Last modified on 31 March 2015, at 13:12

Rail transport in Argentina

Argentina's rail network at its greatest extent - circa 1960.

The Argentine railway network consisted of a 47,000 km (29,204 mi) network at the end of the Second World War and was, in its time, one of the most extensive and prosperous in the world. However, with the increase in highway construction, there followed a sharp decline in railway profitability, leading to the break-up in 1993 of Ferrocarriles Argentinos (FA), the state railroad corporation. During the period following privatisation, private and provincial railway companies were created and resurrected some of the major passenger routes that FA once operated.

Dissatisfied with the private management of the railways, beginning in 2012 and following the Once Tragedy, the national government started to re-nationalise some of the private operators and ceased to renew their contracts. At the same time, Operadora Ferroviaria Sociedad del Estado (SOFSE) was formed to manage the lines which were gradually taken over by the government in this period and Argentina's railways began receiving far greater investment than in previous decades.[1][2][3] Beginning in 2014, the government also began replacing the long distance rolling stock and rails and ultimately put forward a proposal in 2015 which would see the revival of Ferrocarriles Argentinos.[4]

The railroad network today, with its 36,966 km (22,970 mi) size, is now far smaller than it once was, though still the 8th largest in the world.[5]


Del Parque station of Buenos Aires Western Railway, the first in Argentina (1857), later replaced by Once railway station in 1898.
Advertisement for th Central Argentine Railway (1913).
First train arriving at San Carlos de Bariloche (1934).

The growth and decline of the Argentine railways are tied heavily with the history of the country as a whole, reflecting its economic and political situation at numerous points in history, reaching its high point when Argentina ranked among the 10 largest economies in the world during the country's Belle Époque and subsequently deteriorating along with the hopes of the prosperity it came so close to acheiving.[6] In the early years, the railway was emblematic of the vast waves of European Immigration into the country, with many coming to work on and operate the railways, such as the Italian-Argentine Alfonso Covassi, the country's first engine driver,[7] and also in the sense that the population boom experienced as a result of this immigration required means of transportation to meet the needs of the population. Much like in the American West, the railways also played a key role in the creation and expansion of new population centres and boomtowns in remote parts of the country.[8]


The importance of foreign capital in the construction of the Argentine railways is perhaps overstated, with initial construction of the network beggining in 1855 at first with Argentine finance. The Western, Great Western and Southern railways (today the part of the San Martín, Sarmiento and Roca railways respectively) were all commenced using Argentine capital with the Buenos Aires Western Railway being the first to open its doors in the country.[9]

Following the adoption of liberal economic policies by president Bartolomé Mitre, these railways were sold off to foreign private interests, consisting of mostly British companies, in what would be the first of many acts where the ideological climate of the time would define the fate of the Argentine railways.[10] These sales also included Argentina's first railway, the Buenos Aires Western (by now 1,014 km long), which was sold in 1890 to the British company New Western Railway of Buenos Aires for just over 8.1 million pounds (close to £500 million in 2005 money[11]).[12] Major development of the Argentine rail network occurred in this period between 1870 and 1914, primarily financed by British capital,[13] but also, French, German and Argentine investors. The Argentine state also played a role in this period, financing ferrocarriles de fomento (development railways) in rural areas not profitable for private interests.[7] The Argentine rail network attained significant growth during this period which positioned the country as the tenth largest rail network in the world in 1914 at a point where the country had the tenth highest per-capita GDP in the world.[14] Its expansion accelerated greatly due to the need for the transport of agricultural products and cattle in Buenos Aires Province. The rail network converged on the city of Buenos Aires and was a key component in the development of the Argentine economy as it rose to be a leading export country.

With the advent of the First World War, then subsequently the Wall Street Crash and Great Depression, the rail network of the country experienced a much lower rate of growth after 1914 and had mostly ground to a halt by the beggining of the Second World War.[15] The Argentine government started the nationalisation process of its rail network in 1946.

Railroad newtork grouth and expansion[16]
Years 1860 1870 1880 1890 1900 1910 1920
System length (kilometres) 9.8 722 2,516 9,397 16,500 29,094 47,000
Passengers transported (millions) 3 18 145
Cargo transported (x 1,000,000 tonnes) 1.0 11.8 45.5


A 1948 Propaganda poster celebrating the nationalisation of the railways. The caption Caption reads "Perón Fulfils. They are now ours!".
A 1949 advertisement for the Buenos Aires to Bahía Blanca service.

