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Romania's National Road Network
Road network in Romania by quality (since 2 January 2020)
Transport in Romania
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Public roads in Romania are ranked according to importance and traffic as follows:

  • motorways (autostradă – pl. autostrăzi) – colour: green; designation: A followed by one or two digits
  • expressways (drum expres – pl. drumuri express) – colour: red; designation: DEx followed by one or two digits and an optional letter
  • national road (drum național – pl. drumuri naționale) – colour: red; designation: DN followed by one or two digits and an optional letter
  • county road (drum județean – pl. drumuri județene) – colour: blue; designation: DJ followed by three digits and an optional letter; unique numbers per county
  • local road (drum comunal – pl. drumuri comunale) – colour: yellow; designated DC followed by a number and an optional letter; unique numbers per county

Some of the national roads are part of the European route scheme. European routes passing through Romania: E58; E60; E70; E85; E79; E81; E68; E87 (Class A); E574; E576; E581; E583; E671; E771.

As of 31 December 2021, public roads totaled 86,199 km (53,562 mi): 17,530 km (20.3%) national roads, 35,096 km (40.7%) county roads and 33,573 km (39%) local roads.[1]

From the point of view of the type of cover, the structure of the public road network registers at the end of 2022 was: 41,653 km (48,2%) modernized roads (94,1% with asphalt pavements of heavy/medium type and 5.9% with concrete), 20,956  km (24.3%) with light-duty asphalt surface, 15,713 km (18,2%) stone paving (such as sett paving or cobblestone roads) and 8,014  km (9,3%) dirt roads.[2]

Regarding the technical condition, 29,9% of modernized roads and 41,1% of roads with light road clothing have exceeded their "service life".[2]

Motorways

[edit]
Main article: Highways in Romania

Development of the overall length (at the end of):

Total length of highways in use in Romania
Year 1972 1987 2000 2002 2004 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023
Length in km 96 113 113* 113* 228 262 262* 304 332 390 530 635 685 711 732 748 806 850 914 946 996 1,033

Motorways are identified by A followed by a number. As of April 2024, Romania has 1,098 km of motorway in use, with another 720 km under construction.[citation needed] In recent years, a master plan for the national motorway network has been developed and many works have begun around the country,[3] which will result in significant changes by 2015,[4] and eventually by 2022.[5]

There are few tolls for using roads in Romania. There is one at the Giurgeni – Vadu Oii Bridge over the river Danube on highway DN2A at Vadu Oii and one at the Cernavodă Bridge, on the A2 motorway, a 17 km long section between Fetești and Cernavodă which consists of two road/railway bridges. Nevertheless, every owner of a car that uses a motorway (A) or a national road (DN) in Romania must purchase a vignette (rovinietă) from any of the main petrol stations or at any post office throughout the country.[6]

Trunk Motorway Route Planned (km) / Built (km) Remarks
A 0 Beltway around Bucharest 101 / 70 The southern half opened in 2025 and is operational. Only the Corbeanca–Afumati section in the northern half is complete; the remaining sections are under construction.
A 1 Bucharest – Pitești – Sibiu – Deva – Lugoj – Timișoara – Arad – Nădlac → Hungary 580 / 487 Bucharest – Curtea de Argeș (140 km), Boița – Holdea (187 km), Margina – Nădlac (159 km) sections are operational. Between Boița–Nădlac, the tunnels from Holdea–Margina are under construction. The Boița–Sibiu section was opened at the end of 2022.
A 2 Bucharest – Fetești – Cernavodă – Constanța 203 / 203 Operational on the entire length; first fully completed Romanian motorway.
A 3 Bucharest – Ploiești – Brașov – Sighișoara – Târgu Mureș – Cluj-Napoca – Zalău – Oradea – Borș → Hungary 596 / 203 Bucharest – Ploiești (65.19 km), Râṣnov – Cristian (6.3 km), Târgu Mureș – Nădășelu (113.05 km), Nușfalău – Suplacu de Barcău (13.55 km) and Biharia – Borș (5.35 km) sectors are operational. Nădășelu – Mihăesti – Zimbor (30.06 km) and Zimbor – Poarta Sălajului (12.24 km) are under construction. The exits to DN73 at Cristian and DN15 at Târgu Mureș, while not part of A3, are built to expressway standards.
A 4 Ovidiu – Agigea 60 / 22 Constanța bypass complete as motorway and in use. The northern end is planned to be extended to Tulcea along the Dobrogea express road (DEx8). A southern extension bypassing Techirghol is under feasibility studies.
A 5 Bucharest – Giurgiu → Bulgaria ~55 / 0 Status unclear; "A5" originally used on Sibiu - Brașov (now part of the A13).
A 6 Junction with A1 at Balinț – Drobeta-Turnu Severin – Craiova – Alexandria – Bucharest 260 / 11 Operational between the junction with A1 and the Lugoj bypass.[7] Feasibility studies for Bucharest - Alexandria, Filiasi - Drobeta-Turnu Severin - Caransebeș - Lugoj sections have been tendered.
A 7 Junction with A3 near Ploiești – Bacău – Suceava – Siret → Ukraine 436 / 123 Bacău bypass (16 km), Focșani bypass (10.94 km), A3 - Mizil (21 km) and Buzău - Focșani (82.44 km) are operational. Mizil - Buzău (42.25 km), Focșani – Bacău (96.052 km), Săucești (Bacău) – Pașcani (77.38 km) are under construction. Pașcani - Suceava (61.97 km) is under auction. Suceava–Siret (58.991 km) is under feasibility studies.
A 8 Junction with A3 near Târgu Mureș – Sovata – Târgu Neamț – Junction with A7 – Pașcani – Iași – Ungheni → Moldova 318 / 0 East-West motorway between Transylvania and Moldova initially estimated to be first open in 2009. Feasibility studies conducted in 2009–2011; Feasibility studies revision and update contracted in 2015. First contracts to be tendered in 2023, and first openings by 2026. Planned to be completed by 2030.[8]
A 9 Junction with A1 near Timișoara – Moravița → Serbia 92 / 0 Intended to connect Timișoara to Serbia's motorway network, with possible first tendered construction contracts in 2023.
A 10 Junction with A1 near Sebeș – Alba Iulia – junction with A3 near Turda 70 / 70 Operational on the entire length since 2021.[9]
A 11
DEx11 		Junction with A1 near Arad – Oradea – junction with A3 near Biharia 118 / 3.5 Only junction with A1 and DN1-A3 segments operational. The first expressway segment (Oradea bypass) opened in March 2024. Additional tendering planned for 2024. The Oradea West bypass (18.96 km) is operational, of which 16.035 km between Sântandrei - Biharia (A3) forms DEx16.
A 13 Junction with A1 near Sibiu – Făgăraș – Brașov – Sfântu Gheorghe – Onești – junction with A7 near Răcăciuni 281 / 0 Mentioned in the 2014 Masterplan;[10] intended as a link between southern Transylvania and Moldavia. First segments of the Sibiu-Brașov section were tendered in 2022; the other segments are in planning stages.
A 14
DEx14 		Junction with A7 near Botoșani – Suceava – Vatra Dornei – Bistrița – junction of A15 near Dej – Baia Mare – Satu Mare – Oar → Hungary 436 / 9 The Satu Mare bypass was opened to expressway standards in 2022, 8.672 km being part of DEx14. Feasibility studies being completed for Satu Mare–Oar section, with likely tendering in 2023. Feasibility studies for Suceava–Baia Mare–Satu Mare (390 km) are in early planning stages, likely to be mostly built as expressways.

