919:
City
Legislature passed a law indicating that two trains should be restored and preserved in operational condition. They were formed by cars 24 - 107 - 121 - 124 - 125 and 100 - 86 - 22 - 89 - 48. It also ordered that cars 27, 81 and 114 be preserved due to certain unique details in their decoration and structure that distinguished them from the rest. In January 2010, national transport authorities announced that an agreement for the provision of 279 cars had been reached with Chinese rolling stock manufacturer CITIC. Forty-five of these cars were to be operational by late 2011 on Line A, thus gradually replacing the La Brugeoise units. However, the cars were not retired until January 12, 2013, when local authorities suspended service on line A in order to finally replace the aging cars with new Chinese-made 200 series cars. The upgrade was completed in two months.
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664:(as Buenos Aires inhabitants call themselves) and tourists. The emergency brakes operation was entirely mechanical. The motorman applied these brakes by spinning a wheel located on the right-hand side of the driving cab, tensing up a chain connected to the brake mechanism. If emergency brakes were engaged for more than 10 seconds, current flow to the traction motors and the auxiliary equipment was interrupted by the main fuse.
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915:, Buenos Aires Underground private operator, every 20 days cars underwent a routine check-up, while every four years the cars underwent heavy maintenance. Despite their 100 years of uninterrupted service, La Brugeoise trains had one of the lowest mechanical failure averages in the network: 19 every 100,000 km.
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sliding door was added and the seats scarlet-leather upholstery was replaced with wooden bars. Later, minor changes took place. The windows next to the doors were given blinds, with mirrors taking their place on the inside. Also, most cars lost their air intakes except for car 81, which kept them on its sides.
918:
Transport authorities replaced the cars with new rolling stock as soon as Line A reaches its new terminus, San
Pedrito station. Nevertheless, financial problems affecting the network's expansion from late 2008 made it possible for these trains to reach nearly a century in service. The Buenos Aires
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The second series cars had the same decoration, number and distribution of seats and lights as those of the first series, but they also had some easily recognisable differences. For instance, the second series cars had their tramway-like platform roof at the same level as the salon roof. They also
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On 31 December 1926, the CTAA cancelled the mixed "tramway-metro" service as growing surface traffic caused delays to trains travelling through
Rivadavia avenue. Thus, a major reform was decided: 116 units lost their tramway-style platforms, which were replaced by the curved fronts. Also, a third
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The first series arrived in Buenos Aires by mid-1913, in time to run preliminary tests. They had six wide windows per side with rolling curtains to protect passengers from sunlight when running on surface. The interior was entirely made of finely carved wood, lit with 38 solid bronze globes using
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The CTAA bought 115 cars, all with the same technical characteristics but with two different car body layouts (or "series"). The first series cars numbered 5 to 50, together with four
English Electric luxury cars (numbered 1 to 4 and forming a special train), began service on 1 December 1913.
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Their seats, each with the capacity for two passengers, were upholstered in scarlet leather and arranged in two groups of two seats facing each other. On both sides of each sliding door, a seat was placed longitudinally to allow extra room for standing passengers to travel comfortably.
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did until the system was closed in 1962) or 1,100 VDC in the tunnels. Traction was controlled through a 9-power run (originally 11-power run) handle, known as the "controller". The motorman would spin the handle anticlockwise to increase acceleration. Its loose end was fitted with the
784:
and avenida
Lacarra. Thus, each car had a tramway-like platform on both ends used by passengers to board and leave the train when on the surface. When running in the tunnels, passengers entered or exited the car by using the pair of sliding doors on each side of the car body.
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had two smaller windows at the end of the salon instead of the wider ones seen in the first series. This shape and size of windows was later adopted as a model to reform all of the wide windows due to serious structure torsion and stress caused by the tunnel's sharp curves.
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on top of each driving cab, which was lowered by train stops fixed to the tunnel's wall in case a train passed by a red light, thus applying the brakes and cutting off traction current flow. By 2010, train stops were automatically controlled by digital signal system ATP
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The second series arrived in Buenos Aires in two separate groups. Those numbered from 51 to 84 arrived by mid-December 1913, when the line was already operating. The remaining cars, numbered 85 to 120, arrived in 1919 after the end of the
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After a few years in service, the CTAA began refurbishing the cars after some problems were detected during service. As mentioned above, the windows were gradually narrowed and, after 1923, one pantograph was removed from each car.
