Ferrocarriles Argentinos

Ferrocarriles Argentinos, commonly abbreviated FA, was Argentina’s national railway company and the principal state operator of the country’s rail system for almost 45 years. It was created after the nationalization of the privately owned railway companies during the first presidency of Juan Domingo Perón. The nationalization brought British, French and Argentine railway assets under public control and was presented by the government as an assertion of economic sovereignty and a means of supporting industrial and territorial development. The company initially operated a very extensive network organized into six regional railway systems named for Argentine presidents and national heroes: General San Martín, General Belgrano, Domingo Faustino Sarmiento, General Urquiza, Bartolomé Mitre and General Roca. These divisions reflected differences in geography, track gauge and the historical origins of the lines. FA managed nearly every major form of railway activity in the country, including long-distance passenger trains, Buenos Aires metropolitan commuter services, regional operations and freight transport. It also inherited workshops, stations, rolling stock and infrastructure from the former private companies. The network continued expanding after nationalization and reached approximately 47,000 kilometres at its postwar peak in 1954, making it the largest railway system in Latin America. The period also saw substantial modernization. Steam traction was progressively supplemented and replaced by diesel locomotives, railcars and electric multiple units. Imported equipment came from suppliers including Baldwin-Lima-Hamilton, Cockerill-Ougrée, Whitcomb, Werkspoor, English Electric, Ganz, Hitachi and Budd. At the same time, Argentina sought to develop domestic railway manufacturing through enterprises such as FAdeL and Materfer. The Justicialista locomotive, designed and built under engineer Pedro Sacaggio, represented an early attempt to produce a locally designed mainline diesel locomotive. FA’s history also included repeated efforts to rationalize the network. The Larkin Plan, developed during the late 1950s, proposed reducing lines and workshops considered redundant. Although a nationwide railway strike in 1961 prevented complete implementation, numerous branches were closed, infrastructure was removed and railway employment was reduced. In the late 1960s, General Juan Carlos De Marchi led a modernization and investment program that sought to renew rolling stock and improve the system’s technical performance. From the 1970s onward, financial pressure, changing transport policy, declining investment and political instability weakened the company. Under President Carlos Menem, the railway system was restructured and privatized or transferred to provincial and concessionary operators. Ferrocarriles Argentinos was broken up and dissolved in 1993, ending its role as the unified national railway operator. The name was revived by the government of Cristina Fernández de Kirchner in 2015 for use in connection with reorganized state-owned railway services, but this later use did not restore the original company in its former form.

