Ferrovie del Sud Est

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Ferrovie del Sud Est e Servizi Automobilistici Srl
legal form Srl
founding August 6, 1931
resolution 4th August 2016
Seat Bari , Via G. Amendola, 106 / D
Branch Railway infrastructure , passenger and freight transport
Website http://www.fseonline.it

Ferrovie del Sud Est railway lines
Southernmost train station in Apulia: Gagliano Leuca . Two trains from the Ad 31-45 series meet here.

The Società Ferrovie del Sud Est e Servizi Automobilistici a rl (colloquially: Ferrovie del Sud Est ) (FSE) is a regional railway company in southern Italy , with a network south of Bari to the south of Apulia . Today it belongs to the Ferrovie dello Stato (FS) - legally but still an independent company .

The railway company

The FSE are organized under private law , but their sole shareholder is the Italian state. It has been part of FS Holding since August 4, 2016 . The seat of the company was initially Rome, later Bari. It operates rail infrastructure and rail traffic . The railway connects the cities of the region with those places on the FS lines, the Bari – Brindisi – Lecce and Bari – Taranto railway lines . The route network operated by it has a length of 473 km.

history

Geographical conditions

The interior of Salento is a relatively flat plateau, which, however, drops steeply directly on the coasts to the Adriatic Sea and the Gulf of Taranto . The coast itself was very swampy , malaria-ridden and uninhabitable. With the exception of a few port cities such as Bari , Otranto , Gallipoli and Taranto , all settlements are therefore inland. The FSE routes only lead to the sea in the seaports mentioned and otherwise run in the interior of Apulia. The draining of the swampy coast took place only after the Second World War . Bathing tourism has developed on a large scale there in recent years, and the railway runs far too far into the hinterland for its needs.

founding

organization

The Ferrovie del Sud Est was two by the merger of private railway companies , the Ferrovie Salentine and the Ferrovie Sussidiate than corporation founded in Rome on August 6, 1931, completed the merger as of 30 September of the same year. The shareholders of the newly founded company were the banker Komtur Carlo Raffaele Bombrini with 80% of the shares, Count Ugo Pasquini with 10% of the shares and the engineer Bazzocchi and Senator Count Fulco Tosti Valminuta with 5% each . On July 1, 1933, the Ferrovie del Sud Est bought by the state railway , the Ferrovie dello Stato Italiane (FS), the railway line Lecce-Otranto, the former southern sector of the Adriatic railway , and the branching therefrom railway Zollino-Gallipoli. In the same year, the FSE succeeded in gaining control of the Strade ferrate Pugliesi . Count Ugo Pasquini became chairman of the FSE. He operated the participation of the FSE in the Società, Anonima Italiana Ferrotramviaria , in order to be able to participate in the concession for a new railway line Bari – Barletta . The FSE reorganized the thus composed group.

vehicles

Diesel railcar Ad 06 from MAN in the Railway Museum in Lecce

Initially, steam locomotives drove in the traditional way with wagon trains. The rolling stock came from the companies from which the FSE merged. However, the FSE subsequently bought more vehicles.

From 1939 to 1952, the company also procured modern diesel multiple units from MAN , which were manufactured under license in the Officina Meccanica della Stanga in Padua . They were listed as Ad 01 to 10 at the FSE. The last vehicle (Ad 06) was decommissioned in 1997 and is preserved in the Railway Museum of Apulia .

traffic

On the lines formerly operated by the state railway and on the Bari – Locorotondo line that of Ferrovie Sussidiate , the 1st – 3rd class were - as was common at the time - in passenger traffic. Class has been offered. All of the other companies that merged to form the FSE only offered two classes. The FSE followed suit and described the two classes it offered as 1st and 3rd class. As a result of the continental “class reform”, the elimination of the old 1st class and the renaming of the 2nd and 3rd class to 1st and 2nd class, on June 4, 1956, these were also awarded 1st and 2nd class . Since June 6, 2005, only 2nd class has been offered. However, in the most modern railcars of the FSE, the ATR 220 series, an area with 1 + 2 seating is built in, which was obviously intended for 1st class.