895:(Buenos Aires province) which specialised in rolling stock overhauls, where a new car body made of metal was built upon the original 1913 chassis and mechanics. These cars were in service up to the day the cars retired.
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cars, but they were refurbished in 1927 for underground use only. They became the oldest underground rolling stock in commercial service in the world as well as a tourist attraction and part of
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From 1921, several attempts were made to modernise the cars, so prototypes were built using working and scrapped units. Some of them, such as units 90 and 121, were imitations of the
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built after
Primera Junta station, Line A's terminus from 1914 to 2008, two cars were decoupled from arriving trains and continued service as tramways until the intersection of
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After the sanction of law 4886, it was determined that some of the preserved cars would be used in a heritage service, which was finally implemented in
September 2017.
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at the CTAA's workshops. Initially, train traffic on Line A was controlled using manually operated signalling. In the mid-1920s this system was automated by
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Ltd for their first underground line, they were designed to run either on the surface as regular tramways or as underground rail cars. Thanks to a
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for additional resistance. Friction between the steel wheels and the brake shoes released a peculiar fragrance that Line A became known for among
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After retirement, certain units were used as decoration in parks. Others were kept as museum pieces, but the majority went to the
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system. Because of their long life-span, La
Brugeoise trains used custom-made brake shoes made of hard wood embedded with
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running in lines C, D and E while others were entirely new designs. Units 124 and 125 were newly manufactured at the
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Car 10, refurbished for underground use only. This unit is currently the only one being restored for preservation
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as a lack of imported spare parts for tramways and buses left most of the surface transport out of order.
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As spare parts for these trains were no longer available, parts had to be custom-made by request at the
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596:(CTAA) in Spanish) first underground line. They were originally designed to run both as
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Please help update this article to reflect recent events or newly available information.
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In normal driving conditions, braking was entirely achieved by means of a traditional
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1035:"Information and photografs herein reproduced thanks to the author's kind permission"
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rolling stock were repaired by highly skilled and qualified personnel. According to
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Interactive 360° panoramas of the La
Brugeoise cars and the Polverin workshop
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The La
Brugeoise trains were designed to run using either 550 VDC (as surface
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1108:"ConocĂ© cĂłmo fue el paseo histĂłrico en los coches belgas en la LĂnea A"
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965:- similar cars, 4 of which operated alongside La Brugeoise cars
977:- Another car model which has served many years on the network
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Car 16 of the first series with its original layout in 1915
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since its inauguration in 1913 till 2013 when replaced by
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Buenos Aires Underground Line A rolling stock (1913–2013)
1071:"Puesta a punto de los histĂłricos vagones de la lĂnea A"
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Maximum 6 cars per trainset (limited by platform length)
1048:"El taller PolvorĂn, centro de la historia del Subte"
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Former rolling stock of the Buenos Aires Underground
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1030:"Los coches de la lĂnea A del subterráneo porteño"
99:"La Brugeoise cars" Buenos Aires Underground
1186:Buenos Aires Subway Metro Line A (Subte Linea A)
938:La Brugeoise car during its first heritage trip
424:27 tonnes (27 long tons; 30 short tons) per car
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874:Siemens-Schuckert Orenstein & Koppel cars
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971:- the rolling stock which replaced the cars
732:. Unsourced material may be challenged and
53:Learn how and when to remove these messages
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1011:"La lĂnea A avanza hasta los años ochenta"
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880:in 1944 to enhance Subte services during
752:Learn how and when to remove this message
667:The trains were equipped with mechanical
628:Some cars were refurbished, such as this
204:Learn how and when to remove this message
150:Learn how and when to remove this message
1322:Siemens-Schuckert Orenstein & Koppel
975:Siemens-Schuckert Orenstein & Koppel
891:, a workshop established in the city of
1002:
1232:Buenos Aires Underground rolling stock
1046:Ciarleglio, Gonzalo (28 August 2009).
952:Buenos Aires Underground rolling stock
907:, where La Brugeoise trains and other
384:15,800 mm (51 ft 10 in)
7:
887:In 1987, fifteen cars were taken to
730:adding citations to reliable sources
594:CompañĂa de TranvĂas Anglo-Argentina
400:3,380 mm (11 ft 1 in)
252:La Brugeoise, et Nicaise, et Delcuve
88:adding citations to reliable sources
1374:Train-related introductions in 1913
764:La Brugeoise trains were the first
392:2,600 mm (8 ft 6 in)
1069:Dema, VerĂłnica (21 January 2009).