The origins of Ferrocarriles Argentinos lay in the Argentine state’s acquisition of the country’s foreign-owned railway companies after the Second World War. Negotiations with British railway interests began in 1946, while French railway companies were acquired through an agreement signed in December of that year. The Argentine government paid for the acquisitions through arrangements connected to exports, particularly meat and cereals, to the United Kingdom. On 1 March 1948, during Juan Domingo Perón’s first presidential term, the state took control of the British railways. The French and other privately operated systems were incorporated into the national structure soon afterward. The new national system was first organized under the name Empresa de Ferrocarriles del Estado Argentino, or EFEA, before the Ferrocarriles Argentinos identity became established. Six principal divisions were created, using the names of national heroes and presidents. The divisions brought together lines with different gauges and operating histories, including the former British, French and Argentine companies. The state also reorganized individual assets: the Midland and Compañía General lines became part of the Belgrano system, while the former Buenos Aires Provincial Railway was integrated after a transitional period. The Buenos Aires Central Railway was acquired in 1949 and added to the General Urquiza network. Nationalization initially expanded the reach and strategic importance of the railway system. The network reached about 47,000 kilometres in 1954. FA operated passenger and freight trains throughout Argentina, including metropolitan services around Buenos Aires and long-distance routes linking the capital with the interior. Patagonia contained several isolated state-built systems, some of which were later incorporated into the national railway structure. Not all inherited or acquired branches survived: some lightly used lines were closed, including a short branch serving the Basilica of Our Lady of Luján. Modernization was a central theme of the company’s postwar operation. Steam locomotives were progressively supplemented by diesel traction and new passenger equipment. In 1951, Budd coaches were adapted for Argentine broad-gauge operation and used on the El Marplatense express service. The coaches introduced steel construction, air conditioning, improved glazing, restaurant facilities and more comfortable seating compared with older wooden stock. FA also acquired locomotives and railcars from North American and European manufacturers. During the 1950s and 1960s, domestic production became increasingly important. FAdeL produced the CM1 Justicialista locomotive, which entered service in the early 1950s, while Materfer later manufactured railcars and coaches in Córdoba. Fiat Concord 7131 railcars entered service on metropolitan and regional routes from 1962. Expansion was followed by rationalization. The Larkin Plan, associated with United States General Thomas B. Larkin, proposed a substantial reduction in the network, closure of workshops and elimination of lines judged economically inefficient. By 1959, the operating network had fallen to approximately 44,000 kilometres. The plan provoked strong labor opposition, culminating in a 42-day railway strike in 1961. Although the entire proposal was not carried out, numerous branches were closed, tracks were lifted and railway employment declined. A later modernization phase began after the 1966 military coup, when General Juan Carlos De Marchi became president of Ferrocarriles Argentinos. His administration announced a five-year investment program and pursued fleet renewal, including the acquisition of EMD locomotives and other modern equipment. These initiatives improved parts of the system but did not eliminate its structural financial and operational difficulties. Economic volatility, maintenance backlogs, competition from road transport and changing public policy continued to affect the railway. During the 1980s and early 1990s, the company’s position deteriorated further. The government of Carlos Menem adopted a broad privatization policy. Freight lines and metropolitan passenger services were transferred to concessionaires, while some intercity services were abandoned or passed to provincial governments. Ferrocarriles Argentinos was ultimately dissolved in 1993. The breakup ended the unified national operator, leaving Argentina’s railway system divided among concessionaires, provincial entities and later successor state organizations. In 2015, the Cristina Fernández de Kirchner administration revived the Ferrocarriles Argentinos name in the state railway sector, reflecting renewed public involvement but not a legal restoration of the original company.

• 2015

  Brand revived in the state railway sector

  [1]Ferrocarriles Argentinosen.wikipedia.org

  The Ferrocarriles Argentinos name returned for use by reorganized state-owned railway services.

• 1993

  Company dissolved

  [1]Ferrocarriles Argentinosen.wikipedia.org

  Ferrocarriles Argentinos was broken up after railway privatization and the transfer of services to concessionaires and provinces.

• 1968

  Modernization program begins under De Marchi

  [1]Ferrocarriles Argentinosen.wikipedia.org

  General Juan Carlos De Marchi led a program centered on investment and renewal of railway equipment.

• 1962

  Fiat 7131 railcars enter service

  [1]Ferrocarriles Argentinosen.wikipedia.org

  Locally produced Fiat Concord 7131 railcars began operating on sections of the General Mitre Railway.

• 1961

  National railway strike

  [1]Ferrocarriles Argentinosen.wikipedia.org

  A prolonged strike opposed network rationalization and prevented the Larkin Plan from being implemented in full.

• 1958

  Materfer established

  [1]Ferrocarriles Argentinosen.wikipedia.org

  Fiat established Materfer in Argentina to manufacture railway rolling stock for the national railway system.

• 1954

  Network reaches its historical peak

  [1]Ferrocarriles Argentinosen.wikipedia.org

  The national railway network reached approximately 47,000 kilometres, its greatest recorded extent.

• 1951

  Justicialista locomotive introduced

  [1]Ferrocarriles Argentinosen.wikipedia.org

  The FAdeL CM1 locomotive, designed by Pedro Sacaggio, was presented as an Argentine-built diesel locomotive.

• 1948

  British railways taken into state ownership

  [1]Ferrocarriles Argentinosen.wikipedia.org

  Argentina completed the takeover of the British railway companies and consolidated the national network under state management.

