On 31 December 1948, Parliament approved projects for acquiring foreign railroads, discharging part of the £17 million which was owed to Uruguay by the United Kingdom because of purchases made during World War II. On 31 January 1949, the railroads were nationalized. That August, the executive branch of government proposed to the General Assembly the creation of a body known as the Land Transport Management of the State, charged with the following:
The monopoly would gradually prepare to take over private enterprises, and the proposal was based on the need to avoid ruinous competition. Having difficulty obtaining approval, the Executive decided not to pursue the proposal and allow the new entity to limit its function to the operation of rail transport. Meanwhile, between 31 January 1949 and 19 September 1952 the country held two state railways: the Ferrocarril Central del Uruguay and the state railway and tram network, which remained at the forefront of its former operations. The two companies were merged with the creation of the State Railways Administration on 19 September 1952.
Recent developments
Uruguayan railways have approximately of track, all, diesel traction and with only of double track. Half of the network is closed, with freight trains circulating branches from Montevideo – Rivera – Livramento; Piedra Sola – Three Trees; Sayago – Minas; Verdum – Plant ANCAP; Carnelli – La Teja; Chamberlain – Paysandú – Salto – Concordia and Algorta – Fray Bentos. The branch from August 25 – San Jose – Ombucitos is under renovation, and the stretch to San Jose was reopened for passenger service in December 2006. Passenger service is provided by three suburban lines, starting from Montevideo to the north, the west and the northeast. Since 1 March 2003, passenger trains depart and arrive at a new terminal 500 meters north of the Central Station in Montevideo ; this entailed a loss of more than 100,000 passengers. The State Railways Administration is the administrator of the rail network. It permits movement of rolling stock from other companies and institutions, and several have their own cars and locomotives.
Rolling stock
AFE rolling stock consists of:
5 Italian-Swedish Kalmar Verkstad/FIAT Y1 railcars. They were acquired in agreement between UTE, ANTEL, ANCAP and Banco República in 2013. Manufactured between 1979 and 1981 and reconstructed in 2002. They come fromSweden where they were in service.
ALCO 1500 locomotives, a total of 47 locomotives which arrived in two shipments: 20 in 1952 and 27 in 1954. Nine of them are still serviceable but they are in Peñarol workshops waiting to be repaired.
19 Alsthom locomotives, out of 25 acquired in 1963. Between 1988 and 1991, 15 were rebuilt with new engines at the Peñarol shop. Their status is as follows:
In service : 801, 803, 805, 806, 809, 810, 811, 812, 813, 816, 817, 818, 819, 820 and 824
In service : 802, 814, 822 and 825
4 LEW locomotives, ex-Brazil, will be purchased in August 2019. Built around 1968.
16 Diesel-hydromechanical trains from the Hungarian manufacturer Ganz-MÁVAG. One locomotive is in service and two are undergoing repair; the trains consist of a locomotive and first- and second-class cars which arrived between 1977 and 1978. The stock was neglected: vandalized, cannibalized for repairs, damaged by weather or used for commercial projects. The status of the locomotives is:
