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Argentina railway transport
Ministry of InfrastructureSecretariat of Transport Hipolito Irigoyen 200, Piso 12, Oficina 1209, C1086 AAB, Buenos Aires Tel: (+54 11)43 81 89 11 Fax: (+54 11)48 14 18 23 Key personnel Minister: Nicolas.Gallo Secretary: Jorge Kogan Under-Secretary: Alba Thomas Hatti [òîï]Comision Nacional de Regulacion de Transporte (CNRT)Avenida Maipu 88 - piso 5°, 1084 Buenos Aires Tel: (+54 11)43 18 35 48 Fax: (+54 11)43 18 36 62 Key personnel President: Jose Emilio Bernasconi Formerly the Unidad de Coordinacion del Programs de Reestructuracion Ferroviaria, and incorporating functions of the former Ferrocarriles Metropolitanos, this organisation now oversees all concessions for interurban and suburban passenger and freight networks in Argentina. With the transfer in December 1998 of Ferrocarril Belgrano Cargas to the private sector, all of the former Argentine Railways network, which totalled nearly 34,000 km before the start of privatisation, passed out of central government ownership. The number of passengers using metropolitan rail services grew from 212 million in 1993 to 456.1 million in 1997, while the figure for interurban passengers declined from 11 million in 1990 to just 2.6 million in 1997. Freight tonnage, which in 1993 stood at 9.5 million tonnes, doubled to 18.9 million tonnes in 1997. Tonne-km increased from 5 billion to 9.8 billion in the same period. America Latina Logfstica (ALL Central)Avenida Santa Fe 4636 - piso 3°, C1425BHV Buenos Aires Tel: (+54 11) 47 78 24 00 Fax: (+54 11) 47 78 24 08 Key personnel President: Alexandre Behring Operations Manager: Ruben Chaparro Gauge: 1,676 mm Route length: 5,350 km [òîï]OrganisationOn 5 June 1992 the Consorcio Ferrocarril Central group was awarded the 30 year concession to operate 5,400 km of the General San Martin railway and 706 km of the Sarmiento railway (both 1,676 mm gauge). This network, which became the Buenos Aires al Pacifico/San Martin (BAP) system, was the third freight concession to be granted, and was considered to be potentially very profitable. The CFC consortium was headed by Industries Metalurgicas Pescarmona (IMPSA), which held a 60 per cent stake and whose main manufacturing plant in Mendoza is connected to BAP lines. IMPSA was also the main partner in the CFM consortium later awarded the Urquiza concession. Other members of CFC were Roman Maritima (25 per cent), Transapelt and Hugo G Bunge. Railroad Development Corporation (which controls the Iowa Interstate Railroad between Chicago and Omaha, USA) was chosen as operator, with Conrail as technical consultant. In 1997 BAP unified operations with Ferrocarril Mesopotamico General Urquiza (qv), where there are overlapping shareholding interests. In August 1998 the IMPSA-led consortium announced its intention to sell its share in BAP, along with its interests in the Ferrocarril Mesopotamico General Urquiza (qv), to a Brazilian consortium, America Latina Logistica, which operates that country’s Ferrocarril Centro-Atlantico and Ferrovia Sul-Atlantico networks. This resulted in the adoption of a new name for the system, ALL Central. Investments of US$300 million are planned and in the longer term it is intended to increase tonnage by 50 per cent. [òîï]Freight operationsOperations as the Buenos Aires al Pacifico commenced on 26 August 1993, several months later than planned due to problems with the transfer of staff from FA. The lines covered by the concession link the provinces of Mendoza and San Juan in the Andean foothills to Buenos Aires, crossing the provinces of San Luis, Cordoba and Santa Fe in the process. In 1996 BAP began direct services to the Rio de la Plata terminal in the port of Buenos Aires following completion of a new link. The traffic base inherited from FA consisted mainly of trainload movements of petroleum, coke and stone. The new operators have made efforts to develop wagonload, intermodal (both container and piggyback) and door-to-door services and to broaden the range of commodities carried. Traffic flows, especially of containers, from Mendoza to the port of Buenos Aires have become especially significant, with trains assembled at Palmira yard, near Mendoza. The majority of BAP’s traffic is eastward to Buenos Aires and the port and industrial centre of Rosario. In 2000, diversions due to severe flooding were in force on the main line east of Rufino, in Santa Fe province, with trains to Buenos Aires taking NCA lines to Empalme Villa Constitucion and thence to the capital. Permanent way staff were working to reopen other BAP/SM branch lines adjacent to their own main line to reduce running over other operator’s tracks. At some locations, water levels rose to 2 m above the rail head. Trains are operated by a crew of two and have end-of-train telemetry devices. Traffic (million) 1998-99 Freight tonnes 3.42 Freight tonne-km 2,562 [òîï]Improvements to existing linesAt the commencement of BAP operations the maximum permitted speed on the San Martin east-west main line was 120 km/h, although many branch lines were only suitable for speeds of 12 km/h. Of the US$150 million BAP intended to invest in the first five years of the 30 year concession period, US$45 million was to be spent on track improvements and a continuous-rail welding programme. An infrastructure analysis matrix has been deployed to assess the commercial desirability of infrastructure improvements and to determine those which should take priority over others. In 1997 the loss of oil traffic led to closure of the Malargue branch, although expanding cement traffic led to the reopening of the Justo Daract—San Luis branch. [òîï]Traction and rolling stockIn 1997 the locomotive fleet totalled 97, including 19 shunting units. Main line traction included 20 Alco-engined Class 321 Co-Co diesel-electric locomotives acquired from Spanish National Railways (RENFE). At the start of 1997, BAP operated 5,271 freight wagons, of which 1,314 were unserviceable. Recent acquisitions included 46 high-capacity wagons for palletised goods, 130 container wagons and 148 general purpose freight wagons. [òîï]Signalling and telecommunicationsThe old British semaphore and staff block signalling system has been replaced by a North American radiobased track warrant system. In Mendoza province, a 185 km section of CTC dating from the 1960s and expanded in the 1980s was removed by BAP during the IM PSA tenure. https://scbist.com/scb/uploaded/1_1770232979.jpg ALL freight at Rosario yard en route to Puerto San Martin, with a former Spanish National Railways Class 321 locomotive as motive power (Angel Ferrer) America Latina Logistica (ALL Mesopotamico)Avenida Santa Fe 4636 - piso 3°, C1425 BHV Buenos Aires Tel: (+54 11) 47 78 24' 00 Fax: (+54 11) 47 78 24 08 Key personnel President: Alexandre Behring Operations Manager: Ruben Chaparro Gauge: 1,435 mm Route length: 2,739 km [òîï]OrganisationIn January 1993 the Consorcio Ferrocarril Mesopotamico (CFM) consortium was awarded a 30-year concession to operate FA’s Urquiza railway, taking over in October 1993. The majority partner in the CFM consortium with a 71 per cent holding is IMPSa, which also heads the CFG group (see entry for America Latina Logistica (ALL Central)). Other companies involved in the CFM consortium are Pescarmona, Alesia, Olmatic SA, and Petersen Thieley Cruz. As with BAP, US Class I railroad Conrail was chosen as operator, assisted by Railroad Development Corporation. FMGU began operations on 12 October 1993. In 1997 operations were unified with those of the Buenos Aires al Pacifico (see America Latina Logistica (ALL Central)), in which FMGU shareholders have interests. In August 1998 the owning consortium announced its intention to sell its share in BAP, along with its interests in the Ferrocarril Mesopotamico General Urquiza, to a Brazilian consortium, America Latina Logistica, which operates that country’s Ferrocarril Centro-Atlantico and Ferrovia Sul-Atlantico networks. The Argentine government authorised the transaction and ALL took over the system on 26 May 1999. Combined staff for ALL Central and ALL Mesopotamico totalled 920 in 2000. [òîï]Freight operationsALL Mesopotamico comprises the former FA 1,435 mm gauge network in the east of the country and by far the best maintained, still