• 1946

  Negotiations for railway nationalization begin

  [1]Ferrocarriles Argentinosen.wikipedia.org

  The Argentine government began formal arrangements to acquire foreign-owned railway companies operating in the country.

National railway operator and public infrastructure enterprise

• Passenger rail · 1948

  Long-distance passenger services

  FA operated intercity trains connecting Buenos Aires with major Argentine cities and regions, including Mar del Plata, Bariloche, Córdoba, Mendoza, Tucumán and Posadas. Services varied from ordinary passenger trains to named expresses and included both domestic and, on some routes, international connections.

• Express passenger service · 1951

  El Marplatense

  El Marplatense was a premium express linking Constitución station in Buenos Aires with Mar del Plata. Its postwar service used Budd-built steel coaches adapted to Argentine gauge and offered features such as air conditioning, improved insulation, comfortable seating, bar facilities and a restaurant car.

• Urban rail service · 1948

  Metropolitan commuter rail

  The company operated commuter services in the Buenos Aires metropolitan area through the Mitre, Sarmiento, Roca, Belgrano, San Martín and Urquiza railway divisions. Equipment included diesel railcars and, on parts of the Mitre system, Hitachi electric multiple units.

• Rail freight · 1948

  Freight railway services

  FA managed freight operations across Argentina’s national railway network. Freight services supported agricultural, industrial and regional economic activity and used infrastructure inherited from the former private railway companies and later reorganized into the six national divisions.

• Diesel locomotive · 1951

  FAdeL CM1 Justicialista

  The CM1 Justicialista was an early Argentine diesel locomotive developed and built at the Liniers workshops by FAdeL under engineer Pedro Sacaggio. It entered service on long-distance routes including El Marplatense and later operated toward Bariloche and Mendoza.

• Diesel railcar · 1962

  Fiat Concord 7131

  The 7131 was a lightweight two-car diesel railcar powered by a Fiat engine. Its two driving cabs reduced turnaround time at terminal stations, and its low axle loading allowed operation on a range of Argentine routes. It entered service on Mitre division suburban and regional sections in 1962.

• 1948Railway nationalization

  Argentina

  The Perón government framed the acquisition of foreign-owned railways as an act of national sovereignty and an instrument for economic development and industrial integration.

  Outcome. The country’s major railway companies were consolidated under state ownership and operated as a unified national system.

  Source

• 2015

  Revival of the Ferrocarriles Argentinos identityStrategy

  Background

  The Argentine government increased its role in railway services and reorganized parts of the fragmented post-privatization system.

  Action taken

  The Ferrocarriles Argentinos name was revived for state-owned railway operations.

  Aftermath

  The brand returned to public railway use, but the original 1948 company was not restored as the same unified organization.

  Source

• 1993

  Privatization and dissolutionStrategy

  Background

  The Menem administration pursued market-oriented restructuring of Argentina’s railways after sustained financial and operational difficulties.

  Action taken

  Passenger and freight operations were privatized, concessioned or transferred to provincial authorities, and Ferrocarriles Argentinos was dissolved.

  Aftermath

  The unified national railway operator disappeared and services became divided among concessionaires, provinces and later state entities.

  Source

• 1968

  Fleet modernization and capital investmentStrategy

  Background

  The railway required renewed rolling stock and infrastructure investment after years of rationalization and operational pressure.

  Action taken

  General Juan Carlos De Marchi led a modernization plan that included a proposed five-year investment program and acquisition of new diesel locomotives and other equipment.

  Aftermath

  The program renewed portions of the fleet but did not resolve the company’s longer-term financial and structural problems.

  Source

• 1955

  Adoption of railway rationalization measuresStrategy

  Background

  The government sought to reduce operating costs by addressing lines, branches and workshops regarded as redundant under the Larkin Plan.

  Action taken

  Several lines and branches were closed, tracks were removed and railway employment was reduced, although the full proposed network reduction was not achieved.

  Aftermath

  The measures generated major labor opposition and contributed to the 1961 national railway strike.

  Source

1. 1Ferrocarriles Argentinosen.wikipedia.org