General Urquiza Railway

The General Urquiza Railway (FCGU), named in honor of the first constitutional president of Argentina, Justo José de Urquiza, has a standard gauge (1435 mm) and It is part of the Argentine railway network. The route connected the city of Buenos Aires with the northeast of the country, crossing Argentine Mesopotamia. This branch is reduced to the Zárate-Posadas route because in March 2018 the crossings that existed until then with the General San Martín Railway were removed, both the one in the town of Hurlingham and the one in Pilar in the province of Buenos Aires, thus disconnecting from the trunk the original connection between the Federico Lacroze station and Mesopotamia.

The network of this railway extends through the provinces of Buenos Aires, Entre Ríos, Corrientes, Misiones and had a small section in the province of Santa Fe. There are connections with the railway networks of Uruguay (over the Salto Grande dam since August 25, 1982), Paraguay (San Roque González de Santa Cruz International Bridge since April 9, 1990 and before a railway service since October 20, 1913) and Brazil (Agustín P. International Bridge. Justo-Getúlio Vargas since October 12, 1945).

The General Urquiza Railway has a suburban service "Línea Urquiza" in Greater Buenos Aires, between the Federico Lacroze station, in the Buenos Aires neighborhood of Chacarita, and the General Lemos station in the Buenos Aires town of San Miguel.

Origin

Mesopotamian railways

The division between privately owned railways (centered in the Pampas region) and state railways (basically in the other regions) was highlighted by a difference in gauge. Private railways began to invariably use the broad gauge of the Indian type (1676 mm) since 1857, while the state railways opted for the metric gauge (1000 mm) in the north of the country and a combination of "economic" gauge. 3. 4; (750 mm) and wide in Patagonia. The decision by the national State to use a narrower trail responded to an economic reason given the complex panorama involved in crossing mountain areas and forested regions. This decision, made by the national government in the 1870s, made the operational integration of the networks difficult until today. An additional complication was added to this panorama: at that time the Mesopotamian region (Entre Ríos, Corrientes and Misiones) had more commercial links with Brazil and Uruguay than with the rest of the country, from which it was physically separated by the mighty Paraná River.. Both the Ferrocarril Primer Entrerriano in 1866 and the Ferrocarril Central del Uruguay adopted the universal or standard gauge (1435 mm), the same one that the Mesopotamian railway companies adopted when building their railways. Thanks to the Buenos Aires Central Railway, which began its operations as a tram (which in general in Argentina used the standard gauge), years later, the Mesopotamian railways were able to reach Buenos Aires.

In addition, at the time of nationalization, unlike what happened with the other lines (generally direct descendants of the most important railways), in the case of the Mesopotamian railways there was no 'mother' company;, but a rather heterogeneous training network that underwent arduous evolution throughout its history, which was made up of the following railways:

• Entre Ríos Railway (FCER): began its operations in 1892 by purchasing the 612 km of the network operated by the provincial state company, the Entrerriano Central Railway. Four years later, the company bought the First Entrerrian Railway belonging to the national government. Since 1899 this company began to open new branches and in 1915 its operation was merged with that of the Northeast Argentine Railway with a joint administration centralized in the city of Concordia.

Absorbed:

• First Trainer (FCPE): On July 9, 1866, a group of Argentine entrepreneurs inaugurated the branch of Gualeguay to Puerto Ruiz (10 km) in the province of Entre Ríos. This was the first railway branch of the Mesopotamian region and was also the first line to use the standard trout in the Silver basin. Due to the economic problems of the company, it passed to the national state in 1874 and was sold to the Entre Ríos Railway in 1896.

• Central Railway Entrerriano (FCCER): it was a railway company owned by the Government of Entre Ríos that built and operated a standard trout line between the cities of Paraná and Concepción of Uruguay and later added the branches to Villaguay, Gualeguaychú and Victoria. The network of this railway reached 612 km, extending its services between the Paraná and Uruguay rivers. On January 29, 1892 this provincial company was acquired by the British capital company The Entre Rios Railway Company Limited, so the company became known as Entre Ríos Railway.

• Northeast Argentine Railway (FCNEA): The stretch of Monte Caseros to Curuzú Cuatiá was opened in 1890 and then extended to Corrientes and Posadas. In 1915 the company was administratively merged with the Entre Ríos Railway.

Absorbed:

• Argentine Railway East (FCAE): it was a British capital railway company founded in 1871. This company operated from 1874 the standard trout branch between Concordia: (Entre Ríos) and Monte Caseros (Corrientes), with a branch secondary to Puerto Ceibo. After numerous vicissitudes, the company was sold to the Northeast Argentine Railway in 1907.

• First Correntino Railroad (FCPC): was created in 1892 at the initiative of the Italian businessman Francisco Bolla, owner of the sugar mill First Corridor, who requested the Legislature of Corrientes, the construction and operation of a railway line for the purpose of transferring loads (mainly sugar cane), employees of the ingenuity and other passengers. This railroad was built in a 600 mm trout, known as Decauville type. The company operated two branches from the ingenuity First Correntino, San Luis del Palmar and the city of Corrientes, and small industrial branches annexed. In 1904 he ceased his operations and part of his tracks were lifted. In 1908 what remained was acquired by the shipping businessman Carlos Dodero, who received a new concession from the Government of Corrientes, creating the Correntino Railroad (FCC). The line extended the branches to Caá Catí and Mburucuyá and in 1912 it became known. General Company of Economic Railways of the Province of Corrientes. After failing economically, that company was acquired by the Government of Corrientes in 1927, being renamed as Provincial Railway of Corrientes (FCPC).

• Eastern Lines of the General Administration of State Railways (FCE): belonging to the national State, they had the Diamante-Curuzú Cuatiá line and lateral branches to Paraná, Concordia and La Paz. He joined the Entre Ríos Railway in Crespo and Paraná and the Northeast in Concordia and Curuzú Cuatiá. It counted with exits to the ports of Concordia, Diamante and La Paz.

By the end of the 1940s in the Mesopotamian region the merger of railway companies resulted in a company with British capital that managed two standard gauge companies: the Ferrocarril Nordeste Argentino and the Ferrocarril de Entre Ríos. Apart from this private company there was the nationally owned railway (Líneas del Este) and a provincial Decauville gauge railway (Ferrocarril Provincial de Corrientes).

