1.
Line H (Buenos Aires Underground)
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Line H of the Buenos Aires Underground, is the first entirely new line built in Buenos Aires since the opening of Line E on 20 June 1944. The first phase, between Plaza Once and Caseros, opened 18 October 2007, currently it stretches over 8 km between stations Hospitales and Las Heras. According to projections, the line will stretch a total of about 11.85 km and it connects the southern part of the city with the north, improving the flow to the centre of the city. It is also designed to serve as a line and provide cross-connections across all radial lines, mainly under the axis of Jujuy. The cars feature 42 seats and 4 doors per side, the first 6 of the 120 new Alstom cars arrived In August 2015, with the remainder arriving gradually, in time for the inauguration of the section of the line which connects it to Line D. An initial extension to Corrientes station was inaugurated on Monday 6 December 2010, the Córdoba and Las Heras stations opened in December 2015 with Santa Fe set to open in April 2016. This will also mean that the extension will be inaugurated along with the lines new Alstom Metropolis rolling stock, the final stretch to Retiro is not set to open until some time after since its trajectory must also be revised following the relocation of the Plaza Francia station. Subterráneos de Buenos Aires Metrovías S. A. Subte Operator Subterráneos de Buenos Aires, H Line System map
2.
Alstom
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A merger with parts of the General Electric Company plc formed GEC-Alstom in 1989, the company became Alstom in 1998. In 2014, Alstom and General Electric announced that a US$17 billion bid for the power and grid divisions had been made. The GE acquisition deal for the power and grid division was accepted by EU and US anticompetition authorities in mid 2015, in 1932, Alsthom expanded into transportation by acquiring Constructions Electriques de France, Tarbes, a manufacturer of electric locomotives as well as electrical and hydraulic equipment. In 1969, Compagnie Générale dElectricité became the majority shareholder of Alsthom, in 1976, Alsthom merged with Chantiers de lAtlantique, becoming Alsthom Atlantique. Thus, the business expanded into marine, the next year, it constructed the first 1300 MW generator set for the Paluel power station, setting a world record with an output of 1500 MW. In 1978, Alsthom delivered its first TGV to SNCF, the TGV went on to break world rail speed records in 1981 and in 1990. It also set the endurance record for high-speed train lines in 2001. In 1986, Alsthom Belfort received an order from EDF for the largest gas turbine in the world, in 1988–89, holding company CGEE Alstom acquired ACEC Energie and ACEC Automatisme from the dissolution of Belgian electrical engineering company ACEC SA. Alstom acquired 100% of ACECs transport division, renaming it ACEC Transport, in 1991, Alstoms parent company CGE was renamed Alcatel Alsthom Compagnie Générale dElectricité, or Alcatel Alsthom for short. In 1994, GEC Alsthom acquired the vehicle manufacturer Linke-Hofmann-Busch from Salzgitter AG. In 1995, the acquired the remaining shares in the steam turbine manufacturer MAN Energie. In early 1998, GEC Alsthom acquired the electrical contractor Cegelec, in 1998, GEC-Alsthom bought Italian firm SASIB SpAs rail signalling subsidiary Sasib Railways, which included the former General Railway Signal. In June 1998, GEC Alsthom was listed on the Paris Stock Exchange, GEC, at the same time, the company name was changed to Alstom. In 1999, Alstoms energy division merged with ABB in a 50–50 joint company known as ABB Alstom Power, Alstom also bought Canadas Télécité, a passenger information and security solutions company, and sold its heavy-duty gas turbine business to General Electric. The next year, it bought out ABBs share in ABB Alstom Power, in 2000, Alstom sold its diesel engine businesses to MAN Group. It also acquired a 51% stake in Fiat Ferroviaria, the Italian rail manufacturer, in April 2003, Alstom sold its industrial turbine business to Siemens for €1.1 billion. By 2003, Alstom was facing a crisis due to poor sales and over $5 billion of debt liabilities. Alstoms share price had dropped 90% over two years, in 2004, the French state took a 21% stake in Alstom and received an EU-approved French government bailout worth €2.5 billion
3.
