Transsylvania Nostra, 2018 (Anul 12, nr. 1-4)
2018 / nr. 3
prisingly, all of the abandoned buildings are in critical condition or have major problems. It can be noticed that the best preserved buildings are those permanently inhabited, along with their warehouses. There are five situations in which the buildings have been radically modified through extensions and changes in the initial geometry. Consequently, diese cases cannot be classified as being in a good state of preservadon, as die buildings have lost the key characteristics of their historical and architectural value. The abandoned buildings suffer from most of the critical problems. The station buildings, flagman’s booths, and barracks represent the three types of buildings that have undergone interventions designed to increase their degree of comfort. This phenomenon is owed to the fact that these buildings are the only ones used as dwellings. In total, we observed six categories of interventions, listed in Table 1 as follows: a) replacement of the roof covering with materials differing from the original one; b) closing and/or opening of door or window openings; c) replacement of the joinery (usually witli PVC); d) irreversible changes in the geometry (such as rebuilding die roof structure in a different shape); e) diermal insulation by covering the masonry; and f) parasitic constructions diat can be removed without affecting the structure of the building. Table 1 shows that the railway stations underwent the most changes in structure and appearance. These are die largest of the inhabited buildings, used by several tenants, which is why there is a predisposition for improving conditions. In such a context, die changes to a building increase significantly, with the risk of permanently altering the original architectural aesthetics. Conclusions ■ After analysing the field data, we can outline the following aspects: -most of the existing buildings are in critical condition or have several problems; - railway station buildings are the most affected, either because of degradation due to being abandoned or because of die large number of interventions that have led to a loss of architectural values; -the best preserved buildings are the current permanent dwellings; - all train stations between Şomcuta Mare and Ghilvaci have buildings in a poor state of preservadon requiring emergency interventions. The process of railway rehabilitation makes it necessary to include the outbuildings and the original equipment in order for the system to function as a whole, able to convey the atmosphere of the respective era, a great advantage for industrial tourism. The inventory regarding the state of preservation presented in tíiis study can be used in the future for feasibility studies dedicated to this cause. ■ RESEARCH ■CERCETARE • KUTATÁS Tri^nsstjlVdnii^ Ncstm ■ Tabel 1. Tipuri de intervenţii realizate pe tipuri de clădiri din fiecare staţie © Ruxandra COROIU m Table 1. Types of interventions made according to building types in each station © Ruxandra COROIU - cele mai afectate clădiri sunt cele de tip gară, fie prin degradare datorită abandonului, fie prin numărul mare de intervenţii care au dus la pierderea valorilor arhitecturale; - cele mai bine păstrate clădiri sunt actualele locuinţe permanente; - toate staţiile dintre Şomcuta Mare şi Ghilvaci prezintă clădiri aflate în stare precară de conservare şi care necesită intervenţii de urgenţă. In procesul de reabilitare a căilor ferate este necesară includerea clădirilor anexe şi a echipamentelor originare, pentru ca sistemul să funcţioneze ca un întreg, fiind capabil de a transmite astfel atmosfera epocii respective, un mare avantaj pentru turismul industrial. Inventarul stării de conservare prezentat în acest studiu poate fi preluat în viitor pentru a sta la baza unor studii de fezabilitate dedicate acestei cauze. Bibliografie/Bibliography ■ BELLU, Radu. 2003. România - Locomotive cu abur - 1854-2003. Bucureşti: Tipografică Filaret. ■ BEREZIUC, Rostislav. 2004. Realizări şi perspective în domeniul căilor forestiere de transport. Analele Universităţii „Ştefan cel Mare” Suceava - Secţiunea Silvicultură 2: 9-14. ■ DINU, Mihaela & Adrian CIOACĂ. 2008. Thematic Routes - Tourist Destinations in Romania. Journal of Tourism Challenges and Trends 2: 11-32. ■ MUICA, Nikolae & David TURNOCK. 2003. The Railway Age in the Carpathian Forests: a Study of Romania. Geographica Panonica 7: 9-20. ■ WOLLMANN, Volker. 2011. Patrimoniu preindustrial şi industrial în România. Voi. II. Sibiu: Hontems. ZÖ1F/? îl