Expressways

[edit]

Planned expressways according to CNADNR (Romanian National Company of Motorways and National Roads):[10][11]

Expressway Name Route Length (km) / in use (km) Remarks
DEx1 Bessarabia Mărășești – Bârlad – Albița 160 / 0 Intended as a connection between Bucharest and Chișinău. Was a government priority around 2010, but was disfavored towards the A8 project, and unlikely to have built segments in the near future.
DEx4 Someș Petreștii de Jos – Cluj-Napoca – Gherla – Dej 75 / 5 First segment Petreștii de Jos - Tureni is open since 10 July 2025
DEx6 Danube Junction with A4 near Brăila – Galați 10.77 / 0 Tendered in 2021; likely opening date in 2024.
DEx7 Bukovina Suceava - Siret 55.7 / 0 Undergoing feasibility studies.
DEx8 Dobruja Brăila - Tulcea - Constanța - Mangalia 269.9 / 22.2 Constanța bypass A4 (22.20 km) is operational. Brăila - Constanța (187.7 km) and Agigea - Vama Veche (60 km) sections are currently under design.
DEx11 Crișana Arad – Chișineu-Criș – Solonta – Oradea 120.47 / 0 Tendered in February 2024.
DEx12 Oltenia Pitești – Slatina – Craiova 121 / 121 The entire road was inaugurated on 31 July 2025.
DEx14 Horea, Cloșca and Crișan Satu Mare - Oar 10.9 / 0 Tendered in 2024.
DEx16 Oradea Bypass Oradea Ring Expressway - A3 12.9 / 12.9 Length is 18.96 km, of which 12.9 km is express road and the rest a national road (DN1Y) with two lanes in each direction. Operational on the entire length since March 2024.
Muntenia Buzău – Făurei – Brăila 98 / 0 The triangle with A7 is closed by the Milcovia expressway. Undergoing feasibility studies.
Milcovia Brăila – Slobozia Ciorăști (Focșani) 79 / 0 The triangle with A7 is closed by the Muntenia expressway. Undergoing feasibility studies.
Vlad Țepeș Găești – Târgoviște – Ploiești 76 / 0 The triangle with A7 is closed with the DX18, named Milcovia highway. Undergoing feasibility studies.
Valahia Bucharest Ring Road – Târgoviște 62.21 / 0 Undergoing feasibility studies.
Bistrița Berești-Bistrița (Bacău) – Piatra Neamț 52 / 0 Undergoing feasibility studies.
Avram Iancu Românași – Jibou 20 / 0 CNAIR approved the signing of the partnership agreement with the Sălaj County Council for the realization of the technical documentation.
Targu Jiu Craiova – Filiași – Târgu Jiu 58.597 / 0 Undergoing feasibility studies. In March 2024 the government approved the technical-economic indicators for this expressway.
Maramureș Baia Mare – Satu Mare (bypass) 55 / 0 In the planning phase.
Mihai Eminescu Suceava – Botoșani 26 / 0 In the planning phase.

European routes

[edit]

Total length of European routes in Romania at the end of 2019 is 6,176 km (3837.5 mi).[12]

Class A

[edit]

Map of European routes passing through Romania

Class B

[edit]

National roads

[edit]
National road network

Total length (including European routes and Highways) of National Roads in 2019 is 17,873 km (11105.77 mi),[12] an increase from 17,272 km (10,732 mi) in 2015.[14] The majority of National Roads (DN) are single carriageway, with only 12.5% being dual carriageway.[12] A major problem being that many National Roads (drumuri naționale) have no ring roads around cities and towns, disrupting the traffic flow (i.e. making traffic condition more difficult).

In 2019 16,088 km (9,996 mi) of National Roads are asphalt concrete roads of heavy/medium type, 880 km (546.8 mi) concrete roads and 720 km (447 mi) of light asphalt road "clothing".[12] 54.7% of heavy/medium roads and 79.4% of light asphalt roads have exceeded their "service life" and are in need of some form of repair or replacement.[12]

Seven one-digit national roads start off in Bucharest in a radial pattern.[15]

Trunk roads

[edit]
National Road Route Length (km) European System
DN1 Bucharest – Ploiești – Brașov – Făgăraș – Sibiu – Alba Iulia – Turda – Cluj-Napoca – Oradea – Borș –> Hungary 642 E60 (Bucharest – Brașov)
E68 (Brașov – Veștem)
E81 (Veștem – Cluj-Napoca)
E60 (Cluj-Napoca – Borș)
DN2 Bucharest – Urziceni – Buzău – Focșani – Bacău – Roman – Fălticeni – Suceava – Siret –> Ukraine 446 E85
(entire route)
DN3 Bucharest – Fundulea – Lehliu Gară – Călărași – Ostrov – Murfatlar – Constanța 260
DN4 Bucharest – Popești-Leordeni – Budești – Oltenița 72
DN5 Bucharest – Giurgiu –> Bulgaria 67 E70 / E85
(entire route)
DN6 Bucharest – Alexandria – Caracal – Craiova – Drobeta-Turnu Severin – Caransebeș – Lugoj – Timișoara – Sânnicolau Mare –> Hungary 639 E70
(Bucharest – Timișoara)
DN7 Bucharest – Găești – Pitești – Râmnicu Vâlcea – Sibiu – Deva – Arad –> Hungary 525 E81 (Pitești – Veștem)
E68 (Veștem – Nădlac)
DNCB Bucharest ring road 82 E60 / E81
DNCT Timișoara ring road 12