Alstom Metropolis
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Alstom Metropolis is a metro trainset by Alstom. Amsterdam ordered 23 Metropolis trains, the first one came into operation June 2013, Xiamen also ordered some Metropolis trainsets for the Xiamen Metro. Trains can be run in configurations of 2 to 10 cars using manned or unmanned operations, some New York City Subway cars use technology from the Metropolis family, such as the Alstom ONIX traction motors in the R142 and R160A/B, but are not classified as Metropolis trainsets. Glass used for the windows on the cars are produced by Sekurit Saint-Gobain and is called Climavit and it is claimed to reduce noise level in the cars by 5 decibels. It is also double-glazed to provide comfort for passengers in the cars, glass used on the doors of the cars are produced by Starglass
4.
Line D (Buenos Aires Underground)
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Line D of the Buenos Aires Underground runs from Catedral to Congreso de Tucumán. The D Line opened on 3 June 1937 and has expanded to the north several times. The line is currently 11 km long and has 16 stations, Line D was the second line to be built by the Hispanic-Argentine Company for Public Works and Finances, following the construction of Line C in 1934. Construction began in 1935 and the first part of the line was inaugurated in 1937, three years later, the section which brought the line to Plaza Italia in Palermo was completed, bringing the length of the line to 6.5 km. The line was not properly extended until 1993 when it was extended to Ministro Caranza, over the decades it has been discussed numerous times whether to extend the line out to the limits of the city proper. The last of these proposals came forward in 2002 which would have seen an additional two added to the line. However, this was abandoned since the line was already at full capacity after the opening of Congreso de Tucumán station. Line D is the line in the network which will not be extended as part of the most recent expansion plan. Until the privatisation of the underground in the 1990s, Line D was identified by the red colour, Line D carries out cultural activities on stations Juramento, Congreso de Tucumán and Olleros. The lending of the facilities is free for the museum. Line D was originally served by Siemens-Schuckert Orenstein & Koppel rolling stock, in 1999, cars from the Nagoya Municipal Subway were purchased second hand from Japan and incorporated into the line. More 100 Series cars continued to be purchased in that decade up until 2009, the remaining Nagoya cars were moved to Line C in 2007 and replaced with the 100 Series cars and with Fiat-Materfer cars. In September 2015, at a conference in Brazil, the head of SBASE gave a presentation in which the number of new cars to be purchased for the line was 84 instead of 30. By 2016, the figure had been fixed at 60 new cars. Subterráneos de Buenos Aires Metrovías S. A. Subte Operator Subterráneos de Buenos Aires, D Line System map
5.
Buenos Aires Underground
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The Buenos Aires Underground, locally known as Subte, is a mass transit metro system that serves the area of the city of Buenos Aires, Argentina. Currently, the underground networks six lines—A, B, C, D, E, the network is complemented by the 7.4 km long Premetro line, and the 26 km long Urquiza suburban line, with 17 more stations in total. As of 2015, the underground also has 4 closed stations, over a million passengers use the network, which also provides connections with the citys extensive commuter rail and bus rapid transport networks. The network expanded rapidly during the decades of the 20th century, by 1944 its main routes were completed. The pace of expansion fell sharply after the Second World War, in the late 1990s expansion resumed at a quicker pace, and four new lines were planned for the network. Despite this, the expansion has been largely exceeded by the transportation needs of the city and is said to be overcrowded. The entire network was nationalised in 1939, remaining in state hands, the Subte opened in 1913, becoming the 13th underground system in the world, as well as the first in Latin America, the Southern Hemisphere and the Hispanophone, followed by the Madrid Metro in 1919. The network was built and operated by three separate private companies and later nationalised in 1939. In 1952 it was absorbed by a state administration, in 1963 it became the property of a newly founded company. All the Underground lines, along with the Urquiza Line and Premetro were offered as 20-year concessions to interested private parties, by 1995, Metrovías took over the Subte under a $395 million plan. In this context, the first proposals for the building of a system were made, along with requests for government grants, first, in 1886. However, the Ministry of Interior denied the city administration the power to license building in the subsoil and for this reason. The first Underground line was opened on 1 December 1913 and was built by the Anglo-Argentine Tramways Company and that line was made up of one of the existing sections of Line A, linking the stations of Plaza de Mayo and Plaza Miserere. 170,000 passengers took part in the lines first trip, on 1 April 1914 the line was to expand to Río de Janeiro station and on 1 July was extended to Primera Junta Station. In 1912 the Lacroze Hermanos company won a concession to build another Underground line, the company was a competitor to the Anglo-Argentine company, operating tramways in Buenos Aires as well as the Buenos Aires Central Railway, which later became part of the Urquiza Line. Construction began in 1927 and this line became Line B when it was inaugurated on 17 October 1930, during 17–18 December 380,000 passengers travelled on the lines then 32 cars. By this point, the AATC had only built 48 metres of what is today Line C, in 1933 a third company, the Hispano-Argentina Company of Public Works and Finances began construction of the other Underground lines. Line Cs first section, Constitución railway station-Diagonal Norte, was inaugurated on 9 November 1934 by Agustín P. Justo, then President of Argentina
6.
