Transylvanian mining railway

CFI Hunedoara

Line length:16 km (9.9 mi)
Track gauge:760 mm (2 ft 5 15⁄16 in)
Maximum incline: 25‰-27‰ or 2.5 %-2.7  %
Minimum radius:40–50 m (131.2–164.0 ft)
Maximum speed:20 km/h (12 mph)
Hunedoara steel works
West Station Hunedoara
 First curved bridge
 The loco shed
 District halt km 1
 The Zlaşti valley viaduct over DJ687J
 Towards tipplers of the limeworks from Zlaşti
 Canton 1 Zlaști km 2+300
 Second curved bridge
 Canton 2 Zlaști (Cocoș halt) km 4+270
 747m tunnel
 Canton 3 (Cățănaș halt km 6+584)
42m meter curved tunnel km 8
 Bridge km 8+162
 Bridge km 8+186
 Bridge km 8+194
 Tulea halt km 8+475
 Bridge over Govăjdia river km 9+920
 Crossing over DJ687F
Govăjdia train station km 10+360
Crossing over DJ687F
 Bridge over Nădrab river
To the tipplers of Govăjdia's blast furnace
 Nădrab halt km 12
 Crossing over DJ687F
 Towards Crăciuneasa terminus km 13+840
 Bridge over Nădrab river
 44m curved tunnel
 Third curved bridge
 Retișoara valley viaduct
 DC110A
 Retișoara terminus km 16+200
Hunedoara's Vest Station in 1905

The Transylvanian Mining Railway was a local interest narrow-gauge (760mm gauge) railway which was the first mining railway in Transylvania. This railway was built to ease the transportation of the iron ore mined from the iron ore mines from Ghelari to the blast furnace in Govăjdia and the ironworks from Hunedoara. This railway was also known as the "Hunedoara-Ghelari Local Interest Railway", "CFI Hunedoara", "Mocăniţa Hunedoara", "Calea Ferată Minieră Ardeleană", "Erdélyi Bányavasút" in Hungarian. The line was 10 km (6.2 mi) long from Hunedoara to Govăjdia and another 6 km (3.7 mi) from Govăjdia to Retişoara terminus. This line was used by mixed trains that carried both iron ore and passengers from Ghelari to Govăjdia and Hunedoara's ironworks. They've also transported dolomite and limestone from the limestone quarries near Govăjdia to the ironworks.

Line History

[1]

The central iron ore mine in Ghelari 1904

Earlier the iron ore transport from the mines in Ghelari to the chutes and tipplers of the ironworks from Govăjdia was done by horses with two baskets attached on each side or other hired carriers until the demand and the price for the transported iron ore rose in 1859 from 18,6 Fillér/1 quintal to 53,6 Fillér/1 quintal of transported iron ore. Because of the rising expenses for the transportation of iron ore, the administration was forced to replace the transport system.

In 1859 they've started digging a 600 metre long tunnel from the main mine in Ghelari to Retişoara's valley which was completed in 1866 at a cost of 111768 Krones and 50 Fillérs. Meanwhile, they've built a 790 metre long, 633mm gauge railway specially for horse-drawn ore cars. At the end of the line they've built a 160 m long chute where they've dumped the iron ore to the Retişoara's valley floor which was 90–100 m lower than the level of the tunnel's exit. After the ore was dumped down the chute, the carriers transported the ore to the Govăjdia Blast Furnace which was 4 km away.

Thanks to these investments they've managed to lower the prices for the transported ore from 30 Fillérs to 10 Fillérs, but the ironworks from Govăjdia received less iron ore because the transporters came up with new demands which rushed the construction of the railway to the blast furnace in Govăjdia.

The Retişoara valley viaduct and terminus with the loading bins for the iron ore.
View from the bottom of the inclined plane from Retişoara valley.
View from the top of the Retişoara valley inclined plane.

The altitude difference between the "Lukács László" mining face from the central mine in Ghelari and the throath of the blast furnace in Govăjdia was 260 metres, to compensate they've built a 5120 metre long, 633mm gauge, divided in three sections by the chutes from Nădrab and Retişoara at a total cost of 20000 Krones. Later they've built two water driven jaw crushers for the iron ore. The last section of the Retişoara-Govăjdia line was completed in July 1871 and handed over for use. After the opening of the line and chutes the transported iron ore cost dropped to 7 Fillérs for each quintal of transported iron ore. In 1888 the chutes were replaced by inclined planes (funicular), the first one 140 metres long at Nădrab and the other 260 metres long at Retişoara.