carrying acceptable levels of traffic at the time of privatisation. It extends from Buenos Aires north to Encarnacion, where it connects with FCPCAL of Paraguay via the Roque Gonzalez de Santa Cruz bridge over the River Parana. ALL Mesopotamico also connects with AFE of Uruguay across the Salto dam. The traffic base consists mainly of soya beans, forestry products and containers, moved largely as w£gonloads. Some trainload stone traffic has also been handled. Crews of two and end-of-train devices have replaced FA work practices and brake vans. In 1998-99, the network carried 1.01 million tonnes of freight for 47.1 million tonne-km. A major priority is to reduce delivery times and ALL Mesopotamico has set a target of nine days for Sao Paulo—Buenos Aires freight traffic. This requires faster customs formalities at border stations, where three or four days are usually needed to clear traffic between Argentina and Brazil. [òîï]Intermodel operationsThe use of a 250 tonne breakdown crane has allowed the company to start handling containers at Mendoza, resulting in intermodal services now being offered to customers. Future strategy is to concentrate on more logistics-oriented services. [òîï]Improvements to existing linesDuring the 30-year period of the concession, CFM has undertaken to invest US$166 million. Whilst ALL Mesopotamico infrastructure generally does not demand the attention given to that of ALL Central, the 130 km branch to Corrientes and the 110-year-old truss bridge at Agua Pey will require attention in the near future. [òîï]Traction and rolling stockAt the end of 1996 56 locomotives were in operation. The locomotive fleet consists of some of the more recent General Motors deliveries to FA and some older General Electric locomotives. ALL Central’s Mendoza facility was being used in preference to the Urquiza locomotive works at Parana, with running repairs undertaken at Alianza. A consolidated wagon repair works has been established at Alianza, on the outskirts of Buenos Aires, to serve both the ALL fleets. At the end of 1996 2,139 wagons were in use. The fleet has been receiving airbrakes and knuckle couplers. To improve its intermodal operations, ALL has acquired 20 ‘Roadrailers’, which it has tested in Brazil. The introduction of similar equipment in Argentina is expected. [òîï]Signalling and telecommunicationsComputer-assisted radio train dispatching with track warrants has been introduced. A microwave system has replaced a semaphore signalling system and also provides business communications in the place of the unreliable Argentine telephone network. Cooperative de TrabajoFerroviario Urquiza de Parana Parana, Entre Rios Key personnel President: Ramon Ismael Claria Gauge: 1,435 mm Route length: 120 km [òîï]OrganisationAfter a delay of eight months, Cooperativa de Trabajo Ferroviario Urquiza de Parana introduced regular passenger services on the 120 km Parana—Nogoya line in Entre Rios province on 23 December 1998. The line was owned by freight operator Ferrocarril Mesopotamico General Urquiza (FMGU) (see America Latina Logistica (ALL Mesopotamico)), which initially was not taking any track access fee for the use of its infrastructure. Following the takeover by ALL from IMPSA of the FMGU system, the new concessionaire stated that it wished to discuss track access fees with Cooperativa de Trabajo Ferroviario Urquiza for its passenger services. However, a derailment in July 1999 of a Parana—Nogoya passenger train due to poor track conditions brought services to a halt. The co-operative consists of 120 staff, mostly former Argentine Railways employees who were not taken on when FMGU took up its concession in 1993. [òîï]Passenger operationsUntil March 1999, the service was intended to run twice weekly in each direction, becoming daily therafter. Nine intermediate stations are served in an area of 300,000 inhabitants. Train accommodation includes first and tourist class coaches. Under the Proyecto Ferroviario Provincial scheme, Entre Rios province was working with FMGU and the Cooperativa to explore reopening the 314 km Parana-Concordia main line for passenger operations, and some track repairs may be carried out under a state-financed employment arrangement. The line has seen no regular passenger trains since 1992, but it is felt that restoration of services would provide a valuable east-west social and tourist link across Entre Rios province. [òîï]Traction and rolling stockThe Cooperativa owns three diesel locomotives (two GE U13s and one General Motors G22), and 15 passenger coaches, including Pullman, first and tourist class vehicles and luggage vans. Ferrocarril Austral Fueguino (FAF) (Tranex Turismo SA)Avenida Corrientes, 538 - piso 5°, 1043 Buenos Aires Tel: (+54 11) 43 25 06 81 Fax: (+54 11) 43 26 35 40 Key personnel President: Enrique Diz [òîï]Passenger operationsFAF runs a 7.2 km 500 mm gauge tourist line linking Ushuaia and the Tierra del Fuego National Park. It is the world’s most southerly railway. Passenger numbers have grown from 7,000 in its first season to 23,000 in the summer of 1996/97, with a 33 per cent increase reported in December 1997. * [òîï]Improvements to existing linesA further 700 m track extension is under construction, and the company has announced its intention eventually to serve Ushuaia. [òîï]Traction and rolling stockFAF owns two steam locomotives, three diesel locomotives, 16 passenger coaches and 10 service wagons. [òîï]Ferrocarril Belgrano Cargas SA (FBC)Padre Mugica 426,1104 Buenos Aires Tel: (+54 11) 451 00 35 00 Fax: (+54 11) 48 06 35 44 Key personnel Chairman: Luis  Schiappori Vice-President: Omar Vazquez Director and General Manager: Graciela Coria Head of Commercial Department: Alberto Paolini Gauge: 1,000 mm Route length: 9,800 km [òîï]Political backgroundThe metre-gauge General Belgrano system, now FBC, serves the far northwest of Argentina with routes to the Chilean and Bolivian borders. On 18 December 1998 FBC became the last portion of the former Argentine Railways system to be privatised, with a 30-year concession awarded to a consortium comprising the railway staff union, Union Ferroviaria (51 per cent), Industrial Laguna Paiva (48 per cent) and the Argentine government (1 per cent), which had been operating the network on a temporary basis since 1997. A formal takeover of operations took place in February 1999. The privatisation mode applied was the same as that forthe Metropolitanos lines, with some financial contribution from the national government. This provides annual state financial support for investments of 50 million pesos during the first five years, followed by a total of 142 million pesos during the following ten years. Transurb will assist FBC technically, and will be responsible for operations. Under the terms of a revised agreement, the governments of nine northern provinces obtained the right to operate freight and passenger services throughout their territory (3,313 km), with international connections at border stations. Tenders were called in April 2000, with successful bidders intended to provide their own motive power and rolling stock. The northern provinces generate about 80 per cent of FBC traffic. The incoming Secretary of Transport stated that the Treasury was unable to provide the subsidy of US$50 million for the first five years of the concession granted by former President Carlos Menem’s government to the railway union that took over FBC in 1998. Some congressmen also expressed objections to the subsidy. In response, the chairman of FBC stated that US$145 million required to rehabilitate the system and refurbish equipment would come from revenue and from loans applied for. [òîï]Passenger operationsThe Salta—Socompa line is the only section on which FBC operates a passenger service, which is subsidised by Salta province. Other parts of the metre-gauge network have been transferred or leased to Chaco and Santa Fe provinces for the operation of passenger services (see entry for Servicios Ferroviarios Chaquehos (SEFECHA)). [òîï]Freight operationsIn 1994 around 1.1 million tonnes were carried. By 1997 this had risen to 1.7 million tonnes, and FBC is expected to carry 2 million tonnes in 1999, increasing to 3 million in 2004. The main commodities handled are mining and ore products, grain and container