Other national roads

[edit]
National Road Route Length (km) European road Remarks
DN1A Bucharest – Buftea – Ploiești – Boldești-Scăeni – Vălenii de Munte – Săcele 185 E60 (Ploiești)
E577 (Ploiești)
DN1B Ploiești – Mizil – Buzău 67 E577
(entire route)
DN1C Cluj-Napoca – Gherla – Dej – Șomcuta Mare – Baia Mare – Tăuții-Măgherăuș – Seini – Livada – Halmeu 217 E576 (Cluj-Napoca – Dej)
E58 (Dej–Baia Mare–Halmeu)
DN1D Albești-Paleologu – Urziceni 42
DN1E Brașov – Poiana Brașov – Râșnov 22
DN1F Cluj-Napoca – Zalău – Tășnad – Carei – Urziceni 178 E81 (Cluj-Napoca–Zalău–Supuru de Sus)
DN1G Huedin – Zimbor – Tihău 50
DN1H Aleșd – Nușfalău – Șimleu Silvaniei – Zalău – Jibou – Răstoci 132
DN1J Căpușu Mare - Nădășelu
Cluj Nord bypass 		15 Formerly DJ104
DN1K Brasov bypass 20 E574
(entire route)
DN1L Ciolpani (DN1L) – Lake Snagov 5 Formerly DJ101M
DN1M Snagov Palace (DJ111) – DN1L 1
DN1N Cluj-Napoca – Pata 16 Formerly DJ105S
DN1P Uileacu de Criș – Brusturi – DN19E 22
DN1R Huedin – Beliș – Albac 80 Formerly DJ108
DN1S Șercaia (DN1) – Comăna de Jos – DN13 (Hoghiz) 24 Formerly DJ104
DN1T Mirșid – Moigrad-Porolissum
(tourist route) 		3 Formerly DJ106B
DN10 Buzău – Pătârlagele – Nehoiu – Întorsura Buzăului – Hărman 146
DN11 Brașov – Târgu Secuiesc – Onești – Bacău 179 E574
(entire route)
DN11A Onești (DN11) – Adjud – DN2 – Podu Turcului – Bârlad (DN24) 91
DN11B Târgu Secuiesc – Sânzieni– Cozmeni 40
DN11C Târgu Secuiesc - Turia - Băile Balvanyos - Bixad 39
DN12 Chichiș – Sfântu Gheorghe – Băile Tușnad – Miercurea Ciuc – Gheorghieni – Toplița 164 E578
(entire route)
DN12A Miercurea Ciuc – Comănești – Dărmănești – Târgu Ocna – Onești 116
DN12B Târgu Ocna – Slănic-Moldova 22
DN12C Gheorgheni – Lacu Roșu – Bicaz 57
DN12D St. Stephen the Great Street, Comănești 0.5
DN13 Brașov – Rupea – Sighișoara – Târgu Mureș 165 E60
(entire route)
DN13A Bălăușeri – Sângeorgiu de Pădure – Sovata – Odorheiu Secuiesc – Vlăhița – Miercurea-Ciuc 131
DN13B Praid – Gheorgheni 51
DN13C Vânători – Cristuru Secuiesc – Bisericani 31
DN13D Sovata – Săcădat 0 Downgraded to DJ153
DN13E Feldioara – Sfântu Gheorghe – Covasna – Întorsura Buzăului 89
DN14 Sibiu – Copșa Mică – Mediaș – Dumbrăveni – Sighișoara 90
DN14A Mediaș – Târnăveni – Iernut 42
DN14B Teiuș – Blaj – Copșa Mică 56
DN15 Turda – Câmpia Turzii – Luduș – Iernut – Ungheni – Târgu Mureș – Reghin – Toplița – Borsec – Poiana Largului – Bicaz – Piatra Neamț – Roznov – Buhuși – Bacău 369 E60 (Turda–Târgu Mureș)
E578 (Reghin–Toplița)
DN15A Breaza – Sărățel 47 E578
(entire route)
DN15B Poiana Largului – Târgu Neamț – Cristești 62
DN15C Piatra Neamț – Târgu Neamț – Vadu Moldovei 60
DN15D Piatra Neamț – Roman – Negrești – Vaslui 120
DN15E Târgu Mureș – Ceuașu de Câmpie – Satu Nou 45
DN15F Săcălușești – Agapia – Agapia Monastery
(tourist route) 		7
DN15G Bălțătești – Văratec Monastery
(tourist route) 		4
DN16 Apahida – Silivașu de Câmpie – Reghin 105
DN17 Dej – Beclean – Bistrița – Vatra Dornei – Câmpulung Moldovenesc – Frasin – Gura Humorului – Suceava 252 E58
(entire route)
DN17A Câmpulung Moldovenesc – Vatra Moldoviței – Suceava – Rădăuți – Siret 93
DN17B Vatra Dornei – Broșteni – Poiana Teiului 87
DN17C Bistrița – Năsăud – Moisei 86
DN17D Beclean – Năsăud – Sângeorz Băi – Cârlibaba 98
DN18 Baia Mare – Baia Sprie – Sighetu Marmației – Vișeu de Sus – Borșa – Cârlibaba – Iacobeni 220
DN18A Borșa – Băile Borșa
(tourist route) 		1
DN18B Baia Mare – Târgu Lăpuș – Cășeiu 56
DN19 Oradea – Săcueni – Valea lui Mihai – Carei – Satu Mare – Livada – Negrești-Oaș – Sighetu Marmației 234 E671 (Oradea–Satu Mare)
E81 (Satu Mare–Livada)
DN19A Supuru de Jos – Ardud – Satu Mare – Dorolț 62 E81
(Supuru de Jos–Satu Mare)
DN19B Săcueni – Marghita – Nușfalău 54
DN19C Valea lui Mihai – Valea lui Mihai 9
DN19D Săcueni – Săcueni 10
DN19E Biharia - Sălard - Chiribiș 39
DN19F Satu Mare - Odoreu - Apa 26
DN2A Urziceni – Căzănești – Slobozia – Țăndărei – Hârșova – Ovidiu – Constanța 205
DN2B Spătaru [ro] – Buzău – Făurei – Ianca – Brăila – Șendreni – Galați – Galați 150 E87 / E584 (Brăila–Galați)
DN2C Buzău – Pogoanele – Amara – Slobozia 82
DN2D Focșani – Tulnici – Târgu Secuiesc 117
DN2E Fălticeni – Păltinoasa – Solca – Vicovu de Jos – Vicovu de Sus 88
DN2F Bacău – Plopana – Vaslui 81
DN2G Bacău – Moinești – Comănești 55
DN2H Românești – Milișăuți – Rădăuți – Vicovu de Jos – Putna 40
DN2K Milișăuți – Arbore – Solca 17
DN2L Tișita (DN2) – Panciu – Răcoasa – Soveja – Tulnici 77
DN2M Focșani – Odobești – Andreiașu de Jos [ro] 52
DN2N Mărtinești – Bozga – Dumbrăveni – Jitia 56
DN2R Jitia – Vintileasca – Neculele – Bahnele 11
DN2AH Hârșova urban area 2
DN21 Brăila (DN2B) – Bărăganul – Slobozia – Călărași (DN3B) 132 E584
(Brăila–Slobozia)
DN21A Bărăganul (DN21) – Țăndărei (DN2A) 23
DN21B DN21 – Călărași – DN3D 4
DN22 Râmnicu Sărat – Brăila – Măcin – Isaccea – Tulcea – Babadag – Constanța 286 E87
(Brăila–Constanța)
DN22A DN22 – Cataloi – Topolog – Hârșova (DN2A) 86
DN22B Brăila – Galați 15
DN22C Cernavodă (A2) – Medgidia – Murfatlar (DN3) 43
DN22D Măcin (DN22) – Horia – Cicurova – Caugagia – DN22 78
DN22E Garvăn (DN22) – ferry crossing over the Danube – Galați 14
DN22F Horia (DN22D) – Nalbant (DN22A) 14
DN22G Tulcea – DN22 – Barajului Street, Tulcea – DN22 3
DN23 Focșani – Mândrești – Vulturu – Măicănești – Gulianca – Muchea – Brăila municipality 89
DN23A (DN23) Milcovul – Mărtinești – Mihălceni – Ciorăști (DN23B) 34
DN23B Măicănești – Ciorăști – Codrești – Buzău County border 34
DN24 DN2 (Tișița) – Tecuci – Bârlad – Vaslui – Iași – Sculeni –> Moldova 220 E581 (Tișița–Crasna)
E58 / E583 (Iași–Sculeni)
DN24A DN24 (Bârlad) – Murgeni – Fălciu – Stănilești – Huși 100
DN24B Crasna (DN24) – Huși – Albița –> Moldova 49 E581
(entire route)
DN24C Vânători (DN24) – Stefănești – Manoleasa - Manoleasa Prut – Rădăuți Prut (DN29A) 142
DN24D Bârlad – Trestiana - Grivița – Bălăbănești – Bursucani – Crăiești – Vârlezi – Cuca – (DN26) 85
DN25 Tecuci (DN24) – Hanu Conachi – Șendreni (DN2B) 68
DN25A Hanu Conachi (DN25) – Fundeni – Lungoci – Nănești 7
DN26 Galați (DN2B) – Oancea – Gănești – Murgeni (DN24A) 95
DN26A Oancea (DN26) –> Moldova 0.6
DN28 DN2 (Săbăoani) – Târgu Frumos – Iași – Răducaneni – Gorban – DN24B (Albița) 141 E58 (Târgu Frumos–Iași)
