Ferrovie dello Stato Italiane

Ferrovie dello Stato Italiane S.p.A.

Type	SPA
Industry	Rail transport
Founded	21 April 1905 (1905-04-21)
Headquarters	Rome, Italy
Key people	Renato Mazzoncini (CEO), Gioia Ghezzi (Chairman)
Products	Passenger and rail freight transport, rail infrastructure management, financial services
Revenue	€8.6 billion (2015)[1]
Net income	€464 million (2015)[2]
Number of employees	69,002 (2015)[3]
Subsidiaries	Trenitalia, RFI, Italferr, Grandi Stazioni, Centostazioni
Website	ferroviedellostato.it

Ferrovie dello Stato Italiane S.p.A. (previously Ferrovie dello Stato, FS)^[4] is a government-owned holding company that manages infrastructure and services on the Italian rail network. One of the subsidiaries of the company, Trenitalia, is the main rail operator in Italy.

Ferrovie dello Stato Italiane Spa owns: Trenitalia, Centostazioni, Rete Ferroviaria Italiana, Italferr, Ferservizi, FS Logistica, FS Sistemi Urbani, Busitalia Sita Nord, Fercredit, Grandi Stazioni, Netinera and by the end of 2016 the Greek Rail Operator TrainOSE will also be under the Italian company's hands.

History

Early years

Ferrovie dello Stato (State Railway) was instituted by an act on 22 April 1905, taking control over the majority of the national railways, which were private until then. The president was nominated by the government.

With the rise of fascism, a centralization policy was carried out. The board of directors and chief administrator office were abolished at the end of 1922. The institution was administered by a commissioner, appointed by the King until April 1924. Since then, Ferrovie dello Stato was managed by the newly born Ministry of Communications (including rail transport), under Costanzo Ciano.

After the armistice on 8 September 1943, Italy was divided and train operations were separately directed too, with headquarters in Salerno for the south and Verona for the north.

At the end of 1944, the Ministry of Communications was split and the new Ministry of Transport was created, including the general management of Ferrovie dello Stato, and in 1945, the company was renamed Azienda Autonoma delle Ferrovie dello Stato.

From World War II to 1985

The period after World War II was particularly tough for Ferrovie dello Stato, since most of the Italian rail network was severely damaged and the rolling stock was obsolete. The network was rebuilt almost entirely by 1952. Since then, a period of renewal started. New trains were introduced, among them the ETR 300, and many sections of the national network were electrified and sometimes doubled.

In 1957, the new ALn 442/448 multiple unit was introduced, greatly reducing travel time on the Italian network. During these years, the rolling stock was generally renewed and expanded with the mass construction of electrical and diesel multiple units, like the Ale 883, ALe 840 and ALn 772.

However, the real revolution was the introduction in 1956 of the new FS ALn 668 diesel multiple unit. In the following years, 3 MU out of 4 were 668, which replaced many older units. Many electrical multiple units were also introduced during this period, like the ALe 601, progenitor of the Ale 801/940 and ALe 803 EMU, still in use today on regional service.^[5]

During the 1970s, electronic cars were first introduced on the Italian network, starting with the G.A.I. trains for regional and metropolitan service.

The new E.444 was the first attempt on high-speed rail, with a top speed of 200 km/h (120 mph). The ETR 401 (1976) was the first prototype of the new Pendolino class. Following other network improvements, works for the first Italian high-speed rail line started in these years. The Direttissima line from Florence to Rome was partially opened in 1986 and concluded in 1992. In 1986, trains were travelling the line at 200 km/h (120 mph), surpassing for the first time the previous maximum limit of 180 km/h on the Italian network. In 1988, the ETR 450 Pendolino was travelling regularly at 250 km/h (160 mph), today's top speed on the line. The line was the fastest in Europe after the French TGV lines.

The old logo was renewed in 1982 and again in 1994, with the introduction of the XMPR^[6] livery.

The FS was left unchanged in its administrative structure until the end of 1985. From the following year, after 80 years, the Azienda Autonoma delle Ferrovie dello Stato was replaced by a new company, Ferrovie dello Stato.^[7]

1986–Present

Ferrovie dello Stato Italiane Frecciarossa high speed train.

The newly born Ferrovie dello Stato underwent major structural transformations between 1986 and 1992. The workforce was reduced to half: from 216,310 employees in 1988 to 112,018 in 1999.^[8] Divisions were created to rationalize the management.

The company was privatized in 1992 with the creation of the new Ferrovie dello Stato SpA, a joint-stock company, following a European guideline. However, the privatization was only formal, since shares were still owned by the Italian Government.^[9]

On 1 June 2000, the company's two main divisions, service and infrastructure, were separated and two different independent companies were created: Trenitalia, responsible for transport service, and Rete Ferroviaria Italiana, responsible for the management of the rail infrastructure. Both companies were still subsidiaries of Ferrovie dello Stato Holding SpA.^[10]

CEOs

• Lorenzo Necci (1989–1996)
• Giancarlo Cimoli (C1996–2004)
• Elio Catania (2004–2006)
• Mauro Moretti (2006-2014)
• Michele Mario Elia (2014-2015)
• Renato Mazzoncini (2015-present)

Subsidiaries

Trenitalia

Trenitalia is the most important subsidiary company of Ferrovie dello Stato Italiane because it manages all the trains of the company group.

Trainose

By the end of 2016, TrainOSE, the sole operator for passenger and freight services in Greece will also be under Ferrovie's management.

See also

• Transport in Italy
• Rail transport in Italy

Notes

External links

Wikimedia Commons has media related to Ferrovie dello Stato.

• Official website