By the end of the Second World War, the United Kingdom owed Argentina m$n 2 billion after the country had filled the gaps in food shortages during the war effort.[17][18] Following what was then a worldwide trend, the private companies were nationalised by the government of Juan Perón, beginning in 1946 with the French railways and then purchasing the British railways after an agreement was signed cancelling the British debt in 1947.[19][20] Perón later claimed in an interview that the British envoys had offered him a bribe of US$100 million if the state paid an extra m$n 6 billion for the railways on top of the debt cancellation.[17] In 1948 these railways, together with those that were already state-owned, were grouped according to their track gauge and locality into the following six state-owned companies named after key people in Argentine history:

These would later become divisions of the state-owned holding company Ferrocarriles Argentinos (FA).

Soon after the reorganisation, Perón turned it into a political matter with the nationalisation becoming a symbol of national autonomy and independence from foreign powers rather than an administrative change and is still to this day regarded by justicialists as a move against neo-imperialsm.[21][22] Although for many years the state-owned railways were able to provide a good standard of passenger and freight service, over the years the changing politics of Argentina began to take its toll. By the 1960s, the post-war economic boom had ushered in a new age of the automobile, with rail tranport on its way out around the world, a trend from which Argentina was not left unscathed.

Following the ousting of Perón from power, the Larkin Plan was implimented to modernise transport in the country with backing from the World Bank and intended to make investments in the country's railways.[23] However, by 1961 its aims had changed significantly and the plan had evolved into one which prioritised automobile transport and began lifting sections of railway - an act which was put to an end following a series of strikes by railway workers in opposition to the plan.[24] Later governments between 1967 and 1971 then continued investing in the railways and enacted modernisation plans, renewing much of the rolling stock.

The 1970s and 1980s saw a significant decline in Argentina's railways. In 1965, 25% of cargo and 18% of passengers were transported by rail, while by 1980 this figure had dropped to 8% and 7% respectively and Ferrocarriles Argentinos was losing US$1 million per day maintaining an aging system with dwindling passengers.[25] Between 1976 and 1980 during the military dictatorship, 560 stations were closed, along with 5500 km of track, while the number of employees in railway workshops alone fell from 155,000 to 97,000.[26]


Abandonment of transport means.

Between 1992 and 1995, the government decided to privatise into segments the state-owned company Ferrocarriles Argentinos (FA), which comprised the six relatively independent divisions, Sarmiento, Mitre, Urquiza, San Martin, Belgrano and Roca, and granted concessions to private companies for their operation through competitive bidding. The decision was taken by the former President Carlos Menem and formed part of his neoliberal reforms.

At the start of the concessions, service quality greatly improved, and traffic began to grow again. However, as more locomotives and rolling stock were needed the private companies became increasingly reluctant to make the investment required to increase capacity and service quality began to decline again.

In addition, automobile industry interests seeking the demise of the railway, purchased lines for far less than their real value. As with other privatization schemes under Menem, members of Congress in both the Peronista and Radical Parties, as well as railway union officials, received monetary favors for allowing the dismantling of Ferrocariles Argentinos. The closing of most of the rail system led to the emptying of many towns of the interior, and therefore to a dismantling of the development that had taken place there since the arrival of trains. Argentine agriculture found itself in the difficult position of shipping its goods more expensively and inefficiently by individual trucks.

The economic crisis in 2001 was the final blow and neither the private companies nor the government could provide the service required. In 2003, the new administration of President Néstor Kirchner set it as a key policy objective to revive the national rail network. Although the economic upturn saw traffic grow again, the suburban rail operators are now little more than managers of government contracts rather than true entrepreneurs.[27]

Recent developments and moves towards re-nationalisationEdit

Florencio Randazzo overseeing construction near Chascomús.
Trenes Argentinos employees next to a Mitre Line commuter rail train.