E583 (Săbăoani–Iași)
DN28A Târgu Frumos (DN28) – Pașcani – Moțca (DN28) 38
DN28B Târgu Frumos (DN28) – Hârlău – Botoșani (DN29) 78 E58
(entire route)
DN28D Iași bypass 14
DN29 Suceava (DN2) – Botoșani – Săveni – Manoleasa – DN24C (Manoleasa Prut) 99 E58
(Suceava–Botoșani)
DN29A Suceava (DN29) – Vârfu Câmpului – Dorohoi – Darabani – Rădăuți Prut – Moldovan border 100
DN29B Botoșani (DN29) – Dorohoi (DN29) 32
DN29C DN29B – Cucorăni – Vârfu Câmpului – DN2 (Siret) 46
DN29D Botoșani – Trușești – Ștefănești (DN24C) –> Moldova 48
DN29E Stânca (DN24C) –> Moldova 4
DN29F DJ291 – DJ298 18
DN3A Lehliu Gară (DN3) – Dor Mărunt – Dragoș Vodă – Fetești (DN3B) 79
DN3B Călărași (DN3) – Fetești – Lunca – DN2A 98
DN3C DN3 – Aurel Vlaicu Boulevard, Ovidiu – Ovidiu (DN2A) 12
DN3D DN3 – București Street Extension, Călărași – București Street, Călărași 6
DN3F Constanța – Filimon Sârbu Passage 0.4
DN31 DN3 (Călărași) – Oltenița (DN4) 60
DN31A DN31 – Oltenița (DN4) 3
DN38 Agigea (DN39) – Techirghiol – Movilița – Topraisar – Negru Vodă –> Bulgaria 54 E675
(entire route)
DN39 Constanța (DN3) – Eforie Nord – Eforie Sud – Mangalia – Vama Veche –> Bulgaria 54 E60
(Constanța–Eforie)
E87
(entire route) 		Four-lane road.
DN39A Eforie Nord (DN39) – Portul Constanța Sud – Agigea [ro] 3 E60
(entire route)
DN39B DN39 – Olimp 4
DN39C DN39 – Neptun 2
DN39D DN39 – Jupiter 2
DN39E Constanța (DN39) – Cumpăna 6 Formerly a portion of DN38
DN41 Oltenița (DN4) – DN5 (Daia) 64
DN41A DN4 – Oltenița (DN31A) 0.6
DN5A Adunații-Copăceni (DN5) – Grădiștea – Mironești – Greaca (DN41) 34
DN5B Giurgiu (DN5) – Ghimpați (DN6) 39
DN5C Giurgiu (DN5B) – Zimnicea (DN51) 59
DN51 Alexandria (DN6) – Zimnicea Port 43
DN51A Zimnicea (DN51) – Turnu Măgurele (DN52) 56
DN52 Alexandria (DN6) – Turnu Măgurele Port -> Bulgaria 54
DN54 Caracal (DN6) – Corabia – Turnu Măgurele (DN52) 71
DN54A Corabia (DN54) – Bechet (DN55) 44
DN55 Craiova (DN6) – Bechet 71
DN55A Bechet (DN55) – Calafat (DN56D) 95
DN56 Craiova – Calafat Bridge –> Bulgaria 85 E79
(entire route)
DN56A Maglavit (DN56) – Vânju Mare – Șimian (DN6) 79
DN56B Hinova (DN56A) – Iron Gate II Hydroelectric Power Station 31
DN56C Salcia (DN56A) – Gruia – Balta Verde – Burila Mică – Bistrețu 60
DN56D DN56 – Calafat Port (Bac) 4
DN57 Orșova (DN6) – Moldova Nouă – Oravița – Moravița (DN59) 201
DN57A Pojejena (DN57) – Socol 26
DN57B Oravița (DN57) – Bozovici – Iablanița – DN6 97
DN57C DN57 – Serbian border (PTF Naidăș) 97
DN58 Caransebeș (DN6) – Reșița – Anina (DN57B) 83
DN58A Lugoj (DN6) – Fârliug – Ezeriș – Soceni (DN58) 41
DN58B Reșița (DN58) – Bocșa – Voiteg (DN59) 66
DN59 Timișoara (DN6) – Deta – Moravița – Serbian border 64 E70
(entire route)
DN59A Timișoara (DN6) – Jimbolia – Serbian border 48
DN59B Cărpiniș (DN59A) – Uivar – Deta (DN59) 75
DN59C Jimbolia (DN59A) – Teremia Mare – Sânnicolau Mare (DN6) 41
DN59D DN59B – Foeni – Serbian border 4
DN59E DN59C – Lunga – Serbian border 3
DN59F DN59C – Dudeștii Vechi – Vălcani – Serbian border 22
DN6A DN6 – Iron Gate I Hydroelectric Power Station –> Serbia 1 E771
(entire route)
DN6B Craiova – Hurezani 57
DN6C Alexandria – Poroschia 5
DN6D DNCB – Bragadiru – Domnești (DJ602) 3
DN6F DN6 - Alexandria - DN6 13
DN61 Ghimpați (DN6) – Clejani – Corbii Mari – Găești (DN7) 79
DN64 Caracal (DN6) – Drăgășani 135 Partially four-lane road.
DN64A Râmnicu Vâlcea – Băile Olănești 19
DN65 Craiova (DN6) – Balș – Slatina – Pitești (DN7) 122 E574
(entire route)
DN65A DN65 – Costești – Roșiorii de Vede – Turnu Măgurele (DN52) 124 E70
(Roșiorii de Vede, overlap with DN6)
DN65B A1 (Pitești) – DN65 (Pitești)
Pitești southern ring road 		7
DN65C Craiova (DN65) – Bălcești – Horezu (DN67) 111
DN65D Albota – Bascov 10
DN65E Roșiorii de Vede – Bogdana – Furculești – Piatra (DN51A) 40
DN65F Craiova (DN65 – DN65C – DN6B – DN6)
Craiova northern ring road 		14
DN66 Simeria – Hațeg – Petroșani – Târgu Jiu – Filiași 211 E79
(entire route)
DN66A Iscroni (DN66) – Vulcan – Lupeni – Câmpu lui Neag – Pasul Jiu – Cerna – Valea lui Iovan – Contur Lac – Cerna Sat – intersection with DN67D 105
DN67 Drobeta-Turnu Severin (DN6) – Târgu Jiu – Horezu – Râmnicu Vâlcea (Varianta Sud) – Goranu (DN7) 197
DN67A DN67 – Broșteni – Strehaia (DN6) 24
DN67B Scoarța (DN67) – Târgu Cărbunești – Hurezani – Drăgășani – Pitești (DN7) 189
DN67C DN67 (Bengești) – Novaci – Șugag – Sebeș (DN1) 148 Also known as the Transalpina.
DN67D Târgu Jiu (DN67) – Baia de Aramă – Băile Herculane – DN6 108
DN68 Caransebeș (DN6) – Hațeg (DN66) 71
DN68A Lugoj (DN6) – Făget – Ilia (DN7) 79 E673
(entire route)
DN68B Deva – Hunedoara 12
DN69 Timișoara (DN6) – Arad 46 E671
(entire route)
DN7A Brezoi (DN7) – Voineasa – Obârșia Lotrului – Petroșani (DN66) 108
DN7B Sederhat (DN7) – Turnu – PTF Turnu –> Hungary 10
DN7C Bascov (DN7) – Curtea de Argeș – Bâlea Lac – Bâlea Cascadă – Cârțișoara – DN1 (Arpașu de Jos) 90 Also known as the Transfăgărășan.
DN7D Câineni – Curtea de Argeș 61
DN7E DN7 – DN7 (Arad) 7 Formerly DN7
DN7G A1 – DN7 (Nădlac) 7
DN7H Sibiu bypass 3
DN7CC Călimănești ring road 8
DN71 DN7 – Bâldana – Târgoviște – Pucioasa – Sinaia (DN1) 110
DN72 Găești (DN7) – Târgoviște – Ploiești (DN1) 76
DN72A Târgoviște (DN72) – Voinești – DN73 (Valea Mare) 62
DN73 Pitești (DN7) – Câmpulung Muscel – Râșnov – Cristian – Brașov (DN1) 133 E574
(entire route)
DN73A Predeal (DN1) – Râșnov – Zărnești – Șercaia (DN1) 68 E574
(Râșnov, overlap with DN73)
DN73B Cristian (DN73) – Ghimbav (DN71) 5
DN73C DN73 (Schitu Golești) – Curtea de Argeș – Blidari – DN7 70
DN73D Argeșelu (DN73) – Mioveni – Boteni – Colnic (DN72A) 49
DN73E DN73 – Mioveni (DN73D) 3
DN73F DN73 – Moieciu de Jos – Cheia – Moieciu de Sus 8
DN74 Brad (DN76) – Abrud – Zlatna – Alba Iulia (DN1) 105
DN74A Abrud (DN74) – DN75 (Câmpeni) 11
DN75 Lunca (DN76) – Câmpeni – Turda (DN1) 160
DN76 DN7 (Deva) – Șoimuș – Brad – Beiuș – Oradea (DN1) 181 E79
(entire route)
DN79 Arad – Chișineu Criș – Salonta – Oradea (DN1) 113 E671
(entire route)
DN79A Vârfurile (DN76) – Ineu – Chișineu Criș – Vărșand –> Hungary 127
DN79B Salonta (DN79) – Hungarian border 14
DN79C Salonta (DN79) – Tinca – Beiuș (DN76) 71 Formerly DJ795