traffic, the latter playing an important role in movements to and from Chile. Improvements to existing lines The 10,000 km network needs extensive repairs on many sections. Some track renewals have been carried out since 1994, including the section between Giiemes and Pocitos in the north of the country, where the line has been partially rebuilt. Attention has also been given to the Salta—Socompa corridor, which is currently the only link with Chile, and where traffic has grown significantly. The aim is to allow train speeds of 50 km/h over the entire network, which will call for investments of 100,000 pesos per km. It is estimated that around 20 per cent of all rail and 50 per cent of all sleepers may need to be replaced. [òîï]Traction and rolling stockAt the beginning of 1999, FBC was operating 84 diesel locomotives, many of them General Motors G22s, with another 38 expected to be rebuilt shortly. A further 15 locomotives were expected to be purchased by 2015. The freight wagon fleet numbered some 4,000 at the beginning of 1999, with another 1,800 due to be rebuilt. A requirement for a further 700 new vehicles was foreseen to meet future traffic growth. [òîï]Signalling and telecommunicationsIn 1999 an order was placed with US-based Comsat Mobile Communications to supply a satellite-based communications system to handle train movements from FBC’s control centre at Salta. Ferrocarril Cordoba Central (FCC)Estacion R del Busto, 5009 Cordoba, CBA Tel: (+54 351) 482 22 52 Fax: (+54 351) 482 22 52 Key personnel Director: Horacio Cao Gauge: 1,000 mm Length: 158 km [òîï]OrganisationFCC operates freight and passenger (including the Tren de las Sierras tourist operation) services between the city of Cordoba and Cruz del Eje, on a route closed by FA in 1977. FCC came into being in response to the call for tenders issued by the province of Cordoba, and began operations on 5 December 1993. Services on the final 43 km stretch of line, from Capilia del Monte to Cruz del Eje, were reported as temporarily suspended in early 1998. Passenger traffic Passenger journeys (* January-October) 1997 1998 1999* 24,806 25,251 17,893 [òîï]Passenger operationsServices are operated on Saturdays and Sundays all year round, with additional trains during the summer period and during school holidays in winter. In 1997 24,806 passengers were carried compared with 27,919 in 1996. Delivery in 2000 of a Zanello-built railcar was reported as likely to be used for a daily return journey on the Cordoba—Capilla del Monte line. [òîï]Improvements to existing linesBetween July 1997 and June 1998 US$2.5 million were spent on infrastructure and rolling stock improvements. In 1999 a sleeper replacement programme was under way and in a subsequent phase of improvement work tunnels and bridges may undergo major repairs. [òîï]Traction and rolling stockFCC owns three diesel locomotives (two unserviceable), three diesel railcars (two unserviceable) and 14 passenger coaches (nine unserviceable). In 1999 a refurbished Alco RSD-35 diesel locomotive was acquired from Cordoba workshops for use on the passenger service and a twin-unit Zanello railcar was delivered and due to enter revenue service in July 2000. Ferrocarriles Del Chubut (FdeC)Carlos Pellegrini 841, 9210 El Maiten, Chubut Tel: (+ 54 29 45) 49 51 90 Fax: (+54 29 45) 49 51 90 [òîï]Passenger operationsThis company operates one weekly regular service between El Maiten and Esquel on a 750 mm gauge branch line. Other steam-hauled services are run for tourists, including a daily Esquel—Nahuel Pan (20 km) train during summer months. [òîï]Traction and rolling stockFdeC operates 6 steam locomotives and 10 passenger coaches. Ferrocarriles Mediterraneos (FeMed)Boulevard Peron 101, 5000 Cordoba Tel: (+54 351) 42 82 14 Fax: (+54 351) 42 82 14 Key personnel President: Julio Badra Gauge: 1,676 mm 4 [òîï]OrganisationThis provincially supported regional passenger operator initiated services over Nuevo Central Argentina (qv) tracks between Cordoba and Villa Maria (140 km) in October 1997. Passenger services on this route had been withdrawn four years earlier. [òîï]Passenger operationsTwo trains each day are provided between Cordoba and Villa Maria (142 km), in 1999 carrying more than 60,000 passengers. A proposal for a first class overnight service between these communities had still not been implemented in 2000, nor had a plan for a service class overnight train between Rosario and Buenos Aires. In 2000 a service between Cordoba and Alta Gracia (48 km) was expected to commence shortly, as were trains on other lines radiating from Cordoba. [òîï]Improvements to existing linesFeMed has renovated Cordoba Mitre station, which is to form the hub of the city’s rail and road public transport system. However, poor track conditions are reported to be hampering the development of FeMed services. Poor track, especially between Villa Maria and Rosario, has prevented the restoration of passenger services between Cordoba and Buenos Aires, with line speeds at some locations as low as 15 to 25 km/h. Cordoba province was expected to provide funding of peso1.2 million for track improvements in 2000 to raise line speeds to 60 to 70 km/h. [òîï]Traction and rolling stockFeMed owns seven diesel locomotives (three unserviceable) and 60 passenger coaches, including six Pullman cars, sleeping and restaurant cars and some carcarrying wagons. Of these, 42 have been refurbished by FeMed and up to 12 more may be similarly treated. FerrocoopCooperativa de Trabajo de Olavarria Limitada Pringles 3100, 7400 Olavarria Tel: (+54 22 84) 44 05 15 Fax: (+54 22 84) 44 62 60 Gauge: 1,676 mm [òîï]OrganisationOn 19 December 1996, Servicios Ferroviarios Patagonicos (SEFEPA) (qv) signed an agreement with the Ferrocoop co-operative to permit the latter to operate passenger services on the Bahia Blanca—Neuquen line for 30 years. Three services were envisaged: Cipolletti— Neuquen, Villa Regina—Plottier, and a daily train to Cinco Saitas. The co-op would assume responsibility for all costs and was expected initially to transport 4,800 passengers/day. [òîï]Traction and rolling stockInitially services were to be provided by four three-car air conditioned dmus built by local supplier Zanello SA. Each is powered by two 360 kW Cummins engines. Ordered from Spanish National Railways in 1998 were four second-hand Class 593 dmus. FerroExpreso Pampeamo SA (FEPSA)Avenida Cordoba 320, piso 4, C1054AAP Buenos Aires Tel: (+54 11)45 10 49 00 Fax: (+54 11) 45 10 49 30; 49 45 Key personnel General Manager: Rodolfo Glattstein Gauge: 1,676 mm Route length: 4,953 km [òîï]OrganisationFEPSA was the first private enterprise to complete a major takeover of FA operations. FEPSA is 80 per cent owned by Coinfer, an Argentine/US investment consortium comprising four Argentine companies — Techint Compania Tecnica, Sociedad Comercial del Plata, Gesiemes and Riobank Internacional — and the Iowa Interstate Railroad. Iowa Interstate, which has a 2 percent stockholding, is providing technical advice on operation, traction and roiling stock. The Union Pacific Railroad of the US is serving as technical consultant on telecommunications and computerisation. Argentine Railways retains a 16 per cent stockholding in FEPSA. The residual 4 per cent is held by FEPSA employees. On 1 November 1991, FEPSA took over 5,094 route-km of FA’s 1,676 mm gauge grain-carrying lines centred on the routes between Rosario (northwest of Buenos Aires) and Bahia Blanca and between Huinca Renanco and Bahia Blanca; the routes formed part of the Mitre, Sarmiento and Roca railways. FEPSA has an option to extend the 30-year concession by 10 years. In 1998, the company initiated renegotiation of its existing concession with the aim of restructuring its investment programme. In 1997 FEPSA employed 994 staff. [òîï]Freight operationsFEPSA’s principal cargoes include wheat, maize, soya beans, sorghum, sunflower seeds and the pellets and oils derived from them. The US grain company Cargill has completed a rail-served grain storage facility at the port of Bahia Blanca with a storage capacity of 60,000 short tons. Improvement to warehousing facilities at Bahia Blanca should allow FEPSA to begin importing fertiliser, thereby ensuring return loads fortrains discharging export grain. Experiments with double heading of 60-wagon