Ferrocarriles Argentinos
| Company type | State-owned enterprise |
|---|---|
| Industry | Rail transport |
| Founded | March 1, 1948 |
| Fate | Dissolved under privatisation |
| Successor | Empresa de Ferrocarriles del Estado Argentino (EFEA) |
| Headquarters | Buenos Aires , Argentina |
Area served | Argentina |
| Products | Passenger and freight rail services |
Ferrocarriles Argentinos (FA; ) functioned as a state-owned enterprise overseeing Argentina's entire railway network for close to 45 years. Created in 1948 during the initial presidency of Juan Perón through the nationalisation of private rail companies, it was later restructured as the Empresa de Ferrocarriles del Estado Argentino (EFEA; ).
FA managed both passenger and freight operations, covering long-distance routes as well as commuter rail services within the Buenos Aires metropolitan region.
The organisation was dissolved under President Carlos Menem amid the privatisation of railways. In 2015, the administration of Cristina Kirchner reinstated the Ferrocarriles Argentinos brand for state-controlled rail services.
Origins
In April 1946, British officials including Reginald Leeper and Wilfred Eady initiated talks to transfer their Argentine railway assets to the government. That year, a delegation led by Eady arrived in Buenos Aires. The Argentine authorities sanctioned forming a joint company to manage British railways, restoring tax exemptions granted by the "Mitre Law" (Law n° 5,315).
On 17 December 1946, Miguel Miranda and ambassador Wladimir D'Ormesson signed an agreement for the acquisition of French railway companies operating in Argentina for A$182,796,173 (approximately US$45 million). This deal included the Compañía General de Buenos Aires, Province of Santa Fe, and Rosario and Pto. Belgrano Railways.
Two weeks following that, the government proposed £125 million to British firms; the ultimate purchase price reached £150 million. The payment was facilitated through Argentine exports of meat and cereals to Great Britain, which subsequently transferred funds to previous railway proprietors. On 1 March 1948, under President Juan Perón, control of British railways passed to the government, framing this acquisition as a sovereign act aimed at fostering Argentina's industrial growth.
After nationalisation, the railway system expanded until 1954, achieving its maximum length of , marking its largest scale and ranking as Latin America's most extensive network.
Organizational Structure
Post-nationalisation, Argentina's railway system was divided into six sectors named after notable national figures such as José de San Martín, Manuel Belgrano, Domingo Sarmiento, Justo José de Urquiza, Bartolomé Mitre, and Julio Argentino Roca. These sectors were organized based on track gauge and geographic location. Alongside former British and French lines, domestic Argentine companies were consolidated into "Ferrocarriles Argentinos," the state entity responsible for managing the entire railway system.
The divisions within Ferrocarriles Argentinos included:
| Division | Provinces covered |
|---|---|
| Template:Center | La Rioja, Catamarca, Córdoba, Tucumán, Formosa, Chaco, Santiago del Estero, Salta, Jujuy, Mendoza |
| Template:Center | Buenos Aires, Santa Fe, Córdoba, Sgo. del Estero, Tucumán |
| Template:Center | Buenos Aires, Santa Fe, Entre Ríos, Corrientes, Misiones |
| Template:Center | Buenos Aires, La Pampa, Río Negro, Neuquén, Chubut, Santa Cruz |
| Template:Center | Buenos Aires, Santa Fe, Córdoba, Mendoza, San Luis, San Juan |
| Template:Center | Buenos Aires, La Pampa, Córdoba, San Luis, Mendoza |
Reorganisation
Following nationalisation, the Midland and Compañía General rail networks were incorporated into the Belgrano Railway, while the Province of Buenos Aires Railway was transferred to state ownership in December 1951. It operated autonomously until its 1953 merger with the Belgrano system.
On 1 January 1954, the government established Ferrocarril Nacional Provincia de Buenos Aires, which took over infrastructure and rolling stock from former French operators. The Midland network was designated as the "M" line, whereas Compañía General's routes became known as the "G" line.
The state purchased the Buenos Aires Central Railway from the Lacroze Brothers on 14 May 1949, subsequently integrating it into the standard gauge General Urquiza Railway. In 1957, the new General Urquiza terminus in Buenos Aires commenced operations. The narrow gauge Ferrocarril Depietri line (San Pedro–Arrecifes) was added to the system in November 1949 but never resumed service, as Provincial Railway showed no interest and Belgrano Railway declined acquisition. Consequently, the line reverted to Ferrocarriles y Elevadores Depietri, which sold it for scrap. The government compensated Depietri in 1975 for damages and theft sustained on the line.