After the construction of the ironworks at Hunedoara in 1882, the large quantity of iron ore mined from Ghelari couldn't be transported to Hunedoara by the existing systems, for that was necessary to build a separate transport system. Because of economic and

The inclined plane from the central mine in Ghelari, on the left of the inclined plane is the "Kerpely" adit.
The electrified mine railway and electric train from the "Lukács László" mining face from the central mine of Ghelari.

geographic problems they've opted for the construction of a ropeway conveyor system. The construction of the ropeway conveyor was completed in 1884 which ensured entirely the ore necessities of the first three blast furnaces from Hunedoara.

But after the start of the 4th blast furnace the existing ropeway conveyor system proved to be insufficient in enshuring the iron ore needs for all four blast furnaces, so they've decided to build a second ropeway conveyor system between Ghelari and Hunedoara parallel to the existing one.

Considering the high costs of transportation for the iron ore and charcoal to the blast furnaces from Govăjdia and Hunedoara, in 1897 they've decided a radical overhaul of the transport system.

This is how the "Transylvanian Mining Railway" was built where to the Retişoara's terminus arrives the iron ore mined from the mines of Ghelari which gets transported to the iron works from Govăjdia and Hunedoara.

The construction of the Transylvanian mining railway determined the radical overhaul of the Ghelari central mine's transport system, so it became necessary to descend the entire quantity of mined ore to the "Kerpely" mine face adit which was connected by railway to the "Lukács László" tunnel by extending the adit and the extension of this adit could have been done with modest costs.

The construction of the "Lukács László" tunnel was started in 1898 from two directions and met in the middle in 1899, the tunnel was 504,9 metres long along with the "Lukács László" adit reached 754 metres. The two entrances of the tunnel where lined with stone, for the rest of the tunnel lining wasn't necessary because it was passing through solid shale. The tunnel is 20 metres lower than the tunnel built in 1863, so because of the incline the water coming from the upper tunnel flowed down to the lower tunnel.

Through the "Lukács László" tunnel from the inclined plane, a 633mm gauge, electrified railway with an incline of 4‰ was built to the "Kerpely" adit where formally a horse-drawn existed and was electrified, also the inclined plane from Retişoara valley was overhauled to lower and raise 4 filled ore cars and 4 empty ore cars on the two platforms. The inclined plane worked by gravity so the weight of the first platform with the filled ore cars descending to the valley floor, pulled up via a cable the platform with the empty ore cars. The iron ore lowered on the inclined plane was forwarded via an 850 metre long electrified (sometimes helped by a steam locomotive) which started from the base of the inclined plane and ended at the Retişoara's terminus where three electrically driven jaw crushers where installed to crush and sort the iron ore into eight class loading bins where they've loaded the iron ore into the cars of the train from where the iron ore was transported to the ironworks from Govăjdia and Hunedoara. The trackbed preparation work began in 1888 and in 1897 and 1898 where so advanced, that for the line construction the decision steps where, made after the connection of the Ghelari mine railway to the Retişoara inclined plane and after the overhaul of the Retişoara inclined plane, further more the legal occupation of the necessary terrain for the railway has started, the surveying of the trackbed was done successfully between January 9–13, 1899, the ministry of commerce asked for a visit from the government that was held at the Hunedoara town hall on the 14th of February 1899, the construction authorization was given verbally on the mining company's responsibility. The construction of the railway was started at the beginning of spring, on the 4th of March 1899 with the ceremonial first hoe stroke. The contract for the construction and usage of the railway was made between three Austrian companies called Gfrerer, Schoch and Grossmann under the ordinance number 24089 from 15 March 1899 issued by the Hungarian Kingdom's Finance Ministry.

The Transylvanian Mining Railway starts at Hunedoara, passes over the Zlaşti valley, and through the 747 meter tunnel at Căţănaş into Govăjdia valley from where gets to Retişoara valley that belongs to Ghelari, where it ends at the base of the inclined plane at a total length of 16 km, with a 760mm gauge built exclusively for steam locomotive usage, the highest incline on the open line was 27‰, in the stations 25‰, the tightest turn radius on the open track was 50 metres, in stations 50 metres. The weight of the steel rails used was 13.75 kg/m with usage of jointed tracks that where mounted on ties that where so densely placed so under the 2,5 ton weight exerted by each wheel, wouldn't surpass 1 ton on each cm².