In 2008, the National Government formed Trenes Argentinos Operadora Ferroviaria (SOFSE) to manage some freight and passenger lines in the country.[1] The Once Tragedy of February 2012 prompted further action by the government, resulting in the revocation of the Sarmiento Line and Mitre Line concessions from Trenes de Buenos Aires (TBA) in May of that year, with both lines eventually being put under the management of the state-owned SOFSE.[28][29] In June 2012, the government announced that it was renationalising some freight railways citing "serious breaches of contract" by the operators, this culminated in the nationalisation of the Belgrano Cargas network which operates on over 10,000 km of metre gauge track.[30][31]

This trend continued in the following years and the government began re-opening services and improving on the once private services using completely new rolling stock, including long distance services like the one from Buenos Aires to Mar del Plata and Buenos Aires-Rosario-Cordoba.[32][33] This new-found investment in the railways has not been limited to rolling stock since, in many cases, the state has completely replaced, or is in the process of replacing, the existing infrastructure with continuous welded rails on concrete sleepers and undertaking other works such as renovating level crossings and building new railway bridges.[34][35][36]

While from 2008 to 2014 there were many indications that the state was re-nationalising parts of the railway and making efforts towards improving it, in 2015 it was announced that complete nationalisation of the remaining lines and services were on the table after a project was put forward that would see the the resurection of Ferrocarriles Argentinos as a state-owned holding company which would incorporate SOFSE, Belgrano Cargas and the public company in charge of rail infrastructure.[37]

Commuter networksEdit

Diagrammatic map of the Buenos Aires Commuter Rail Network

Buenos Aires, Mendoza, Cordoba, Resistencia, Paraná, La Plata, Santiago del Estero and Salta are the only cities in Argentina to offer suburban passenger services; most other cities rely on bus and trolleybus transportation.

Commuter rail in Buenos AiresEdit

Buenos Aires City's metropolitan rail system is the second most extensive in the Americas after New York's commuter rail system, with about 259 stations, covering 813 kilometres (505 miles) and 7 rail lines serving more than 445 million commuters annually in the Greater Buenos Aires region.[38] Commuter rail service from the suburbs is operated by several agencies. These rail systems converge at five rail terminals, all of them in Buenos Aires, with two, Retiro and Constitución rail terminals being the busiest train stations in Argentina.

Metropolitan Railway Transport[39]
Line Operator Line length (kilometres) Number of stations Annual ridership (1998) Annual ridership (2008)
Trenes Argentinos
Belgrano Norte
Belgrano Sur
Trenes Argentinos
Trenes Argentinos
San Martín
Trenes Argentinos
Trenes Argentinos
Constitución, second busiest rail station in the country

Buenos Aires City's commuter rail provides 1800 trains carrying over one million passengers each business day in the city of Buenos Aires, its suburbs in Greater Buenos Aires and several far-reaching satellite towns. Service is provided by private companies and spreads out from five central stations in Buenos Aires: Retiro (the busiest), Constitución, Once, Federico Lacroze – all serving both long-distance and local passenger services – and Buenos Aires Station which despite its name is a secondary rail terminus serving only local commuter services.

The Retiro and Constitución train stations are linked by Line C of the Buenos Aires Underground, Once is served by Line A of the underground via its "Plaza Miserere" station and by Line H's Once station, while Federico Lacroze is served by Line B. The smaller Buenos Aires Station is accessible by some city bus services and it is the only railway terminus in Buenos Aires that has no access to the Buenos Aires Underground.

Most trains leave at regular 8-20 minute intervals, though for trains travelling a longer distance service may be less frequent. Fares are cheap and tickets can be purchased at ticket windows or through the SUBE card machines at stations. Most of the lines are electric, several are diesel-powered, while some of these are currently being converted to electric and some of the lines share traffic with freight services.

Buenos Aires area commuter rail lines were privatised in the 1990s, and passengers have complained for years about poor commuter rail services on lines leading from Constitución station in downtown Buenos Aires to the capital's southern suburbs.[40] However, in recent years all but two of the services have been re-nationalised and are operated by Trenes Argentinos.[41]

Other commuter rail servicesEdit

Anchorena station on the Tren de la Costa line.

The light rail Tren de la Costa (Train of the Coast), which serves "tourist" and local commuters, runs from the northern suburbs of Buenos Aires to Tigre along the river for approximately 15 kilometres, the line connects directly to the Mitre line at Maipú–Bartolomé Mitre station in the northern suburb of Olivos for direct access to Retiro terminus in the centre of the city.

An experimental project of a short run tramway line, Tranvía del Este, was inaugurated in 2007 in the Puerto Madero district of Buenos Aires. The 2 km prototype line ran between the Córdoba and Independencia avenues, ridership was not been as expected and the line closed in 2012.[42] Another tramway line, the PreMetro E2, operates as a feeder at the end of Metro Line E and a Historic Tramway operates on weekends and holidays in the Caballito neighbourhood of the capital.