post war period

Investments

In order to repair the damage caused by the Second World War, the FSE was able to benefit from the funds provided by Law No. 1221 of August 2, 1952 on the modernization of railway lines and the procurement of new vehicles: with the help of this program, it was able to Acquired 13 diesel locomotives of the FSE BB.150 series to replace the steam locomotives previously used in wagon train traffic . In addition, 30 diesel multiple units of the FSE Ad 51–80 series from Breda with 22 sidecars and five shunting locomotives of the FSE B.101–105 series were acquired from the range. The railway infrastructure , track systems, buildings and signal systems could be refurbished, works to the value of 5.8 billion lire .

passenger traffic

The absolute high point in passenger traffic was reached in the war year 1944 with 10.3 million passengers. A second high point in 1982 with 8.7 million travelers. Since then, the number has steadily decreased to 5.2 million in 2011. The year 1944 was also the absolute high point for passenger kilometers with 313 million. In 1982 the value was 212 million, since then it has also been falling steadily.

Freight transport

Tank wagons for the transport of drinking water

The peak of the volume of goods traffic was in the height of the Second World War. In 1942, 1.2 million tons of goods were transported, at 122 million ton kilometers . In 1987 it was still 168,712 (14% of the value of 1942) tons and 6.7 million tonne-kilometers (5.5% of the value of 1942). In 1978: 3,904 wagonloads of potatoes (60,000 t) and 4,126 wagonloads of grapes (45,000 t) were transported. There were separate tank wagons for the transport of wine . Up to the beginning of the 1990s, rail mail cars were also in use on the FSE .

A special form of freight transport was the internal transport of water: remote offices that were not connected to the public water supply network and did not have their own wells received both drinking and service water (especially for filling the steam locomotives) with their own trains that carried tank cars which were kept exclusively for this purpose. In 1935 the railway had 12 such cars. The service lasted until the 1970s.

Final phase

Economic difficulties

From the late 1960s, the railway came into increasing financial difficulties, which culminated in the fact that it was placed under state administration on December 19, 1985. This "compulsory administration" was maintained until January 1, 2001, when the FSE was reorganized under the new name Società Ferrovie del Sud Est e Servizi Automobilistici a rl in the form of a GmbH under Italian law . The sole shareholder was now the state, whose rights were exercised by the Ministry of Infrastructure and Transport . After the railway was nevertheless "run down" by corrupt managers and as a result stood there with 350 million euros in debt, it was integrated into the state railway FS on August 4th, 2016. Furthermore, as a result of the railway accident in Andria on July 12, 2016, the railway supervision of the three Apulian private railways, including Ferrovie del Sud Est , was transferred to the Agenzia Nazionale per la Sicurezza delle Ferrovie (ANSF), which previously only operated for the State railway , Rete Ferroviaria Italiana , was responsible. This also means that the existing safety certificates expire after six months and new ones must be issued by the ANSF by then. Otherwise, rail operations must be stopped.

business

FSE double deck car in Bari
An ATR 220 class railcar arriving in Nardò Centrale
Gallipoli train station. Left: Incoming train from Lecce, right branches off the line to Casarano.

In 1991 there was a through coach offer from Milano Centrale to Otranto in the summer timetable : FSE took over two 2nd class coaches from the Milan –Lecce express train and continued to Otranto. It remains to be seen whether the takeover of FSE by FS will bring such network-wide offers again.

After an IKEA store opened in the immediate vicinity of Bari Mungivacca train station in 2006, there were special Ikea trains for a year that ran between Bari Centrale and Bari Mungivacca in addition to the rest of the timetable .

FSE's last vehicle acquisition for passenger transport was a series of Polish Pesa ATRIBO diesel railcars, which were discontinued at FSE as the ATR 220 series. Since 2013, double-decker cars have also been used on the Bari – Taranto railway line .