The distance between tracks in the stations measured from the centre was 3 metres, considering the largest with of the rolling stock of 2,2 metere. The ties were trapezoid shaped, made of oak, at a length of 1,5 metres each, 12 cm high, bottom 20 cm wide, top 14 cm wide. The Transylvanian Mining Railway had four stations at: Hunedoara, Govăjdia, Nădrab and Retişoara and four halts at: two at Zlaşti, one at Căţănaş and one at Tulea. The Hunedoara's West station was 5,35 metres higher than the upper factory railway leading to the throat of the number 4 blast furnace, and 6,65 above the level of the throat of the number 4 blast furnace. The lines of the station where connected to the factory's upper ore tipplers where the iron ore filled cars where shunted in by a locomotive and emptied. The station was also connected to the charcoal tipplers. Here they've also emptied the limestone. The line was also connected via a metal bridge to the earlier mentioned charcoal tipplers where the charcoal transported from the charcoal kilns in the Poiana Ruscă mountains and emptied here. For the transportation of iron ore on regular railway, a transfer station was built to transfer the iron ore from the narrow-gauge ore cars to the regular gauge cars. The exclusively mountain specific, mining railway with the high incline, three tunnels (the longest at 747 meters), with numerous artworks, exquisite metallic bridges, had a positive impact on the development and value of the two ironworks, also helped on the improvement of the image and installations of the ironworks, so it proved to be a real success for the local iron ore mining and the two ironworks.

The construction of the railway was constructed on the mining company's own expense, till 1906 the construction and conversion to a local interest railway costed 3655000 Krones, and another 300000 Krones calculated for a 30-year usage after the opening, so the railway is passed freely into the property and administration of the state Treasury.

The diagram showing the quantity of transported iron ore via the ropeway conveyor system from Ghelari to Hunedoara. 1883-1901
The "Ferencz József" adit and the inclined plane from Retişoara valley.

On the railway they were compelled to transport to Hunedoara at least 180000 tonnes of ore yearly (to Govăjdia 20000 tonnes of ore yearly at a cost of 60-140 Fillér per ton), and also around 9000 tonnes of other materials and blast furnace products from Govăjdia yearly towards Hunedoara at a unitary price of 1,2 Fillér, in case of higher traffic the transport costs would be lowered accordingly.

The notes gathered by the Hungarian Kingdom's ministry of commerce at the time of visit of the government, where approved under the ordinance number 14230 on the 27th of April 1899, in the mean time the construction authorization was finally given. The mining railway was finalized under 19 months according to the construction contract. The inspection of the line was done on the 29th of September 1900 and handed over for use. In the second half of November 1900 the first test transport was also done to the contract accordingly when the line's transport simplification capacity was proven.

The above-mentioned installations where put in use and handed over for traffic in the autumn of 1900. On the Transylvanian mining railway from the opening, the following iron ore quantity was transported:

[2] This railway was operated non stop through the two world wars as a local interest railway with mixed trains. In the 1950s the original locomotives where replaced by 11 steam locomotives built at Reşiţa. The loco shed at Govăjdia was demolished and a new loco shed at Hunedoara was built on a hill near the Corvin's Castle. The original West-station building at Hunedoara was demolished and a new station building was built, the tracks where realigned and a delta junction was constructed around the station building, where they've rotated the locomotives without a turn table. Hunedoara's west station was the first station in Europe where the locomotives could circle around the station building. The terminus at Retişoara along with the last three km of railway where closed in the early 1970s, after a different tunnel was constructed in the mid-1960s between the underground mines from Ghelari and the iron ore processing plant from Teliucu Inferior. In 1967 a dolomite and talc quarry was opened at Crăciuneasa hamlet near Govăjdia, in the same time the terminus was built at Crăciuneasa called "Staţia Finală" which was located at 13 km from Hunedoara. From here they've transported dolomite, limestone, and talc to the limeworks from Zlaşti and to Hunedoara steel works.