block grain trains (formerly single-headed trains of 30 wagons were the norm) have shown that it is now possible for FEPSA to operate 4,700 tonne trains. Future traction policy will involve using small switching locomotives on branch lines and concentrating large wagon movements between a limited number of hub yards. In 1996, a cooperation agreement was signed with Ferrosur Roca (qv) to integrate and co-ordinate freight services. Steel traffic is also handled jointly with Nuevo Central Argentine. Door-to-door services have also been developed. [òîï]Traction and rolling stockIn 1997 FEPSA operated 47 diesel locomotives and around 1,600 wagons. [òîï]Signalling and telecommunicationsSignalling is by cab radio and fax via a microwave network, permitting a track warrant system of train control and operation, replacing the former station-to-station staff, or rod, train movement authority. Communication between Bahia Blanca and Buenos Aires is by satellite. Ferrosur Roca SA (FR)Bouchard 680 - piso 8°, 1106 Buenos Aires Tel: (+54 11)43 19 39 00 Fax: (+54 11) 43 19 39 01 e-mail: ferrosur@impsat1.com.ar Key personnel General Manager: Sergio do Rego Directors Commercial: Mario Casasco Administration and Finance: Ricardo Wagner Human Resources: Carlos Sanchez Obertello Operations: Gustavo Romera Operations Resources: Elbio Armanazqui Gauge: 1,676 mm Route length: 3,110 km [òîï]OrganisationIn December 1992, the concession to operate the General Roca railway was awarded to the Ferrosur Roca consortium; it was the sole bidder. Cement manufacturer Loma Negra owns 65 per cent of the new company, with other members being Acindar, Petroquimica Comodoro Rivadavia, Decavial, Banco Frances and the Asociacion de Cooperativas Agrarias. Operations began on 11 March 1993. Although initial management of the company was Canadian, local managers have since taken over. At the end of 1998 FR employed 720 staff. The Roca railway extends due south from Buenos Aires and serves the country’s main agricultural belt. Three deep water ports, Bahia Blanca, Quequen and San Antonio Oeste, are also served by the railway. There is an inland branch which runs due west of Bahia Blanca and crosses the important fruit-growing area located in the upper valley of the Ri'o Negro, terminating at Zapala. In 1996, FR and FEPSA decided to co-ordinate their activities, with FEPSA'personnel moving into FR’s modern headquarters building. FR closed its own workshops in Bahia Blanca and switched all activities to FEPSA’s own facilities in the same city. Motive power now moves freely between the two networks, as do wagons, while radio frequencies have been harmonised. Ferrosur Roca’s Frigotren service for fresh fruit includes a generator car in the train formation to provide power for refrigeration units 1998/0010762 [òîï]Freight operationsFR traffic has maintained a steady climb since it took over the concession in 1993, and in August 1997 for the first time lifted over 400,000 tonnes of freight. The main traffic base consists of construction materials, which account for around 75 per cent of total tonnage, petroleum, petrochemicals and hazardous cargos, such as caustic soda, and grain. Polyethylene traffic between Bahia Blanca and Buenos Aires will reach 270,000 tonnes in 2000 and FR plans to increase this figure to 370,000 tonnes in two years. However, aggregates traffic has fallen from 400,000 to 255,000 tonnes per month. The company has a contract to move 120,000 tonnes of cement and 250,000 tonnes of clinker annually for Loma Negra, Argentina’s main cement producer. Grain is conveyed to the port of Quequen and to flour mills. In February 1996 FR initiated its Frigotren service, conveying fresh fruit from the Alto Valle del Rio Negro to Buenos Aires for both domestic consumption and for export. The train formation includes a generator vehicle to provide refrigeration power during the train’s 40 hour journey. FR also carries intermodal traffic destined for Chile via the Pino Hachado Pass ‘Corredor Bioceanico’ route. Two-person locomotive crews, consisting of a driver and conductor (the latter to handle all point work), operate all trains. [òîï]New linesFR is providing technical project management services for the Argentine section of the Southern Trans-Andean Rail Link (STAR) scheme. STAR involves the construction of a new 220 km link between the 1,676 mm gauge railheads at Lonquimay in Chile and Zapala in Argentina. Construction of the 160 km Argentine section is to be undertaken using public funds, while the Chilean government has attempted to attract private finance (principally in Europe) for the 60 km section of the link that would lie within its borders. In 1994 the Argentine province of Neuquen contracted consulting engineers Bechtel to produce a revised scheme for the link; Neuquen provided US$60,000 towards the study, with the US Trade Development Agency contributing US$380,000. It is hoped that the completion of the Lonquimay— Zapala link would create a freight route linking Talcahuano on the Pacific with Bahia Blanca on the Atlantic. Annual freight traffic between Chile and Argentina across the southern Andes has been reckoned to be in the order of 1.7 million tonnes. Improvements to existing lines FR plans to invest US$173 million in the first 15 years of its concession, although it will have to pay a total of US$47 million to the government in fees during the full 30-year life of the concession. Eventual maximum speed on trunk routes has been pitched at 68 to 77 km/h. Investment in track improvements will total US$86 million. Track improvements to the main line in the province of Buenos Aires were well advanced in 2000, with initial sections already completed. The line carries around 80 per cent of its traffic. [òîï]Traction and rolling stockAt the end of 1998 the FR locomotive fleet comprised 57 units, including 25 GM 1687 kW GT22CW machines built 1972-86. A further three refurbished locomotives have been procured, and in 2000 four additional 1,640 kW locomotives were delivered by Gevisa. These were to be deployed on cement and chemicals traffic. At the end of 1998 FR operated 2,200 freight wagons. Recent fleet developments included the refurbishment of 84 tank wagons for bulk petroleum products, conversion of existing vehicles into 300 cement wagons and 120 container flat wagons, and the conversion of six covered wagons for the secure transport of hazardous materials. Refurbishment and conversion of an initial batch of 100 cement wagons was in progress in 2000. [òîï]Signalling and telecommunicationsThe previous station-to-station staff authority system of operation has been replaced by one of track warrants, developed by ON. To make this possible, much initial investment has gone into train radio, end-of-train telemetry, microwave communications and computer data processing to permit use of a Computer-Assisted Manual Block System (CAMBS). Dispatching takes place at Olavarna. [òîï]TrackThe main trunk route between Buenos Aires and Bahia Blanca has stone-ballasted track with continuous welded rail. Much of the rest has been poorly maintained in recent years. Rail: Some 2,700 km of track is laid with 49 and 50 kg/m rail, while 1,370 km is 42 kg/m. The remainder of the network uses 28-36 kg/m Sleepers: Timber and steel Spacing: 1,394-1,722/km on plain track; 1,474-1,722 on curves Min curve radius: 160 m Max gradient: 1.4% Max axleload: 20 tonnes FerroviasAvenida Ramos Mejia 1430 - piso 4°, 1104 Buenos Aires Tei: (+54 11)45 11 88 33 Fax: (+54 11)45 11 88 43 Key personnel President: Dr Gabriel Romero Vice-President: Osvaldo R Aldao General Manager: Felix Imposti Company Accountant: Hector S Cimo Gauge: 1,000 mm Route length: 132.6 km [òîï]OrganisationThe concession for FEMESA’s diesel-operated Belgrano North line from Buenos Aires’ Retiro station to Villa Rosa was awarded to the Ferrovias consortium, ied by Leddevi Construcciones, which had Portuguese Railways (CP) and Barcelona Metro as operators. CP was subsequently forced to withdraw, due to budgetary cutbacks at home; a 1 per cent share in Ferrovias was acquired by Transurb Consult of Belgium, the new technical advisor to the group. Other members of the consortium include Seminara Constructores and the bus operator Cooperativa de Transportes Automotores de Cuyo. On 3 February 