As part of the FS

organization

The Ferrovie del Sud Est are now as an independent subsidiary within the FS holding company organized. It operates a network of 473 kilometers in length.

business

On September 7, 2016, the FSE had to shut down all 25 vehicles of the ATR 220 series because they had not been adequately maintained during the crisis. As a result, only a very thinned-out timetable could be run, replacement rail traffic came into play and some leased vehicles from the FS were used. In May 2017, at least individual ATR 220s were in use again.

As a result of the railway accident in Andria, the ANSF ordered a maximum speed of 50 km / h on all railway lines throughout Italy that were still without technical train protection. This regulation also applies to the entire FSE network. Since April 18, 2017, an adjusted timetable has been in effect until June 24, 2018 . A train takes around an hour and a half to cover the 59 km route from Lecce to Gallipoli. Trains from the old AD series run here almost every hour.

future

The intention was to electrify the Bari – Martina Franca – Taranto line . Here it must be seen whether the project will be implemented after the FSE has been taken over by the FS.

By the end of 2019, the entire network is to be equipped with the SCMT train protection system , the first being the two lines running south from Lecce, which is to take place in 2018. The Apulia region bears the costs .

Infrastructure

The FSE operate the following railway lines with a total length of 473 km, which are listed here with today's kilometrage and from north to south. This does not correspond to the historical sequence in which these routes were built and the historical kilometrage also differs considerably from today's:

The securing of train journeys through train reporting ("blocco telephonico") was replaced in the 1960s by electrical route blocks ("Apparato Centrale Elettrico").

business

railroad

The FSE operate rail passenger transport on eight lines :

With the exception of the Bari – Martina Franca – Taranto line, only railcars operate today. Freight traffic is also still driven.

bus connections

FSE bus on the square in front of the train station in Gallipoli

The Ferrovie del Sud Est operate within the consortium Cotrap also an extensive network of bus routes .

vehicles

Steam locomotives

Class 870 locomotive (not from the FSE)
number Company numbers Years of construction Wheel alignment Manufacturer origin proof
02 201, 202 1892 1-B Breda
12 1-12 1899-1905 C. Société anonyme Saint-Léonard à Liège Ferrovie Sussidiate
22nd 870.XXX 1903-1909 C. various Ferrovie dello Stato
10 1-10 1911 C. Borsig Ferrovio Salentine
16 880.XXX 1912-1922 1-C predominantly: Breda Ferrovie dello Stato
02 13, 14 1914 D. Société anonyme Saint-Léonard à Liège Ferrovie Sussidiate
06th 311-316 1914 C. Officine Meccaniche Italiane SA Ferrovio Salentine
04th 400-403 1925 C. Miani e Silvestri Ferrovio Salentine
02 37, 38 1926 1-C-1 Breda 1937 used by the Ferrovia della Valle Seriana

Diesel locomotives

BB 162 in Martina Franca train station
number Company numbers Years of construction Wheel alignment Manufacturer proof
13 BB 151-BB 163 1959/1960 BoBo Officine Meccaniche Reggiane (OMR)
01 BB 170 1959 BoBo OMR
05 B 101-B105 1959 B. Greco- Deutz
01 B 110 1962 B. Greco-Deutz
06th DE 164-DE 169 1968-1970, 1990 BoBo Fiat / Breda
03 DE 122.401-403 1989 BoBo IMPA di Catania
04th DE 171-174 1991, 1996 BoBo OMR
05 DE 122.410-414 2006-2008 BoBo DPA Elettronica di Finocchiaro Santa
02 753.701 / 702 2006 BoBo Československé státní dráhy
01 Zephyr Crab 2000E 2008 B. Zephyr

Diesel railcars

In addition to the vehicles listed below, twelve railcars of the 668.1400 series , leased from the state railway FS, were in use by the FSE in the 1990s . They were listed here under the designation Ad 11 - Ad 22. This was the second assignment of these numbers. The vehicles that originally had these numbers were already decommissioned at that time.

number Company numbers Years of construction Manufacturer proof
10 Ad 01-10 1939-1952 MAN / Officina Meccanica della Stanga
02 Ad 21, 22 1958 Alenia Aermacchi
30th Ad 51-80 1960 Breda / Aerfer
25th Ad 31-45, 121-130 1978 Fiat
08th Ad 81-88 1999, 2000 Fiat
27 ATR 220.001-027 2009-2011 Pesa
03 2010 Stadler Rail

Passenger cars

n-car parked in Gallipoli station, 2016

Of the numerous passenger cars that have been used by the FSE over the years, only three types are mentioned below. Traffic was recorded in 1931 initially with the vehicles that were in the pool of railways that merged to form the FSE. However, new vehicles were also procured from 1931 onwards. A number of these vehicles are preserved in the collection of the Railway Museum of Puglia . In the 1990s, used cars were also put into operation.

