State Railways Administration of Uruguay

The Administración de Ferrocarriles del Estado ( AFE) to German management of the State Railways, is the national railway company of Uruguay. The AFE, originated in 1952 after the nationalization of all railway companies, operates the entire rail transport in the South American country of Uruguay. This limited exception of some regional trains in the Greater Montevideo almost exclusively to freight transport. The currently operated by the AFE railway network has a total of 1640.9 km long.

• 2.1 passenger
• 2.2 freight Transport

• 5.1 Private Companies

• 8.1 Notes and references

History

The first railway line was opened in Uruguay (now amalgamated to Montevideo station Lorenzo Carnelli today ) already on January 1, 1869 between the two stations, Las Piedras and Bella Vista. In 1871 the route was extended to Monte Video.

On December 31, 1948, the Uruguayan Parliament from January 31, 1949 decided to combine all private and public railway companies of Uruguay and to provide the management of the Ministry of Transport. Gradually, the nationalization of the private railway companies Central Uruguay Railway Limited was (CUR, 1574 km long railway network ), Midland Uruguay Railway ( 506 km rail network ), Northwestern Uruguay Railway ( 182 km rail network ) and North Uruguay Railway ( 114 km rail network ), which were initially grouped under the name Ferrocarril Central de Uruguay. On September 19, 1952 was finally the Administración de Ferrocarriles del Estado, in the aufgingen the former state iron and trams as well as the Ferrocarril Central de Uruguay, founded.

In 1963, the AFE officially ended the steam locomotive operating in Uruguay after 25 diesel locomotives were imported from Alsthom and put into operation. Already in 1939 a dozen new diesel railcars for passenger had gone into operation. These were the Moto Cars of the Hungarian company Ganz. Nevertheless, it was due to the low maintenance of the new diesel locomotives and the resulting lack of damage not always back to the temporary use of steam locomotives.

After the re-democratization of Uruguay in 1985, AFE commissioned the consortium Ferroplán with a study on the future of rail transport in Uruguay. Ferroplán developed a total of five alternatives, ranging from a retention of the former network of some 3,000 kilometers to a strong shrinkage at about 500 kilometers. Nevertheless, the Uruguayan Ministry of Transport developed an alternative study, which showed the unprofitability of the entire rail network and - provided for in accordance with the advice of the World Bank, a complete cessation of operation. Ultimately, the entire passenger and cargo traffic set in 1988, the AFE operation from now on only freight. A large part of the car park was very run down and was scrapped.

In the nineties, the AFE operational again individual compounds in the passenger, but were reinstated. After 1991 first special trains ran in different parts of the country, started in 1993, first between the old Central Station of Montevideo and 25 de Agosto again a suburban railway operation, which was gradually extended to the following routes:

• Montevideo - La Paz - Canelones - Santa Lucia - 25 de Agosto - Florida ( 108.7 km long),
• Montevideo - La Paz - Canelones - Santa Lucia - 25 de Agosto - San Jose ( 95.9 km long) and
• Montevideo - Sauce - Santa Rosa - San Ramon - Sudriers ( 43.9 km long)

Weekday perverted total of 8 pairs of trains, Saturdays and Sundays only, however, only 5 a nip roll 25 de Agosto. Were used, which again reclaimed Uerdinger railcars, which were first painted in the house colors of the AFE (in blue - beige), diesel with modernized passenger cars and some of the nearly 70 -year-old diesel railcar manufacturer Brill. Even the ailing rail network to date has been repaired to the lines with passenger traffic at many places.

AFE is also supported by the cooperatives Urutren and AIFFLA who care for example, the repair of railway vehicles ( and others, on behalf of the AFE) and together with the AFE to the organization of passenger transport. So Urutren wanted to even carry passengers again in the middle of Uruguay after the purchase of five used diesel railcars from the Netherlands. This project could not be implemented because it was not possible anywhere to get a loan for the purchase of the vehicles.

In 2006, already ran tenders for re-privatization of the Uruguayan railway network, but failed. Therefore, the rail network is the time being in possession of the AFE. The rail network will remain state and is managed and updated by the state Corporación Ferroviaria del Uruguay CFU. The law prohibits the privatization of infrastructure, however, the plan was to privatize the freight, which, however given the relatively low volume of goods and the imperfect infrastructure is hardly possible.