1994 a 10-year operating contract was signed by government and Ferrovias for the Belgrano North route. Operations began on 30 April 1994. In 1998-99 Ferrovias renegotiated its concession with a view to obtain a 20-year extension in return for extensive investment (see ‘Improvements to existing lines’). [òîï]Passenger operationsInitial efforts to improve service quality focused on reducing the number of cancellations, improving passenger security and providing the travelling public with cleaner and better-lit trains. Ferrovias claims to have reduced fare evasion by some 30 to 40 per cent by carrying out more ticket inspections, and plans to introduce a closed-station system. Ticketing was to switch to preprinted tickets issued by PCs, with electronic/ magnetic tickets to work barriers planned for the long term. In 1997 Ferrovias carried 32.3 million fare-paying passengers. [òîï]Improvements to existing linesA subsidy of US$196 million was negotiated for the concession period, the bulk of which was earmarked for infrastructure improvements. Track, level crossings, signalling and telecommunications were felt to be areas of particular concern. In 1995, a contract worth US$23 million was signed with local companies for the renewal of 18 route-km of double track between Buenos Aires and Carapachay. Ferrovias has also undertaken a refurbishment programme covering the 22 stations it serves, financed by its own resources to the tune of US$1.5 million. Under the terms of a renegotiated concession, Ferrovias plans to electrify the 62 km Retiro—Villa Rosa line, on the Belgrano North system, reconstructing all 22 stations and providing a fleet of new emus. [òîï]Traction and rolling stockFerrovias operates a fleet of 21 General Motors G22 CU diesel-electric locomotives. At the end of 1997, the Ferrovias passenger fleet comprised 101 coaches. [òîï]Signalling and telecommunicationsThe Ferrovias system is equipped with automatic colourlight signalling. Metropolitan©Avenida Santa Fe 4636 - piso 2, C1425BHV Buenos Aires Tel: (+54 11) 47 78 58 00 Fax: (+54 11) 47 78 58 78 Key personnel Managing Director: Carlos R Beltran Simo Gauge: 1,676 mm, 1,000 mm Route length: 316.3 km, 66.3 km; 119 stations Electrification: 47.5 km at 25 kV 50 Hz AC [òîï]OrganisationThe 10-year concessions to operate suburban services on the Roca, San Martin and Belgrano South routes were awarded in January 1993 to the Trainmet consortium, consisting of Empresa Argentina de Construcciones, Ormas SA, Roman SA, DGT Electronica and 63 independent bus operators. US operator BART and JARTS of Japan were to act as partners. Trainmet, which subsequently changed its name to Transportes Metropolitanos, began operating the three franchises as TMS, TMB and TMR between April 1994 and January 1995. Subsequently, the company has operated under the name Metropolitan©. Trainmet now owns 51 per cent of the capital stock but in mid-2000 a legal case was in progress with Ormas SA. In 1999 Metropolitano began renegotiating its concession to obtain a 20-year extension to 2023 in return for an investment programme amounting to an estimated US$1.5 billion. [òîï]Passenger operationsTMS Trainmet began operating San Martin suburban services as Transportes Metropolitanos San Martin (TMS) on 1 April 1994. The TMS system comprises a diesel-worked 1,676 mm gauge route (56.3 route-km) between Buenos Aires (Retiro) and Pilar. TMB Operation of belgrano South suburban services as Transportes Metropolitanos Belgrano (TMB) began on 1 May 1994. The TMB system comprises 66.3 route-km of diesel-worked 1,000 mm gauge lines. TMR Operation of Roca suburban services as Transportes Metropolitanos Roca (TMR) began on 1 January 1995. The system comprises 259 route-km of 1,676 mm gauge lines, only 202 km of which carry passenger services, radiating from Buenos Aires’ Plaza Constitucibn terminus. Electrified routes serve Temperley, Glew and Ezeiza, and services to Canuelas, Alejandro Korn, Berazategui, La Plata and Haedo are diesel-worked. Combined ridership on the three systems rose from 88 million passenger journeys in 1994 to 207 million in 1997. [òîï]Traction and rolling stockIn 1997 the Metropolitano fleet comprised 68 1,676 mm and 20 1,000 mm gauge diesel locomotives mostly of General Electric and General Motors designs, 295 1,676 mm gauge coaches, plus 58 baggage cars, and a further 91 metre-gauge coaches. The Roca system emu fleet totalled 187 units, and a dmu was also in operation on the metre-gauge system. In 1997, Metropolitano received 10 Canadian-built General Motors diesel locomotives, of which five were for broad-gauge operation and five for metre-gauge. Other broad-gauge diesel locomotives were procured by leasing. More recently, two new U20C units for the metregauge Belgrano Sur section were supplied by Gevisa. Metrovias SABartolome Mitre 3342, 1201 Buenos Aires Tel: (+54 11) 49 59 68 00 Fax: (+54 11) 48 66 30 37 e-mail: info@metrovias.com.ar Web: www.metrovias.com.ar Key personnel General Manager: Roberto Macias Planning Manager: Jose A Barbero Gauge: 1,435 mm Route length: 25.6 km Electrification: 25.6 km at 600 V DC [òîï]OrganisationIn 1993, the Metrovias consortium was awarded a 20-year concession to run electric suburban services on the Urquiza line as well as the 36.5 km Buenos Aires metro system. Headed by Roggio SA (a construction company based in Cordoba), Metrovias originally included Cometrans (an association of 30 independent bus companies in Buenos Aires), with Burlington Northern and Morrison Knudsen of the USA providing technical assistance. Metrovias, in the guise of Trenes de Buenos Aires (TBA) (qv), was also awarded concessions to operate electric suburban services on the Mitre and Sarmiento lines; it had originally been hoped that TBA operations would start in June 1994. Following a change in TBA’s corporate structure, which involved Morrison Knudsen selling its holding in Metrovias to Roggio SA (giving the latter a 72 per cent stake), TBA operations on the Mitre and Sarmiento lines began on 29 May 1995. With Burlington Northern Santa Fe now a member of the TBA consortium, Metrovias has received technical assistance from Transurb Consult of Belgium. In early 1999, Metrovias was renegotiating its contract with a view to a 20-year extension. [òîï]FinanceThe company is to receive US$130 million in annual subsidies to operate both the Urquiza service and that of the metro system. It was hoped that cost reduction and control of rampant fare evasion would permit the subsidy to be eventually used to upgrade the service on offer. The concession contract allows for fare rises of 3 per cent per year once service and quality targets have been met. [òîï]Passenger operationsHaving begun operations on the Urquiza route on 1 January 1994, Metrovias recorded a total of 22.53 million paying passengers in that year as a whole, with 9.23 million train-km operated. The number of passengers carried was 35 per cent up on 1993. In 1995, 23.26 million paying passengers were recorded and 9.67 million train-km operated, with demand 39 per cent up on 1993. In 1997, 25.2 million passengers were carried. [òîï]Improvements to existing linesMetrovias is to provide US$436 million of investment for the Urquiza route and the metro system over the lifetime of the concession. Major infrastructure work on the Urquiza route required by the concession contract includes track renewal, level crossing elimination and improvements to the third-rail electrification system and its cabling. By the start of 1996, Metrovias had begun track renewal, cabling and third-rail work costing US$8.2 million, US$1.9 million and US$0.4 million respectively. [òîï]Traction and rolling stockMetrovias trains are usually formed of three two-car emu trainsets, with each trainset comprising one motor and one trailer car. As from November 1996, Spanish rolling stock builder OAF assumed all responsibility for the maintenance of emu cars, using workshops at Lynch and Ruben Dario. Metrovias also operates three diesel locomotives. Wuevo Central Argentines SA (NCA)Avenida Alberdi 50, 2000 Rosario, Santa Fe Tel: (+54 341) 437 65 61 Fax: (+54 341) 439 23 77 e-mail: nca@server1.startel.com.ar Key personnel President: Miguel Acevedo General Manager: Horacio Diaz Hermelo Operations Manager: Jorge Zapata Logistics Manager: Hugo Zanelli Gauge: 1,676 rnm Route length: 4,836 km [òîï]OrganisationOn 2 July 1992 control of Argentine Railways’ General Mitre railway passed to Nuevo Central Argentine for a period of 30 years; it was the second concession to be granted. The Mitre connects three industrial cities in the North Central region (Tucuman, Cordoba and Rosario) with Buenos Aires. It also serves Argentina’s most fertile grain-producing area, the Pampa Humeda, providing access to several bulk-commodity ports on the Parana river. The concessionaire is a consortium of four Argentine companies headed by Aceitera General Deheza (AGD), an oil seed producer which, in addition to holding a 65 per cent stake in the new company, is also one of the NCA’s main customers. The consortium also includes the Asociacion de Cooperativas Agrarias Argentinas (a major grain co-op), and Banco Frances del Rio de la Plata, one of Argentina’s oldest banks. The interests of an original fourth member of the consortium, Roman Marftima, were subsequently bought by AGD. North American associates are the regional railroad Montana Rail Link (a Burlington Northern Santa Fe subsidiary), the Washington company RBC Associates and the transport management company Anacostia & Pacific. In 1999 NCA employed 1,300 staff. [òîï]Passenger servicesPassenger trains over NCA tracks between Tucuman and Buenos Aires, which resumed in December 1997, ceased in March 2000 when the concession awarded to Tucuman Ferrocarriles SA was withdrawn by the provincial government. Ferrocarriles Mediterraneos runs two trains each day over NCA tracks between Cordoba and Villa Maria (142 km). Trenes de Buenos Aires also runs daily (Sundays excepted) services over NCA lines between Retiro (Buenos Aires) and Rosario (312 km), the Zarate— Retiro portion under TBA’s own concession. [òîï]Freight operationsNCA ran its first train on 23 December 1992. In 1997 4.8 million tonnes were carried. Traffic growth has continued, and by 1999 some 5.5 million tonnes annually were being carried. Grain products are the most important commodity handled: 1999 was the third consecutive year in which more than 1.2 million tonnes were transported, an achievement assisted by the rehabilitation of previously unserviceable wagons. Other recent traffic developments include: a new flow of copper concentrate for Minera Alumbrera, a new commodity for NCA which in 1999 was generating 70,000 tonnes of traffic per month; the transport of imported car components to assembly plants in Cordoba; and the movement of raw materials for the cement industry from Cordoba to the Campana plant in Buenos Aires. Possible future traffic flows being studied in 2000 covered cars, fertiliser, bagged soda and copper concentrate from Noroeste Argentine. NCA has also been pursuing a policy of upgrading yards and improving access to its network via new branches and sidings, as well as focusing on the reliability of its services and equipment. [òîï]Improvements to existing linesA 1,470 km core network consisting of main lines linking Buenos Aires to Rosario and Tucuman, and Rosario to Cordoba, now have stone ballast, while many wooden sleepers and sections of rail have been replaced. A secondary network of three feeder lines receives lower levels of investment, while the remainder of the system has either low-density traffic, or none at all. [òîï]Traction and rolling stockThe fleet available for line service at December 1999 comprised 63 locomotives. Several GAIA 970 kW dieselelectric locomotives have been refurbished for shunting operations at main yards and terminals. The NCA wagon fleet amounted to 5,254 vehicles at the end of 1999, comprising grain hoppers (around half the fleet), tank wagons, bulk cement and flat wagons, and mineral hoppers, reflecting the system’s diversified traffic base. Most of the wagons inherited by NCA had nonfunctioning airbrakes, link pin couplers and buffers; average capacity per wagon was 35 tonnes. Heavy repair shops are located at Villa Diego near Rosario, where a further two smaller shops also handle minor repairs. Other smaller shops are also to be found at Cordoba and Tucuman. [òîï]Signalling and telecommunicationsBefore assuming operational control of the Mitre railway in 1992, NCA installed a VHF cab-signalling system on its main lines to Tucuman and Cordoba, boosted by repeater stations across the network. Two-person locomotive crews handle 2,000-tonne trains consisting of 40 wagons, and all movements are controlled from a computer-aided dispatching centre located in Rosario. An IBM AS/400-based wagon tracking system is also in operation. Servicios Ferroviarios Chaquenos (SEFECHA)Garcia Meron 5800, 3514 Fontana, Chaco Tel: (+54 37 22) 47 55 50 Fax: (+54 37 22) 47 55 50 Key personnel President: Ing Manuel Emilio Vecchi Vice-President: Sergio Gabriel Peyrano Chief Engineer: Mario Acevedo [òîï]OrganisationSEFECHA was set up in 1997 to provide passenger services over some 500 km of metre-gauge routes in Chaco province, mostly operating over track owned by Ferrocarril Belg ran î Cargas (qv). [òîï]Passenger operationsSEFECHA’s initial daily service between Cacui and La Sabana (117 km) proved successful and in 1998 new services were added from Presidencia Roque Saenz Pena to Chorotis (188 km) and to Taco Pozo (311 km). The latter is operated three times weekly in each direction, serving communities in the extreme northeast of Santiago del Estero province. In 1999, the La Sabana service was extended to Los Amores, in the extreme north of Santa Fe province and an extension south to Gobernador Vera was likely in 2000. A suburban service from Puerto Barranqueras via the Chaco provincial capital, Resistencia, to Cacui, Puerto Tiros (16.5 km) was also introduced in 1999 with 11 trains daily in each direction. SEFECHA expected to increase this to 16 in each direction to create virtually a metropolitan service. The largest obstacle to the reintroduction of services is reported to be numerous unmanned level crossings on the track, which is owned by Ferrocarril Belgrano Cargas (qv). [òîï]Improvements to existing linesSEFECHA has funded the installation of automatic barriers at two level crossings in Resistencia and in 1999 ordered similar equipment for an additional 26 sites within the city’s boundaries. Plans exist to upgrade the 10.5 km section of line between Resistencia and Puerto Barranqueras in collaboration with FBC, and additional passing loops are planned at two intermediate stations. Two stations and 15 stops have been created for the Puerto Barranqueras—Cacui service. [òîï]Traction and rolling stockFour two-car MAN dmus and six Ferrostaal railcar-trailer sets have been acquired second-hand from Spanish local operator SFM in Mallorca and refurbished by Igarreta in Buenos Aires. The Ferrostaal units have been equipped with air conditioning and audio passenger information systems. Servicios FerroviariosPatagonicos (SeFePa) Laprida 240, 8500 Viedma, Rio Negro Tel: (+54 29 20) 42 21 30 Fax: (+54 29 20) 42 74 13 Key personnel Managing Director: German Jalabert Gauge: 1,676 mm, 750 mm Route length: 817 km, 237 km [òîï]Political backgroundSeFePa was established by the province of Rio Negro to operate passenger services within its boundaries upon the withdrawal of federal support for intercity passenger trains. Freight services are also operated over SeFePa’s southern region, particulary to San Carlos de Bariloche. In late 1997 it was announced that through freight services were to be reintroduced between Buenos Aires and Bariloche. These are operated by Ferrocargas del Sur. During 1999 SeFePa passenger operations were to be taken over for a 10-year period by Ferrotransportes Patagonicos SA (FTP), a subsidiary of Mar del Platabased bus operator Platamar. Initially SeFePa’s ex-FA rolling stock will be used, but this is expected to be replaced by Zanello-built railcars and dmus based at Cordoba. Service frequencies are to be increased and line speeds will be raised after infrastructure improvements have been carried out. The journey time for the 819 km San Carlos de Bariloche—Viedma service is expected to be reduced from 17 to 12 hours after infrastructure rehabilitation. At a later date FTP is also expected to take over SeFePa freight services, leaving SeFePa responsible only for infrastructure