Calea Ferată din Moldova

Calea Ferată din Moldova, commonly abbreviated CFM, is Moldova's national railway enterprise and the country's sole principal railway operator. It provides passenger and freight transportation, manages railway infrastructure, and maintains the rail network that links Moldova with Romania and Ukraine. The modern enterprise was established in 1991, after Moldova became independent, as the successor to the Moldovan railway administration that had operated as part of the Soviet railway system. Although the corporate entity dates from independence, the railway system it administers has roots in the nineteenth century, when the first lines connected Chișinău and Tiraspol with the wider networks of the Russian Empire and the Black Sea region. CFM's network is predominantly a broad-gauge system inherited from the Soviet railway tradition. The principal network is approximately 1,232 kilometres long according to figures cited for 2009, including about 1,218 kilometres of 1,520 mm gauge and a small 1,435 mm standard-gauge section. The system is single-track and non-electrified. This infrastructure configuration makes CFM dependent on diesel traction and creates a break of gauge at the Romanian border, where Romanian railways use standard gauge. Gauge-changing arrangements at Ungheni and other crossings allow traffic to continue between the two systems, but they add time and operational complexity to international services. The company supports Moldova's domestic transport system through passenger trains, local services, international connections, freight operations, dispatching, track maintenance, station management, and related railway functions. Freight traffic is strategically important because Moldova's railway provides access to ports and neighboring railway systems. Connections toward Romania, Ukraine, and the Danube port area around Giurgiulești have also given the railway a role in regional logistics, particularly when road and maritime supply routes are constrained. Historically, CFM has operated rolling stock largely produced in the Soviet Union and other socialist-bloc countries. Its locomotive fleet has included the triple-section 3TE10M, M62 and 2TE10L diesel locomotives, as well as Czech-built ChME3 shunting locomotives. Passenger diesel multiple-unit operations have been associated with the Hungarian-built D1 fleet. Beginning in the 2010s, some D1 units were extensively rebuilt in Romania as D1M trains, receiving new engines, air conditioning, wireless internet equipment, and accessibility improvements. CFM also renewed part of its locomotive fleet through an order for twelve TE33A locomotives from GE Transportation, delivered in 2020. The railway has periodically faced infrastructure, financial, political, and operational pressures. Parts of the network in or near Transnistria became separately administered after the creation of the Transnistrian Railway in 2004, complicating through movement and network management. CFM and public authorities have subsequently pursued bypasses, cross-border reopenings, rehabilitation projects, and closer integration with European transport corridors. The reconstructed Revaca–Căinari route helped provide a route avoiding Transnistrian-controlled Bender, while the renewed Basarabeasca–Berezino connection reopened a freight link with Ukraine in 2023. Recent modernization priorities have included improving routes serving northern and central Moldova, strengthening grain-export logistics, reconnecting Ukraine with Romanian ports, and considering the gradual introduction of European standard-gauge infrastructure. In 2023, an investment package valued at EUR 71 million was agreed for reconstruction of sections including Bălți–Vălcineț–Ungheni and Chișinău–Căinari; the package included funding from the European Bank for Reconstruction and Development and the European Union, alongside a contribution from CFM. The European Union also proposed extending the Trans-European Transport Network to…