In Patagonia, several isolated broad gauge railways—including FC Viedma–Nahuel Huapi, Comodoro Rivadavia, and Puerto Deseado—were managed by Ferrocarriles Patagónicos, except for Viedma–Bariloche and Jacobacci–Esquel lines that were absorbed into the General Roca Railway after nationalisation. The remaining lines were integrated in 1956. Narrow gauge routes encompassed La Trochita, Gral. Vintter–Gral. Conesa (108 km), and Central Chubut, linking Puerto Madryn with Playa Unión and Alto Las Plumas.
Certain branch lines were discontinued, notably the 1.9-km spur servicing the Basilica of Our Lady of Luján, a prominent pilgrimage destination on 8 December. Operations ended in 1955; the station was dismantled and tracks removed by 1956. Subsequently, the Luján Municipality transformed the former railway site into a park named "Basílica."
National manufacturers impulse
At nationalisation, Argentina's locomotive fleet was predominantly steam-powered, with long-distance travel conducted in wooden carriages. During the 1950s, new diesel locomotives were procured from American and Belgian manufacturers such as Cockerill-Ougree and Baldwin-Lima-Hamilton, alongside Budd Company coaches originally intended for the cancelled Chessie project. These coaches were employed on El Marplatense, an express service running from Constitución to Mar del Plata, offering upscale amenities.
Despite El Marplatense's popularity, Ferrocarriles Argentinos later shifted procurement to Dutch firm Werkspoor, acquiring locomotives, coaches, and railcars for operations in Mendoza, Córdoba, and Tucumán. Additional diesel railcars were sourced from Ganz Works and Drewry Car Co.
In 1951, Argentine manufacturer Fábrica Argentina de Locomotoras ("FAdeL") introduced the nation's first domestically designed diesel locomotive: the "CM1" named Justicialista, conceptualized by engineer Pedro Sacaggio. This model served on El Marplatense as well as routes to Bariloche and Mendoza at speeds reaching 90 km/h. FAdeL's subsequent CM2 model, La Argentina, powered by Italian FIAT engines, was part of an intended series of 600 units; however, production ceased following the 1955 Revolución Libertadora, leading to FAdeL's closure.
After FAdeL shut down, Ferrocarriles Argentinos commissioned 280 FIAT-engine locomotives through a local Italian-Argentine partnership known as "Gruppo Aziende Italiane e Argentine" (GAIA). The initial 80 units were manufactured in Italy; the remaining 200 were assembled domestically between 1964 and 1970 using primarily national components. Unfortunately, GAIA locomotives exhibited underperformance issues resulting in many being retired prematurely.
In 1958, Fiat Concord—a FIAT subsidiary consortium—founded Sociedad Material Ferroviario ("Materfer") in Córdoba to produce rolling stock for Ferrocarriles Argentinos. That same year, Argentina's Ministry of Transport entered into an agreement with Fiat Ferroviaria to acquire 210 diesel railcars featuring dual driver cabs for efficient urban transit operations. Early units were produced in Italy and France; subsequently, most were manufactured locally at Materfer's Córdoba facility.
The FIAT Concord 7131 railcars made their debut in 1962 on General Mitre Railway lines, replacing older Ganz models. Materfer also constructed coaches inspired by Werkspoor designs used on long-distance trains such as Los Arrayanes (Bariloche), Independencia (Tucumán), Cataratas (Posadas), and El Libertador (Mendoza), including international services connecting Chile and the Expreso del Sur.
Imported rolling stock
In 1951, the company procured 46 passenger coaches from the American manufacturer Budd Company. Initially constructed for standard gauge tracks, these coaches were modified to fit the indian gauge used by the Roca Railway. Following successful testing, express trains to Mar del Plata commenced, cutting travel time to approximately five hours. Unlike earlier wooden carriages, these steel-bodied vehicles were equipped with air conditioning, double-glazed windows, comfortable armchairs, bars, and dining cars.
The acquisition of 30 Werkspoor locomotives from The Netherlands in 1955 bolstered the Belgrano Norte line, prompting the redeployment of older Ganz Works units to regional services in Córdoba. By 1959, 21 locomotives from English Electric had replaced the Whitcomb and Werkspoor models. In 1964, the fleet was further expanded with 27 coaches from FIAT’s subsidiary Aerfer, followed by 20 additional coaches manufactured locally by Materfer in 1968, which supplanted aging Tafí Viejo stock. Subsequently, English Electric locomotives operated alongside Aerfer and Werkspoor carriages.
The introduction of FIAT Concord’s 7131 railcars in 1962 on Mitre Railway’s Villa Ballester–Zárate and Victoria–Capilla del Señor segments replaced older railcars produced by Ganz Works dating back to 1938.