maintenance. [òîï]Passenger operationsThere is no longer a through service between Plaza Constitucion (Buenos Aires) and San Carlos de Bariloche. UEPFP trains run as far as Carmen de Patagones and SeFePa provides services from this latter point to San Carlos de Bariloche with its own equipment. SeFePa has taken over responsibility for the Ingeniero Jacobacci—El Maiten portion of the 750 mm gauge route from Ingeniero Jacobacci to Esquel, although the ‘Old Patagonian Train’ remains out of service in Rio Negro province. There are plans to transfer provision of tourist train services to a private-sector operator but no potential candidates have expressed an interest. Ingeniero Jacobacci is also on SeFePa’s Viedma—San Carlos de Bariloche 1,676 mm gauge route. Operated between El Maiten and Esquel by the province of Chubut,the 402 km steam-operated Ingeniero Jacobacci—Esquel line both attracts tourists and provides essential transport services in a very remote part of Argentina. SeFePa was reported to be enjoying healthy traffic in 1996, with ridership up 50 per cent on Ingeniero Jacobacci—Bariloche trains, and 100 per cent between Bariloche and Viedma. In December 1999, SeFePa obtained a national government subsidy of US$280,000 for upgrading permanent way and rolling stock refurbishment. In 2000, the company was operating a twice-weekly passenger train between Viedma, on the Atlantic coast, and San Carlos de Bariloche, receiving an annual subsidy of US$100,000 from the provincial Finance Ministry to maintain services. [òîï]Traction and rolling stockIn 2000, SeFePa was still seeking motive power and rolling stock from former state-owned railways. Nine diesel locomotives and some 200 freight wagons were due to be transferred to provincial systems. In 1994 Rio Negro purchased for Pta312 million a batch of used rolling stock from RENFE. Three Class 321 Alco diesel-electric locomotives, four sleeping cars, six first-class coaches, three luggage/generator vans and two diesel multiple-units were purchased. Irenes de Buenos Aires (TBA)Avenida Ramos Mejia 1358 - piso 2°, 1104 Buenos Aires Tel: (+54 11)43 17 44 00 Fax: (+54 11)43 17 44 16 Key personnel President: S C Cirigliano Vice-President: J Crawford General Manager: Roberto Agosta Director, Operations: H Payne Gauge: 1,676 mm Route length: 419 km Electrification: 93.9 km at 800 V DC [òîï]OrganisationTrenes de Buenos Aires (TBA) was formed by the members of the Metrovias consortium (qv), which had been awarded the concessions for suburban services on the Mitre and Sarmiento systems in 1993. TBA’s shareholders are Morrison Knudsen (41.65 per cent), Cometrans (41.65 per cent) and Burlington Northern Santa Fe (16.7 per cent). In 1998 TBA was granted a 20-year extension to its current concession, which runs until 2005. The new agreement provided for investments of US$2.2 billion in the Mitre and Sarmiento lines and an elimination of government subsidy by 2000. [òîï]Passenger operationsTBA began operating the Mitre and Sarmiento systems on 29 May 1995. FEMESA had carried 37.8 million farepaying passengers on the Mitre system and 59.9 million on the Sarmiento system in 1994. However, by 1996, TBA had boosted patronage on the Mitre line to 69.8 million passengers and on the Sarmiento route to 99.3 million. In 1997, combined ridership on the two systems had risen to 192.3 million. In 1997 a US$25 million magnetic ticketing system was introduced. Also in 1997 TBA launched a three-class daily service between Retiro (Buenos Aires) and Rosario Sur (294 km). Since February 2000, these trains have been running into Rosario Norte station and lightweight dmus have been substituted for locomotive-hauled stock during weekdays. [òîï]Improvements to existing linesUnder its original 10-year concession, TBA was to invest US$405 million. Rolling stock was the immediate priority, but TBA also made provision for track renewal, an extensive programme to eliminate level crossings, and station modernisation. World Bank funding was secured by the government in 1995 for the rebuilding of the Caballito—Liniers section of the Sarmiento system to eliminate 18 level crossings. Under the concession-extension agreement finalised in 1998, TBA was to electrify the Bancalari—General Rodriguez and Mariano Acosta branches on the Sarmiento system and extend Mitre line electrification to Maquinista Savio. Track improvements were also planned between Buenos Aires and Rosario, and a major station refurbishment programme was to be undertaken. TBA signed a US$95 million contract with Siemens Argentina in 1995 for the renewal and maintenance of traction power supply equipment, including substations at Floresta and Moron on the Sarmiento network. In October 1997 TBA reopened a 26 km line linking the city terminal at Castelar and Puerto Madero, including a restored 5 km underground link with two intermediate stations. The service is dmu-operated, and is part of a TBA strategy to develop a regional express network in the Buenos Aires area by linking the Mitre and Sarmiento networks via a cross-city tunnel link. [òîï]Traction and rolling stockTBA inherited 367 electric multiple-unit cars, 43 hauled passenger coaches and 96 diesel multiple-units from FEMESA. Refurbishment of 362 emu cars and 43 coaches had been made an investment priority, with 130 emu cars to be refurbished by the end of 1997. These include Toshiba-built emus used on the Mitre electrified network. Work on these commenced at TBA’s Castelar workshops in 1997. Now known as UMAP (Unidad Multiple Argentina de Pasajeros) units, each three-car set has been fitted with streamlined cab-ends, new seating and air conditioning. In 1997 the TBA fleet comprised 29 diesel locomotives (25 serviceable), 78 coaches, 418 emu cars 374 serviceable), 11 dmus. Recent locomotive acquisitions include 15 Class 313 Co-Co diesel-electric locomotives purchased from RENFE of Spain in 1995. Future rolling stock procurement planned under TBA’s 1998 concession extension agreement included 492 emu cars and new vehicle for diesel-operated routes. Second-hand dmus have been ordered from Spanish National Railways and some of these were thought likely to work on the Retiro—Rosario Norte route. [òîï]Signalling and telecommunicationsTBA drivers have been issued with radios to communicate with dispatchers, and on lightly used diesel-operated routes track warrant control has replaced manual block signalling. From 1997, TBA hoped to replace semaphore signals on 5 km of the Mitre main line from Retiro to Empalme Maldonado and carry out signalling improvements at Once, Caballito, Flores, Floresta, Liniers and Moreno on the Sarmiento system. Trenes & Turismo SACaseros 441, 4000 Salta, STA Tel: (+54 387) 421 63 94 Fax: (+54 387) 431 12 64 Buenos Aires office: Esmerelda 1008,1007 Buenos Aires (CF) Tel: (+54 11)431 88 71 Key personnel Chairman: Julio Ruiz de los Llanos Vice-President: Corina Lewin Directors: Miguel Desimone, Eduardo Lewin Gauge: 1,000 mm Route length: 218 km [òîï]OrganisationTrenes & Turismo SA is a consortium comprising La Veloz del Norte and Dinar, both of which are involved in tourism and road transport. It previously traded as Movitren SA. The company operates the famous ‘Tren a las Nubes’ (Train to the Clouds) tourist service between Salta and the Viaducto La Polvorilla, 4,197 m above sea level, on the Salta-Socompa line owned by Ferrocarril Belgrano Cargas (FBC) (qv). FBC operates freight trains and one weekly passenger service over the entire 570 route-km to and from Socompa. As well as the Tren a las Nubes, which has been operating throughout the year since the summer 1998/99 timetable, Trenes & Turismo also runs the ‘Tren a la Quebrada del Inca’ (Train to the Valley of the Incas) several times during winter months between Salta and Gobernador M Sola (92 km), on the second zigzag of the line. As Movitren, the company received its first concession to run the Tren a las Nubes service from Argentine Railways in 1992. In mid-1997 renewal of the concession until 2026 was granted. The company employs 60 staff. [òîï]Passenger operationsIn 1999, 27,890 passengers were carried, compared with 24,000 in 1996. Both Tren a las Nubes and Tren a la Quebrada del Inca services convey first class coaches and a restaurant car and are staffed with hostesses and medical personnel, the