Source: Own research within the project LFU.

In the discussion there was at the time the extension of scheduled passenger traffic of Sudriers to the city of Minas. The citizens of Minas already collecting signatures for the extension of passenger traffic up to Minas.

2007 promoted the AFE to the only three suburban lines total 606,000 passengers again.

Montevideo Estación Central General Artigas

The Estación Central General Artigas was the great railway terminus of Montevideo. This is located at the northern edge of the center and is now very run down. After various, smaller stations in the vicinity of present-day Montevideo Estación Central General Artigas this was taken as the construction of the Italian architect Luis Andreoni on 15 July 1897 in operation. In the style of the terminus station was allowed to be influenced by European styles. On December 14, 1891, the previous station building was completely destroyed by fire. Then decided the former railway company Ferrocarril Central to build a new main station at the same location. The railway company commissioned the architect Luis Andreoni with the construction. The work on this project began in 1892, on 27 August 1893, the cornerstone was laid for the new station building. Andreoni designed a railhead on the European model in eclectic style with a crossbar and two parallel to the tracks station wings. The 47 meter by 120 meter hall roof of the station was not completely glazed, but are largely obscured with zinc plates. On June 23, 1897, the Ferrocarril Central officially opened the station, the train operation took the railway company on 15 July of the same year. After January 2, 1988, all the passenger trains were discontinued, the AFE used the platform hall for various exhibitions, while the administrative offices and the freight terminal were still being used at a normal degree. In the further course of the year 1998, the State since 1993 again reactivated for the reactivated suburban trains Montevideo Montevideo Estación Central General Artigas sold to Banco Hipotecario del Uruguay, which provided for a development to a cultural shopping center (urbanization concept "Plan Fénix "). Some parts of the existing freight terminals should also be converted into a large supermarket. Already in 1999, the railway administration began the construction of a 500 meter located further north, 3 -track new central station of Montevideo ( popularly known as " El Apeadero " called ). The new central station is difficult to access on a hidden side street and its two platforms are designed for only a few passengers. After numerous construction defects and delays, the new central station resumed operation on March 1, 2003. Since then, was and is the old main station out of service and without siding, as the Banco Hipotecario del Uruguay AFE withdrew permission in 2003 to use the Montevideo Estación Central General Artigas. Therefore, the management of AFE and had to move out of the freight terminal had to be closed as well. Part of the AFE administration has moved to premises which the Banco Hipotecario del Uruguay is available, the remaining part in AFE own offices near the repair shop Peñarol.

Since then, a listed Montevideo is empty Estación Central General Artigas, as a result of the Uruguayan banking crisis in 2002, the "Plan Fénix " has not been realized. You rots more and is representative of the a few years ago continues to progressive deterioration of the Uruguayan railway network with many people in Uruguay.

The railway administration AFE has the beginning of 2008 the Rangiergeleise the former Montevideo Estación Central General Artigas again with the track rails connected (to port ). It is now hoped that the head station is reopened.

Current traffic

Passenger

The only existing passenger trains operate on the connection Uruguay Montevideo - Las Piedras - 25 de Agosto (63 km ) after the passenger already been completely set and 1993 had been resumed with three lines. For this, the routes in many places have been repaired. 2007 promoted the AFE to the only three suburban lines back 606,000 passengers.

Passenger trains begin and end today in the new Central Station of Montevideo. The chainage corresponds to that from the old Central Station. Were used, which again reclaimed Uerdinger rail buses and diesel locomotives with updated passenger cars and some 70 -year-old diesel railcar manufacturer Brill. This fleet was used in 2013 by 5 supplements in Sweden bought diesel railcars of Class Y1.

