Transfăgărășanul was built between the years 1970-1974 at the initiative of Nicolae Ceaușescu. Although at the time Romania had several passes of the Carpathians Alps pre-war Communist legacy (Alpine Highway Novaci-Săliște times old Road Câmpina-Predeal) or made in the early years of the regime (Bumbești road JIU-Petroșani), the invasion of Czechoslovakia from 1968 by the Soviet troops and the ease with which they could be blocked or attacked the passage between Transylvania and Wallachia (which, with one exception, followed the course of rivers) determines the initiation of emergency project "Transfăgărășanului"-a strategic road linking Piteștiului and garrisons. In the notes of the draft also mentioned that "the opening of forest watersheds Fagaras massif, rational use and development of the alpine pasture of a mountain tourist centre in the area of Lake Bâlea" [8].
Among the initial proposals included that of a tunnel. 7 km, which would have avoided the empty area, starting from the alpine chalet Balea-Cascade, passing beneath The Glacial Ridge Chalet and Făgăraş, and step out into the area below the black; This would have allowed the continuation of the road open year-round. Due to the high costs and difficulties of implementation, the proposal was abandoned from 1880s. By a decree of the Council of Ministers of 10 December 1969 [8] approving the technical-economic indicators for the "strategic objective of Fagaras", to which the troop resources are allocated by the genius of the Romanian Army (10 March 1970 [9] Regiment 52 Alba-Iulia start working from the North, and the 1st South kladeos ramnicu-Valcea, in high-mountain areas) [10], parts of the tunnel to be carried out by specialists of building Trust Hydropower (TCH) [11]. Vidraru Lake Contour sector was attributed to the Transport Ministry, the project being executed by the Design Institute of transportation, Naval, and air Car (IPTANA) and built by the Construction Roads bridges and Special Works Transport sector Bucharest, and Contour Lac-Balea Tunnel was assigned to the Ministry of Forestry Economy, the project being executed by the Institute of research and design in wood industry (ICPIL) and building enterprise delegate Forest Engineering (ICF) in Râmnicu Vâlcea [8].
Approved design then provide that the way to have a single lane plus the verge and the continuation of the road in the South, to Curtea de Argeș, on the western shore of Lake contour Vidraru (that would be followed to regulations and new Ridge Chalet, located following the creation of the reservoir lake). In 1971, however, the achievement is acting in accordance with the norms of road in mountain area road (two lanes of traffic to include 6 m and 1 m, verge, with raised slats in supralărgiri and curves). After impracticabilitatea has been found to use the route of the West Bank (which, even though it was shorter than 10 km Eastern contour, put big problems because of the snow image is far more abundant than began assembling on the other side, being exposed to far less Sun) decides the change "on the fly" of the project and the moving of the road on route, through the widening and strengthening of old forest road outline (this explains the lack of a viaduct and which would be significantly shortened the route, because once the modification shall not be had approved budget supplementation; Thus, until 2000, the outline of the coast road west of Lake Vidraru was passed in the road as DN7D, when it was reassigned to the road classification Câineni-Perișani-Curtea de Argeș) [8].
Work all the year round, the conditions being hampered by the fact that the Alpine climate at over 1,600 metres above sea level, with strong winds and heavy snowstorms, to which was added the specifics of the Fagaras Mountains-not normally than 4-5 months per year [12] [13]. The road was made with considerable material and efforts at the price of some workers and soldiers lives that contributed to the construction of his [8], an official of the balance being 40 casualties. Then workers who are now alive is advancing today's figures higher, reaching up to several hundreds of human lives lost (responding to an interview, a witness of the time stated: "Only at the dam died about 400 boys"). [7]