The Central Railway of Buenos Aires

Since 1870 the Lacroze brothers operated horse tram lines in the City of Buenos Aires under the name Tramway Central. On April 6, 1888, this same company inaugurated the Buenos Aires-Pilar service (47 km) under the name Tramway Rural, which also worked with blood traction. The line was extended to Zárate (53 km) on July 27, 1888. In 1891 steam traction was incorporated and shortly after (August 26, 1897) it was renamed Rural Railway of the Province of Buenos Aires (FCRPBA). After the death of Federico Lacroze in 1899, the company continued under the command of his son Teófilo. In 1906 the company was renamed Ferrocarril Central de Buenos Aires (FCCBA). Its stations were: Buenos Aires (Lacroze), Chacarita, Lynch, San Martín, Pereyra, San Miguel, Piñero, Toro, Pilar, Empalme, Pavón, Capilla, Escalada, Zárate.

Between 1889 and 1915, the sections of the main line that were to reach the city of Villa María (province of Córdoba), the planned terminal of the service, were opened. However, work stalled at the precarious Cuatro de Febrero station in the province of Santa Fe, in the middle of the countryside.

The lateral branches to San Martín and Campo de Mayo were opened on February 20, 1911 and November 30, 1914, respectively. The metropolitan section had been born as a tram service that originally started from the corner of Corrientes and Reconquista following Corrientes Avenue to Chacarita, where it began to circulate on Rural Tram tracks. At the current Lynch station, the lateral branch to San Martín was detached towards the Migueletes station of the former Argentine Central Railway, where interchange tracks with the 1676 mm gauge were established. On March 14, 1908, electric traction was authorized from the Federico Lacroze station to San Martín, and the electric tram service was inaugurated on November 23, 1908. At that time the branch to San Martín still maintained 3 stations: Lugones (km 7.90), Rome (km 8.50) and San Martín (today Kennedy Square).

River connections

On March 15, 1908, the connection with ferries (ferry boats) was inaugurated with a freight train between the piers of Puerto Ibicuy on the Paraná Ibicuy River and Zárate on the Paraná River of the Palmas, connecting the Entre Ríos and Central Buenos Aires railways that had signed a common traffic agreement. For this purpose, the railway ships Lucía Carbó, Mercedes Lacroze and María Parera acquired by the Entre Ríos Railway were used for the 106 km journey along the Paraná de las Palmas River that could be shortened to 80 km in some circumstances. On May 29, 1908, the first train with passengers crossed and the official inauguration took place. On June 26, 1926, a collision between the Mercedes Lacroze and María Parera caused the latter to sink. In 1965 the ferry Tabaré was incorporated into service. In Zárate, the main road had the particularity of having a pronounced ramp between the boat berth and the upper plain or Zárate Alto, with the Paraná ravines in between. All trains had to be assisted from the dock to past the station by an auxiliary locomotive. In Zárate Bajo was the berth where the ferry boat arrived. The trains from Zárate Alto arrived there, and in order to operate on the transfer area, the locomotives had to be coupled with flats with ballast.

On May 5, 1929, the Entre Ríos Railway freight service was inaugurated with railway ships between the Puerto Ibicuy pier and a pier in Dock Sud in the Port of Buenos Aires, using the Carmen Avellaneda < railway ships. /i>, Delfina Mitre and Dolores de Urquiza who made the trip along the Paraná Guazú River and the Río de la Plata. From the Dock Sud pier the tracks reached the Anglo meat processing plant, to where live cattle were transported.

On October 20, 1913, the connection with Paraguay was inaugurated through railway ships of the Ferrocarril Nordeste Argentino that allowed travel to Asunción along the tracks of the Central Railway of Paraguay without changing cars. The railway ships Ezequiel Ramos Mejia and Roque Sáenz Peña were assigned to cross the Paraná River between the Posadas and Pacú-Cuá piers. After the inauguration of the San Roque bridge González de Santa Cruz, on April 9, 1990, service was enabled on the new branch that crosses the bridge to Paraguay, ending the service of the 2 railway ships. When the Yacyretá dam was inaugurated on July 7, 1998, the Paraguayan branch It was cut off in Encarnación, ending the connection with Asunción.

The connection with the Viação Férrea do Rio Grande do Sul in Brazil (1000 mm gauge) on the Agustín P. Justo-Getúlio Vargas International Bridge between Paso de los Libres and Uruguayana was inaugurated on October 12, 1945. For this purpose It was necessary to build a double-track branch between both stations.

Conformation of the General Urquiza Railway

The crisis of the 1930s blocked the already scarce possibilities of expansion of Pampas activity. The closure of world markets was parallel to stagnation, and the physical decline of the region's crops. The lower agricultural activity affected their income and profitability, while adding an additional element to discourage all types of investment. At the same time, the railway also began to suffer the loss of short-distance traffic, for technical reasons that benefit trucks on those sections. The disappearance of this segment of the market had an even greater impact on its profitability. The sum of these factors meant that the railway in Argentina reached the end of the Second World War in conditions of high obsolescence, characterized by the age of its equipment and the lack of adaptation to modern logistics. Most of the locomotives and carriages had exceeded their useful life and a good part of the tracks were as they had been laid at the end of the previous century.

After arduous negotiations, on February 13, 1947, the national government signed the agreement for the acquisition of the British-owned railways that operated in the country, acquiring among them the Ferrocarril de Entre Ríos and the Ferrocarril Nordeste Argentino. On March 1, 1948, the national State took formal possession of both railways. That same year the decree of the P.E. No. 20024/1948 provided for a total restructuring of the national railway system.

The decree of the national Executive Branch No. 32574/1948 of October 21, 1948 established that as of January 1, 1949, the nationalized railway lines would bear the names of heroes or illustrious figures of the country who had something to do with it. with the region served by each railway, so the Ferrocarril de Entre Ríos and the Ferrocarril Nord Este Argentino were renamed "Ferrocarril Nacional General Urquiza". The Eastern Lines were incorporated into the General Belgrano National Railway. In the foundations of the decree it is expressed "that it is the duty of the Government of the Nation to keep alive in the people the cult of the memory of the forgers of the nationality, as a tribute of gratitude to their patriotic efforts and to strengthen the feelings of solidarity with our "This decree came into effect on January 1, 1949, when the General Urquiza National Railway was formed, initially composed of the Entre Ríos and Northeast Argentine railways, but from that point on date also incorporated the Eastern Lines of the State Railways that decree No. 32574/1948 had incorporated into the General Belgrano National Railway. The first administrator of the FCNGU was Lieutenant Colonel Edgar H. Echezarreta, establishing central management in the Entre Ríos city of Concordia.

