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Railway-related
Photo
SAN MIGUEL DE TUCUMÁN
Front
sight of Tucuman station of the General Mitre Railway (in 1985).
It was built in the last decade of the XIX Century by the Buenos Aires
& Rosario Railway to serve as North terminal of the 1157 kilometers
broad gauge line that connected it with Buenos Aires. Though it was
not the first railway connection of San Miguel de Tucuman (capital of the
homonymous province, known as "The Garden of the Republic") was converted
in their long-distance main station.
Photo:
José A. Fernández / Carlos A. Fernández Collection.
Interior
sight of the roofed platforms of the same station. The track besides
the right wall has a third rail for exchange among both gauges (was in
service until 1992) permitting the transfer of the passengers to/by Buenos
Aires by the broad gauge main line with couse to Salta, Jujuy and inclusive
international connections with Bolivia, Chile and Perú. The
station continues in service at the present, serving of head-board to the
train of Tucumán Railways (TuFeSA) that, going through Rosario,
has as destination Buenos Aires (Retiro terminus).
Photo:
José A. Fernández / Carlos A. Fernández Collection.
MENDOZA
Mendoza
"P" station was established in 1885 (to be inaugurated the extension until
Mendoza and San Juan of the Andean Railway, State-owned company originating
from Villa María, Rio Cuarto, Villa Mercedes and San Luis) thereinafter
it was property of the Argentine Great Western Railway / Buenos Aires Pacific
Railway -British capital companies - and as of the nationalization of the
foreign railways in 1948 was part of the General San Martín Railway.
Devoted to bring services in broad gauge, also counted on metre gauge tracks
destined to freight and passenger exchange with the Argentine Trasandean
Railway. It can be observed to the right of the image the roofed
platform intended for a metric track where the International train bound
for Chile was waiting the arrival of the passengers originating from Buenos
Aires (1083 kilometers) and that soon did hardly would ascend the eastern
slopes of the Andes throughout 179 kilometers from reaching the border
in Las Cuevas, exchange point with the Chilean Trasandine Railway, to continue
his trip toward Santiago or the port of Valparaíso.
From
1993 there are no passenger trains in Mendoza, the same as in large part
of the Argentina. Meanwhile, the facilities stay abandoned and released
to its luck, depredated by the vandals and as a mere ghost of a better
time.
Photo:
Mariano C. Antenore.
Mendoza
station of the General Belgrano Railway. Modern building built around
the end of the 1930s to serve as terminal to the metre gauge line that
linked the greater city of the Argentine West with the great system of
the Central-North Argentine Railway (State-owned). From its proximities
was built a
surrounding
line that was connected to the then isolated line of the Argentine Trasandean
Railway (that was without operations from 1934 on account of an alluvion
that destroyed several sectors of the same) and in 1944 were re-established
the International services with Chile. The image dates from 1988.
Photo:
Carlos A. Fernández.
Departing
of a GANZ-MAVAG High-Mountain Diesel-Electric Train in tourist service
from Mendoza station (General Belgrano Railway) with course to Potrerillos
-trasandean line- in April 1988. Several of these rakes were acquired
at the beginning of the 1960s to operate passenger services on very hilly
lines as be Mendoza - Las Cuevas (Central Trasandean to Chile) or Jujuy
- La Quiaca (Western Line to Bolivia). Were possessing two motor-generator
plants (one in each extreme vehicle) and a central vehicle on the roof
of which was located the resistances intended for the operation of the
electrodynamic brakes.
Photo:
Carlos A. Fernández.
Sight
of a internal service train of the General Belgrano Railway originating
from Polvaredas -trasandean line- course to Mendoza (year 1989).
The international passengers traffic among Chile and Argentina was closed
in 1979, while continued the freight exchange until 1982, after something
which only was preserved a minimal weekly service for provisioning of the
accessions located in the high mountain. Finally these services were
discontinued at the beginning of the 1990s, remaining the line to mercy
of the elements and of the depredation.
Currently
it runs serious risk the own integrity of this international railway
connection due to the fact that is found in the first construction phases
a dam in Potrerillos, whose lake would make to disappear a long track section,
and until the moment has not been anticipated the construction of a variate
of the line that permit to draw this challenge.
Photo:
José P. Zilberberg.
VILLA CONSTITUCIÓN (Santa Fe Province)
The
Santa Fe and Córdoba Great Southern Railway was a British capital
company that was departing from the Port of Villa Constitución,
some 50 kilometers South of Rosario. During the last decade of the
XIX Century built in broad gauge (1,676 mm.) a line that crossed the South
of both provinces, going through Santa Teresa and Venado Tuerto with course
toward Rio Cuarto, in addition to a branch to Rufino, with several connections
that permitted a fluid wagon and freight exchange with other private railways.
Here it is observed the building of his head-board station in Villa Constitución,
at present without railway activity (though in uncommon form there are
some freight movement in the adyacent yard).