The Buenos Aires public transit system uses a ticketing system. All tickets are bought at ticket booths and ticket printing consoles at railway stations and on board certain trains. Tickets can be bought either using cash or by using the SUBE card (also used throughout the country for buses, tollbooths and underground). Ticket cost differ depending on the payment method: If the tickets are bought using SUBE, the user can benefit from a government subsidy which translates to a substantially reduced fare. Children under three years of age, children in school uniform, retired people receiving pensions and the disabled do not have to pay to use these services in most cases.[43] Similarly, university students and staff have a 20% discount, with a 50% discount proposed in 2015.[44]

Buenos Aires Electric Railways Network in 2008.


Although the first electric railway between Retiro and Tigre was inaugurated in 1916, major electrification projects were not adopted. The large size of the country, its long distances and flat topography mean that major electrification does not make much sense economically, although some suburban networks in Buenos Aires Metropolitan Area were electrified. After several decades of the Buenos Aires rail-service being under-funded, there is presently an ongoing modernistion plan so as to provide much needed improvement in services, and the trend is towards electrification of several lines.

The first line to receive this improvement was the Roca line network in the southern part of the city, where work is already in progress, and several new segments electrified in 2012, such as the Glew - Alejandro Korn route and the Temperley - Remedios de Escalada route.[45][46] The electrification of this line from Constitución railway station in Buenos Aires to the city of La Plata will be completed in 2015.[47]

Work is also under way on the San Martín line to electrify its diesel segments,[48] and there are plans to electrify the Belgrano Norte line and remaining parts of the Sarmiento Line.[49][50]

In 2008, approximately 42.7%, 258 km (160 miles) from a total rail network of 604 km (375 mi) of the Buenos Aires and Greater Buenos Aires area (excluding outer-suburban satellite cities of Capilla del Señor, Lobos, Mercedes, Luján, Zárate and Cañuelas), but including the city of La Plata, was electrified (with both locomotives and multiple units). By the end of 2015, approximately 75% of the network will be electrified, if the Belgrano Norte is added to the equation (which is being planned); the total electrified network would work out to approximately 84.9%.

Buenos Aires UndergroundEdit

Map of the current underground network
A Line H station with Siemens O&K rolling stock.

The Buenos Aires Underground (Subterráneo de Buenos Aires-locally known as Subte) is a metro system that serves the city of Buenos Aires, the network was inaugurated in 1913 by the Anglo-Argentine Tramways Company, being the first of its kind in Latin America and in the entire Southern Hemisphere and Spanish speaking world. It currently has six lines, with a seventh underway a further two planned, carrying 252 million passengers per year on a 52 km network with 83 stations.[51][52] The network expanded quickly in its early years, but the rate of expansion had slowed by the 1960s, with serious attempts at expansion and modernisation only occuring in recent years.[53]

Other underground projectsEdit

In the city of Córdoba, Argentina, there is a project to build an underground system; the Córdoba Metro, which would make it the second metro system in Argentina.[54] The network will be 33 kilometres long with 26 stations on 3 lines, with a total cost of $1.8 billion.[55] The city of Rosario has also proposed having its own metro system, which is currently being evaluated.[56]

Work has also begun in Buenos Aires to move the Sarmiento Line underground in an effort to decrease journey times whilst improving traffic conditions above ground. The project will be undertaken in three stages and, when completed, would mean that 32.6 kilometres of the line between Caballito and Moreno will be completely underground, with station entrances above ground similar to a metro system.[57] The existing above-ground line has continued to operate while work has occurred below ground for the corresponding sections.[58][59]

Metrotranvía of MendozaEdit

Passengers boarding a Siemens–Duewag U2 in Mendoza.
Main article: Metrotranvía Mendoza

The Metrotranvía Mendoza (Spanish for Mendoza Light Rail or fast tramway) is a public light rail transport system for the city of Mendoza, Argentina, served by articulated light rail cars operating on newly relaid tracks in former-Ferrocarril General San Martín mainline right-of-way.

The tram serves the metropolitan area of Mendoza, which includes the departments of Las Heras, Central district, Godoy Cruz, Maipú and Luján de Cuyo. As of 2013, only one line runs a 12.5-km stretch between Mendoza Central Station and General Gutierrez in Maipú, on double-track 1,435 mm (4 ft 8 12 in) standard gauge track. The finished project includes four lines, 46,5 km in length and 50 stations, also connecting downtown with the Airport.