Freight traffic

The AFE still operates a portion of freight transport in Uruguay, especially bulk commodities due to the poorly developed road network. For example, wood bulk and container traffic So is traced from the forests, carried out on flat cars. Other important tasks are the transport of goods such as clinker, fuel, rice, maize and barley. The transportation of goods from the north of the country and of the interior to the ports and the transport to neighboring countries such as Argentina plays an important role. However, often lack the infrastructure compelled to increase the volume of transport, because the required rail infrastructure, warehouses, cranes for cargo handling and loading ramps are missing especially at many small stations. Due to the bad road condition, the maximum speed of freight trains is now mostly 20 km / h, but often can even be driven at 10 km / hr. 2007 carried a total of 1.37725 million tons AFE goods by rail. Are in operation today following routes:

• Montevideo - Rivera, 500 km
• Montevideo Minas, 120 km
• Montevideo - Rio Branco, 300 km
• Paso de los Toros Salto, 250 km

The remaining network is shut down.

Rolling stock

The AFE has a large inventory of diesel locomotives and railcars / rail buses and passenger and freight cars. Most railcars and the operational rail buses currently carry a blue- beige paint and diesel locomotives a blue and yellow paint. All motor coach / rail buses have barred at the front of a yellow and black warning stripes and the ( lateral ) are disks to protect against stone throwers. As railcars AFE had in the 1970s American railcar manufacturer Brill and Hungarian railcar manufacturer to 1982 a total of 57 German Uerdinger railbuses the former German Federal Railroad were purchased as second hand vehicles Quite the use, as in 1980, in which the red Federal Railroad livery was maintained ( with yellow and black warning stripes on the front sides ). The current trains consist of either a diesel locomotive with attached car or from the last operational railcar / Uerdinger rail buses. However, due to the low maintenance and overloading of vehicles especially for the mostly older diesel locomotives there are often many repairs and consequent lack of locomotives.

In passenger transport currently are 1-2 Brill railcars (of 4 in stock, which are always at least 2 repaired) used by 1936. Of the Uerdinger rail buses are still two with two sidecars in stock, but only one rail bus is operational. Furthermore, passenger cars Fiat Argentina from the 1960s on the trains from Montevideo to 25 de Agosto, Florida and San Jose in use. On days with particularly strong demand, usually on Saturday, even trains from all- Mávag car (built in 1977 ) are used. Since no matching full - Mávag of locomotives are operational, a diesel engine with an intermediate car is biased ( Flat car with container or steam locomotive tender). During the Semana del Turismo in ( South) autumn numerous special trains to San Ramón, Cerro Colorado, Minas or Durazno often be driven. These trips are enjoying very popular. 2013 were bought in Sweden Y1 5 used diesel railcars in the series.

Link state

Many trails are in mediocre condition. Often the routes have been exposed to a strong sprawl and neglect in maintenance in recent years. In addition, the flood of AFE often causes problems, since it bridges and tracks also damaged. Thus, especially the reception building of the decommissioned passenger routes in a very bad condition, but also the local tracks themselves (many tracks are no longer required). However, the Uruguayan railway network is modernized back stronger in recent years.

The modest plan for the second period of government of the Frente Amplio (2010-2015) to reach a speed of 40 km / h for freight trains.

Thus, the AFE has now won through to spend a few bucks for new thresholds, and so currently several thousand thresholds in section Pintado - Rivera will be (422 miles) replaced. Apparently, the main route Montevideo - Rivera is to be preferred over Tres Arboles and Piedra Sola against the technically standing in somewhat better condition route via Churchill. Beginning of 2011 to be ready by then the track. Another 1,000 kilometers of rail lines are provided, a bunch of tracks, with which Russia once paid his debts for agricultural supplies. This was decades in stock and will be finally used. The Lapachoholz for the thresholds is from Paraguay and the nails are not smooth, but made ​​a spiral. So they are no longer jump out through the vibration caused by trains. The work is performed under the direction of AFE. It has now been rejuvenated a bit and expanded with new employees. First, the AFE is now planning the rehabilitation of another 431 kilometers of track. When testing a small stretch of 10 kilometers is first modernized on the modernization with the new rails and sleepers can be tried. Subsequently, the repair begins on the route, which runs from the station Pintado up to Rivera, where the node with the largest volume of traffic is. This conversion should take a total of 30 months. It is also a GPS system to monitor the locomotives and freight cars are installed.

AFE has purchased for the renovation of the rail network 10 tractors from Materfer in Cordoba, 2 of which operate together. These are used to carry the railway workers and their tools and have an air cooling system, a diesel engine from Deutz and a transport capacity of up to 10 railway workers.

