General Bartolomé Mitre Railway
| Company type | State-owned enterprise |
|---|---|
| Industry | Rail transport |
| Predecessor | Central Argentine Railway, Rosario and Puerto Belgrano Railway (northern segment) |
| Founded | March 1, 1948 |
| Fate | Divided during privatisation starting 1991 |
| Headquarters | Buenos Aires , Argentina |
Area served | Buenos Aires, Santa Fe, Córdoba, Santiago del Estero, Tucumán provinces |
| Owner | Government of Argentina |
General Bartolomé Mitre Railway
The General Bartolomé Mitre Railway (FCGBM) (Ferrocarril General Bartolomé Mitre), named in honor of former Argentine president Bartolomé Mitre, is among the six government-owned railway lines formed following the 1948 nationalisation of Argentina’s rail network under President Juan Perón. Initially overseen by Ferrocarriles Argentinos, these lines were subsequently divided during the privatisation era initiated in 1991 during President Carlos Menem’s administration.
The FCGBM combined the broad gauge () Central Argentine Railway, originally British-owned, with the northern segment of the French-owned broad gauge Rosario and Puerto Belgrano Railway.
Its principal routes extend northward from Retiro in Buenos Aires through the provinces of Buenos Aires, Santa Fe, Córdoba, Santiago del Estero, and Tucumán.
Moreover, FCGBM managed a branch line running from Villa Gobernador Gálvez (Santa Fe) to Puerto Belgrano (Buenos Aires Province), originally part of the Rosario and Puerto Belgrano Railway, which is presently out of service.
Nationalisation
Following World War II, railway companies owned by British and French interests in Argentina encountered financial challenges and began divesting their assets. On March 1, 1948, during Juan Perón’s presidency, all foreign railway enterprises were nationalised, creating the state-owned "Empresa de Ferrocarriles del Estado Argentino (EFEA)," later renamed Ferrocarriles Argentinos. This organisation assumed control over all Argentine railways, encompassing both passenger and freight operations.
The broad gauge railways incorporated into the Ferrocarril Mitre system included:
| Template:Center | |
| Former company | Provinces served |
|---|---|
| Central Argentine (1) | Buenos Aires, Santa Fe, Córdoba, Santiago del Estero, Tucumán |
| Rosario & Pto. Belgrano (2) | Santa Fe, Buenos Aires |
Notes:
- (1) The Central Argentine had previously absorbed the Buenos Aires Northern Railway (1888), Buenos Aires and Rosario Railway (1902), and Santa Fe Western Railway (1900).
- (2) Only the northern segment stretching from Rosario to Ingeniero Beaugey was included.
Restructuring in Rosario
After nationalisation, Ferrocarril Mitre closed the Rosario station formerly operated by Ferrocarril Rosario y Puerto Belgrano, shifting passenger services to Rosario Central station. Parts of the old station premises were repurposed for the Ciudad Universitaria of Rosario, a music conservatory, and the Faculty of Engineering.
The Rosario Este station was also decommissioned, with its location transformed into Parque Urquiza. Fisherton station underwent a name change to "Antártida Argentina."
In 1977, most urban passenger train services within Rosario were terminated. The closure of Rosario Central station led to Rosario Norte becoming the new terminus. Several stations including Antártida Argentina, Barrio Vila, Sarratea, Ludueña, and Alberdi were shut down. The remaining passenger routes ceased operation one year later.
Towards the end of 1989, Ferrocarril Mitre briefly reinstated services at Rosario Central through a municipal passenger initiative called "Ferrobús," which utilized bus chassis converted into train coaches. This service operated four daily trips passing through downtown Rosario to the National Flag Memorial. Despite high ridership levels, it was discontinued by year’s end and has not been restored since.
The Buenos Aires segment
After the nationalization of railways, the train and subway stations at Retiro were renamed "Presidente Perón" in honor of the former president. This designation was reversed in 1955 when the de facto administration established following the Revolución Libertadora reinstated the original station names.
The introduction of Metropolitan Vickers electric trains in 1916 on the electrified 28.3 km Retiro-Tigre C branch marked South America's inaugural electric railway, replacing steam-powered locomotives. During the 1950s, authorities contemplated shutting down the Delta del Tigre branch due to its lower passenger numbers relative to the parallel Retiro-Tigre line; however, this proposal was not executed at that time.
On November 8, 1961, President Arturo Frondizi authorized the closure of the Bartolomé Mitre to Delta route, which thereafter saw only occasional freight traffic until its total cessation. The abandoned railway properties were subsequently occupied without authorization, while community groups campaigned for the reactivation of services.
During Frondizi’s tenure, new electric rolling stock manufactured by Japanese firm Toshiba was procured for use on Mitre urban routes. These units featured a distinct design necessitating raised platforms at stations to facilitate boarding.
Diesel locomotives supplied by US-based ALCO operated services to Zárate and Campana. By 1970, a tunnel beneath the Retiro-Tigre line was constructed by Buenos Aires Municipality along Avenida del Libertador. Between 1984 and 1985, Ferrocarriles Argentinos, responsible for urban rail operations, collaborated with municipalities in Greater Buenos Aires to develop tunnels replacing level crossings within those areas.
The Buenos Aires-Tucumán express
Commencing service in 1969 after two years devoted to infrastructure upgrades, the Buenos Aires-Tucumán Express covered a distance of 1,156 km in approximately 15 hours. The train offered amenities such as a dining car, background music, and air conditioning for passenger comfort.