latter necessary to deal with altitude sickness among passengers. A third tourist train, the ‘Tren a1 Portal Andino’ (Train to the Gateway to the Andes), is planned over part of the line to Viaducto la Polvorilla between Salta and Campo Quijano (41km), but in early 1999 a date for its introduction had yet to be announced. Also on Trenes & Turismo’s agenda is the introduction of the long-planned international service, the ‘Tren del Sol’ (Train to the Sun), from Salta to Santa Cruz de la Sierra, in eastern Bolivia, but Ferrocarril Oriental of Bolivia is reportedly also keen to start a similar service. Trenes & Turismo is understood also to be planning to bid for a suburban service from Cerillos through Salta to a station to the south of the provincial capital. [òîï]Traction and rolling stockTrenes & Turismo owns 14 coaches, including two baggage cars, an air conditioned restaurant car and a Pullman bar coach. The locomotive usually employed is a GM GT-22CU owned and maintained by FBC and leased by Trenes & Turismo. The procurement of new locomotives and coaches has been considered, as well as railcars or railbuses for local services. Tucuman Ferrocarriles SA (TuFeSA)Corrientes 1075, 4000 San Miguel de Tucuman, Tucuman Tel: (+54 381) 430 38 95 Fax: (+54 381) 430 19 09 Key personnel General Manager: Viviana Totongi [òîï]Political backgroundOwned and funded by regional government, TuFeSA in October 1997 reinstated passenger services between Buenos Aires and Tucuman (1,170 km) after a one-year suspension. Trains ran over 1,676 mm gauge tracks owned by Nuevo Central Argentino (qv), and were to operate without subsidy. However, following the death in November 1998 of its President, David Gimenez, TuFeSA ran into serious financial difficulties and in March 2000 the provincial authority withdrew the concession. Services ceased and their resumption was expected to be delayed. By April 2000, four consortia had expressed an interest in taking over the concession but no agreement had been concluded. [òîï]Improvements to existing linesTuFeSA planned to take over the long-disused Tucuman— Juan Bautista Alberdi line (100 km) to rehabilitate it for local services. [òîï]Traction and rolling stockTuFeSA invested in the refurbishment of a fleet of 36 coaches taken over from Tucuman province. Some of these were destroyed in an accident in January 1998, leaving TuFeSA with 24 serviceable vehicles. TuFeSA also owns six diesel locomotives (four unserviceable) and planned to lease two GT-22 machines from Ferrocarril Belgrano Cargas and equip them with broad-gauge bogies. Unidad Ejecutora del Programa Ferroviario Provincial (UEPFP)General Homos 11 - piso 4°, 1154 Buenos Aires Tel: (+54 11)43 05 51 74 Fax: (+54 11) 43 05 59 33 Key personnel General Manager: Dr Ricardo Rapetti General Co-ordinator: Dr Alberto Trezza Gauge: 1,676 mm Route length: 793 km [òîï]Political backgroundUEPFP was established by Eduardo Duhalde, governor of the province of Buenos Aires, after the federal government ceased to support long-distance passenger services in March 1993. The company initially contracted Ferrocarriles Argentines to run services, and on 27 August 1993 began operations itself with a fleet of ex-FA locomotives and coaches. UEPFP now runs services supported by Buenos Aires and La Pampa provinces. It owns the Buenos Aires—Mar del Plata and General Guido—Pinamar lines, totalling 412 km. Traffic (million) 1997 1998 1999* Passenger journeys 2.4 1.87 1.7 * 1 Jan - 31 Oct [òîï]Passenger operationsUEPFP passenger operations are marketed as ‘Ferrobaires’ and comprise the Atlantic and Pampas zones. The Atlantic zone comprises services from Buenos Aires to Mar del Plata, Pinamar, Tandil, Quequen, Necochea, Bahia Blanca, Carmen de Patagones and Bolivar; the Pampas zone comprises services from Buenos Aires to Darregueira, Santa Rosa-Toay, General Pico, Pasteur, Cuenca, Iriarte and Rojas. The Atlantic zone is considered to be potentially profitable, serving coastal resorts south of Buenos Aires and attracting much holiday traffic. To serve the principal resort of Mar del Plata, UEPFP operates ‘El Marplatense’ featuring refurbished air conditioned rolling stock. By late 1994, eight trains were in operation daily (with an extra return service at weekends) in each direction between Buenos Aires and Mar del Plata, covering the 400 km in 4 hours 50 minutes. In 1999 it was reported that UEPFP had ordered Talgo coaches for service on this route. After completion of track improvements, these vehicles would allow speeds to be raised to 160-170 km/h, cutting the end-to-end journey time to under three hours. On 21 May 1994 UEPFP reopened the 72 km General Guido—General Madariaga route, closed in 1978. A new branch to Pinamar opened in 1996 and the company also reintroduced services on the General Madariaga— Vivorata line using 80 km/h dmus. Ferrobaires declare the Pinamar service a great success, exceeding all expectations, with 27,000 tickets sold in January 1997 alone. Buenos Aires—Pinamar intercity services resumed in November 1997 following a programme to reinstate track on the final 21 km of the 101 km General Guido— Pinamar line: In 1997/98 a service of two return trains a day was scheduled to complete the 346 km journey in 4 hours 35 minutes. [òîï]New linesIn 1996, UEPFP and Spanish National Railways began conversations regarding the creation of a high-speed rail link between Rosario and Mar del Plata using the ‘ring’ line around western and southwestern Buenos Aires. Similar plans have also been advanced by Japanese, Italian and German interests. In a first phase of this project UEPFP plans to introduce tilting rolling stock to cut journey times. A new line from Dolores towards Bahia Blanca featured in 1998 proposals to upgrade the Buenos Aires—Mar del Plata line (see below). A branch line from Pinamar to the coastal resort of Villa Gesell is under construction and further branches from the Buenos Aires-Mar del Plata main line are under consideration. Improvements to existing lines In 1998 and 1999, plans were being developed to upgrade for 160 km/h running the line from Buenos Aires to Mar del Plata at an estimated cost of US$600 million. The project would include resignalling, some doubletracking, and the elimination of level crossings. [òîï]Traction and rolling stockIn 1998 the UEPFP fleet comprised 70 diesel locomotives and 302 passenger coaches. Most of the latter have been refurbished in UEPFP workshops. In addition, seven diesel multiple-units (each seating 170 passengers) have been purchased from RENFE of Spain for US$1.3 million, for use on routes with low traffic levels. In July 1995 an agreement was signed with GEC Alsthom Transporte and RENFE of Spain to form a company to maintain traction and rolling stock at La Plata. In 1999 UEPFP was reported to have ordered around 60 Talgo coaches under a leasing arrangement for 160 km/h services on the Buenos Aires—Mar del Plata line. The vehicles were to be built locally. [òîï]Signalling and telecommunicationsThe agreement signed with RENFE in 1995 also made provision for Spanish assistance with the resignalling of the Buenos Aires—Mar del Plata route. Yacimientos Carbomferos Rfo Turbio SA (RFIRT)Gdor Lista 790, 9400 Rio Gallegos, Santa Cruz Tel: (+54 29 66) 42 08 74 Fax: (+54 29 66) 42 08 74 [òîï]Passenger operationsPlans for the operation of a tourist train have been announced by the mayor of Rio Turbino. This would be steam-hauled using wooden-bodied coaches currently in store. The scheme has provincial government support. [òîï]Freight operationsRFIRT is a privately owned company running coal trains on 750 mm track between the Andes Australes mines and the ports of Rio Gallegos and Loyola. Two return services a day are operated using four F^tir diesel-hydraulics acquired second-hand from Bulgaria in 1996, replacing former steam traction, which had held sway for more than 40 years. Two of the 1,000 hp locomotives have been remotored using Caterpillar D379 traction motors, while the other two retain their Romanian originals. A fifth Faur has been cannabilised. The service is operated by fewer than 100 workers. Attempts to introduce radio signalling were defeated by the topography; and crews are now contacted by cell phone. |
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