By national decree No. 9877 of April 25, 1949, the agreement between the Ministry of Transportation of the Nation and Federico M. Lacroze, representative of the shareholders of the Buenos Aires Central Railway, was approved, by which it was acquired by the national State the last railway concession in Argentina that remained in private hands, at a value of 5,980,000 pesos national currency, also canceling all its financial obligations by another agreement with its creditors. On May 12, 1949 the national State made the payment for the purchase and took possession of the Buenos Aires Central Railway, annexing it to the newly created General Urquiza National Railway, although due to the fact that no takeover document was signed when the company was liquidated, the deed of the assets in favor of the National State was recently ordered by decree law no. 19454 of January 24, 1972. With which the General Urquiza National Railway gained access to Buenos Aires and also acquired a local section in Greater Buenos Aires and some kilometers of roads in the interior of the province of Buenos Aires.

On May 11, 1951, the 209 km of 600 mm gauge of the Corrientes Provincial Railway, known as the Correntino Economic Railway, were transferred to the national State by resolution No. 842/51 of the Ministry of Transportation of the Nation, which was approved by decree No. 11593 of November 26, 1952, being integrated into the General Urquiza National Railway. This line was closed on November 1, 1969.

The National Transport Company (ENT) - also in charge of tram, underground and nationalized automobile transport - grouped together the nationalized and reorganized railways as autonomous companies until the Superintendence of Railways was created in 1956. A resolution of January 12, 1956 ordered the elimination of the adjective National in the names of all the country's railways, becoming Ferrocarril General Urquiza since then. The ENT was dissolved and replaced in 1958 by the Argentine State Railway Company (EFEA), grouping only the 6 railway lines, a company that in 1968 adopted the name Ferrocarriles Argentinos.

The mileage of the Urquiza Railway stations were inherited from the original companies, which had their km 0 in: Buenos Aires Central Railway at the Federico Lacroze station; Entre Ríos Railway at the Bajada Grande station; Eastern Lines of the State Railways at the Puerto de Diamante station; Ferrocarril Nordeste Argentino at the Concordia Central station; Corrientes Provincial Railway at the Corrientes station of that line.

Development during state management

Suburban service of Buenos Aires and interior of the province of Buenos Aires

In 1954 the new Federico Lacroze station (service terminal in Buenos Aires) was inaugurated, which is a project of sober lines developed by architects from the Ministry of Public Works. Until then the Lacroze station had been a long 'Frenchish' style building. The remodeling works lasted between 1951 and 1957.

Until 1967 the double track and the so-called "third rail" for the electricity supply, they extended between the Federico Lacroze and km 18 stations (called the Army of the Andes since 1964). From there it had to be combined by tram to reach Campo de Mayo, this route was single track with electrical power through catenary. Starting in 1967, trains began to provide service between Lacroze and Campo de Mayo.

To modernize the railway fleet, in the 1960s EFEA acquired several sets of Japanese electric cars that were sent to the Miter and Sarmiento lines. After this good experience and also to standardize spare parts, at the beginning of the 1970s, Ferrocarriles Argentinos decided to order 128 electric cars from the Japanese consortium Marubeni (made up of the firms Kinki-Kawasaki-Nippon Sharyo-Tokyu Car-Hitachi-Fiat-FM). standard gauge for urban services on the Urquiza line. All would be motor vehicles, except 12 cars that would have a van in part of their design. Once built, they began to arrive in Buenos Aires at the beginning of 1973 and were quickly put into operation, since the entire line had been modernized, both in tracks and complementary works at the stations. A base depot was also built at the Rubén Darío station. In May 1974, all the previous formations were radiated, with which the Urquiza line lost its classic 'suburban tram' appearance, to become a true railway. As a result of this restructuring, the location of some stations was changed and in 1981 the metropolitan line was extended from Campo de Mayo to the new General Lemos terminal in the San Miguel district, located at the intersection with Route 202.

From the Rubén Darío station a branch continued to Zárate, where passengers were not picked up to Buenos Aires because the priority to this city was the General Miter Railway, with better services and greater frequencies. The other FCGU line separated at the Fátima station and crossed the north of the province of Buenos Aires until its rails entered the province of Santa Fe and ended at the precarious Cuatro de Febrero station.

Zárate-Brazo Largo Complex

The physical lack of communication between Mesopotamia and the rest of the country began to be remedied with the works of the Paraná-Santa Fe subfluvial tunnel (1969) and the Corrientes-Resistencia bridge (1973). However, the work that would contribute to ending this lack of communication was the Zárate-Brazo Largo railway complex. In 1970, the bulldozers began to clear the area to assemble the workshops, although the incorporation of the railway section into the work had not yet been decided. Eventually, the decision had been affirmative, which would mean great progress for the General Urquiza Railway. The works began in 1972 and finally the railway section was included, with which the Mesopotamian lines would access Buenos Aires through one of the largest works in the country. This meant a physical integration of the network with all the functional benefits that it implied.

Both bridges designed by Fabrizio de Miranda were opened for traffic on December 14, 1977, ending the service of the 6 railway boats from Puerto Ibicuy. For this purpose, a 60 km branch was built between Zárate and Libertador General San Martín and the branch was abandoned towards the Zárate Alto and Bajo stations and their pier, building the Zárate Nuevo station. The railway complex included the two bridges, the access to them, and the section of route that connected them through Talavera Island. The viaducts are very similar to each other in their design, with two sections in each direction for automotive transport.

In the case of the structure over the Paraná de las Palmas River (Gral. Bartolomé Miter bridge), the extension of the viaducts is 1214 and 1735 m (the road ones), and 1452 and 2788 m (the railway ones). As for the Justo José de Urquiza bridge (on the Brazo Largo side), the length of the road sections is 1733 m and that of the railway sections is equivalent to 2835 m. The bridges are similar in their architecture, since in both cases they are metal structures supported by shroud cables, which start from two main pillars (they are cable-stayed bridges). These pillars have their foundation in the river bed, and reach a maximum height of 122 m above its level. The pile structures are hollow, and have an elevator inside that allows you to reach the top of them, where the cubes that hold all the cables are located. The length of the main span on both bridges is 330 m and 110 m on the sides.

Starting in 1995, the official name of the complex became National Union Complex, becoming one of the main arteries of Mercosur.

