hunedoara 180000 T/year at the price of 14 Fillér/100Kg, to Govăjdia 20000 T/year at the price of 6 Fillér/100Kg. Also the finished cast products and other products from the blast furnace at Govăjdia to be transported down to Hunedoara aswell as the products from Hunedoara to Govăjdia at a rate of around 9000T/year at a price of 12 Fillér. At the higher transport rates the transport costs drop considerably.

In the 1950′s the original steam locos where scrapped and beeing replaced by 11 Reşiţa locos, the original locoshed was demolished from Govăjdia, the original station building at Hunedoara was also demolised and rebuilt in a different style. A new locoshed was built in Hunedoara. This line survived unscaved trough two world wars and continued transporting iron ore till the late 1960′s, when the Retişoara terminus was abandoned after another tunnel was dug in 1963-1967 between the underground mine from Ghelari and the ore proccessing facility near Teliucu Inferior. A new terminus was established at Crăciuneasa when a new dolomite, limestone and talcum quarry was opened there in 1970. The remaining 3 km of line was cut back from Retişoara valley to Crăciuneasa terminus and the line was used exclusively for the transport of dolomite, limestone and talcum to the limeworks at canton 1 and also to the steelworks at Hunedoara. There where regular trips around 12 trips per a 24h period with passengers and freight. In the mid ’70-s the old rails where replaced to a 40 Kg/m rails and a capital repair was made on the entire line. The steam locos where replaced in the early ’80-s with five 450hp, Faur L45H class diesel-hydraulic locos and one 350hp Faur L35H class loco. The original 114m viaduct over the Zlaşti valley was scrapped and replaced in 1989 to support greater loads. This line employed a number of around 120 workers till 1990. The passenger services ceased in 1990 and the line was used for freight and commuters till 2000. On rare ocasions where organised trips for tourists on demand. The line was closed in 2000 between Canton 1 Zlasa and Crăciuneasa terminus. The management of the limeworks decided in 2001 to scrap 11 km of narrow gauge line between Canton 1, Govăjdia and Crăciuneasa. Meanwhile they scrapped the extra rolling stock (old steam locos, passenger cars and freight cars) they also sold some of the L45H class locos. Only two locos and 10 freight cars remain along with the last 2,3 km of track between the Hunedoara station and Canton 1. The line was used for the hauling of the limestone from the improvized loading station made at the old station near the castle to the limeworks at Canton 1. The last train ran in the autumn of 2008. In the summer of 2009 the new management of the limeworks decided to scrap/sale the last remaining track section along with it’s three bridges and remaining rolling stock. Now only two bridges, bridge legs and consoles, three tunnels, the locoshed, the station building and the track bed survive. One of the bridges is the 114 m viaduct and the second is at Govăjdia.

Maps ilustrated on Google Eartn. Shows the evolution of the line.

Bonjour,

Rudolf pour cet historique très complet

Thank you Rudolf for this very complete history ! It is a beautiful work !


J'invite tous ceux qui ne comprennent pas l'Anglais à faire la traduction avec un traducteur en ligne pour leur compte, s'ils le souhaitent... C'était trop mal traduit par reverso pour que je le mette ici, mais ça donne quand même une idée de l'histoire de ces mines et le transport...
Personnellement je comprends assez l'anglais pour me faire une idée en lisant directement ici mais pas les termes techniques pour vous le traduire. Donc si une âme charitable en est capable, merci!...

Here at the blast furnace (haut fourneaux) from Govăjdia or Govasdia have made some of the iron parts for the Eiffel Tower in Paris. There is also iron made for the steel that made the structure for the Eiffel Tower (La Tour Eiffel). The blast furnace was built in 1806, finished and started in 1810. The furnace operated till 1924.

Bonjour,

Reverso :

Ici au haut fourneau de Govajdia ou Govasdia ont été fait certaines des parties de fer pour la Tour Eiffel à Paris. Il y a aussi de fer fait pour l'acier qui a fait la structure pour la Tour Eiffel . Le haut fourneau a été construit en 1806, fini et commencé en 1810. Le four a fonctionné jusqu'à 1924.

Donc la Tour Eiffel a un peu de votre pays... Merci j'ignorais tout ça , on ne se pose jamais ces questions quand on voit un objet, et pourtant..c'est très intéressant...