Freight wagons

The FSE also owned a considerable number of freight wagons , in 1935 there were 399. These were mainly boxcars , but also 73 wagons for transporting wine. However, the number of freight wagons has fallen sharply as a result of the sharp decline in freight traffic and the number of freight wagons now leaves an outdated impression.

Service vehicles

The railway held two snow plows until 1995 , which were then scrapped due to a lack of demand.

literature

  • R. Bianchini et al. a .: Apulia Railway Museum. A journey into the word of real and miniature railways. Illustrated Guide. 2015.
  • Railway Atlas Italy and Slovenia / Atlante ferroviario d'Italia e Slovenia . Schweers + Wall 2010. ISBN 978-3-89494-129-1 , pp. 81, 86f, 93.
  • Renata De Lorenzo: Storia e misura: indicatori sociali ed economici nel Mezzogiorno d'Italia (secoli XVIII-XX). Milano 2007, pp. 270-300.
  • Pietro Marra: Rotaie a Sud Est . Bagnacavallo 2014. ISBN 978-88-909824-0-8

Web links

Remarks

  1. ↑ Description of the vehicles (in Italian).
  2. ↑ Description of the vehicles (in Italian) .
  3. ↑ Three- digit, non-sequential numbering.
  4. ↑ Description in Italian .
  5. ↑ Three- digit, non-sequential numbering.
  6. ↑ Description in Italian .
  7. ↑ Description in Italian .
  8. ↑ Description in Italian .
  9. ↑ 1973 used from the Consorzio Cooperativo Ferrovie Reggiane (CCFR) bought, there under the no. 920; here : description in Italian.
  10. ↑ Description in Italian .
  11. ↑ Description in Italian .
  12. ↑ At the FS; FS D.345 series .
  13. ↑ Borrowed from the FS, returned in 2006.
  14. ↑ ČSD series T 478.4 , "Diving goggles".
  15. ↑ Years of construction: 1970, 1972, rented.
  16. ↑ The vehicles corresponded to the rail buses of the Deutsche Bundesbahn .
  17. ↑ This included 22 sidecars with the numbers R 551 - 572 (Marra, p., 260).
  18. ↑ Description in Italian .
  19. ↑ Description in Italian ; the vehicles corresponded to the FS ALn 668 series of the state railway.
  20. ↑ Description in Italian ; the vehicles corresponded to the FS ALn 668 series of the state railway.
  21. ↑ These vehicles are ATRIBO diesel multiple units.
  22. ↑ Stadler GTW 2/6, used from the Mittelthurgau Railway .