Intercity passenger service

The intercity passenger train services that the FCGU had at the beginning of the '90s were the following:

• Trains n.o 601-602 "El Gran Capitán", daily service between Federico Lacroze and Posadas with automotive combination from Enrique Carbó to Gualeguay (the last formation with this name ran on August 1, 1992 and was renamed "El Misionero" (trains n.o 611-612) with service from Monday to Saturday until its close on March 10, 1993);
• Trains n.o 603-604 "El Correntino", daily service between Federico Lacroze and the city of Corrientes coupled with "El Gran Capitán" to Monte Caseros (the last formation with this name ran on August 1, 1992 and was renamed "Paso de la Patria"—trens n.o 613-614—coupled to El Misionero until its close on March 10, 1993);
• Trains n.o 605-606 "Expresso Cataratas", a weekly luxury service between Federico Lacroze and Posadas, with automotive combination to Puerto Iguazú. By ferry in Posadas they crossed the cars that followed Asunción del Paraguay, the international train "El Guaraní" (suppressed by Decree No. 44/1990);
• Trains n.o 607-608 "Salto Grande", daily service (except on Saturdays) between Federico Lacroze and Concordia Central with automotive combination from Enrique Carbó to Gualeguay (suppressed by Decree No. 44/1990);
• Trains n.o 609-610 "Río Paraná", daily service (except on Saturdays) between Federico Lacroze and Paraná coupled with "Salto Grande" until Basavilbaso (suppressed by Decree No. 44/1990);
• Trains No. 621-622 between Monte Caseros and Posadas (suppressed by Decree No. 44/1990);
• Trains No. 2301-2302 between Concordia Central/North and Paraná (suppressed by Decree No. 1168/1992 and replaced by another that ran until 31 December 1992);
• Trains No. 2303-2304 between Concordia Central and Paraná (suppressed by Decree No. 44/1990);
• Trains No. 2305-2306 and 2307-2308 between Paraná and Concepción del Uruguay (suppressed by Decree No. 44/1990);
• Trains No. 2313-2314 between Concordia Central and Concepción del Uruguay (suppressed by Decree No. 44/1990);
• Trains No. 2321-2322, 2323-2324, and 2325 between Federico Lacroze and Rojas known as "El Federico" (suppressed by Decree No. 44/1990 and replaced by trains No. 615-616 and 653 that ran until 21 November 1993);
• Trains No. 2354-2355 between Concordia Central and Monte Caseros (suppressed by Decree No. 44/1990);
• Trains No. 2356-2357 between Basavilbaso and Central Concordia (submitted by Decree No. 44/1990);
• Trains No. 2358-2359 between Basavilbaso and Concepción of Uruguay (suppressed by Decree No. 44/1990);
• Trains n.o 6623-6624 cargo with passenger car between Federal and Curuzú Cuatiá;
• Trains n.o 6603-6604 cargo with passenger car between Mantilla and Goya in combination with El Correntino.

In 1982 the Mesopotamian lines were integrated with the railways of Uruguay (all with universal gauge: 1435 mm), through the crowning of the works on the Salto Grande dam on the Uruguay River. The Concordia-Salto international train ran from the maiden voyage of the Salto Grande dam on August 25, 1982 until November 4, 1985 with a motor car service. The filling of the Salto Grande reservoir flooded the tracks between the Ayuí stop and the Santa Ana station, making it necessary to build a new branch from the La Criolla station to a point near Chajarí. The Isthilart, Federación and Santa Ana stations were relocated to the new branch. For the crossing over the dam, a branch was built from near the Ayuí stop, which was relocated, also unifying the roads in Concordia that previously belonged to the FCEA with those that belonged to the State Lines.

Closed branches

On the Villa Lynch branch to the Migueletes station of the General Miter Railway (U-24 branch) it was closed on July 28, 1961 by decree No. 6369/1961. The circuit of the urban area within the San Martín district advanced along Campos Street, turned onto Rivadavia and went around San Martín Street until it joined again with the tracks of said branch at Perdriel Street. There, the km 8,800 stop was also closed (at the height of 18 de December 1856 street) and the San Martín station was built in the place where Kennedy Square is currently located..

The Larkin Plan, published in 3 volumes as Argentine transportation: long-range plan, was a study of rationalization and modernization of Argentina's means of transportation—except air—prepared by the American general and engineer Thomas B. Larkin with support from the World Bank between 1959 and 1962. It was implemented during the presidency of Arturo Frondizi and its most controversial and conflictive part was the reduction of the Argentine railway network. The plan established an order of priority for the closure of several branches of the FCGU and their replacement with roads: 1) La Paz-San Jaime (144.4 km), Fátima-Rojas (165.5 km), Victoria-Nogoyá (47.8 km); 2) Federal-Curuzú Cuatiá (162.2 km); 3) Crespo-El Pingo (74.3 km), Paraná-El Pingo (71.2 km), El Pingo-Federal (143.0 km), Caseros-San Salvador (98.7 km). As a consequence of the plan, the railway line that went from Rojas to the Cuatro de Febrero station in the south of the province of Santa Fe was canceled on August 1, 1961 and its tracks began to be raised. As the producers of the region requested its reopening, in 1974 it was rehabilitated to the Sarasa station in the Colón district, but shortly after it was closed again and its tracks were raised in the early 1980s, leaving Rojas as the point of rail of the branch until its final closure in 1993.

Other branches designated by the Larkin Plan were closed in the following decades. The San Jaime-La Paz branch (U-13 branch) was closed in 1969 and its tracks were abandoned and then built in the 1970s. The detours to the ports of Empedrado and Alvear in the province of Corrientes appear as closed in the General Diagram of the Gral. Urquiza Line Network U-01.500/8 updated to October 1974, so they were closed before that date. On the Victoria-Nogoyá branch, its stations were closed on September 15, 1977 by decree No. 2294/1977 of August 5, 1977 of the military government. The Caseros-San Salvador branch was closed on September 17, 1977 and It completely ceased its activity in 1980.

The branches of the former Correntino Economic Railway from Corrientes to Mburucuyá (branch U-18) and from Lomas de Vallejos to General Paz (branch U-19) were closed on November 1, 1969 and a few years later their tracks were raised railways, including the industrial line that operated in the Primer Correntino mill with a 13 km branch to the San Cosme station that was not owned by the FCGU.

For the construction of the General Manuel Belgrano bridge between Corrientes and Resistencia over the Paraná River - inaugurated on May 10, 1973 - it was necessary to demolish the Corrientes station and build a new one, shortening the branch within the city.

Concession of services to private companies

Introduction

The situation of Ferrocarriles Argentinos at the beginning of the '90s did not differ from that of other public companies. Law No. 23696 of State Reform promulgated on August 18, 1989 by President Carlos Saúl Menem declared the company Ferrocarriles Argentinos subject to privatization in the form of concession regarding the transportation of passengers, cargo, infrastructure and services. Decree No. 44/1990 of January 4, 1990 provided for the rationalization of intercity passenger services by ordering the closure of 14 FCGU services in a period of 30 days.

On the basis of the Suburban Railway Administration created by decree No. 47 of January 4, 1990, by decree No. 502/1991 of March 25, 1991 on April 1, 1991 it was created a new company as a dismemberment of Ferrocarriles Argentinos, called Ferrocarriles Metropolitanos S.A. (FEMESA), to be in charge of the administration, operation and rationalization of services in the metropolitan area of Buenos Aires, including the Lacroze-General branch We read from FCGU.