So , the Eiffek Tower has a little your country. Thank you, I don't know all this, we never ask these questions when we see a thing, and it is very interesting...

Wow, that's awsome!!! How many photos did you made from Hunedoara's narrow-gauge railway?

Wow ,c'est énorme ! Combien de photos as tu fait de cette ligne ?

Bonsoir Oliver,

Il semblerait que nous ayons à faire au grand expert de cette ligne disparue. Cela fait toujours drôle de voir des vestiges d'une ligne que l'on a pu parcourir

Oui, il semblerait qu'il y ait un groupe attaché à sa réhabilitation très actif et tu as déclenché l'enthousiasme avec ton superbe reportage...

On t'avait dit que tes photos étaient des trésors d'archive pour les jeunes Roumains qui n'avaient pas connu ça , mais je n'aurai pas cru qu'ils arriveraient sur notre forum...Je trouve ça super... Merci internet...

Salut,


Je n'ai pas tout lu mais tout ce que je peux dire c'est d'abord que tes photos sont très bien et très représentative de l'ambiance qu'il y regnait, et d'autre part comme Hélène je trouve ça très bien que le nombre de membres du forum s'agrandisse et que les origines se diversifient pour partager plus de photos et infos !

Going trough the 747m tunnel with my scooter.

This tunnel was dug trough "Căţănaş" mountain and connects Govăjdia's valley with Zlaşti's valley, it is 747m long built specifically for a 760 mm gauge railway. This tunnel was designed by two engineer brothers. The tunnel was dug by two teams of workers, each on one side of the mountain and meeting in the middle. The construction of the tunnel was started in 1894. In 1900 was opened for rail traffic and the lining of the tunnel was completed in 1906. The tunnel is lined with crushed rock glued with cement on one segment and on another segment with concrete walls and a red brick ceiling. There are cavities in the wall in every 50 meters for people who are in the tunnel and can't run out. Here they can get out of the train's path by seeking shelter in theese cavities. The interior is in excellent condition. There are sections of bare rock and some water leaks. The tracks where removed and scrapped by "Talc-Dolomită SA" company.

Traduction reverso et revu par moi...parce que franchement ,ce n'est pas au point ces traducteurs...

Ce tunnel est creusé dans la montagne "Catanas" et connecte la vallée de Govajdia avec la vallée de Zlasti, il est 747m de long construit spécifiquement pour un chemin de fer de jauge de 760 mm. Ce tunnel a été conçu par deux frères ingénieurs. Le tunnel a été creusé par deux équipes d'ouvriers, chacune sur un côté de la montagne et se rencontrant au milieu. La construction du tunnel a été commencée en 1894. En 1900 il a été ouvert pour le trafic ferroviaire et l'alignement du tunnel a été achevé en 1906. Le tunnel est aligné avec la roche écrasée collée avec le ciment sur un segment et sur un autre segment avec des murs et un plafond rouge de brique. Il y a des cavités dans le mur tous les 50 mètres pour les gens qui sont dans le tunnel et ne peuvent pas sortir en courant. Ici ils peuvent sortir du chemin du train en cherchant l'abri dans des cavités . L'intérieur est dans une condition excellente. Il y a les sections de rochenue et quelques fuites d'eau. Les rails ont été déposés et abandonnés par "Talc-Dolomita SA" société.

We see , it is really in excellent condition...A beautiful construction...

Hello ,

Depuis quelques jours je suis avec beaucoup d'attention et de plaisir , vos messages partagés.

C'est vraiment une excellente conversation ferroviaire, entre les photos d'hier et d'aujourd'hui, une même passion vous anime et nous transporte dans ce chemin de fer à voie étroite

Je vois que le même rêve est partager aux 4 coins de l'europe..., faire revivre nos trains d'autrefois, puissent ces souhaits se réaliser.....................
C'est d'ailleurs possible pour une association bien menée et correctement financée, l'exemple des trains touristiques anglais étant sur ces points un modèle à suivre.

à vous

à plus tard
________________________________________________________________________________________
Hello ,

Since few days, I follow with carefully and fun , your's shared messages.

It's really a great conversation railway between photos of yesterday and today, the same passion drives you , and carries us into this railway track close

I fell that the same dream is shared with all parts of Europe ..., to revive our trains of yore, these wishes can come true.
It is also possible for an association well conducted and adequately funded, the example of English tourist trains on these points being a role model.