County and local roads

[edit]

At the end of 2019 there are 35,083 km (21,799 mi) of county roads and 33,435 km (20,775 mi) of local roads.[12]

County roads

[edit]

At the end of 2019, out of the 35,083 km: 13,810 km (39.4%) are asphalt concrete roads of heavy/medium type, 13,227 km (37.7%) light asphalt road "clothing", 956 km (2.7%) concrete roads, 5,310 km (15%) cobblestone roads and 1,706 km (4.8%) dirt roads.[12] Regarding the technical condition, 23% of asphalt concrete roads of heavy/medium type and 48% of light asphalt roads have exceeded their "service life" and are in need of some form of repair or replacement.[12]

Local roads

[edit]

At the end of 2019, out of the 33,435 km: 7,418 km (22.1%) are light asphalt road "clothing", 5,506 km (16.5%) asphalt concrete roads of heavy/medium type, 810 km (2.4%) concrete roads, 12,377 km (37%) cobblestone roads and 7,305 km (21.8%) dirt roads.[12] Regarding technical condition, 31% of light asphalt roads and 10% of asphalt concrete roads of heavy/medium type have exceeded their "service life" and are in need of some form of repair or replacement.[12]

See also

[edit]

References

[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Roads in Romania

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from Grokipedia
The road network in Romania comprises approximately 86,847 kilometers of public roads as of the end of , consisting of 17,994 km of national roads (20.7%), 35,091 km of county roads (40.4%), and 33,762 km of local roads (38.9%), forming a vital backbone for the country's transportation and economic connectivity. Managed primarily by the state-owned National Company for Administration of Road Infrastructure (CNAIR), this network supports approximately 9.4 million registered vehicles as of 2023 and facilitates 's position as a key transit hub in Southeastern , with road of nearly 29 billion tonne-kilometers in 2023, the fastest growth rate in the . As of October 2025, the high-speed segment includes 1,357 km of operational motorways and expressways, representing a significant expansion from 1,074 km at the end of 2023, driven by EU-funded projects and national investments exceeding €10 billion in recent years. Despite this progress, challenges persist, including regional disparities in road quality—with about 52% of public roads modernized as of —and vulnerability to seasonal weather, underscoring ongoing efforts to align with EU standards for safety and sustainability. Romania's road infrastructure traces its origins to ancient Roman viae that crisscrossed , but the modern system emerged in the late with the construction of key arterial routes during the Kingdom of Romania era. Post-World War II, under communist rule, emphasis shifted to industrial connectivity, resulting in a dense but often poorly maintained network by the , with total roads reaching about 80,000 km by 1990. Following accession in 2007, Romania committed to the (TEN-T), spurring a boom in highway development; between 2010 and 2020, the motorway length grew from roughly 260 km to over 900 km, supported by structural funds and public-private partnerships. The 2020s have marked an acceleration, with 2024 alone seeing a record 195 km of new highways and expressways opened, bringing the total operational high-speed network to exceed 1,200 km by early 2025 and positioning Romania to surpass 1,500 km by year's end. As of October 2025, over 870 km of motorways and expressways remain under construction or contracted, including critical sections of the A1 (Bucharest to western border) backed by a €500 million European Investment Bank loan and the A7 (Moldova corridor) aimed at enhancing Black Sea trade links. These projects, projected to add another 400-500 km by 2027, are expected to boost GDP growth by 1-2% annually through improved logistics and regional integration, though delays due to environmental assessments and land acquisition have historically slowed progress. Toll systems, including electronic vignettes, generate around €300 million yearly for maintenance, while initiatives like the National Recovery and Resilience Plan allocate €3.8 billion for road upgrades through 2026, focusing on electrification and smart traffic management to reduce emissions and congestion.

Overview

Network Extent

Romania's public road network totals approximately 86,847 kilometers as of December 31, 2024, with ongoing extensions in 2025 expected to increase the figure slightly toward 87,000 kilometers pending . This extensive system supports the country's transportation needs across its 238,397 square kilometers of territory. The network is stratified by administrative and functional categories, with national roads comprising 17,994 kilometers (20.7% of the total), county roads 35,091 kilometers (40.4%), and communal or local roads 33,762 kilometers (38.9%). High-capacity segments within the national roads include motorways at 1,188 kilometers and expressways at 138 kilometers as of mid-2025, representing the backbone for long-distance . These proportions highlight the predominance of lower-tier roads, which facilitate local access in rural and urban areas alike. Road density in Romania measures 36.4 kilometers per 100 square kilometers, positioning it below the average but sufficient for basic connectivity. Regional disparities are notable, with higher densities in densely populated and industrialized areas contrasted by sparser networks in eastern and mountainous regions due to topographic challenges. A significant portion of the network aligns with international standards, incorporating 6,189 kilometers of European (E-road) routes that enhance cross-border linkages. The primary arterial system, primarily via national roads and highways, interconnects major economic hubs such as in the south, in the northwest, in the west, in the northeast, and on the coast, facilitating the flow of goods and passengers across diverse terrains.

Strategic Importance

Romania's road network plays a pivotal role in the national economy, handling approximately 68% of inland by tonne-kilometres (as of 2019) and over 90% of passenger transport on land by passenger-kilometres (as of ). This dominance in modal split underscores the roads' contribution to GDP growth, particularly through enhanced connectivity for and industrial sectors. For instance, routes in , such as the planned Sibiu-Brașov highway section, bolster by improving access to cultural and natural attractions, driving economic activity in the region. Similarly, the A2 motorway linking to facilitates efficient transport to Black Sea ports, supporting industrial exports and logistics for sectors like and . On a social level, the road system connects Romania's approximately 19 million inhabitants across varied terrain, from the to the , enabling essential mobility for daily life and services. By extending access to remote areas, roads help mitigate regional disparities, particularly in rural communities where infrastructure investments promote equitable development and reduce isolation from urban centers. As part of the European Union's (TEN-T) core network, Romania's roads enhance integration with neighboring countries, streamlining cross-border trade with via western corridors, through southeastern links, and along northern routes. This connectivity fosters economic cohesion within the , with the network supporting seamless goods and passenger flows. Usage reflects this intensity: Romania's vehicle fleet surpasses 10 million, resulting in daily road traffic exceeding that scale, while the experiences peak congestion levels among Europe's most severe, with drivers losing over 12 days annually to delays.

History

Ancient to 19th Century

The Roman conquest of Dacia in 106 AD marked the beginning of organized road infrastructure in the region that is now Romania, as the empire sought to consolidate control over its newest province. The Romans constructed a network of military and administrative roads totaling approximately 450 km for the primary artery, stretching from the Danube frontier at Drobeta (modern-day Turnu Severin) northward through Ulpia Traiana Sarmizegetusa—the provincial capital—to Apulum (Alba Iulia) and beyond to Porolissum near the northern border. These roads, built with layered stone and gravel for durability, facilitated troop movements, resource extraction, and colonization, often following natural valleys and ridges in the Carpathian terrain. Remnants of these ancient routes persist today, particularly in rural Transylvania, where sections near Sarmizegetusa and along the Orăștie Mountains continue to serve as local paths, underscoring their engineering longevity. Following the Roman withdrawal around 271 AD, road maintenance declined, and the infrastructure reverted to rudimentary tracks during the early medieval period under migrating peoples and early Romanian principalities. By the 13th–14th centuries, as and emerged as semi-independent states, roads evolved into feudal paths and trade routes connecting fortified towns, monasteries, and border crossings, such as those linking in to in . Paving remained minimal, with most surfaces consisting of compacted earth or wooden planking in urban areas, prioritizing functionality over permanence; widths typically averaged 8 meters on main thoroughfares to accommodate carts and livestock. Military imperatives dominated, with routes fortified against Ottoman incursions from the south, including defensive paths along the and Carpathian passes that doubled as supply lines during conflicts like the 15th-century wars under Vlad III the Impaler. Trade routes also gained prominence, facilitating commerce in salt, timber, and furs toward and , though seasonal mud and floods often rendered them impassable. The 19th century brought modernization to Romania's roads following the 1859 unification of and under , shifting from medieval trails to engineered networks influenced by European advancements. The introduction of construction—layered for improved drainage and stability—began in the 1860s, drawing on French engineering expertise that emphasized systematic planning and state oversight. Key projects included the macadamized road from to , completed in the 1870s to support oil transport from the Prahova Valley fields, exemplifying how aligned with emerging industrial needs. By 1900, approximately 1,000 km of such modern roads had been built nationwide, forming a skeletal national system radiating from the capital. Early toll systems were established on principal arteries to finance upkeep, with gates collecting fees from merchants and travelers. However, the rapid expansion of railways in the 1860s—starting with the Bucharest-Giurgiu line—diverted investment away from roads, as the faster, more efficient rail network prioritized bulk and long-distance , slowing further road development until the early .