At that time regarded as one of the globe’s most opulent trains, it stood as a premier offering from Ferrocarriles Argentinos.
Significant enhancements included laying 357 km of new railway track across Santiago del Estero Province and José León Suárez (Greater Buenos Aires), overhaul of rolling stock at Rosario workshops, refurbishment of Hitachi coaches at Junín workshops, procurement of new Fiat-Concord carriages, station modernization, improved signalling systems, construction of additional platforms and luggage conveyors at Retiro station, installation of electronic departure and arrival displays at principal stations (Retiro, Tucumán, Rosario, La Banda), and expansion of ticket counters.
The project utilized materials such as 3,700 tons of rail supplied by domestic metallurgical firm Somisa, 50,000 tons of ballast, 700 tons of metal fittings, and 8,000 protective third rail covers.
Tren de la Costa
In September 1990, the company Tren de la Costa S.A., part of the local conglomerate Sociedad Comercial del Plata (SCP) owned by Santiago Soldati, secured the contract to revive the Mitre-Delta railway branch. The firm undertook the refurbishment of eight existing stations and constructed three additional ones, primarily designed as commercial shopping centers, with San Isidro serving as the principal station.
A new terminal called "Maipú" was established directly across from the former Bartolomé Mitre terminus. These two terminals were linked by a pedestrian overpass crossing Maipú Avenue. Unlike the Retiro-Bartolomé Mitre line, this Maipú-Delta route functioned as a light rail system utilizing two-car train sets produced by the Spanish manufacturer Construcciones y Auxiliar de Ferrocarriles (CAF).
The service officially commenced on April 20, 1995, following a test run conducted on December 7, 1994, which was attended by then-President Carlos Menem.
Originally designed as a tourist-oriented train with commercial hubs at Maipú, Libertador, and San Isidro stations, it attracted approximately 100,000 passengers on weekends. Adjacent to the Delta terminus, SCP invested US$100 million to develop "Parque de la Costa," which opened in April 1997 as South America's largest amusement park. Two years later, SCP partnered with Grupo Bolt to invest A$70 million in launching the "Trillenium Casino" near both the park and Delta station; this facility featured 1,800 slot machines alongside numerous gaming tables.
Nevertheless, economic crises such as the 1994 Mexican Tequila crisis and the 1997 Asian financial crisis led to a decline in passenger numbers and negatively affected park revenues. SCP sought government subsidies but was denied support because Tren de la Costa was categorized as a tourism service rather than public transportation.
Due to decreasing ridership and closures of retail outlets at stations, the Argentine government terminated SCP's concession and transferred management to its subsidiary SOFSE.
Suburban services
The electrified commuter line departing from Retiro terminus in Buenos Aires serves multiple suburban destinations within Greater Buenos Aires.
Following the 1992 privatization of urban rail services, operation of the Mitre Line was granted to Trenes de Buenos Aires (TBA), which also managed the Sarmiento Line, under Decree N° 730/95.
During its initial two years of operation, TBA consistently met contractually mandated service frequency standards at an average rate of 98%. By February 1999, TBA had invested US$200 million in improvements that included refurbishing 220 Toshiba railcars, renovating 13 stations and maintenance facilities, and implementing a new ticket vending system.
A significant enhancement was the deployment of "Puma" coaches on the Retiro-Tigre route. These units were domestically produced by Emprendimientos Ferroviarios S.A. (EMFER) and featured modern amenities such as air conditioning, ABS braking systems, and computerized monitoring.
In 1997, government plans aimed at a US$2.5 billion modernization program included purchasing 492 new electric coaches, refurbishing over 100 kilometers of track infrastructure, and upgrading signalling systems. However, during President Fernando De la Rúa's administration, funding was reduced to US$1.3 billion. Subsidies were provided to private operators like TBA to prevent fare hikes.
This approach combined with insufficient investment resulted in declining service quality. Following the 2012 Once station rail accident, authorities revoked TBA’s concession and handed operations over to state-run operator UGOFE, which managed the line until 2014 before transferring it to Corredores Ferroviarios S.A.
In 2014, a fleet renewal initiative began with new rolling stock supplied by Chinese manufacturer CSR Corporation Limited, with initial units delivered in June that year.
Freight services
By the early 1990s, the state-owned company Ferrocarriles Argentinos was experiencing a severe financial crisis. To address this, National Decree N° 520/91 established the residual entity FEMESA to oversee urban passenger rail services in Buenos Aires, while Ferrocarriles Argentinos remained responsible for freight and long-distance passenger transportation.
On March 10, 1993, President Carlos Menem issued a decree terminating all intercity passenger rail services, permitting their reinstatement solely if provincial authorities took over management.
In terms of freight operations, the government opened bids for running the lines, with operators paying fees to the State. In April 2002, the private consortium Nuevo Central Argentino (NCA)—comprising Aceitera General Deheza, Banco Francés del Río de la Plata, Asociación de Cooperativas Argentinas, and Román Marítima—secured the contract to operate and maintain the Ferrocarril Mitre network.
NCA commenced service on December 23, 1992, covering routes across Buenos Aires, Córdoba, Santa Fe, Santiago del Estero, and Tucumán provinces, spanning a total of 4,512 km. The consortium set up its main office in Rosario, Santa Fe.
At the beginning of the concession, Ferrocarriles Argentinos controlled just 45% of the rail line due to significant track degradation and lack of ballast that hindered train movement. NCA took over a fleet consisting of 63 diesel locomotives—only 23 of which were operational—and 5,354 wagons, with approximately 60% deemed serviceable.