The origins of Moldova's railway system lie in nineteenth-century plans to connect Bessarabia with Odesa, the Dniester corridor, and the wider railway networks of the Russian Empire. In 1871, a railway bridge over the Dniester was completed and the Tiraspol–Chișinău line opened on 28 August. That date is commonly treated as the beginning of Moldova's railway history. The new route connected Chișinău with Tiraspol and provided access toward the Black Sea and the Ukrainian and Russian railway systems. A further international connection was developed during the following decade. The Chișinău–Cornești–Ungheni route opened in 1875, establishing a connection with Romania. The Eiffel Bridge at Ungheni, an important cross-border structure, opened in April 1877 shortly before the Russo-Turkish War. During the war, the Tighina–Basarabeasca–Reni–Giurgiulești route was constructed rapidly and entered service in November 1877. These developments established the basic north-south and east-west structure of the Moldovan railway network. Network expansion continued in the 1890s. Lines were opened toward Lipcani, Ocnița, Otaci, Bălți, Florești, Rîbnița, and Cobasna, creating a more extensive internal system and connecting northern settlements with the principal routes. During the First World War, the Bălți–Ungheni section was built, helping join northern and southern parts of the network. In the early 1920s, after Bessarabia became part of Romania, the tracks were converted to standard gauge. Additional routes, including Basarabeasca–Cantemir and Revaca–Căinari, were developed during the interwar period. Following the Second World War, Moldova was incorporated into the Soviet Union and the railway system was converted back to broad gauge. During the Soviet period, the Cantemir–Cahul line was constructed in 1971, adding to the southern network. The modern Calea Ferată din Moldova was created in 1991 as the successor to the Moldovan railway administration that had functioned as a subdivision of the Soviet railway system. It inherited a large diesel-operated, single-track network built primarily to Soviet standards. The company's responsibilities include infrastructure administration, passenger services, freight services, and railway maintenance. The political and territorial situation after independence affected the structure of the network. In 2004, railway property in Transnistria was taken over by the newly created Transnistrian Railway, also known by its Russian-derived abbreviation PŽD. This reduced CFM's control over some historic routes and complicated rail movements between Moldova's regions. In response to the operational separation, the Revaca–Căinari railway was reconstructed in 2005. The route, destroyed in 1944, provided a bypass of Bender and reconnected southern routes to the main Moldovan network. Between 2007 and 2008, the Cahul–Giurgiulești line was built, improving access to Moldova's Danube port area. Fleet modernization has proceeded incrementally. CFM's traditional traction fleet consisted mainly of Soviet-built locomotives, including 3TE10M, M62, and 2TE10L units, supplemented by Czech ChME3 shunters. Passenger operations used Hungarian-built D1 diesel multiple units. From 2012, selected D1 units were rebuilt in Romania as D1M trains, with new Volvo engines, upgraded systems, climate control, wireless internet access, and accessibility equipment. The modernization program was intended to cover fifteen units, although the first rebuilt train attracted controversy because it entered service before all work, including gearbox replacement, had been completed. After corrective work, the train operated on the Chișinău–Odesa route. In 2018, CFM ordered twelve TE33A diesel locomotives from GE Transportation. The locomotives were delivered in July 2020, representing a significant update to the company's freight and long-distance traction capability. In the 2020s, CFM became increasingly important to regional logistics and transport resilience. Direct passenger service between Kyiv and Chișinău resumed in 2022. In 2023, a renovated Basarabeasca–Berezino route carried its first freight train in approximately 25 years, restoring a cross-border route that avoids Transnistria. A separate investment package targeted rehabilitation of the Bălți–Vălcineț–Ungheni and Chișinău–Căinari sections, with the stated objective of improving freight movement, particularly grain shipments from Ukraine toward the Romanian port of Constanța. European proposals to extend the TEN-T network toward Moldova and Ukraine have also raised the possibility of adding standard-gauge infrastructure alongside existing broad-gauge lines. These projects reflect CFM's continuing transition from a largely Soviet-era national railway toward a system more closely connected to European transport corridors.

1. 2023Basarabeasca–Berezino freight route reopens

   The first freight train in about 25 years travelled over the renovated cross-border line between Moldova and Ukraine.

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2. 2022Kyiv–Chișinău direct passenger service restored

   Direct passenger rail service between the Ukrainian and Moldovan capitals resumed after approximately twenty years.

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3. 2020TE33A locomotive deliveries completed

   The twelve locomotives ordered from GE Transportation were delivered in July.

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4. 2018Order for twelve TE33A locomotives placed

   CFM ordered twelve TE33A diesel locomotives from GE Transportation.

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5. 2012D1 diesel multiple-unit modernization begins

   Selected Hungarian-built D1 passenger units began comprehensive modernization in Romania, creating the upgraded D1M configuration.

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6. 2007Cahul–Giurgiulești line constructed

   Construction of the Cahul–Giurgiulești line improved the railway's access to Moldova's Danube port area.

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7. 2005Revaca–Căinari bypass reconstructed

   The reconstructed route restored a southern connection that bypassed Bender and territory controlled by Transnistrian authorities.

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8. 2004Transnistrian Railway created

   Railway property in Transnistria was taken over by the newly established Transnistrian Railway, changing the administration of parts of the historic network.

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9. 1991Calea Ferată din Moldova established

   The modern state railway enterprise was created as the successor to the Moldovan subdivision of the Soviet railway system.

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10. 1971Cantemir–Cahul line built

    The Cantemir–Cahul railway was constructed during the Soviet period.

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11. 1920Network converted to standard gauge

    After Bessarabia joined Romania, the railway tracks were converted to standard gauge during the early 1920s.

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12. 1917Bălți–Ungheni section completed

    Construction of the Bălți–Ungheni section helped connect the northern and southern parts of the railway system.

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13. 1893Northern network expansion begins

    Lines toward Lipcani, Ocnița, Otaci, Bălți, Florești, Rîbnița, and Cobasna began entering operation during the 1890s.

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14. 1877Eiffel Bridge at Ungheni opens

    The cross-border bridge at Ungheni opened in April, strengthening the railway connection between Moldova and Romania.

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15. 1875Connection to Romania established

    The Chișinău–Cornești–Ungheni route entered service and connected the Moldovan network with Romania.

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16. 1871Tiraspol–Chișinău railway opens

    The railway linking Tiraspol and Chișinău was officially opened on 28 August, a date widely recognized as the beginning of Moldova's railway system.

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Moldova's state railway platform and principal rail connection to neighboring Romanian and Ukrainian networks.

• Domestic passenger rail servicesPassenger transportation1991

  CFM operates passenger trains serving Moldova's principal cities and regional routes. Services are primarily diesel-hauled or diesel multiple-unit operations because the national network is not electrified. Passenger operations have historically included domestic routes as well as cross-border services toward Romania and Ukraine.

• International passenger servicesInternational rail transportation1991

  CFM participates in international passenger connections linking Chișinău with destinations in Romania and Ukraine. Cross-border operations must accommodate the gauge difference between Moldova's broad-gauge system and Romania's standard-gauge network, including gauge-changing arrangements at Ungheni.