20th Century Developments

Following the formation of after , the (1918–1939) saw significant efforts to unify and expand the road network, particularly to integrate newly acquired territories like . National roads grew to 13,850 km by 1939, with 1,791 km modernized through paving and surfacing improvements. Key projects focused on linking to the Old Kingdom, including upgrades along routes such as Bucharest–Brașov–Sibiu, while initial experiments with and hot tar surfaces began in , such as light treatments on about 1,200 km of gravel roads by 1937. During , Romania's road infrastructure was heavily impacted by military use, with some strategic routes originally built by German forces in 1917—such as the "Strategica" path near the Transylvania-Muntenia border—reused for logistical purposes. Post-1945, under Soviet influence and centralized communist planning, the network expanded modestly in length but prioritized quantity over quality, adding modernized roads from 1,182 km in 1945 to 2,913 km by 1955 (a 146% increase) amid broader economic reconstruction. By the 1960s–1970s, further upgrades totaled 3,908 km, though many roads suffered from poor maintenance and uneven surfacing due to resource constraints and ideological focus on . The communist era emphasized state-controlled development for both economic and defensive needs, exemplified by the Highway, a 90 km route constructed between 1970 and 1974 through the by the Romanian People's Army. Built under Nicolae Ceaușescu's orders as a strategic response to the 1968 Soviet invasion of Czechoslovakia, it aimed to enable rapid troop movements across the in potential defense scenarios. The highway's engineering feats, including tunnels and viaducts, highlighted centralized planning but came at high human cost, with official reports noting at least 40 deaths during construction. Key milestones included the launch of Romania's highway program in 1967, leading to the opening of the first motorway segment—the 96 km A1 Bucharest–Pitești route—on September 11, 1972, marking the initial step toward high-speed infrastructure. By 1989, the total state road network stood at 10,070 km, including just 113 km of motorways, constrained by economic isolation and prioritization of other sectors, resulting in a system that was extensive but plagued by substandard quality and limited high-capacity links.

Post-1989 Modernization

Following the fall of in , Romania's road infrastructure faced significant challenges during the , characterized by neglect, economic transition difficulties, and limited investment, leading to widespread deterioration of the existing network. The total public network, which spanned approximately 80,000 km at the start of the decade, primarily consisted of national, county, and local roads that suffered from inadequate maintenance, resulting in poor pavement conditions and increased safety risks. New was minimal, with only about 500 km added to the network, mostly focused on rehabilitating key segments rather than expansion; efforts prioritized patching and resurfacing the roughly 40,000 km of national and county roads to sustain basic connectivity amid declining volumes, which dropped by up to 89% due to economic upheaval. The 2000s marked an acceleration in modernization, driven by preparations for European Union accession in 2007, which necessitated alignment with standards for transport infrastructure and unlocked access to cohesion funds. This period saw a shift toward motorway development, with the total public road network reaching approximately 81,000 km by 2010, of which about 23,000 km (28%) had been modernized or rehabilitated, including significant upgrades to national routes. A notable example was the completion of the A2 motorway from to in 2012, spanning 203 km and providing a vital link to the port, which improved transit efficiency for goods and passengers. funding played a pivotal role, contributing to over 500 km of new motorways post-accession, though absorption rates remained low initially due to administrative hurdles. Key events shaped this era, including the adoption of the General Transport Master Plan, which outlined a strategic framework for developing 1,219 km of motorways by 2026 at an estimated cost of €13.35 billion, emphasizing integration with . However, progress was hampered by scandals and project delays, such as the 2004 contract with U.S. firm for the A1 motorway, awarded without competitive bidding and later canceled in 2013 after costing over €1 billion for minimal output due to cost overruns and disputes. The global economic crisis of further slowed advancements, reducing investment budgets and stalling tenders, though rehabilitation of existing roads continued to prioritize EU-funded segments. These modernization efforts yielded tangible impacts, enhancing Romania's connectivity to via upgraded routes to borders and ports, which facilitated trade and . Road density reached about 36 km per 100 km² by 2015, supporting through better . This infrastructure progress also attracted in the automotive sector, exemplified by the expansion of plants in and , where improved access roads enabled Renault's €1.4 billion investment since 1999 and boosted exports.

Administration and Funding

Governing Bodies

The primary national body responsible for the administration, maintenance, and development of Romania's motorways and national roads is the Compania Națională de Administrare a Infrastructurii Rutiere (CNAIR), a state-owned company fully held by the through the Ministry of Transport and Infrastructure. Established in 1998 as the Compania Națională de Autostrăzi și Drumuri Naționale din România (CNADNR) under Government Decision No. 318/1998, it was restructured and renamed CNAIR in 2010 via Government Decision No. 553/2010 to enhance operational efficiency and align with infrastructure standards. CNAIR oversees approximately 18,000 km of national roads, including about 1,219 km of motorways and 138 km of expressways, as of October 2025, focusing on planning, construction, rehabilitation, and operational management to ensure connectivity within the (TEN-T). At the policy level, the Ministry of Transport and Infrastructure serves as the central authority for setting national strategies, coordinating infrastructure projects with directives, and overseeing compliance with international standards. The Ministry develops and implements policies for road safety, network expansion, and integration into corridors, often leveraging cohesion funds for large-scale developments. Within its structure, the Autoritatea Rutieră Română (ARR), subordinated directly to the Ministry, handles regulatory functions including the issuance of licenses for road transport operators, enforcement of technical standards for vehicles and infrastructure, and certification of professional competencies in the sector. ARR conducts inspections and maintains a national registry to promote safe and sustainable road operations, aligning with regulations such as Directive 2006/126/EC on driving licenses. Decentralized management extends to regional and local levels, where CNAIR's operations are supported by eight Regional Directorates of Roads and Bridges (DRDP), each responsible for , winter operations, and minor upgrades in their respective territories covering the national network. These directorates, located in major cities such as , Cluj, , , , , , and , divide the country into operational zones to ensure localized efficiency in road upkeep. For roads (drumuri județene, DJ), which span about 35,091 km as of end-2024, administration falls under councils, which prioritize local economic needs through and allocation via regional operational programs. Communal roads (drumuri comunale, DC), comprising roughly 33,762 km of lower-tier as of end-2024, are managed by local commune and councils, focusing on accessibility for rural and urban fringes in coordination with national guidelines. Oversight and enforcement are provided by the State Inspectorate for Road Transport Control (ISCTR), a specialized body under the Ministry of Transport that conducts nationwide inspections to verify compliance with transport regulations, including vehicle safety, operator licensing, and infrastructure usage standards. ISCTR monitors adherence to legal frameworks like Government Ordinance No. 27/2011 on road transport, issuing fines and revoking authorizations for violations to enhance safety and efficiency. Complementing this, anti-corruption efforts in road administration have intensified since the 2010s through the Direcția Națională Anticorupție (DNA), which investigates and prosecutes graft in public procurement and infrastructure projects, including high-profile cases involving bribery in road contracts and misuse of EU funds. DNA's actions, such as the 2011-2015 probes into motorway delays linked to corrupt practices, have led to convictions of officials and improved transparency in tender processes.