Decree No. 1168/1992 of July 10, 1992 provided for the suppression of intercity passenger services as of July 31, 1992 or their transfer to the interested provinces as of January 1, 1993, due between both dates share the costs of the services. Decree No. 2408/1991 of November 12, 1991 established a schedule for the privatization process of freight transportation of the General Urquiza Railway, whose pre-award was to take place on May 29 of 1992, and of the metropolitan railways (FEMESA) and subways of Buenos Aires (SBASE) on August 20, 1992.

Meanwhile, there was a drastic reduction in personnel, making use of the options of voluntary retirement or the reinstallation of surplus personnel in other areas of public administration. On August 1, 1992, an emergency diagram was put into effect for the remaining intercity passenger services from Lacroze to Posadas, Corrientes and Rojas and between Concordia and Paraná, half-funded by the provinces. Decree No. 532/1992 of March 27, 1992 called on the provinces of Entre Ríos and Corrientes to offer interest in the concession of the following already closed branches before April 30, 1992, when they were definitively closed. (some from previous decades): Puerto Ruiz-Gualeguay, González Calderón-Rosario del Tala, Raíces-Sola, Victoria-Nogoyá, Caseros-San Salvador, El Pingo-Empalme km 59, Libertador San Martín-Puerto Ibicuy (in Entre Ríos), Empedrado-Puerto Empedrado, Goya-Puerto Goya, Alvear-Puerto Alvear, Santo Tomé-Puerto Santo Tomé, Paso de los Libres-Puerto Paso de los Libres, Puerto Ceibo-Monte Caseros (in Corrientes).

Decree No. 2388/1992 of December 15, 1992 extended until March 10, 1993 the deadline to suppress intercity passenger services that the provinces did not fully take over.

Cargo service

Freight services were the first to be privatized, however, the Urquiza and San Martín railways were the last to be concessioned given that the state of some sections of the tracks required significant renovation.

The Urquiza railway line was awarded to the company Ferrocarril Mesopotático General Urquiza S. A., whose award was approved by decree No. 504/1993 of March 24, 1993 as a comprehensive concession for the exploitation of the Urquiza railway network sector. excluding the electrified urban section Lacroze-General Lemos already awarded to FEMESA. The successful bidder was in charge of complementing the charging activities between Buenos Aires and Posadas, bordering Paraguay. Its network had 2,739 kilometers of tracks, 67 locomotives and 2,300 wagons and its specialization was in the transport of containers from different Mercosur member countries.

On August 20, 1999, the shareholders of the company Ferrocarril Mesopotático General Urquiza S.A. They sold their shares to the Brazilian-owned company América Latina Logística S.A., which was left with the concession of the cargo lines: Buenos Aires to the Pacific - formerly San Martín - (ALL Central) and Ferrocarril Mesopotático - formerly General Urquiza - (America Latina Logística Mesopotámica S.A., name adopted by resolution of the Ministry of Infrastructure and Housing No. 266 of August 17, 2001). In Brazil, this company operated railways in the states of São Paulo, Mato Grosso do Sul, Paraná, Santa Catarina and Río Grande do Sul.

By resolution 469/2013 of May 30, 2013, the Minister of the Interior and Transportation, Florencio Randazzo, terminated the concession contract for the exploitation of rail freight transport services with América Latina Logística Mesopotámica S.A. alleging serious problems of disinvestment and abandonment of infrastructure and rolling stock. The resolution left the operation of the freight railway service and the administration of the railway infrastructure to the state company Belgrano Cargas y Logística S.A., created by decree no. º 566/2013 of May 21, 2013 in the orbit of the Ministry of the Interior and Transport.

In October 2016, 50 hopper cars and 100 container cars that the government of President Mauricio Macri acquired in the People's Republic of China for the reactivation of the FCGU arrived at the port of Guazú in Entre Ríos. The wagons were destined for Concordia and Monte Caseros. On June 16, 2017, the branch from Monte Caseros to Curuzú Cuatiá was rehabilitated with a freight train. On November 13, 2017, the freight service between Garupá and Zarate.

Urban service in Greater Buenos Aires

The National Executive Branch provided through article 13 of decree 2074/90, signed on October 3, 1990 by Carlos Saúl Menem, the concession for the exploitation of the services provided by Subterráneos de Buenos Aires S.E. the Premetro for 20 years, together with the Urquiza Line, forming Service Group 3.

June 5, 1992 was the date on which the reception of the proposals was stipulated, although initially the date had been agreed on May 26 of that year, and the following companies or consortia were presented: Benito Roggio and others, Ferrometro Argentino, Metrobaires, Pardo, Rabello and others and < i>Traimet. When the company Traimet was harmed, it filed an appeal for reconsideration, but the P.E.N. definitively disqualified her by decree no. 1832/92. The concession was awarded to the consortium formed by Benito Roggio e Hijos S.A., Cometrans S.A., Burlington Northern RR. Co., Morrison Knudsen Corporation Inc. and S.K.F. SACCIFA., who would form the company Metrovías S.A.. It was approved by decree No. 2608/1993 of December 22, 1993. The Metrovías company received from the national State a total of 23 stations and 28 kilometers of tracks, corresponding to the Urquiza Railway and 76 stations and 46 kilometers of network corresponding to the underground and premetro.

The effective transfer of the network was made on January 1, 1994, when the company Metrovías S.A. It became the concessionaire of all the lines of the Buenos Aires City Subway, the Premetro and the Urquiza Railway Line. The concession included the possibility of increasing rates, but did not include the extension of the subway lines, the planning and execution of which would be the responsibility of the City Government through Subterráneos de Buenos Aires. In 1999 the concession was extended until December 31, 2017, and before it expired it was extended for 18 more months until mid-2019.

For some time, in the 1990s, the new concessionaire needed to reinforce the service of Subway Line B and opted to use three 4-car formations of the Urquiza Railway, but without providing a direct tunnel/surface service.

It has 23 stations, traveling a total of 26 km through the City of Buenos Aires and the Buenos Aires districts of San Martín, Tres de Febrero, Hurlingham and San Miguel. It serves 28 million passengers annually in an area of approximately 2.5 million inhabitants^{[citation needed]}. At the Federico Lacroze station there is a connection with subway line B. However, there are no direct services, and a combination must be made between the railway and the subway. The Line stands out, unlike the rest, in that passengers can buy the Subway Subtepass at any of the stations, in addition to the train ticket. Meanwhile, the Urquiza Line incorporated the Monedero network service, which allows passengers to travel without having to buy a paper ticket, since when the magnetic card is passed through the turnstiles, the amount is deducted from it.