Construction of the first line (Línea Verde, or Green Line.[60]) began in March 2009.[61] The system opened for regular service on 8 October 2012.[60] On February 2014, the local Government announced the start of constructing works for the second line, linking the city centre with the North, up to Panquehua, in Las Heras Department.[62]

Unlike the rest of railway services in Argentina,[63] the rail cars on this line run on the righthand track. The service is operated by the State.

Paraná local networkEdit

A Materfer train like the ones used in Paraná at a workshop in Entre Ríos.

The Paraná urban railway is served by two local lines which link Paraná city -Capital of Entre Ríos province- with Colonia Avellaneda and Villa Fontana. The two lines are 9 and 13.4 km long, but there are actual plans to expand the system along the 1435mm gauge Ferrocarril General Urquiza network. Villa Fontana's line was inaugurated on August 2010 up to Oro Verde and expanded to Villa Fontana in 2011. Colonia Avellaneda's line was inaugurated on March 2011.[64]

Paraná city is also linked with interurban servcices to Concepción del Uruguay and Concordia, the main Entre Rios' cities.

Resistencia's commuter networkEdit

It serves Great Resistencia, the capital city of the province of Chaco with a 10 km line to Puerto Vilelas with 8 stations, and a 20 km line to Puerto Tirol with 16 stations. From the intermediate station of Cacuí in the Puerto Tirol Line leaves the interstate line to Los Amores in the province of Santa Fe. The whole network uses the former General Belgrano Railway 1,000 mm (3 ft 3 38 in) gauge tracks.[65]

The system was originally operated by Chaco Railway Services, owned by the Province's Government, but on May 2010 operation was transfered to SOFSE, the state-owned railway company managed by the National Government.[66]

La PlataEdit

La Plata is mostly serviced by the Roca Line, including the University train of La Plata, which runs from the central station to the National University of La Plata. Currently, the segment of the Roca Line which runs from Buenos Aires to La Plata and its suburbs is in the process of being electrified with new rolling stock, stations and track, with works having commenced in 2014 and due to be completed in 2015.[67] This line also provides commuter services to La Plata's city centre from neighborhoods like Tolosa, Ringuelet, City Bell and Villa Elisa, with a frequency of one train every 25 minutes, which is expected to drop to 12 minutes after the electrification is completed.[68]

Intercity passenger servicesEdit

Long distance passenger train in Dolores

Argentina scrapped many of its uneconomical long-distance passenger train services during the early 1990s and privatised, by concession contract, several main routes to Trenes de Buenos Aires (TBA), Ferrocentral, Ferrobaires, and Trenes Especiales Argentinos. The new services are not what passengers were used to and today, with the exception of the Buenos Aires, Rosario, Córdoba and Tucumán corridors, provide erratic and poor-quality services. Nonetheless, a strong demand in farm commodities has helped the Argentine economy bounce back over recent years. The government intends to re-establish long-distance passenger services between vital centres in the agricultural and industrial regions with a project to build a high-speed railway that would join the three largest cities in Argentina; Buenos Aires, Rosario and Córdoba.[69] This is expected to act as an essential component in the revival of railways in Argentina.[70] Another project in the planning stages is the refurbishing and upgrading of the Buenos Aires-Mendoza corridor to operate trains at speeds of up to 160 kilometres per hour and possibly another high-speed line to the coastal city of Mar del Plata.


La Plata Railway station

Inter-city services are currently served by two Stated-owned railway companies, Operadora Ferroviaria Sociedad del Estado (that manages all the long-distance passenger rail services) and Ferrobaires (operating services in Buenos Aires Province).

Nowadays, some of the most important cities of Argentina are served by train, departing from Constitucion, Once and Retiro terminus located in the centre of Buenos Aires. Some cities currently are: Mar del Plata, Rosario (both stations, Norte and Sur, Córdoba, General Pico, Santa Rosa, Rufino and San Miguel de Tucumán.

Other regional services are operated by their respectives Provinces, such as Tren a las Nubes (operated by the Government of Salta) and Servicios Ferroviarios Patagónico (also known as "Tren Patagónico") by the Río Negro Province.