Photo:
Jorge Omar Soave.
A
singular point of this railway was located in Empalme [Junction] Villa
Constitución, a few kilometers to the West, where his route was
crossing the main line among Buenos Aires and Rosario of the homonymous
company. To facilitate the passengers and parcels exchange was built
a station-junction with the distinction of be one of the few of their type
in our Country in counting on its platforms forming an exact ninety degrees
angle, what imposed a very interesting design that is appreciated in the
photographs; together to the crosses also it was built a signal box.
Though
at present the passenger trains among Buenos Aires and Rosario are not
stopped in the station, this continues being employed by the operators
of the privatized freight services.
Photos:
Jorge Omar Soave.
ALEMANIA (Salta Province)
Though
many believe that the famous "C-14" Branch (worldwide recognized
by be traveled in its more picturesque sector by the "Train to the Clouds")
has his beginning in Salta, capital of the homonymous province in the Argentine
Northwest, in reality his starting point is located in Cerrillos, 17 kilometers
southwest of this beautiful city.
In
the strict sense of the word, "C-14" Branch is an appendix of the
"C-13" Branch. This last is separated of the "C" main tronk line
in the city of General Güemes (Salta) and is routed toward the West-Southwest
through the gorge of Mojotoro River, through a beautiful landscape through
which the ferreous line must cross this water course and to happen through
a tunnel before ¿emptying? in the Valley of Lerma, where is found
Salta city.
The
construction of "C-13" Branch obeyed to the need of connecting Salta with
the main trunk line built by the State, what was achieved in 1892.
Few years after was seen the convenience of extending this route through
fertile valley, what meant an important benefit for the local population
and the agricultural and cattle production. However, was existing
an additional reason: of the same way that the passage of the Mojotoro
gorge permitted railway to accede to the Valley of Lerma, the pass by the
gorge of Las Conchas would make possible to the rail its access to the
Calchaquean Valleys, with their principal populational seat in Cafayate,
zone producing of prestigious wines, cheeses and other articles.
Toward there it was directed then the effort of the Central - North Railway
(F.C.C.N.) while was reaching progressively one of the heads of the Lerma
Valley.
Regrettably,
when the ferreous line already was entering in the inferior sections of
the Las Conchas gorge, was unleashed the World War I and this meant the
interruption of the materials and equipment supply intended for the prosecution
of the line. In that year was established his head-board in the small
populated town of Alemania from which could be prosecuted through a road
until Cafayate.
To
be resumed the railway construction in the 1920s, other priorities were
advanced to the prolongation of the line interrupted in Alemania (for example,
was given strong impulse to the construction of “C-14” Branch to obtain
a connection with the Chilean North and also were concluded the connections
of the F.C.C.N. trunk with the river ports of Formosa and Barranqueras).
Never
it was concluded the projected line to the Calchaquean Valleys; however,
the trains continued arriving at Alemania until around the end of the 1970s
were discontinued the services as of Cerrillos (point of beginning of the
"C-14"). Though the line yet is found, in spite of have suffered
some damages by river floods, none trains cross in that section.
During
the 1990s Salta government made negotiations to achieve the transfer of
the Cerrillos-Alemania section, in order to promoting the reestablishment
of a railway service under a tourist-cultural basis, it has not been important
novelties until the present, continuing in foot the Alemanía Station
sorrounded by the beautiful landscape, perhaps waiting to vibrate again
with the arrival of the train.
Photo:
Hugo Piñero.
BARILOCHE (Rio Negro Province)
Also
in Patagonia the National State developed an intensive promotion action
through the construction of several railway lines. The case most
successful and than fortunately maintains its services until the present
is the ancient San Antonio to the Nahuel Huapi Railway, broad gauge line
that it would be begun in 1910 from the port of San Antonio and progressively
built until reaching finally in 1931 the shores of Nahuel Huapi Lake, in
proximities of the city of San Carlos of Bariloche.
The
tended of the line had to bear numerous inconvenient. One of the
most pressing (especially during the first phases of the work) was the
almost lack of fresh water, since the wells were supplying a practically
impossible brackish water of using in the locomotives and very distasteful
for the human consumption. It was not but until advance many kilometers
in the central plateau that it could be obtained through important works
from channeling, able water that it had to be transported in tank wagons
for its employ in those sites that were lacking. The last section
of the line, among Ingeniero Jacobacci and Bariloche, imposed large difficulties
by the zone tortuous topography, that made necessary to appeal to important
trenches carved in solid rock, in addition to several bridges and trestles.
The
construction of a liaison line among San Antonio and the provincial capital
Viedma, in addition to the construction of a monumental raisable railway-automotive
bridge over Rio Negro, permitted the connection of the until later isolated
line with the broad gauge system through the Stroeder-Carmen de Patagones
line of the Southern Railway, making possible direct trains traffic without
transfers among Buenos Aires and Bariloche (1741 kilometers). This
favored the strong development that experienced the region of the lakes,
converting to the head-board city of the railway in a tourist emporium
recognized at international level.