Individual evidence

  1. ^ Marra, p. 71.
  2. ↑ Homepage of the FSE .
  3. ↑ hpe: SCMT for the FSE network . In: Eisenbahn-Revue International 6/2017, p. 297.
  4. ^ Marra, p. 71.
  5. ↑ Marra, p. 72.
  6. ↑ Marra, p. 72; De Lorenzo, pp. 286-296.
  7. ↑ Marra, p. 72.
  8. ↑ Marra, p. 73.
  9. ↑ Marra, p. 72.
  10. ↑ Marra, p. 72.
  11. ↑ R. Bianchini et al. a .: Apulia Railway Museum , p. [18]; Marra, p. 78f.
  12. ↑ See: Marra, p. 160.
  13. ↑ See Marra, p. 95 and the photos from the inauguration drive on January 17, 1960, ibid., P. 91 to 93.
  14. ↑ Marra, pp. 94f.
  15. ↑ All information from: Marro, p. 159.
  16. ↑ R. Bianchini et al. a .: Apulia Railway Museum , p. [27].
  17. ↑ Marra, pp. 174, 314ff.
  18. ↑ Marra, pp. 330f.
  19. ↑ Marra, p. 320.
  20. ↑ R. Bianchini et al. a .: Apulia Railway Museum , p. [37].
  21. ↑ Marra, p. 96ff; Note flash . In: I Treni 57 (January 1986), p. 7.
  22. ^ NN: Comunicato Stampa - Il Ministro Delrio has firmato il Decreto per il trasferimento di FSE a FS SpA In: Homepage of the FSE .
  23. ↑ mr: Trains collided without braking . In: Eisenbahn-Revue International 10/2016, p. 508.
  24. ↑ hpe: Stricter security requirements for Italian private railways . In: Eisenbahn-Revue International 12/2016, p. 618.
  25. ^ Marra, p. 163.
  26. ^ Marra, p. 164.
  27. ↑ Marra, pp. 106, 155.
  28. ↑ hpe: SCMT for the FSE network . In: Eisenbahn-Revue International 6/2017, p. 297.
  29. ↑ mr: Ferrovie del Sud Est: Large part of the fleet shut down . In: Eisenbahn-Revue International 10/2016, p. 516.
  30. ↑ hpe: SCMT for the FSE network . In: Eisenbahn-Revue International 6/2017, p. 297.
  31. ↑ Marra, pp. 106f.
  32. ↑ hpe: SCMT for the FSE network . In: Eisenbahn-Revue International 6/2017, p. 297.
  33. ↑ All information from: Railway Atlas Italy and Slovenia , pp. 81, 86f, 93.
  34. ↑ Marra, pp. 111-115.
  35. ↑ Marra, p. 115f.
  36. ↑ Marra, pp. 117f.
  37. ↑ Marra, pp. 118f.
  38. ↑ Marra, pp. 120f.
  39. ↑ Marra, p. 122.
  40. ↑ Marra, pp. 124f.
  41. ↑ Marra, pp. 125f.
  42. ^ Marra, p. 154.
  43. ↑ Network plan and line list on the homepage of the FSE .
  44. ↑ Bus timetable . In: Homepage of the FSE.
  45. ↑ Marra, pp. 207ff.
  46. ↑ Marra, p. 180ff.
  47. ↑ Marra, pp. 201ff.
  48. ↑ Marra, pp. 188ff.
  49. ↑ Marra, pp. 201ff.
  50. ↑ Marra, pp. 180, 184ff.
  51. ↑ Marra, p. 192ff.
  52. ↑ Marra, pp. 195ff.
  53. ↑ Marra, pp. 198ff.
  54. ↑ Marra, pp. 209ff.
  55. ↑ Marra, p. 216ff.
  56. ↑ Marra, pp. 219ff.
  57. ^ Marra, p. 221.
  58. ↑ Marra, p. 223ff.
  59. ↑ Marra, p. 228ff.
  60. ^ Marra, p. 237.
  61. ↑ Marra, p. 232ff.
  62. ↑ Marra, p. 234ff.
  63. ↑ Marra, p. 222, cf. also archive link ( memento of the original from August 8, 2016 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. . @1@ 2Template: Webachiv / IABot / www.zephir.eu
  64. ↑ Marra, p. 241ff.
  65. ↑ Marra, p. 248ff.
  66. ↑ Marra, pp. 252ff.
  67. ↑ Marra, pp. 262ff, 273ff.
  68. ↑ Marra, p. 268ff.
  69. ↑ Marra, pp. 277ff.
  70. ↑ Marra, pp. 282f.
  71. ↑ Marra, pp. 287ff.
  72. ^ Marra, p. 294.
  73. ↑ Marra, pp. 301ff.
  74. ↑ Marra, p. 307ff.
  75. ↑ Marra, pp. 304ff.
  76. ↑ Marra, p. 320ff.
  77. ↑ Marra, p. 320.
  78. ^ Marra, p. 346.