Funding Mechanisms

The funding for Romania's road infrastructure primarily derives from the national budget, contributions, and supplementary international loans and partnerships. The national budget allocates approximately €2 billion annually for road works, managed through the Ministry of Transport and Infrastructure and the National Company for Road Infrastructure Administration (CNAIR). Tolls, collected via the vignette system (rovinieta) on motorways and national roads, contribute additional revenue estimated in the tens of millions of euros yearly, with recent tariff increases projected to add €30 million in 2025 to support maintenance and operations. European Union funds represent the largest external source, totaling €31.5 billion under the 2021-2027 Cohesion Policy, with significant portions directed toward transport infrastructure including roads. Specific mechanisms include the European Security Action for Europe (SAFE) programme, providing €16.68 billion for strategic projects such as motorways with defence implications; the Connecting Europe Facility (CEF), which allocated €2.8 billion EU-wide in 2025 for sustainable transport including TEN-T core network roads in Romania; and the Recovery and Resilience Facility (RRF), offering €13.57 billion in grants plus €7.84 billion in loans under the revised plan as of November 2025. In November 2025, the EU approved Romania's revised Recovery and Resilience Plan, enhancing focus on transport infrastructure within the updated allocations. For instance, EU grants cover a substantial share of TEN-T road developments, with over €1 billion disbursed for key corridors by mid-2025. EU funding accounts for the majority of motorway investments, often exceeding 70% in co-financed projects. Additional financing comes from international loans and public-private partnerships (PPPs). The (EIB) provided a €500 million loan in October 2025 for the Sibiu-Pitești section of the A1 motorway, part of a potential €1 billion commitment alongside EU and national funds. PPPs have been utilized for sections of the A3 Transylvania motorway, such as the 54 km stretch awarded in 2014, involving private consortia for design, construction, and maintenance. The World Bank has supported road safety initiatives, including a 2017 comprehensive review and ongoing multi-donor efforts contributing to global road safety financing of $3.6 billion from multilateral development banks between 2018 and 2022, with portions aiding Romanian upgrades. Funds are allocated with a priority on new construction and modernization, estimated at around 60% for building and expansion projects versus 40% for maintenance, though exact ratios vary by programme. CNAIR oversees distribution in coordination with governing bodies. Challenges include low absorption rates, with Cohesion funds under 5% and RRF around 20% as of November 2025, hindering project timelines despite targets for higher uptake and recent progress including a prepared fourth RRF payment request of €2.6 billion.

Highways

Motorways

Romania's motorways, designated with the "A" prefix, are roads featuring grade-separated access and designed for high-speed travel, with a statutory of 130 km/h. These highways adhere to technical standards, including 3 to 4 per direction, emergency , and full control of access via interchanges and ramps to ensure and efficiency. The first motorway segment in the country, part of the A1 Bucharest–Pitești route, opened in 1972, marking the beginning of Romania's modern highway development. As of October 2025, the operational motorway network totals approximately 1,219 km, connecting major urban centers and borders. Key routes include the A1 Bucharest–Nădlac, spanning 581 km with about 84% completion (487 km operational), facilitating westbound traffic to Hungary; the A2 Bucharest–Constanța, fully operational at 203 km and serving as the primary link to the Black Sea coast; the A3 Bucharest–Brașov section, partially complete with about 69 km operational, aiding connectivity to Transylvania; the A0 Bucharest Ring Road, partially operational at 53 km; the A4 Constanța Bypass, fully operational at 22 km; and the A10 Sebeș–Turda, fully operational at 70 km. An additional 876 km of motorways are under construction, with the A7 – segment now fully operational at 113 km, enhancing north-south links. The overall network is planned to reach 3,000 km by 2030, supported by EU funding and national priorities to integrate with the .

Expressways

Expressways in Romania are high-speed roads characterized by dual or single carriageways with limited at-grade intersections, designed for travel speeds of 100 to 120 km/h, and identified by the "DEx" prefix followed by a number. These roads provide partial , distinguishing them from fully grade-separated motorways by allowing occasional intersections while prioritizing efficient regional connectivity. Unlike motorways, expressways are constructed at lower costs, making them suitable for secondary corridors developed primarily after 2010 to enhance links between urban centers and rural areas. As of 2025, the operational expressway network spans approximately 138 km, with significant progress marked by the full completion of the DEx12 – route in July 2025, totaling 121 km. This key segment connects southern regions to the national motorway system, facilitating uninterrupted high-speed travel from to and onward to . Partial sections of other routes, such as the DEx27 –Deva, contribute to the remaining operational length, though full completion remains pending. Around 200 km of expressways are currently under development, aimed at expanding access to underserved rural areas and integrating with the European road network. For instance, the DEx24 – project is advancing to improve western connectivity, with construction focusing on cost-effective designs. Planned expansions emphasize secondary routes to alleviate pressure on primary motorways and promote balanced regional growth.

National Roads

Structure and Classification

National roads in Romania, designated by the prefix DN for Drumuri Naționale, constitute the primary network connecting major cities, ports, and international border crossings, spanning a total length of 17,994 km as of December 31, 2024. These roads handle the bulk of inter-regional traffic and form the core of the country's public road system, which totals 86,847 km. The hierarchical structure divides national roads into trunk and branch categories. The seven radial trunk roads (DN1 through DN7) originate from , radiating outward to connect the capital with key economic and border regions; for instance, DN1 extends northwest to near the Hungarian border, while DN2 heads northeast to near the Ukrainian border. Branch roads, beginning with numbers from DN10 onward, provide secondary linkages between trunk roads and additional urban or strategic sites, supporting a more distributed connectivity. Most national roads operate as single-carriageway configurations, with statutory speed limits ranging from 80 to 100 km/h depending on conditions and sections. Numbering follows a logical to reflect this hierarchy: trunk roads use one or two digits (DN1–DN7), while branch roads employ three digits (e.g., DN101 as a from DN1). This system encompasses over 500 designated routes, enabling systematic and . The Compania Națională de Administrare a Infrastructurii Rutiere (CNAIR), a state-owned entity under the Ministry of , holds primary responsibility for the administration, , and development of all national roads. Modernization projects, aimed at enhancing capacity and safety, must adhere to technical norms specifying a minimum width of 7 meters for two-lane roads, alongside requirements for shoulders, drainage, and signage. Many national roads also overlap with European routes for international continuity.

European Routes Integration

Romania's European routes, designated under the Economic Commission for Europe (UNECE) European Agreement on Main International Arteries (AGR), are seamlessly incorporated into the national road system to support trans-European connectivity. These routes comprise both Class A international trunk roads and Class B national connecting roads, which align with segments of the national road network (DN) for efficient cross-border travel. Class A routes form the core international arteries, prioritizing direct links between major cities and borders. Key examples include E58, which runs from through to the Bulgarian border at ; E60, traversing the country from west to east via Arad, , , and Fetești to the ; E70, connecting on the coast to and onward to the Hungarian border; E79, providing a north-south corridor from the Ukrainian border at Halmeu through , , and Deva to the Serbian border; E85, linking northward via Pitești, , , and to the Ukrainian border at ; and E87, following the coastline from the Bulgarian border at through and to the Ukrainian border at Reni. Class B routes serve as supplementary links, integrating with the domestic hierarchy to connect Class A paths to regional networks. Representative instances are E68, bridging to Deva as a western connector, and E81, acting as a north-south branch from the Ukrainian border through , Pașcani, and to the Bulgarian border. Integration of these E-roads into Romania's infrastructure emphasizes compliance with UNECE standards for design, maintenance, and , including green signage with white lettering for international identification. Upgrades are prioritized on overlapping national road segments to enhance capacity and safety.

County and Local Roads

County Roads

County roads in Romania, designated with the prefix "DJ" for drumuri județene, form the intermediate tier of the public road network, connecting national roads to smaller towns, villages, and local centers within each . These roads facilitate regional mobility, linking county seats and other localities to the broader national infrastructure while supporting local economic activities such as and . Unlike national roads, county roads prioritize to rural and semi-urban areas, often traversing varied terrain including plains and hilly regions. As of December 31, 2024, the total length of county roads stands at 35,091 kilometers, representing approximately 40.4% of Romania's entire road network. While a significant portion has been modernized with asphalt surfacing, many segments remain unpaved or feature only light coatings, particularly in rural areas where over 47% of the network lacks full modernization. This composition reflects ongoing challenges in upgrading secondary , with modernized sections comprising 52.7% of the total length. The county road network is distributed across Romania's 41 counties, with each county maintaining between approximately 200 and 1,200 kilometers depending on its size and population density—for instance, oversees 1,180 kilometers, while manages around 652 kilometers and around 935 kilometers each. Roads are numbered sequentially within each county, such as DJ101 in , which runs near and connects suburban areas like Balotești to regional routes, serving as a vital link for commuters and local traffic. This decentralized structure allows for tailored development, though it results in varying conditions across regions. County roads adhere to technical standards outlined in national norms for design and construction, typically featuring a width of 5–6 meters for two-lane configurations suitable for mixed traffic. Design speeds range from 60 to 80 km/h, accommodating lighter volumes than while ensuring safety through features like shoulders and drainage systems. Modernization efforts focus on widening to these standards and adding asphalt, with projections aiming to enhance a substantial portion by 2025 through European-funded projects. Management of county roads is handled by the 41 county councils, which oversee administration, , and funding primarily through local taxes and budgets allocated from county revenues. Maintenance responsibilities, including routine repairs and winter services, are often delegated to specialized county road departments or public companies, such as those in Ilfov or Dolj counties, ensuring operational efficiency without relying on national entities. These councils coordinate with national authorities for integration but retain autonomy in daily operations and upgrades.