The
photograph attached shows the beautiful building of the San Carlos de Bariloche
Station, built according to the style adopted by the State Railways around
the end of the 1930s and beggining of the 1940s, with the
magnificence
that the beauty and importance of the place justifies. In spite of
the precarious situation which are unfolded the rail services administered
by the provincial governments, yet at present (November 2000) two weekly
trains runs among Viedma and San Carlos de Bariloche, to cargo of SE.FE.PA.
(Patagonian Railway Services) that depends on the Province on Rio Negro.
Photo:
Hugo Piñero.
VILLA CAÑÁS (Santa Fe Province)
"THE
AGRICULTURE IN ARGENTINA WAS WORK OF THE RAIL BEFORE THAT OF THE PLOUGH"
This
phrase was pronounced almost a century ago by the President Roque Sáenz
Peña, who in form very concise thus summarized the importance that
represented for our Country the construction of an important railway system
that became the seventh of the World by their length.
The
speedy, sure and inexpensive transportation in the delayed extensions of
our territory was the most important contribution of the railways, permitting
thus the colonization of regions that few years before were qualified as
deserts and inept for all kinds of agricultural development. Such
be established strong links among the agricultural colonies that they were
being established after the advance of the construction of the lines that
among the decades of 1870 and 1920 configured the railway map of the "Wet
Pampas" comprised by the Province of Buenos Aires, Center-South of Santa
Fe, Southeast of Córdoba and East of La Pampa.
The
immense plain that is extended by more than 500 kilometers from the shores
of the Rio de la Plata, was seen criscrossed by multiple railway companies
that from their first years had the agricultural production as one of their
main traffic, in transportation of the products toward the large cities
and consumption centers as well as for the export, in addition to the return
charges with all kinds of supplies and provisions intended for the communities.
An average distance of 10 miles (16 kilometers) among the successive stations
generated the characteristic distribution of the populated centers that
so much calls the attention to the foreigners that take contact with the
pampean reality. Each station was concentrating the activity of the
town and neighboring region. There they were built with preference
the facilities for cereals storage (as can be observed in the photograph
attached, Villa Cañás station of the General San Martín
Railway, in April 2001) and the corrals for cattle, thereinafter loaded
in the trains that were leading them to the markets or export.
In
spite of the excessive increase in the participation in the automotive
transportation in the agricultural area (fruit of several decades of official
subsidies, against the railway transportation, inexpensive and sure) yet
today the trains continue being a factor of importance in function of acting
as regulatory of the prices and at the same time to permit the development
on very removed zones from the consumption centers. However, yet
it is found in disadvantage in face of the trucks, with the consequences
that brings ready above all the productive circuit of the Country.
It is necessary of once to fix a clear and positive political that offer
to the railway the place that is deserved as the means of land transportation
more indicated for transportation of bulk commodities, as is recognized
in the developed World.
Photo:
Mariano C. Antenore.
CASILDA (Santa Fe Province)
The
current city of Casilda was founded in 1870 as Colonia Candelaria by the
Spaniard entrepreneur Don Carlos Casado del Alisal. Located 56 kilometers
West from Rosario, it was the first focus of the agricultural settling
that in few years populated the Southwest of Santa Fe.
In
1881, Don Carlos requested a grant of the Provincial Government to build
a railway among Rosario and the Colonia Candelaria, the one which was put
in service in November 1883 with the name of Ferrocarril Oeste Santafecino
(F.C.O.S.). With the pass of the years, through the construction
of several additional route sections toward Melincué and toward
Cruz Alta (Province of Córdoba) this private capitals company of
the Country was a tool of active population in the until later pampas deserts
of Santa Fe´s South.
In
1890, the Central Argentine Railway (F.C.C.A.) also it reached this locality,
with their Cañada de Gómez-Pergamino line, what converted
to the then Villa Casilda in one of the most important populations of this
zone of the Province. After the death in 1899 of Don Carlos, in 1900
the F.C.C.A. buys the F.C.O.S. and incorporates it into their system, after
something which in 1904 proceed to
inaugurate
his new Casilda station (sight in the photograph attached) replacing at
the same time to the original stations of both lines.
During
the Twentieth Century, Casilda experienced a strong economic and populational
growth, in addition to be an important activity pole, what made necessary
to duplicate the track toward Rosario, task ended in 1911. An intensive
freight and passenger traffic were centered in this city, with five rail
lines that were converging on her.
However,
the construction of the National Route 33 from Rosario, during by mid 1930s,
represented a strong blow for the rail traffic, diminishing progressively
until 1977, with the elimination of the last passenger services toward
and from Rosario.
Today,
a mere permanent way gang of Nuevo Central Argentino is the only one presence
in the lonely platforms of the station, that it must miss their ancient
fullness and activity times.
Photo:
Carlos A. Fernández.