Tourist railwaysEdit

The Old Patagonian Express
Tren de las Sierras

Buenos Aires



  • The Bicentennial Tramway runs through the city of Rosario with two different routes and a total of 19 stops.[72] Rosario got its first trams in 1906, however after they closed in 1962 much of the track was covered in tarmac, so the vintage units have been converted to run on rubber tires.[73][74]



  • A heritage railway or tourist railroad, "The Wine Train" (Tren del Vino) is being planned which will also provide transportation to locals, it will run along wine producing districts of Mendoza.[75]



  • The narrow-gauge "Old Patagonian Expres" (popularly known as La Trochita), is a 402 km long narrow gauge 750 mm (2 ft 5 12 in) heritage railway in Patagonia, Argentina using steam locomotives. It is said to be the only narrow-gauge long-distance steam train in operation in the world.
  • The "Tren Histórico a Vapor" was a short run from Bariloche to Perito Moreno, 4-6-0 steam manufactured in Scotland in 1912 by the North British Locomotive Company in Glasgow, the Cedar and Mahogany carriages were originally made in England. The service was opened in 2001[76] although it was closed later, remaining inactive up until the present day.

Tierra del Fuego

  • The Southern Fuegian Railway, called "Tren del Fin del Mundo - "The Train at the End of the World", is the world's southernmost railway in the province of Tierra del Fuego, operating on narrow gauge 500 mm (19 34 in), using steam locomotives. These have been improved with respect to efficiency using modern steam techniques by Eng. Shaun McMahon.

Track gaugeEdit

The railways of Argentina operate over the following track gauges:

Main line gauges:

  • Broad gauge 5 ft 6 in (1,676 mm): 24,481 km (15,212 mi)
  • Standard gauge 1,435 mm (4 ft 8 12 in): 2,765 km (1,718 mi)
  • 1,000 mm (3 ft 3 38 in) metre gauge: 11,080 km (6,880 mi)

Secondary gauges:

  • 750 mm (2 ft 5 12 in): 409 km (254 mi)
  • 600 mm (1 ft 11 58 in): 7 km (4.3 mi)
  • 500 mm (19 34 in): 8 km (5 mi)

International rail links to adjacent countriesEdit


A passenger train slammed into a bus at a rural Argentine level crossing, near Dolores, some 125 miles (201 km) south of Buenos Aires, before dawn on 9 March 2008, killing 18 people and leaving at least 47 others injured. The bus driver ignored the warning lights and lowered crossing gates.[79]

A passenger train operated by Trenes de Buenos Aires hit a bus on a level crossing at Flores in Buenos Aires during the morning rush hour on 13 September 2011, killing 11 people and injuring 265. The train derailed, and crashed into a train standing at the platform in the adjacent station. The bus driver had ignored warning lights and a partly lowered barrier.[80][81]

On 22 February 2012 a passenger train operated by TBA crashed into the solid buffers at the Once station near downtown Buenos Aires, killing 51 people and injuring over 700 others. President Cristina Fernández de Kirchner called for two days of national mourning following what was the second deadliest train accident in Argentina's history.