Local Roads

Local roads in Romania, designated with the DC prefix for "drum comunal," represent the smallest-scale public roads in the national hierarchy, primarily serving as access routes to farms, schools, and isolated rural settlements. As of , 2024, this network totals 33,762 km, comprising 38.9% of the country's overall public road system. As of 2021, roughly 38% of communal roads remained unpaved, mainly gravel-surfaced, which limits their year-round usability in adverse conditions. Managed by more than 3,000 local administrative units—primarily the 2,861 communes that cover rural areas—these roads are maintained at the community level under local council oversight as per Government Ordinance No. 43/1997. In regions like the Transylvanian mountains, communal roads often take the form of short spurs, typically under 5 km, linking remote villages and agricultural plots to broader county networks. Modernization initiatives, including paving and widening projects, are increasingly funded through programs such as the National Rural Development Programme (PNDR) 2021-2027, which allocates resources for improving local infrastructure to boost agricultural productivity and connectivity. Construction standards for DC roads emphasize minimal infrastructure, with typical widths of 3 to 4 meters to accommodate light vehicles and pedestrian traffic, and design speeds not exceeding 40-50 km/h. This narrow profile and basic surfacing render them particularly susceptible to from heavy rainfall, flooding, and winter frosts, necessitating frequent local repairs. These roads are vital for Romania's agricultural sector, facilitating for over 46% of the in rural areas where farming dominates economic activity and accounts for about 60% of rural economic structure.

Condition and Safety

Infrastructure Maintenance

The physical condition of Romania's road infrastructure continues to face challenges, with 29.9% of modernized roads and 41.1% of those with light asphalt coatings having exceeded their as of the end of 2022. Potholes are a common issue on national roads, often resulting from deferred repairs and environmental factors, which exacerbate wear and reduce overall network reliability. Routine maintenance practices are coordinated by the Compania Națională de Administrare a Infrastructurii Rutiere (CNAIR), with an annual allocation of approximately €400 million (around 2 billion lei) dedicated to upkeep and repairs in 2024. Techniques such as reclaimed asphalt pavement (RAP) recycling are increasingly employed to enhance sustainability and cost-efficiency in resurfacing efforts. Winter maintenance, including road salting and , is managed by the eight Regional Road Directorates (DRDP) to mitigate seasonal disruptions across the 17,994 km national network. Rehabilitation initiatives receive substantial support from funds through programs like the Recovery and Resilience Facility, targeting improvements to TEN-T corridors and enabling the modernization and construction of several hundred kilometers of on these corridors in recent years. Since 2020, CNAIR has utilized a technical condition index to evaluate , revealing that about 60% of assessed sections rate as good or fair based on metrics like surface evenness and load-bearing capacity. Key obstacles to effective upkeep include the rugged Carpathian terrain, where and landslides accelerate pavement degradation, and persistent funding delays stemming from budgetary constraints that limit proactive interventions.

Road Safety Statistics

recorded a road fatality rate of 77 deaths per million inhabitants in 2024, the highest in the , where the average stood at 44 per million, making it approximately 1.75 times the EU average. Preliminary data for the first half of 2025 indicate ongoing high rates, though full-year figures are pending, with 1,477 fatalities reported in 2024 alone. In , urban roads accounted for approximately 62% of road fatalities (based on recent data up to 2021; 2024 specifics pending), contrasting with the EU average where rural roads account for 52%. In 2025, road accidents resulted in an average of 95 injuries per day as of October (based on police data), underscoring the ongoing burden on and emergency services. The primary contributing factors to serious accidents included speeding, responsible for 30.4% of grave incidents in the first seven months of 2025, followed by pedestrian violations at 17.6%, improper at 12.8%, failure to yield right-of-way at 11.2%, and of alcohol at 8.9%. Poor road conditions, often linked to inadequate maintenance, were cited as an underlying factor in approximately 25% of cases, exacerbating behavioral risks like speeding. Overall trends show a modest improvement, with a 4% decline in fatalities from 2023 to . As per the European Commission's October 2025 report, the 2024 figures were finalized, with provisional data for the first six months of 2025 showing mixed trends in road safety across the , including . In terms of vehicle-related metrics, 's rate was around 15.7 deaths per 100,000 registered in 2024, reflecting high exposure given the approximately 9.4 million in circulation. To address persistent issues, authorities identified and mitigated over 130 black spots—high-risk locations—between 2020 and 2025 as part of national safety initiatives. aligns with goals under the strategy, aiming for a 50% reduction in road deaths and serious injuries by 2030 compared to 2019 levels.

Future Developments

Current Projects

In 2025, inaugurated over 200 kilometers of new highways and expressways, marking a significant advancement in its national road network. A prominent example is the Focșani-Brăila Expressway (DEx6), totaling 73.5 km across three lots, where construction started in November 2025 to enhance connectivity between eastern regions and support regional . On the A7 motorway, the Focșani-Bacău route, including sections such as Domnești Târg-Răcăciuni and Răcăciuni-Bacău (approximately 100 km total), reached over 85% completion as of October 2025 and is scheduled for opening in 2026, improving traffic flow in the area. Major ongoing constructions include the critical extension of the A1 Bucharest-Nădlac motorway, particularly the challenging Sibiu-Pitești section through the Carpathians, backed by a €500 million loan from the signed in October 2025 to fund design and building works. Another key initiative on the motorway was awarded to Özaltın with a signed in May 2025, including a six-month design phase followed by 24 months of execution. As of October 2025, approximately 876 km of highways and expressways remain under construction, with targeted completions spanning 2025 to 2027 to address longstanding gaps. For instance, the A0 Bucharest ring road is progressing partially, with a 17.97 km segment between DN1 and A3 opened in June 2025 and additional sections advancing toward full operational status. Further advancements are planned for 2026, with significant additional roadways targeted for opening to sustain momentum in network expansion. However, many projects have encountered delays averaging about two years, primarily stemming from protracted tender processes and procurement challenges that disrupt timelines.

Long-Term Goals

Romania's long-term objectives for its road , aligned with directives, emphasize expanding the high-capacity network to approximately 3,000 kilometers of motorways and expressways by 2030, thereby enhancing national connectivity and . This expansion is integral to achieving full integration with the (TEN-T), which prioritizes seamless cross-border links and multimodal corridors across the . Additionally, strategies focus on increasing the density of modern roads to support sustainable mobility, with ambitions to approach benchmarks through targeted investments in resilient . Key strategies include the development of the Sibiu-Pitești section of the A1 as a dedicated Carpathian crossing, spanning 123 kilometers at an estimated of €5.5 billion, to bisect range for the first time and facilitate east-west transit within the TEN-T framework. Road safety enhancements aim to reduce fatality rates to the average of 44 deaths per million inhabitants by implementing advanced and upgrades. measures prioritize the deployment of charging along at least 50% of national roads, supporting the 's goal of 3.5 million public charging points continent-wide by 2030 and promoting low-emission . Persistent challenges in realizing these goals involve combating in and project execution, which has historically delayed developments, alongside adapting to vulnerabilities such as flooding in low-lying and riverine areas. To address these, Romania anticipates leveraging €16.68 billion from the EU's Security Action for Europe () programme beyond 2027, with portions allocated to strategic road projects enhancing and resilience. Milestones include operationalizing 2,500 kilometers of high-speed roads by 2028, building on current constructions to form a cohesive national backbone. Furthermore, integration with rail networks will advance hubs, enabling efficient interchanges between road and rail to reduce congestion and emissions in line with sustainability targets.

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