The service, which runs through the western area of the Buenos Aires suburbs, provides a fleet of 108 Toshiba-Mitsubishi cars on tracks electrified by third rail at 600 V direct current. Since the nationalization of the railway network, its provision was borne by Ferrocarriles Argentinos, passing in 1991 to FEMESA to be delivered in concession to the company Metrovías on January 1, 1994. The concessionaire is in charge of the operation of the service and its commercial exploitation.

In 2014 the Government began construction work on different underpasses along the route, including on Presidente Perón Avenue in Buenos Aires, next to the Martín Coronado station and a new level crossing near Villa Bosch. and a new definitive railway bridge of the Urquiza Railway over the Beiró Avenue underpass. Within the framework of the railway renewal process throughout the country, the recovery of the Urquiza passenger train to Posadas began. Tracks were renovated, 14 bridges were enhanced and one more completely new was built. Also during Fernández's presidency, the improvement of 41 kilometers of track on the Urquiza line in Corrientes stood out; the improvement and renovation works involved a higher investment at 850 million pesos, and constitute a stimulus with the provinces to reduce transportation costs for regional producers. The works made it possible to increase speed, efficiency and enhance the role of that branch, through Paso de los Libres, access border to Uruguayana, Brazil.

Reestablishment of some intercity and suburban passenger services

The Great Captain

After 10 years of absence, on September 25, 2003, the El Gran Capitán train left the Lacroze station, arriving in Posadas on September 27 on an exploratory trip. The service began to be provided. by the company Trenes Especiales Argentinos S.A. (TEA), under a precarious 20-year concession granted by the province of Corrientes. The company had to use the Metrovías S.A. network. in Buenos Aires and Greater Buenos Aires, and then used the routes of the ALL freight concessionaire, with which problems arose. Between 2003 and 2011, the TEA company operated the train uninterruptedly with two weekly frequencies, with the following particularities: a travel time of no less than 30 hours (due to the poor condition of the tracks); without subsidy from the national State; with a notoriously bad relationship with the train drivers union and with the freight concessionaire company ALL; and with various technical complications that resulted in slow and suffocating trips. However, TEA stood out for absorbing a large demand for passengers, running with a long train in the summer (carrying up to 17 vehicles per trip) and maintaining relatively low fares, an aspect that seduced passengers who prioritized the transfer at a cost. accessible over other factors such as travel time.

In 2006, while TEA continued to operate the service, the national State decided to execute a call for national and international public bidding to grant the Lacroze-Posadas corridor. The bidding process was truncated since TEA appealed the measure, taking advantage of various court rulings. Due to the rise in the level of the Yacyretá dam, whose waters flooded the track, and for which there was no advance planning to divert the trains through an alternative variant, on August 23, 2008 the corridor lost its access to Posadas, having to end in Garupá, but then the route had to end in Apóstoles, when the section between these two stations was flooded.

On November 11, 2011, the last Great Captain of TEA ran ascending, arriving in Apóstoles on the 13th, from where the passengers were transferred to buses. That same day, the train drivers kidnapped the empty formation and took it to the Caza Pava station in Corrientes, where they removed the gear levers and fuses and fled in a van. Since then, the train drivers union The Fraternity refused to collaborate with the operation of the train, citing technical and legal deficiencies in the operation, and was permanently suspended. From November 11 to December 22, 2011, the TEA company continued selling tickets, but took passengers by bus, hoping to unblock the situation with La Fraternidad and the National Transportation Secretariat. Finally, on December 15, 2011, through decree No. 3010/2011, the province of Corrientes made official and ordered the termination of the concession to TEA. After this, the main formation of the Gran Capitán was towed and transferred from Caza Pava to the Gobernador Virasoro station, where since then it rests in a complete state of abandonment. Due to this situation, it was the target of various acts of vandalism, including two intentional fires.

Free Peoples Train

In September 2011, the national State implemented a binational train called the Free Peoples Train, between Argentina (Pilar del FCGU station) and Uruguay (Paso de los Toros station), composed of pairs of motor cars. This service was awarded directly to the company Trenes de Buenos Aires S.A. (TBA), together with the state operator SOFSE. This decision generated some controversy since TBA had been highly questioned for its poor services on the Miter and Sarmiento metropolitan lines. The binational train and TEA's Gran Capitán shared the track for more than a month on the Pilar-Concordia section. The first test trip of this second stage took place on August 6, 2011 (the motor car continued to Montevideo to carry out some tests, where it arrived after union actions on August 11) and the formal inauguration of the service was carried out by the presidents of both countries on August 29, with an event in Salto. The train made its first trip with passengers on September 23, 2011, departing from the Pilar station, in Argentina, and heading to Paso de los Toros in Uruguay. However, on this trip the train only reached Salto, since it did not yet have authorization from the Ministry of Transportation of Uruguay to operate beyond that city; The train continued empty until Paso de los Toros. Finally, the service was restarted on September 30, 2011, now in its entirety, as a trial, for six months. It operated only five times to Paso de los Toros, and was then cut at Paysandú (despite TBA's promises of "daily service from December"), starting in November 2011. Already in 2012, the service was again shortened in March to Salto. Finally, on May 28 of that same year it stopped circulating, with TBA paralyzing all its services as of May 31, 2012 due to the Argentine Government withdrawing its concession and the contract between TBA and AFE not being renewed.

Train to Misiones

The national State, taking advantage of the presence of TBA with the binational train, commissioned it to also run to Misiones given the absence of the Great Captain. TBA began operating on December 16, 2012 a service using motor cars to link Pilar and Apóstoles through the supervision of the Sociedad del Estado Railway Operator (Sofse), however, this was provided only once a week, with a formation of just two or four cars and with a rate much higher than that managed by TEA. Furthermore, the train departure was from Pilar, without a combination or alternative connection between it and the city of Buenos Aires. The TBA Train to Misiones ran between December 2011 and the end of May 2012, at which time the concession was removed from TBA (by virtue of the technical/operational intervention made by the national State in the Miter and Sarmiento lines after the Tragedy of Once). It was offered between the Pilar stations in the province of Buenos Aires and the Apóstoles station in the province of Misiones, close to the border with the province of Corrientes, 70 km from Posadas, the provincial capital. This service arrived in Posadas through a transfer service for the elevation works at the Yacyretá dam. A part of the Apóstoles-Garupá section remained flooded and for this reason the train had stopped reaching the latter. The original Posadas station building was demolished and a replica inaccessible to the train was built. The section between Apóstoles and Posadas was covered by free buses for passengers.