• Freight rail transportationCargo transportation1991

  Freight services move agricultural products, industrial goods, and other cargo across Moldova and toward neighboring railway systems. The service is strategically important for access to Ukrainian routes, Romanian ports, and the Danube logistics area, particularly when alternative transport corridors are constrained.

• Railway infrastructure managementRail infrastructure1991

  CFM manages and maintains Moldova's principal railway infrastructure, including tracks, stations, and associated operating systems. The network is largely single-track, non-electrified, and built to 1,520 mm broad gauge, with a smaller standard-gauge section.

• D1M diesel multiple unitsPassenger rolling stock2012

  The D1M is a modernized version of the Hungarian-built D1 diesel multiple unit. Refurbishment in Romania included new propulsion equipment, air conditioning, wireless internet access points, and ramps intended to improve accessibility. The trains have been used on routes including Chișinău–Odesa.

• TE33A diesel locomotivesFreight and passenger locomotives2020

  The TE33A fleet represents a major update to CFM's locomotive stock. Twelve units were ordered from GE Transportation in 2018 and delivered in July 2020, providing newer diesel traction for the Moldovan railway system.

• 2023Rehabilitate strategic rail corridorsStrategy

  Moldova and Ukraine sought additional freight routes toward Romania and the Port of Constanța, including corridors that reduce dependence on routes affected by the Transnistrian territorial division.

  What changed. An investment package was agreed for reconstruction of the Bălți–Vălcineț–Ungheni and Chișinău–Căinari sections, with support from European institutions and a stated CFM contribution.

  Aftermath. The program was intended to increase route reliability and facilitate grain and other freight movements toward Romanian maritime logistics.

  Agreed investment package. EUR 71 million (2023)

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• 2023Support standard-gauge integration with European rail networksStrategy

  Moldova's principal network uses 1,520 mm gauge, while Romania and most European Union railways use 1,435 mm standard gauge.

  What changed. European proposals considered extending the TEN-T network into Moldova and Ukraine, including construction of a standard-gauge line alongside the existing Ungheni–Chișinău route.

  Aftermath. The proposal could improve interoperability with EU railways while preserving existing broad-gauge services during a gradual transition.

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• 2018Order twelve TE33A locomotivesGeneration change

  CFM required newer diesel locomotives for a largely non-electrified railway network and for regional freight operations.

  What changed. CFM ordered twelve TE33A locomotives from GE Transportation for delivery in 2020.

  Aftermath. The locomotives were delivered in July 2020 and expanded the modern portion of the diesel traction fleet.

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• 2012Modernize D1 passenger trains as D1M unitsGeneration change

  CFM's passenger fleet relied heavily on older diesel multiple units manufactured during the Soviet-bloc period.

  What changed. A modernization program in Romania replaced or upgraded major components, installed new engines, and added climate control, wireless internet equipment, and accessibility ramps.

  Aftermath. The upgraded trains entered service, although the first unit experienced operational controversy because it was introduced before all renovation work, including gearbox replacement, had been completed.

  Modernization cost per unit. EUR 2.2 million (2012)

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• 2005Reconstruct the Revaca–Căinari bypassStrategy

  The territorial division of the railway network and the status of Transnistria created operational difficulties for routes passing through Bender.

  What changed. CFM and Moldovan authorities reconstructed the Revaca–Căinari line, which had been destroyed in 1944, to provide an alternative route around Bender.

  Aftermath. The rebuilt section reconnected southern railway routes with the main network without requiring passage through Transnistrian-controlled territory.

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• 2025Kyiv–Chișinău–Bucharest 'friendship train' announced

  The Odesa Triangle foreign ministers reportedly opened a direct railway connection linking Kyiv, Chișinău, and Bucharest, with a bogie exchange at the Ungheni gauge break. The described service followed trilateral negotiations and a technical test run.

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• 2023Basarabeasca–Berezino freight connection reopened

  The first freight train in approximately 25 years travelled on the renovated Basarabeasca–Berezino line, re-establishing a Moldova–Ukraine connection that bypasses Transnistria and supports access toward Romania.

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• 2023EUR 71 million rail reconstruction package agreed

  A financing and investment package was agreed for reconstruction of the Bălți–Vălcineț–Ungheni and Chișinău–Căinari sections. The project involved EBRD and EU support, with a stated CFM contribution of EUR 28 million, and was intended to improve freight flows including grain exports toward Constanța.

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• 2023EU proposed extending the TEN-T network toward Moldova and Ukraine

  The European Union proposed extending the Trans-European Transport Network to Moldova and onward to Ukraine. One concept involved adding a 1,435 mm standard-gauge line alongside the existing broad-gauge route between Ungheni and Chișinău.

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• 2022Direct Kyiv–Chișinău passenger rail service restored

  A direct passenger railway connection between Kyiv and Chișinău resumed on 6 November 2022 after an interruption of roughly two decades, restoring an important passenger link between Moldova and Ukraine.

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1. Calea Ferată din Moldova