In 1976 the entire line received major overhaul by replacing the 14 kg/m rails in to 40 kg/m type rails that where produced in Reşiţa. In the late 1970s-early 1980s the old Reşiţa steam locomotives where replaced by five 450 horsepower "Bo-BoDh" type "L45H" class diesel-hydraulic, locomotives; and one L35H class hydraulic locomotive, that where produced by the "Faur" factories from Bucharest. The original 7 ton capacity ore cars where replaced by "K" type hopper cars with capacities between 20-20 tons each with four axles mounted on two bogies. One Reşiţa steam locomotive number 12F was transformed into a mobile heating unit for passenger cars in winters. In 1990 the passenger service ceased, meantime at the loco shed worked around 120 employees in three shifts which where conductors, mechanics, drivers, track maintenance, etc. They've coupled to the trains tourist cars on demand. The original Zlaşti valley viaduct was replaced in the summer of 1992 to support greater loads. On the 13 km long segment they've transported dolomite, talc and limestone to the limeworks from Zlaşti and the steelworks in Hunedoara till 2000.

A 150-horsepower steam locomotive produced in Reşiţa (Photo: Oliver Wileczelek, 26 Sept. 1995)

In 2000 the Austrian company who built the line sent a letter to the management who owned the limeworks from Zlaşti and operated this railway, that the 100-year warranty of the bridges was expiring, and it's necessary for an inspection for all of the bridges. After this letter, in 2001 the management of the limeworks decided to remove and scrap 11 km of line between Crăciuneasa terminus and the Zlaşti limeworks, not considering the touristic and historical value. Along they've scrapped the bridges, on the perseverance of the villagers they've left one original bridge at Govăjdia for pedestrian use. Meanwhile, they've scrapped some of the old rolling stock and locomotives, some of the rolling stock was saved and exported. The last three bridges and the last 2,3 km long segment operated util October 2008 for transportation of limestone from the improvised loading station made in the former West-Station of Hunedoara, till the limeworks at Zlaşti. In the summer of 2009 due to economical reasons the management of the limeworks decided to scrap the last 2,3 segment of railway. The scrapping began on the 19th of June 2009 with the scrapping of the second curved bridge from Canton 1 Zlaşti. On the 6th of July 2009 they've started the removal and scrapping of the railway. Some of the rails where recovered and sold as second-hand rails for other railways. The last two L45H class diesel-hydraulic locos and the last ten "K" type hopper cars were transported to Crişcior for restoration and further use. The first curved bridge's segments were transported to Crişcior in February 2010 for restoration and use on the forestry line in Moldoviţa.

The tunnels

There are three tunnels on the line:

The 747 m tunnel's north entrance from Zlaşti.
The 44 m long curved tunnel from Nădrab, Govăjdia.

The bridges

The last original metallic bridge from 1900 which was saved from scrapping by the villagers from Govăjdia.
The 114 meter long viaduct's metal frame over the Zlaşti valley.

On the "Transylvanian Mining Railway" before 1900 where mounted 16 riveted metallic bridges from which 6 where viaducts. The rest where between 3 and 15 meters in length over different obstacles (gorges, rivers, trenches). The two viaducts from the Retişoara valley where scrapped in the early 1990s. The rest of the bridges and viaducts where scrapped between 2001 and 2003, leaving the first and second curved bridges and the 114 long, "S" shaped viaduct over the Zlaşti valley, which was completely replaced in the summer of 1992. On the 19th of June 2009 the management of the Zlaşti limeworks for economic reasons decided to scrap the second curved bridge near Canton 1 Zlaşti. The first curved bridge was uninstalled in February 2010 and sold to an Austrian manager who is settled to Brad, Hunedoara county has a workshop at Crişcior, Hunedoara county and is specialized in restoring narrow-gauge rolling sock and infrastructure. Today the Zlaşti valley viaduct, the original metallic bridge from Govăjdia and the pillars and abutments of the former bridges remain.

Locomotives and rolling stock

On the railway since the line opening ran Hungarian MÁVAG 51 class steam locomotives which were replaced in the 1950s by eleven Reşiţa type, 150 horsepower steam locomotives. Between the late 1970s and mid-1980s the Reşiţa steam locomotives were replaced by five L45H class, 450 horsepower diesel-hydraulic locomotives that where produced in the Faur (23 August) factories in Bucharest.