Posadas-Encarnación Binational Train

After restoring the flooded track through Yacyretá, the Posadas-Encarnación Binational Train was inaugurated on December 31, 2014 with the failed formations of the Free Peoples Train between the Posadas stop and the Encarnación stop in Paraguay, on both sides of the San Roque González de Santa Cruz International Bridge.

Services in Entre Ríos

On August 26, 2003, the inaugural trip of the Basavilbaso-Villaguay Este service was made. The railway formation belonged to the Government of Entre Ríos and the concessionaire company ALL provided the technical part, drivers and workshops. On November 17, 2005 the service was extended to Concordia Central.

Starting in 2009, the Entre Ríos Railway Execution Unit (UEFER) came into operation, created by the government of said province on April 28, 2008 by provincial decree 2086/2008 MGJEOYSP. On December 19, 2009, a test trip was made from Paraná to Basavilbaso on a road not used in 18 years. The Paraná station-Concepción del Uruguay station service on the Paraná-Basavilbaso-Concepción del Uruguay branch of 280 km, with 24 intermediate stops, was launched on June 28, 2010 with a Materfer motor car on Fridays from Paraná to Concepción del Uruguay with return on Sundays. It was interrupted between July 26 and August 13, 2010 for maintenance tasks, the same as during January 2011 and 2013. On September 20, 2010, the Paraná-Oro Verde service with three daily frequencies and on March 11, 2011 the Paraná-Colonia Avellaneda service was inaugurated with three daily frequencies with a Tecnoporte motor car, both suburban areas of the city of Paraná. In December 2012, the service to Oro Verde went from three to two frequencies on business days, but extended one of them to the Villa Fontana stop. On December 7, 2010, the branch between the Villaguay Este and Central stations was rehabilitated, expanding the service from Basavilbaso.

On September 18, 2013, by agreement with the province of Entre Ríos, the national government decided through SOFSE to absorb the structure of UEFER: Paraná-Concepción del Uruguay, Basavilbaso-Concordia and Paraná local services. In February 2016, the service from Paraná to Concepción del Uruguay stopped operating. As of November 25, 2013, the branch from Villaguay Este to Central was no longer used. On July 7, 2014, the extension to Concordia was suspended. On January 14, 2016, the service from Paraná to Oro Verde and Villa Fontana was lifted, in February 2016 that from Paraná to Concepción del Uruguay and on April 29, 2016 the service from Basavilbaso to Villaguay Este. As of January 2018, the only passenger service that continues to operate are the 6 daily frequencies between Paraná and Colonia Avellaneda with 8 intermediate stops.

Accidents in the service

The 1947 La Cruz Station railway accident occurred on the afternoon of June 15, 1947, resulting in 18 fatalities and 48 injuries.

On October 23, 2000 at 8:50 an accident occurred when two formations collided at the change of tracks at the General Lemos station. The crash laterally impacted the formation that was arriving from Federico Lacroze on part of the salient in the direction of Lacroze. Two passengers died and five were injured, two of them seriously.

Current operation

The Urquiza passenger line operates electric trains between the Lacroze and General Lemos stations (23 stops and 26 km), run by Metrovías. The line was not interrupted by railway scrapping starting in the 1990s, but since March 2018 it no longer has physical contact with the rest of the railway due to the cutting of the track in Hurlingham and Pilar.

Since 2007, the Terminal Portuaria Del Guazú has operated, which is an overseas port that established a railway bypass near Brazo Largo.

The urban passenger service between Paraná and Colonia Avellaneda has operated since 2011 with 8 intermediate stops in 11 km. On September 6, 2022, a test was carried out to the Enrique Berduc stop, to extend the service to the La Picada station during the course of the month, a service that was enabled on March 30, 2023.

In 2017, the 285 km branch between Monte Caseros and the Promin quarry located 25 km north of Curuzú Cuatiá was rehabilitated, along which trains circulate that load stones from the quarries in the area.

In March 2019, the 18 km branch between Libertador General San Martín and Puerto Ibicuy was rehabilitated for the transportation of pine wood from Tapebicuá to the overseas port of Ibicuy.

The international passenger service between Posadas and Encarnación in Paraguay was suspended in March 2020 as a result of the Covid-19 pandemic. Its reestablishment was planned for May 2022. After seven years without service, on the 6th On September 2022, a freight train crossed into Encarnación again. The international freight train thus makes it possible to link Encarnación with the Zárate port complex.

In July 2020, the freight corridor between the Garupá (province of Misiones) and Zárate (province of Buenos Aires) stations was rehabilitated with 986 km operated by Trenes Argentinos Cargas, after the 146 km sector had remained inactive for two years. between Santo Tomé and Garupá. The line has 13 locomotives and 960 wagons and is divided into two production units: the southern one (from Zárate to Chajarí) and the northern one (from Chajarí to Garupá). There is a locomotive workshop in the city of Concordia and one of wagons in Monte Caseros. It is planned to restore the branch between Basavilbaso and the port of Concepción del Uruguay, which was active for cargo until 2002 and for passengers until February 2016, since cargo with that destination must be transferred to trucks in Basavilbaso. On the international branch between Paso de los Libres and Uruguayana has been inactive since 2017.

In September 2022, the 1,500 km Trenes Argentinos Cargas line that operates on the remaining Urquiza branch employs 571 workers and has 15 locomotives and 1,000 wagons in service, transporting between 40,000 and 50,000 tons of cargo per month (stone, thinning, cement, cellulose pulp and cereal, mainly).

Trunk branch of the General Urquiza Railway

As of February 2018, the FCGU trunk network remains interrupted between the Rubén Darío and Pilar stations, where the track is abandoned.