Thank you

See you later

This is the second tunnel on the railway, it is a curved tunnel and 42 meters long. The construction of this tunnel started around 1896 and completed in just a few months. The tunnel was handed over for rail traffic in the autumn of 1900. The interior is lined with stone glued with cement. On the first portal of the tunnel the date is inscribed "1900.12.4" when the lining of the interior was completed in December 4.1900. At the other portal the distance from Hunedoara is inscribed with black paint. "Km 8" (8 km from Hunedoara).

C'est le deuxième tunnel sur le chemin de fer, c'est un tunnel courbé et 42 mètres de long. La construction de ce tunnel a commencé autour de 1896 et achevé) en juste quelques mois. Le tunnel a été remis pour le trafic ferroviaire en automne de 1900. L'intérieur est en pierre collée avec le ciment. Sur le premiere entrée ,du tunnel la date est inscrite "1900.12.4" quand l'intérieur a été achevé en décembre 4.1900. À l'autre entrée,la distance de Hunedoara est inscrite avec la peinture noire. "Km 8" (8 km de Hunedoara).

Vidéo supprimée, prise dans des conditions de sécurité contraires à la Charte du forum


On the narrow-gauge "S" shaped viaduct witch is situated on the exit from Hunedoara to Zlaşti, and1 35m above the road in Zlaşti valley. This viaduct is 114m long and consists of five metallic elements witch are mounted on four piers. This viaduct was built between 1898 and 1900 for the narrow-gauge railway linking Hunedoara's ironworks and Ghelari iron ore mines.

Sur la voie étroite "S" shaped viaduc witch formée est sur la sortie de Hunedoara à Zlasti, and1 35m au-dessus de la route dans la vallée Zlasti. Ce viaduc est 114m long et consiste en cinq "witch" d'éléments métalliques montés sur quatre piliers. Ce viaduc a été construit entre 1898 et 1900 pour la voie étroite liant l'usine sidérurgique d'Hunedoara et des mines de fer Ghelari.

The original metallic elements where replaced in 1992 to facilitate the transport of greater loads. The tracks and other elements where sold either as scrap metal or replacement parts between summer 2009-spring 2010. The bridge was classed as a historical monument in summer 2010 along with the remaining structures from the narrow gauge railway (locoshed, stations, tunnels, trackbed, bridge piers, the last remaining bridge at Govăjdia).

Les éléments métalliques originaux ont été remplacé en 1992 pour faciliter le transport de charges plus grandes. Les rails et d'autres éléments ont été vendus comme ferraille ou pièces de rechange entre l'été 2009 et le printemps 2010. Le pont a été classé comme un monument historique en été 2010 avec les structures restantes du chemin de fer à voie étroite (locoshed, des stations, des tunnels, trackbed, piliers de pont, le dernier pont restant à Govajdia).

Hello Rudolf,

Thank you for this very complete report and the magnificent photos...

On the other hand, I am sorry but I cannot leave online one of the videos taken apparently in opposite conditions of security in the charter of our forum, unless you explained to me that you were assured(harness etc.) to cross so the bridge...and I don't think so...''

Merci pour ce reportage très complet et les photos superbes...

Par contre, je suis désolée mais je ne peux pas laisser en ligne l'une des vidéos prises apparemment dans des conditions de sécurité contraires à la charte de notre forum, à moins que vous ne m'expliquiez que vous étiez assurés ( harnais etc...) pour franchir ainsi le pont en équilibre et par quel moyen ...ce dont je doute

Well.... To be honest i wasn't wearing any safety harness but I managed to cross the bridge with ease. I was walking just like an acrobat in the circus and not looking down. I was concentrated on stepping carefully on the metallic part. I don't recommend crossing this bridge unless the person doesn't have any fear of heights and to maintain a balance. If someone crosses this bridge it does it on it's own risk.

Bien.... Pour être honnête je ne portais pas de harnais de sécurité mais j'ai réussi à traverser le pont avec la facilité. je marchais comme un acrobate dans le cirque et ne regardais pas en bas. J'ai été concentré en marchant soigneusement sur la partie métallique. Je ne recommande pas de traverser ce pont à moins que la personne n'ait de crainte de hauteur et maintenir un équilibre. Si quelqu'un traverse ce pont il l'y fait est le propre risque.