Modernization efforts also included diesel locomotives from the American firm Geo D. Whitcomb Company in 1951 and more Werkspoor units in 1955 for use on the Belgrano Sur line. During the late 1960s and early 1970s, Hungarian-built Ganz Works railcars were deployed there; these had been originally acquired decades earlier by the Argentine State Railway for northern routes. Some served local services to Libertad, while others ran long-distance trips from Buenos Aires station to Carhué.
In the early 1960s, new electric multiple units featuring air conditioning from Hitachi were introduced to serve the metropolitan section of the Mitre Railway.
Railway rationalisation: The Larkin Plan
By 1955, the "Larkin Plan," named after American General Thomas B. Larkin, sought to enhance operational efficiency by reducing Argentina’s overlapping railway network to around 29,000 km. During President Arturo Frondizi’s administration, numerous lines and branches were shut down, contracting the operational network to approximately 44,000 km by 1959. This process involved removing about 4,000 km of track, closing at least six maintenance workshops, and laying off roughly 6,000 employees. Infrastructure was dismantled and assets liquidated. Significant closures included the Don Torcuato-Campo de Mayo branch on Belgrano Norte and the B. Mitre-Delta line, which remained inactive until its revival in 1995 as "Tren de la Costa."
Although a major strike lasting 42 days in 1961 interrupted the plan’s progress, many lines were still discontinued, including routes within the Province of Buenos Aires Railway, such as Etcheverry-Mira Pampa and Carlos Beguerie to Azul and Olavarría. The strike garnered support from approximately 200,000 workers nationwide and resulted in widespread unrest. Ultimately, government authorities compelled workers to return under threat of military prosecution.
De Marchi era: 1968–71
After the military coup that removed President Arturo Illia, General Juan Carlos De Marchi assumed leadership of Ferrocarriles Argentinos. He initiated a comprehensive modernization program backed by an investment of US$850 million over five years. Under his administration, rolling stock was renewed with EMD GT22 and G22 diesel locomotives imported from the United States alongside Materfer units produced in Córdoba. These locomotives remain in service today on principal routes including metropolitan lines Belgrano Norte and Sur as well as long-distance services on Roca and Mitre railways.
In 1968, De Marchi took office as secretary of the Latin America Railway Association. Early in the following decade, Ferrocarriles Argentinos purchased 128 electric multiple units from a Japanese consortium led by Marubeni for use on Urquiza Railway’s metropolitan route; these began replacing outdated American trams starting in 1974.
Despite these investments, some lines such as the Ferrocarril Económico Correntino were closed in 1969.
Decline
By 1976, Argentina's railway system had contracted by 3,000 km, totaling 41,400 km. During that year, the military regime under Jorge Videla launched the National Reorganization Process, which resulted in an additional 6,300 km being decommissioned. Passenger transport capacity was cut by half, and workforce numbers dropped by 40%, decreasing from 156,000 to 96,000 employees. By 1980, the network had further diminished to 31,110 km, causing the shutdown of nearly 1,000 stations out of a total of 2,400.
Significant closures included the Comodoro Rivadavia Railway, Puerto Deseado Railway, and segments of the Province of Buenos Aires Railway such as the Carlos Beguerie to Mira Pampa route (1974) and La Plata to Avellaneda line (1977).
The network lengths by division following rationalization were:
| Division | Length (km) |
|---|---|
| Sarmiento | 4,058 |
| Mitre | 5,490 |
| Roca | 6,827 |
| San Martín | 4,523 |
| Urquiza | 2,741 |
| Belgrano | 10,474 |
During the administration of Raúl Alfonsín, despite inherited economic difficulties from previous regimes, efforts concentrated on preserving rail services. A notable accomplishment was the electrification of the Roca suburban lines extending from Constitución railway station to Ezeiza, Buenos Aires and Glew, Buenos Aires. The rolling stock was upgraded with electric multiple units (EMUs) procured from Japanese manufacturers such as Nippon Sharyo, Kinki Sharyo, Tokyu Car, Kawasaki, and Hitachi. This electrified network commenced operations in November 1985 and led to a marked rise in passenger ridership.
Background
In response to hyperinflation and fiscal turmoil throughout the 1980s, President Carlos Menem's government from 1989 pursued neoliberal reforms that included privatising public services and dismantling the state railway system.
The rail network was divided into segments with concessions awarded to private entities through competitive tenders. Freight and passenger operations were separated; unprofitable long-distance passenger routes were delegated to provincial authorities, while metropolitan rail services in Buenos Aires—including the city's five Metro lines—were managed independently due to their economic viability.