			FCGR a/de Gerli
		Dock Sud
		Embarcadero de ferris Puerto de Bs. As
		Rio de la Plata
		Connection with Line B underground
	0,000	End of the branch
	0.102	Federico Lacroze
	1.33	José Artigas
	2.12	Arata
	2.63	Agronomy
	2.90	Three Crosses
	3,80	Francisco Beiró
	4.62	The Liberator
	5,36	Antonio Devoto
	5,84	Chivilcoy
	6.20	Avenida América
		Avenida General Paz
	6,700	Colonel Lynch
		A/from San Martín Cargas (ramal U-24)
	7.69	Fernández Moreno
	8,500	Lourdes
	9.93	Tropezón
	11,100	José María Bosch
	12,900	Martin Coronado
		Ramal to Caseros
		Exchange
	14,26	Paul.
		Cintura Way
		Arroyo Morón
	15,64	Jorge Newbery
		Provincial Route 201
	16.559	Ruben Darío
	17.020	A/from General Lemos (ramal U-22)
	17,400	FCGSM
	17,700	KM.18
	19,100	Gallo
		Camino del Buen Ayre
		Reconquista River
	22,996	Tte. Gral. Ricchieri
		Provincial Route 23
	25.940	General Sarmiento
		Provincial Route 24
	30.480	Altimpergher
	32.116	Piñero
	34,962	Juan Vucetich
	39.289	Toro
	42,264	Manzone
	45,100	KM.45
	46,500	FCGSM
	46.836	Pilar
		Luján River
	54.729	Fatima
	54.729	A/From Rojas (ramal U-1)
		Lavallen
		Provincial Route 6
		National Route 8
	62.470	Pavón
	65,500	FCGMB (only loads)
		Provincial Route 39
	68.159	Orlando
		Arroyo de la Cruz
	74.266	Chapel
	80.131	FCGBM
	80.131	Lata
		Fisheries
	89.330	Scaling
		Provincial Route 193
	94.985	National Route 9
	95,1901
	98,800	FCGBM
	99.140	Zárate Nueva
	100,442	Get up!
	102,784	Get down.
	102.846	Embarcadero de ferris Zárate
		Paraná de las Palmas River
		Complex Ferrovial Zárate-Brazo Largo
			Río Paraná Guazú (Bs. As./E. Ríos)
	398.21975	Embarcadero de ferris Puerto Ibicuy
	137.980	Long distance
	398.13795	Ibicuy
	395.7643	Holt
	388.995	Km 389
		Arroyo Brazo Largo
	158.735/381,24795	A/From Ibicuy (U-E)
	158,735 from F. Lacroze/ 381,24795 from Bajada Grande	Lib. Gral. San Martín
	374,0	Fernández
	361,5	Km 361
	349,79295	Get us.
		National Route 12
	340.1	Km 340
		Provincial Route 16
	324.4	Berisso
	313,63485	Enrique Carbó
	313,2886	A/From Gualeguay (ramal U-3)
	314,3	Round Knife
	303,29375	Larroque
	289,72812	Irazusta
	274,44822	A/From Gualeguaychú (U-4)
	274,28005	Faustino Parera
	268,9	Pastor Brits
	260.1382	Urdinarrain
	249,5	Escriña
	242,74622	Gilbert
		Provincial Route 20
	232,5	Alberto Gerchunoff
	222,58665	Basavilbaso
	222,30939 from Bajada Grande	A/From Paraná and C. of Uruguay (ramal U-5)
	236,51688 from Bajada Grande	Libaros
	246,24103	Governor Urquiza
	256,39052	The Moscas
	257,0	Tank Moscas
	267,90356	Domínguez
	279,11281	Villaguay Este
	284,18356	Villaguay Central (ramal U-8)
	279,5	Km 279
	284,5	Km 285
		National Route 130
	288,4	Km 288
	296,92411	Clara
	306,0	Km 306
	317,52181	Jubilee
	334,30026	A/From Caseros (ramal U-6)
	334.48731	San Salvador
		Provincial Route 38
	342,6	Km 343
		National Route 18
	349,70871	General Campos
	354,8	Km 355
		Arroyo Yeruá
	364,52251	Yeruá
	372,6	Km 373
	376.1	Km 376
	381,82951	Yuquerí
		National Route 14
	390.8	Km 391
	394,14561	A/From C. of Uruguay (ramal U-7)
	394,38161 from Bajada Grande/ 0.00	Central agreement
	350,093 from Puerto Diamante	A/From Puerto de Concordia (ramal U-35)
		Bridge over old branch to Posadas
	5.5	Km 6
		A/From Big Jump
		Parada Ayuí (new)
		A/From Big Jump
		347.917Concordia Norte (ramal U-25)
	338.78	Magnasco
	18.7	Parada Ayuí (old)
	Salto Dam
		National Route 14
	331.419	The Criolla
		A/From Federal (ramal U-14)
	29,0	Isthilart (old)
	Isthilart (new)
	36.7	Km 37
		National Route 14
	41.6	Stop Chaviyu
	Salto Dam
	43.5	Km 44
	Salto Dam
	46.6	Km 47
	51.3	Km 51
	Federation (new)
	54.4	Federation (old)
	Santa Ana (new)
	66.2	Santa Ana (old)
	75.1	75
	Salto Dam
	82,456 from Concordia Central	Chajarí
	83.9	Km 84
		Brete detour
		Rio Mocoretá (E. Rios/Corrientes)
	98.425	Mocoretá
	103.8	Km 104
	113.2	Saenz Valiente
	120.0	120
	123.847	Juan Pujol
	134.4	Km 134
	141.425	Labougle
	147.5	Km 148
	153.244	Monte Caseros
	152,7223	A/From Puerto Ceibo (ramal U-26)
	161.051	A/From Corrientes (ramal U-34)
	161.0	Km 161
	172,548	Kilómetro 173
	184,6	Cabred
	198,45	Pucheta
	215,649	Bonpland
	235,4	Km 235
	251,412	Pass of the Free
		A/From Puente Internacional/Brazil
	251,0488	A/From Puerto de Paso de los Libres (ramal U-30)
	258,3	Brete detour
	267,7	Km 268
	283,463	Tapebicuá
		National Route 14
	289,3	Yapeyu
	366.0	Guaviraví
		Guaviraví River
		25 February
		National Route 14
	335.971	The Cross
	337.5	Brete detour
		Km 341
		Aguapey River
	350.86	Alvear
	350.549	A/From Puerto Alvear (U-20)
		National Route 14
	380.645	Torrent
	395.8	Km 396
	407,9	Cuay Grande
	432.0	Brete detour
		National Route 14
	435.4562	Sao Tome
	435.819	A/From Puerto Santo Tomé (ramal U-21)
	442,1	Km 442
	459,1	Km 459
		National Route 14
	466.5929	Caza Pava
	470.4	Km 470
	475.3	Km 475
	478,5	Km 479
	488,5	Km 489
	495,6189	Governor Virasoro
		National Route 14
		(Corrientes/Misiones)
	498,0	Brete detour
	506,1	Km 506
	516.8	Km 517
	525,877	Apostles
	538.4	Km 538
	546.1	Km 546
	548.61625	Pindapoy
	567,4	Parada Leis
	577,0	Km 577
		National Route 105
	581,55575	Garupá
		National Route 12
	591,6995	Miguel Lanús (old)
	594,6	Km 595
		Dismissing Posadas (new)
		Posadas (new)
	Uplifted
	598.1994	Posadas (old)
	Final of the Ramal
		Embarcadero de ferris Posadas
		Rio Paraná (Argentina/Paraguay)
		Embarcadero de ferris Pacú Cuá
	602.0	Pacú Cua
		Incarnation (old)
	a/from Posadas (new)
		Incarnation (new)
		a/from Asunción