## 4 Discussion  
In order to be able to maintain the safe and efficient management of crucial structures in the decommissioned stations of our railway system, it is of the utmost necessity to install GSM-R technology coupled with a SCADA interface model, to remotely operate various applications (railway switches with their adjacent heating system, illumination and signaling systems on platforms) and the auxiliary transformers that supply the required voltage to run such applications [26]. Moreover, Romania is part of the ERTMS, with a national implementation plan for various level 1 and level 2 ETCS lines being proposed since 2018, and ETCS lines currently rely on GSM-R technology [27]. For our research we chose the Brasov-Codlea line, a line with heavily traffic, with two partially or fully decommissioned stations and accessory lines (level 0 ETCS), and two trains traveling in opposite directions on the same route, to showcase the importance of using remotely-controlled switches and signaling to facilitate the circulation of rolling stock, using the same main line passing through decommissioned stations. In situation 1, the accessory lines situated in the aforementioned stations cannot be used as temporary waiting lines, due to the lack of infrastructure and personnel to manually operate the railway switches and correctly signal the rolling stock. Therefore, two trains cannot use the same route simultaneously, this results in one of the trains being obliged to wait for the arrival of the other train in order to depart, thus accumulating tens of minutes of delay and additional costs. However, if the accessory lines could be opened, because of remote-controlled switching and signaling, and those operations being monitored remotely from a control center, the two trains could depart at their estimated departure times, with one of the trains using an accessory line after its arrival at one of the decommissioned stations, as a buffer zone. This allows the second train to use the main line unencumbered and arrive at its destination on time, while the first train has considerably less distance to recover after waiting on the accessory line, getting to its destination with a significantly reduced delay and operational cost, generating an annual benefit of over 36 million RON (over 7.3 million Euros). This situation works for both passenger trains and freight trains. In addition, the remotely-controlled switching system is operational in low temperatures thanks to the heating system the switches are equipped with, which can also be remotely controlled [18]. This is an important situation to consider, since the Brasov-Codlea line is situated near the mountain ranges of the Carpathian arc, with very low temperatures during the winter, with a temperature of \(-\)38.5 \({}^{\circ}\)C being recorded in a settlement near Brasov in 1942 [28]. The analysis presented in this paper, supports the hypothesis that implementing remote control measures in decommissioned and partially decommissioned railway stations, has the potential to result in significant delay reduction and cost reduction in railway systems in low-resource settings. Moreover, with relatively few and low cost improvements of such systems, such as installing on-board train modules that communicate their real-time position via GPS to the decommissioned stations and the command center, the railway warning and collision avoiding systems could be improved even further [29]. The scalability of the proposed solution, facilitates the introduction into existing, or under construction, control systems, providing an easy adaptation to changes in train traffic. In addition to the advantages described above, the results of this research respond to the request to increase the safety and security of critical infrastructures by global and Euro-Atlantic economic structures, and to bring Romania closer to a fully ERTMS-compliant railway network, and remove its outdated class B system from the trans-European corridors [30].