See alsoEdit


  1. ^ a b Resolution 163/2015 - Infoleg (Spanish)
  2. ^ Estaciones nuevas y modernas para las lineas metropolitanas - ADIFSE, December 2014
  3. ^ Comenzaron a funcionar los nuevos trenes - ADIFSE, November 2014
  4. ^ Así es el proyecto que recrea Ferrocarriles Argentinos -, March 2015
  5. ^ CIA World Factbook - Argentina
  6. ^ The tragedy of Argentina: A century of decline - The Economist, 14th February 2014
  7. ^ a b Breve Historia de los FERROCARRILES ARGENTINOS, su Construcción, su Destrucción, su Importancia, y Proyecto de Recuperación. - Universidad Tecnologica Nacional, 2013, p.6
  8. ^ El Ferrocarril en La Argentina - Ferrocarriles del Sud, August 2011
  9. ^ Los Ferrocarriles: Sus orígenes - TodoTren
  10. ^ Breve Historia de los Ferrocarriles Argentinos - La Gazeta
  11. ^ Currency converter - The National Archives
  12. ^ Breve Historia de los FERROCARRILES ARGENTINOS, su Construcción, su Destrucción, su Importancia, y Proyecto de Recuperación. - Universidad Tecnologica Nacional, 2013, p.22
  13. ^ The British and the Argentine railways Retrieved on 24 June 2008
  14. ^ "Argentina's Economic Crisis: An "Absence of Capitalism"". 2001-04-19. Archived from the original on 2011-12-08. 
  15. ^ Breve Historia de los FERROCARRILES ARGENTINOS, su Construcción, su Destrucción, su Importancia, y Proyecto de Recuperación. - Universidad Tecnologica Nacional, 2013, p.24
  16. ^ JSTOR: The Economic Journal, Vol. 68, No. 271 (Sept., 1958), pp.589-593 - Retrieved on 14 June 2008
  17. ^ a b Juan Domingo Perón anuncia la nacionalización de los ferrocarriles. - Portal Publico de Noticias, March, 2015.
  18. ^ 1945 Britain – Imperial ambitions of a starving nation - 2nd Look, December 2009
  19. ^ La red ferroviaria argentina - Ministerio de Educacion
  20. ^ Los Ferrocarriles: Sus orígenes - Todo Tren
  22. ^ El primer objetivo estratégico La Independencia Económica, una de las tres banderas del justicialismo Cuadro de situación financiero en 1946 - Historia del Peronismo
  23. ^ El plan Larkin y la resistencia obrera - Laguna Paiva
  24. ^ Historia de los Organismos y Empresas del Estado: Ferrocarriles Argentinos - Ministerio de Planificacion
  25. ^ El SISTEMA FERROVIARIO DE LA REPÚBLICA ARGENTINA - Revista Geográfica Digital, January 2013
  26. ^ Breve historia de la privatización de los ferrocarriles en la Argentina - Tiempo Argentino, February 2012
  27. ^ Argentina sets a new course. Railway Gazette International, Retrieved on 19 May 2008
  28. ^ "Finalmente, el Gobierno le sacó las concesiones del Sarmiento y del Mitre a TBA". Clarín. 
  29. ^ "El gobierno nacional estatizó los ferrocarriles Sarmiento y Mitre", Infobae
  30. ^ "ALL concessions revoked". Railway Gazette International. Retrieved 10 June 2013. 
  31. ^ "Nueva empresa estatal para el Belgrano Cargas", Página/12, 23 May 2013
  32. ^ Randazzo: “Estamos saldando una deuda con las ciudades del interior del país”
  33. ^ Exitosa prueba en la renovada vía a Rosario, March 2015
  34. ^ [1]
  35. ^ Rescinden contratos a privados y vuelve Ferrocarriles Argentinos, March 2015
  36. ^ Randazzo: “Este paso bajo nivel es parte del importante proceso de renovación ferroviaria de la Línea Sarmiento" - Crónica Ferroviaria, February 2015
  37. ^ Así es el proyecto que recrea Ferrocarriles Argentinos - EnElSubte, March 2015
  38. ^ Secretaria de Transporte de la Nacion Facts and Figures / TABLE No. 6 (Spanish) Retrieved on 19 February 2011
  39. ^ Secretaria de Transporte de la Nacion Facts and Figures / TABLE No. 2 (Spanish) Retrieved on 19 February 2011
  40. ^ Reshaping Argentina's Railways, Japan Railway & Transport Review No. 2 (pp.23–29) Retrieved on 24 June 2008
  41. ^ servicios líneas metropolitanas - SOFSE
  42. ^ El tren de Puerto Madero, ocho meses sin servicio y un futuro incierto - Cronista, 23 May 2013
  43. ^ Tarifas - Tren Mitre
  44. ^ Creación del Boleto Docente para el Transporte Público ferroviario y automotor - Crónica Ferroviaria, 18 March 2015
  45. ^ Electrificarán todos los ramales del Ferrocarril Roca Retrieved on 23 June 2008 (Spanish)
  46. ^ Informe Anual 2012 - Ministerio del Interior y Transporte, 06 June 2013
  47. ^ En 2015 terminará la electrificación del ramal Constitución-La Plata - Diario Conurbano, 03 December 2014
  48. ^ Comprarán 160 coches y 24 locomotoras chinas para la línea San Martín Retrieved on 23 June 2008 (Spanish)
  49. ^ Anunciaron la electrificación del Sarmiento hasta Mercedes - El Nuevo Cronista, 27 March 2015
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  • Latin Tracks (Latin-American railway magazine )
  • Mario J. López and Jorge A. Waddell, Nueva Historia del Ferrocarril en la Argentina – 150 años de Politica Ferroviaria (A New History of Railways in Argentina – 150 Years of Railway Policies) - Ediciones Lumiere (2007) - ISBN 978-987-603-032-8

External linksEdit