Domingo Faustino Sarmiento Railway
| Company type | State-owned enterprise |
|---|---|
| Industry | Rail transport |
| Predecessor | Buenos Aires Western Railway |
| Founded | March 1948 |
| Fate | Dismantled during privatisation process (1991) |
| Successor | Ferroexpreso Pampeano (freight), Ferrobaires (passenger), SOFSE (urban services) |
| Headquarters | Buenos Aires , Argentina |
Area served | Buenos Aires, La Pampa, Córdoba, San Luis, Mendoza provinces |
| Owner | Government of Argentina |
| Parent | Ferrocarriles Argentinos (until dismantling) |
The Domingo Faustino Sarmiento Railway (FCDFS) (Spanish: Ferrocarril Domingo Faustino Sarmiento), named in honor of the Argentine president and educator Domingo Faustino Sarmiento, represents one of the six state-run railway divisions established following the 1948 nationalisation of Argentina's railways under President Juan Perón. These divisions were operated by Ferrocarriles Argentinos, which was ultimately dismantled during the railway privatisation process initiated in 1991 during President Carlos Menem's administration.
The primary routes extend westward from Once railway station in Buenos Aires, traversing the provinces of Buenos Aires, La Pampa, Córdoba, San Luis, and Mendoza.
This railway originated after the nationalisation of broad gauge lines formerly owned by the British firm Buenos Aires Western Railway on 13 February 1947. The newly created state entity, Ferrocarriles Argentinos, took over management of both British and French rail lines.
Following the dissolution of Ferrocarriles Argentinos and the cessation of long-distance services under President Menem, FC Sarmiento's freight operations were concessioned to Ferroexpreso Pampeano. Meanwhile, passenger services were partially assumed by Ferrobaires, a provincial state-owned company established by Buenos Aires Province.
Urban and suburban train services were initially overseen by the transitional company FEMESA before being transferred to private operator Trenes de Buenos Aires (TBA). Due to TBA’s substandard service performance, it faced significant criticism. After the 2012 Buenos Aires rail tragedy, the government terminated TBA’s contract, assigning operations to the state-owned entity SOFSE. Subsequently, SOFSE invested in new rolling stock and infrastructure improvements.
Among interurban routes, FC Sarmiento ranks second in terms of passenger numbers, following only the Ferrocarril General Roca.
Background
The Ferrocarril Sarmiento traces its origins to the Buenos Aires Western Railway (BAWR), initially established by residents of Buenos Aires through the "Sociedad del Camino de Hierro de Buenos Aires al Oeste." As Argentina’s inaugural railway line, it commenced operations on 29 August 1857, covering a 10 km stretch from Plaza Del Parque station to La Floresta. The BAWR expanded into productive zones within Buenos Aires Province and engaged in intense competition with the Buenos Aires Great Southern Railway to extend rail connections southwestward.
In 1887, during President Miguel Juárez Celman’s tenure, public enterprises including BAWR were privatised and sold to the British company "The Buenos Aires Western Railway Limited" (Ferrocarril del Oeste). The network expanded into the provinces of La Pampa, San Luis, and Mendoza, reaching the foothills of the Andes by 1914. However, plans for a rail link with Chile were suspended due to World War I.
Following strong growth throughout the 1920s, operations were adversely affected by the 1929 economic crash and ensuing depression. By 1945, weakened British and French railway owners sought to sell their Argentine assets after World War II. Between November 1947 and March 1948, under President Juan Domingo Perón, these lines were nationalised by the Argentine government. A decree renamed Ferrocarril del Oeste as "Domingo Faustino Sarmiento," commemorating the former president and educator from San Juan Province served by this railway. Additionally, the Darragueira-Huinca Renancó branch of the Bahía Blanca and North Western Railway was incorporated into FC Sarmiento.
Branch Caballito-Puerto Madero
On 3 March 1949, Transport Secretary Juan Castro inaugurated a new route connecting Caballito with the "1° de Marzo" station located in Puerto Madero, utilizing wooden-bodied railcars traveling through a tunnel. This 7.5 km branch operated four services daily at intervals of 40 minutes, primarily underground, with trains moving at speeds of approximately 30 km/h.
The branch ceased operations on 1 January 1951 due to low passenger numbers attributed to infrequent service and safety issues, compounded by competition from the Line A of the Buenos Aires Underground, which provided superior network integration.
Branch closures
In 1951, the freight line from Liniers to Ingeniero Brian was shut down permanently and later supplanted by the construction of the Perito Moreno Highway. Additional closures included the Villa Luro-Versalles line on 5 October 1952 and the branch serving the "Basílica de Luján."
Developments
Argentina’s first electronic warning system was introduced in 1953 at the Boyacá street level crossing in Flores. Starting in 1955, upgrades commenced at Once de Septiembre station, followed by the installation of a modern signalling system on the Once-Moreno branch in 1956.
On 30 June 1956, Toshiba-manufactured coaches were launched on this line. Renovations at Once station were completed in 1972, with Floresta station undergoing refurbishment three years afterward.
Throughout the 1980s, the Argentine government restructured suburban railways within Greater Buenos Aires into a unified entity named "Línea Metropolitana." This organization lasted under five years before being dissolved.
Sarmiento tunneling
Aiming to improve operations on the Sarmiento line, plans were made for a 33 km tunnel stretching from Moreno to Caballito to replace the existing surface tracks. Announced in 2006, phase one had an estimated budget of 11.5 billion pesos and sought to eliminate level crossings to enhance safety. The underground route was designed to accommodate trains every three minutes, increasing capacity from 100 million to 280 million annual passengers across thirteen stations.
Tunnel excavation briefly started in 2012 and resumed in 2016 but was halted again in July 2019 due to financial constraints. As of early 2020, authorities are considering terminating the contract. Meanwhile, surface train services remain operational during construction.
Metropolitan area
- Once – Moreno
- Moreno – Mercedes
- Merlo – Lobos
Long distance
- Once – Pehuajó