959:- the line where the cars operated
498:(regular and emergency purposes);
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957:Line A (Buenos Aires Underground)
580:. They were built by the Belgian
34:This article has multiple issues.
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991:Anglo-Argentine Tramways Company
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590:Anglo-Argentine Tramways Company
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1130:"Y un dĂa volvieron las Brujas"
1017:(in Spanish). 30 November 2001.
75:needs additional citations for
42:or discuss these issues on the
1379:Rail transport in Buenos Aires
1136:(in Spanish). 4 September 2017
632:model used temporarily on the
588:between 1911 and 1919 for the
514:; overhead lever (one per cab)
1:
686:) developed and installed by
1091:(in Spanish). Archived from
1054:(in Spanish). Archived from
1176:trains in service in Line A
434:Two "U 109" (one per bogie)
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1369:Tram vehicles of Argentina
1163:trains at Congreso station
683:Automatic Train Protection
416:50 km/h (31 mph)
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1106:GCBA (5 September 2017).
826:Second series car at the
818:Second series (51 to 120)
331:42 sitting + 120 standing
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175:This article needs to be
1028:Scartaccini, Alejandro.
909:Buenos Aires Underground
586:La Brugeoise et Nivelles
563:Buenos Aires Underground
500:manual mechanical brakes
442:115 hp (86 kW)
1302:Fabricaciones Militares
766:electric multiple units
1089:"Anexo de la Ley 2796"
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793:First series (5 to 50)
772:. Commissioned by the
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230:La Brugeoise train at
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620:La Brugeoise Interior
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612:Technical information
582:railway rolling stock
371:Car body construction
1345:Argentina portal
1312:Metropolitan Cammell
1286:Siemens-Emepa-Alstom
726:improve this section
467:Current collector(s)
84:improve this article
1058:on 21 January 2010.
608:cultural heritage.
986:Heritage streetcar
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448:Electric system(s)
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578:new Chinese stock
558:La Brugeoise cars
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350:PolvorĂn workshop
315:21 cars (By 2012)
307:1 car (number 10)
296:Number in service
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1307:La Brugeoise
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1174:La Brugeoise
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1161:La Brugeoise
1160:
1138:. Retrieved
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1112:. Retrieved
1110:(in Spanish)
1101:
1093:the original
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1056:the original
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882:World War II
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847:Refurbishing
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724:Please help
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606:Buenos Aires
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439:Power output
356:Lines served
288:Number built
248:Manufacturer
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82:Please help
77:verification
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50:
43:
37:
36:Please help
33:
1327:UEC Preston
1281:Nagoya 5000
1140:6 September
1114:6 September
963:UEC Preston
899:Maintenance
808:light bulbs
520:Track gauge
510:Mechanical
485:Two per car
280:Refurbished
272:Constructed
243:1913 – 2013
187:August 2015
1358:Categories
1256:300 Series
1251:200 Series
1246:100 Series
997:References
969:200 Series
630:El Lagarto
496:Air brakes
473:pantograph
452:550/1,100
381:Car length
240:In service
140:March 2015
110:newspapers
39:improve it
1261:Eidan 500
1134:enElSubte
1075:La NaciĂłn
1052:enelSubte
1015:enelSubte
913:MetrovĂas
893:ChascomĂşs
770:Argentina
742:June 2024
713:does not
677:anthennas
654:air brake
340:MetrovĂas
336:Operators
320:Formation
45:talk page
1271:CAF 6000
1266:CAF 5000
946:See also
662:porteños
658:creosote
642:tramways
634:Premetro
543: in
460:Overhead
328:Capacity
299:100 cars
291:125 cars
258:Built at
234:station.
1239:Present
1190:YouTube
1180:YouTube
1167:YouTube
830:, 1915.
734:removed
719:sources
694:History
673:Siemens
602:tramway
538:⁄
475:per car
266:Belgium
177:updated
124:scholar
688:Alstom
571:Line A
481:Bogies
421:Weight
397:Height
360:Line A
346:Depots
262:Bruges
126:
119:
112:
105:
97:
889:EMEPA
598:metro
567:Subte
561:were
405:Doors
389:Width
131:JSTOR
117:books
1295:Past
1142:2017
1116:2017
778:ramp
717:any
715:cite
600:and
592:'s (
375:Wood
283:1927
103:news
728:by
669:ATS
512:ATS
86:by
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