Metropolitan services
Decree 520/91 created the state-owned enterprise Ferrocarriles Metropolitanos S.A. (FEMESA) in 1991 to oversee metropolitan rail operations within Buenos Aires and its suburbs during the privatisation transition. This effectively isolated these urban services from the national system. Subsequently, Ferrocarriles Argentinos retained responsibility solely for freight and long-distance passenger trains until their concessions were transferred to private operators.
Urban rail development plans extended beyond Buenos Aires to cities like Córdoba, Rosario, and Mendoza with ambitions to establish rapid transit networks. Proposed projects included consolidating Córdoba’s stations and linking major neighborhoods as well as constructing a new terminal near Mendoza’s El Plumerillo Airport. Nonetheless, these projects never materialized.
Freight trains
Privatisation commenced with long-term concessions—typically spanning over 30 years plus an optional additional decade—granted to six companies for freight service management. These concessionaires assumed full responsibility for operations, maintenance, and investment obligations as specified in their contracts. While infrastructure assets remained under state ownership, operators paid usage fees and leased rolling stock. Freight tariffs became deregulated but still required government approval. The state government, with assistance from the World Bank, financed workforce reductions while concession holders maintained essential personnel.
At first, no bids were submitted for the Belgrano line. In response, a new state-owned company was established in 1993 to manage and upgrade this corridor to enhance its commercial potential. Six years later, privatisation proceeded with control transferred to Belgrano Cargas.
Termination of Long-Distance Services
After efforts to curb Ferrocarriles Argentinos' financial losses proved ineffective, President Menem enacted Decree 1168/92 on 10 July 1992, introducing an emergency timetable for long-distance routes as a preliminary measure toward privatization. This schedule took effect on 1 August and established 31 December 1992 as the final date for all passenger train operations. As a result, premium services were discontinued, service frequency drastically cut, and onboard amenities reduced, leading to a notable decline in overall service standards.
In December of that year, the deadline was extended by Menem to 10 March 1993, at which point all long-distance passenger services were permanently terminated. This action severed rail connections between Buenos Aires and numerous provinces such as Mendoza, Salta, Jujuy, Entre Ríos, Corrientes, Misiones, San Juan, San Luis, Catamarca, and La Rioja.
The shutdowns left many rural communities disconnected from major urban centers, causing younger residents to relocate in search of improved prospects in cities like La Banda, Laguna Paiva, and San Cristóbal. Passenger volumes plummeted sharply—from 539 million in 1960 to just 264 million three decades later. Between 1991 and 1992, both metropolitan and intercity train services ceased operations due to a shortage of locomotives; on the San Martín and Roca lines, trains ran with only two poorly maintained carriages. Additionally, railway union strikes severely disrupted schedules, resulting in 239,000 cancellations or delays during the final year under state control.
Prior to the closures, the national government offered provincial authorities the opportunity to resume intercity rail services at their own cost. Only a handful accepted this offer; among them were Buenos Aires Province (which established Ferrobaires), Tucumán (operating Tucumán Ferrocarriles since 1997), Río Negro (Servicios Ferroviarios Patagónico), Córdoba, La Pampa (also served by Ferrobaires), and Chubut. Control over certain lines was transferred to provinces—specifically Viedma-Bariloche and Ingeniero Jacobacci-Esquel to Río Negro and Chubut; Córdoba-Cruz del Eje to Córdoba; Salta received the Tren a las Nubes; and Mendoza took charge of the Transandine Railway—all under the jurisdiction defined by Law n° 2.873.
Liquidation
On 7 July 1995, decree n° 1039/95 officially placed the company into liquidation status, leading to an immediate cessation of its activities.
Following Ferrocarriles Argentinos’ dissolution, management of Argentina’s railway infrastructure was assigned to the National Board of Railway Properties Management (ENABIEF), which was later renamed the National Agency of State Properties Management (ONABE). In 2008, ONABE was succeeded by the Railway Infrastructure Management entity (Administración de Infraestructuras Ferroviarias S.E., ADIFSE). ADIFSE established its headquarters in the former Ferrocarriles Argentinos building located at Avenida del Libertador and Av. Ramos Mejía in Retiro, Buenos Aires.
Resurgence
The government created Operadora Ferroviaria Sociedad del Estado (SOFSE) in 2008 to oversee newly acquired railway assets. This state-owned enterprise rapidly expanded by re-nationalizing various lines, procuring modern rolling stock, and enhancing track infrastructure.
By 2015, efforts intensified to restore the Ferrocarriles Argentinos brand as part of a comprehensive railway reform initiative. A legislative proposal aimed at reinstating the brand—merging SOFSE with potentially other re-nationalized operators—was submitted to the Argentine National Congress and passed with broad bipartisan support. This law effectively marked the re-nationalization of Argentina’s railways and signaled a pivotal change in national transport policy.