Merci Rudolf pour tes explications...Je suis d'accord avec toi, si quelqu'un traverse ce pont , du moment qu'il est adulte, il le fait à ses propres risques...

Le problème c'est que mettre ces images sur un forum a une autre portée, et nous sommes tenus en France à certaines règles...
Pour te donner un exemple qui arrive régulièrement sur les forums ferroviaires, si quelqu'un met une photo prise près des voies et ne respectant pas les distances de sécurité, ce qui est interdit, le responsable du forum doit l'enlever, sinon quelqu'un peut se plaindre et bonjour les ennuis...
Pour toute conduite dangereuse, on part aussi du principe qu'un enfant peut être incité à faire la même chose en le voyant... Faire est une chose, le montrer en est une autre... Alors en tant que responsable de ce forum, je ne peux pas la laisser.

Merci de ta compréhension .

Thank you Rudolf for your explanations... I agree with you, if somebody crosses this bridge, since he is an adult, he makes him for his own risks...

The problem it is that, to put these images on a forum has another reach, and we are held in France certain rules...
To give you an example which arrives regularly on the railroad forums, if somebody puts a photo taken near ways and not respecting the distances of security, what is forbidden, the person in charge of the forum has to remove it, otherwise somebody can complain and ' the troubles...
For any dangerous behavior, we leave as well the principle as a child can be incited to make the same thing ... To make, is a thing, to show it is the other one... Then as responsible for this forum, I cannot leave it.

Thank you for your understanding.

The last 2.3 km of narrow-gauge railway from Hunedoara to Zlaşti before destruction in the summer of 2009:


























The last 2,3 km of narrow-gauge railway was left between Hunedoara's narrow-gauge train station and the lime factory at Zlaşti. The line belonged to the lime factory and was used to transport limestone from Hunedoara's narrow-gauge train station to the tippler at the lime factory. There where two L45H locomotives but only one was operational, the other one was out of order.



And ten cars for transporting stone each with a 22 Tonne capacity:

The rest of the rolling stock was either sold or even scrapped in 2001. The last section of narrow-gauge railway operated till the autumn of 2008 when the recession has set in. In 2009 the management of the lime factory at Zlaşti decided to scrap and sell the railway, rolling stock and other components in order to raise money to pay the taxes and salaries of their workers.

Le reste du matériel roulant a été ou vendu ou abandonné même en 2001. La dernière section de voie étroite a été exploitée jusqu'à l'automne de 2008 où la récession est survenue. En 2009 la gestion de l'usine de chaux à Zlasti a décidé d'abandonner et vendre le chemin de fer, le matériel roulant et d'autres composants pour se procurer de l'argent pour payer les impôts et les salaires de leurs ouvriers.

Hello,

Merci pour ces videos et photos qui montrent bien ce qu'il reste de cette époque et l'intérêt qu'il y a à le préserver...

Thank you for these videos and photos which show well us what it remains of this time and the interest which there to protect it...

After scrapping the 11 km of narrow-gauge railway in 2001, on the 7th of July 2009 the management of the lime factory from Zlaşti who owned this section of line decided to scrap the last 2,3 km of unused narrow-gauge railway. They begun to scrap the second curved bridge near the lime factory on the 19th of June 2009.

Après l'abandon de 11 km de voie étroite en 2001, le 7 juillet 2009 la direction de l'usine de de chaux de Zlasti qui a possédé cette section de ligne a décidé d'abandonner les derniers 2,3 km de voie étroite inutilisée. Ils ont commencé par abandonner le second pont courbé près de l'usine de de chaux le 19 juin 2009.

On the 7th of July 2009 they started to scrap the line from Zlaşti to Hunedoara.




The last rolling stock (two L45H diesel-hydraulic locomotives and 10 stone trucks) where sold at the price of scrap steel to Georg Hocevar in Brad along with some rails, track components and the green bridge segments. The last green bridge segment of that small bridge was removed in February 2010. Today only the large viaduct and one bridge at Govasdia remains. No more narrow-gauge railway (for now).

Le dernier matériel roulant (deux locomotives diesel-hydrauliques L45H et 10 trucks) ont été vendus au prix d'acier de débris à Georg Hocevar à Brad avec quelques rails, des composants et les segments du pont vert. Le dernier segment vert du petit pont a été enlevé en février 2010. Aujourd'hui seulement le grand viaduc et un pont restent à Govasdia. Plus de voie étroite (pour le moment).