Future

Having already been thinking in the government loud about the future of the AFE, various leaders from the AFE have already become active. The President of Uruguay, José Mujica, is convinced of the important role the railroad for Uruguay, mainly for freight, but also for the passenger. On the part of the AFE will include a proposal for a further reduction of the network with the total closure of the right- battered lines 25 de Agosto - San José; Algorta - Fray Bentos and Sudriers - Rocha suggested. With a smaller route network would be the AFE possible to entertain the other lines better and operate more profitably. Of course, repeatedly pointed to the beginning, extensive transport of eucalyptus wood. But even the reactivation of the route is Florida - blanquillo necessary.

The route Algorta - Fray Bentos is to be renovated, because after Fray Bentos much wood is transported for processing. Since many passenger trains operate between 25 de Agosto and San Jose in San Jose and also some crossings were rehabilitated, a closure of this route is not for discussion. The track Victor Sudriers - Rocha - La Paloma is currently shut down and east of La Floresta no longer passable. However, since projects are in place to build a new deep-sea port in La Paloma, the route for later reactivation remains. There are also considerations, the distance Salto - Cuareim to resume operation, since it opens up a region with a strong production of agricultural goods. The track Nico Pérez Valentines - - also is a reactivation of the section Nico Pérez Melo thought, as in a great Valentines timber processors will be located. The measures provided for in the coming years, investments could be up to 400 million. U.S. $ cost, if all projects are implemented.

With the help of an investment of around $ 50 million so far around the railway system in Uruguay is to be upgraded. The investment provides for the procurement of at least 10 to 12, a maximum of 20 new diesel locomotives haul as well as the equipment of diesel engines with the GPS system. Thus, currently numbering some 1.4 million tons of cargo can be transported in freight traffic tripled by the end of the five-year period of Uruguay. For passengers, wants to introduce a combination ticket that is valid in both the passenger trains on routes to 25 de Agosto and Estación Sudriers as well as on the subsequent buses.

Private railways

Any private enterprise is allowed to use the rail network in Uruguay for a fee, if it has its own vehicles.

Supported by the organization AIFFLA project LFU ( Lineas Ferreas Uruguayas ) always takes on more concrete forms. So even a small Cockerill diesel locomotive Ferrocarriles Argentinos was bought and worked up. The locomotive is currently already in use, leased to a company from Buenos Aires; thus can be paid outstanding bills of the repair work. The locomotive now bears the number D401 and is up and down blue, painted in the middle of orange. The LFU also still owns a passenger car, a railcar Uerdinger ( ex. AFE No. 165) and some freight cars. The cars are still on the standard gauge network of the defunct Ferrocarriles Argentinos (former State Railway of Argentina ), and like the wider rail car still be transferred to Buenos Aires and there subjected to a thorough repair. Due to the major banking crisis in Argentina a few years ago, it is now much cheaper, this work carried out in Argentina than in Uruguay.

With the diesel engine is the one for which concession demanded freight (only then can a company even passenger ) perform carried out, probably on the currently disused track Florida - are Kilómetro 329 Below nor the diesel railcars and other vehicles repaired, they are then also after Uruguay transferred.

Operating facilities

Near the new Monte Videoer main railway station there is a large depot with a small storage building and a large outdoor parking area. In addition, in Sudriers station there is a small depot. In Peñarol (north of Montevideo) is the freight car repair shop of the AFE. Near the repair shop Peñarol Estación Central General Artigas located since the total closure of Montevideo is also a part of the AFE office.

In many large (former) passenger stations and in all Bahnbetriebswerke hubs exist at the end of stub tracks, these were / are used to turn the motor coaches and railcars.

Railway Museum

Directly to the freight car repair shop Peñarol borders a railroad museum with roundhouse and turntable over the railway ( history ) of Uruguay. In the museum there are many (historical ) railway vehicles from Uruguay, such as various operational steam locomotives ( and Others locomotive No. 120). The museum is open on Fridays from 17:30 clock to 21 clock. The museum is accessible both by train (from the new railway station Peñarol ), as well as by bus. With the operable steam locomotives also special trips are carried out.

Swell

• Jürgen Krantz, Roland Meier: About the railcar. ISBN 3-613-71313-6.