9 0-8-0T Reşiţa 1330 1957 Der
12F 0-8-0T Reşiţa 1019 1952 Der
13 0-8-0T Reşiţa 1331 1957 Der
14 0-8-0T Reşiţa 1332 1957 Der
01 0-6-0D Faur 24601 1982 OOU
L45H-069 Bo-BoDH Faur 23126 1976
L45H-070 Bo-BoDH Faur 23125 1976
L45H-071 Bo-BoDH Faur 23127 1976
L45H-072 Bo-BoDH Faur 23128 1976
L45H-084 Bo-BoDH Faur 24973 1985

The first hopper cars had a 7-ton capacity each, ran on two axles with manual actuated braking systems. The old hopper cars were replaced in the early 1980s with 20 ton and 22 ton capacity "K" type hopper cars, that ran on four axles mounted in two bogies, the cars had pneumatic braking systems, only the unloading mechanism was actuated manually. The first passenger cars where brought from Hungary, that where replaced in the early 1960s with passenger cars brought from the Unio factory from Satu Mare. In 2001 they've scrapped some of the extra rolling stock, along with the old steam locomotives, hopper cars and passenger cars. Some locomotives and rolling stock were sold to serve on other narrow-gauge lines from Romania or abroad. The last two L45H class locomotives and the last ten "K" type hopper cars where used till the autumn of 2008 for transportation of limestone from the improvised loading station at Hunedoara West-Station to the limeworks from Zlaşti. In the autumn of 2009 the last two locomotives and hopper cars were transported to the central workshops at Crişcior for restoration and further use on other railways.

Current state

When the scrapping of the last section of the railway had begun in the summer of 2009, a group representing the youth in Hunedoara started protesting against de destruction but they've where ignored by the local authorities and the limeworks management and the scrapping was continued till no track was left. The group haven't given up and persevered on protesting. They've created webpages where this line was promoted on the internet using photographs from when the railway was working. They continue insisting on the authorities that this railway if rebuilt will help on the development of tourism near Hunedoara. The line could be included in a tourist circle starting from the Corvin's Castle. The line could also be rebuilt by EU funds for tourism infrastructure.[3]

In the summer of 2010 a committee from the culture ministry was sent to inspect what could be saved and classed urgently as historical monument. This status was accorded on the 22nd of July 2010 temporarily for one year for what's left of this railway. Under this period the local authorities where compelled to produce the necessary documents for this line to receive the permanent historical monument status.[4]

On 2 April 2011 a group of around 200 young volunteers decided to clear the vegetation off the trackbed. To this volunteering action participated the boy scouts from Ghelari with their leaders, the volunteers from the "Prietenii Mocăniţei" associaţion from Sibiu and some students from a university from Cluj Napoca. They wanted to demonstrate to the local authorities that this line needs to be rebuilt and everyone wants this line to work again.[5]

In the summer of 2011 the temporary historic monument status had expired since the local authorities failed to produce the necessary documents.

The local authorities promised that they are going to start the procedure for the reconstruction of the railway, but for now they are only promises. The youth of Hunedoara continues to fight for the reconstruction of the railway. Today the trackbed, the viaduct's frame over the Zlaşti valley, the original bridge in Govăjdia, the three tunnels, the derelict locoshed and the remains of the bridges can be visited.

On the 31st of May 2013 the Hunedoara county council gave a positive vote for the takeover of the Zlaşti valley viaduct which was owned by a local company and decided to donate-it to the county council so it could be used for the accessing of EU funds for the reconstruction of the railway. Further negotiations are carried out for the takeover of the trackbed and annexes from another company that owns them.

External links

Picture gallery

References

  1. ↑ http://mek.oszk.hu/08400/08440/08440.pdf The book written in Hungarian about the Hunedoara's Ironworks and annexes of the Hungarian Kingdom written by Latinák Gyula chief engineer, published by the Pallas printing establishment in Budapest 1906
  2. ↑ http://thenarrowgaugerailwayofhunedoara.wordpress.com/history/ The history of the narrow-gauge railway of Hunedoara
  3. ↑ http://www.adevarul.ro/locale/hunedoara/hunedoara-deva-adevarul_de_seara-proiect-mocanita-reparatii_0_254975022.html
  4. ↑ http://www.adevarul.ro/locale/hunedoara/Salvarea_mocanitei-un_vis_tot_mai_real-adevarul_de_seara_hunedoara_0_303569673.html
  5. ↑ http://www.evz.ro/detalii/stiri/linia-mocanitei-din-hunedoara-curatata-de-voluntari-925807.html

"A vajdahunyadi Magyar Királysági Vasgyár és Tartozékai" írta Latinák Gyula, főmérnök. BUDAPEST PALLAS RÉSZVÉNYTÁRSASÁG NYOMDÁJA (1906)

This article is issued from Wikipedia - version of the Saturday, March 05, 2016. The text is available under the Creative Commons Attribution/Share Alike but additional terms may apply for the media files.