The first Romanian railway to be electrified is the metric gauge interurban private railway Arad - Ghioroc - Pâncota and Radna, electrified in 1913 with 1650 V DC (direct current).

At the same time, the first electrification project is created by professor I.S. Gheorghiu for the national railroad network. Due to strategic defence reasons, it is envisaged to build an electrified line between Pietrosita and Sinaia and continue the electrification to Predeal, which was the heaviest used line at the time and also a mountain railway.

The traffic on the railway line between Câmpina and Brasov is saturated and continues to grow. To further increase capacity it was necessary to electrify the line and laws are voted by the government in 1929 and 1934. The political turmoil during this period, the lack of specialised engineers and the availability of local oil and coal reserves delayed the implementation and the Second World War made all these projects obsolete.

During the war, double track is introduced on the Câmpina to Brasov section, but the limited power of steam engines represents a critical limitation.

On September 12th, 1942, and following a law adopted the same year, the Romanian Railways (CFR) create the "Direction of electrification" under the leadership of engineer Dimitrie Leonida.

But once again, due to war events and the economic situation, the project is never realised.

After the war, discussions to electrify the Bucharest to Brasov railway continue.

IPCF ("Institutul de Proiectari Cai Ferate", the Romanian Railway Design Institute) decides in 1958, based on the recommandations made at the U.I.C. congresses in Annency (France) in 1951 and in Lille (France) in 1955, to use a single phase, alternative current, 50 Hz at 25 kV.

The first section to be electrified is the Predeal to Brasov section.

The electrification works of the main railway network in Romania started on December 27th, 1960, when Liviu Vintila and his team install on a foundation of monolithic concrete the first metallic mast which sustains elastic cross span n° 69.

On this mast there is a marble plaque to commemorate the event, stating: The first electrification mast of Romanian Railroads at 25 kV a.c., installed on 27.XII.1960.

The electrification of the Predeal - Brasov section is finalised by 1963.

The official opening takes place on June 9th, 1963, when, in the presence of the then head of state, Gheorghe-Gheorghiu-Dej, the electric locomotive BB-12141 tows the first train to Predeal.

At the same time, a comparative testing takes place on the newly electrified section to choose the best option for the future electric locomotives to be used by the Romanian Railways (CFR). This 26 km line is the perfect testing environment: ramps between 17‰ and 23‰ with short stretches up to 27‰ and numerous tight curves.

Four European manufacturers take part in these trials and a total of six locomotives are tested:
- Alstom (France) presents 2x BB 12000 locomotives, units BB 12131 and BB 12141;
- ASEA (Sweden) presents 2x Rb 1 prototypes, units 1001 and 1002;
- Škoda (Czechoslovakia) presents 1x S 479.0 prototype, unit E479.002;
- VEB Lokomotivbau Elektrotechnische Werke "Hans Beimler" presents 1x prototype.

At the end, the Romanian Railways (CFR) officials decide to sign a contract with ASEA (Sweden) for the delivery of 10x complete locomotives and parts for another 28x locomotives to be built in Romania. The locomotives on order are different from the Rb 1 prototypes: they will be 6 axles in a Co'-Co' configuration with maximum power of 5400 kW. These units will be designated as series 060-EA.

On December 9th, 1965, the first 060-EA electric locomotive delivered by ASEA (Sweden), registration 060-EA-001, made its maiden voyage from Brasov to Predeal.

By April 20th, 1966, the electrification of the Campina to Predeal railway section is completed.

For the Campina to Brasov section, a semi-compensated catenary system is used, allowing a maximum speed of 100 km/h.

By the end of 1967, the electrification of the Ploiesti Vest to Campina railway section is completed and works continue on the final portion to Bucharest.

On this relatively flat portion between Campina and Bucharest, a fully compensated catenary system is used allowing a maximum speed of 160 km/h.

The electrification of the last section between Bucharest to Ploiesti of the Bucharest - Brasov railway line is completed in 1969 and on February 16th, 1969, the first passenger train towed by electric locomotive 060-EA-021 leaves Bucharest Nord railway station.