Head-end power
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In rail transport, head-end power or electric train supply is the electrical power distribution system on a passenger train. The power source, usually a locomotive at the front or head of a train, provides the electricity used for lighting, electrical, the maritime equivalent is hotel electric power. Oil lamps were introduced in 1842 to light trains, economics drove the Lancashire and Yorkshire Railway to replace oil with coal gas lighting in 1870, but a gas cylinder explosion on the train led them to abandon the experiment. Oil-gas lighting was introduced in late 1870, high steam consumption led to abandonment of the system. Three trains were started in 1883 by London, Brighton and South Coast Railway with electricity generated on board using a dynamo driven from one of the axles and this charged a lead-acid battery in the guards van, who operated and maintained the equipment. The system successfully provided electric lighting in the train and this accident prompted railways to adopt electricity for lighting the trains. Starting in the 1930s, air conditioning became available on railcars, with the energy to run them being provided by mechanical power take offs from the axle, small dedicated engines or propane. The resulting separate systems of lighting power, steam heat, and engine-driven air conditioning increased the maintenance workload, head-End Power would allow for a single power source to handle all these functions and more for an entire train. Originally, trains hauled by a locomotive would be provided with a supply of steam from the locomotive for heating the carriages. When diesel locomotives and electric locomotives replaced steam, the heating was then supplied by a steam-heat boiler. This was oil-fired or heated by an electric element, later carriage designs abolished the steam-heat apparatus, and made use of the ETH supply for heating, lighting, ventilation, air conditioning, fans, sockets and kitchen equipment in the train. In recognition of this ETH was eventually renamed Electric Train Supply, each coach has an index relating to the maximum consumption of electricity that it could use. The sum of all the indices must not exceed the index of the locomotive, one ETH index unit equals 5 kW, a locomotive with an ETH index of 95 can supply 475 kW of electrical power to the train. In response, the railroad installed higher capacity generators on the assigned to these trains. The cars used steam from the locomotive for heating, when diesel locomotives were introduced to passenger service, they were equipped with steam generators to provide steam for car heating. However, the use of generators and batteries persisted for many years. This was an evolution, as their commuter trains were already receiving low-voltage. While many commuter fleets were quickly converted to HEP, long-distance trains continued to operate with steam heat, five Amtrak E8s were rebuilt with HEP generators for this purpose
7.
Volt
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The volt is the derived unit for electric potential, electric potential difference, and electromotive force. One volt is defined as the difference in potential between two points of a conducting wire when an electric current of one ampere dissipates one watt of power between those points. It is also equal to the difference between two parallel, infinite planes spaced 1 meter apart that create an electric field of 1 newton per coulomb. Additionally, it is the difference between two points that will impart one joule of energy per coulomb of charge that passes through it. It can also be expressed as amperes times ohms, watts per ampere, or joules per coulomb, for the Josephson constant, KJ = 2e/h, the conventional value KJ-90 is used, K J-90 =0.4835979 GHz μ V. This standard is typically realized using an array of several thousand or tens of thousands of junctions. Empirically, several experiments have shown that the method is independent of device design, material, measurement setup, etc. in the water-flow analogy sometimes used to explain electric circuits by comparing them with water-filled pipes, voltage is likened to difference in water pressure. Current is proportional to the diameter of the pipe or the amount of water flowing at that pressure. A resistor would be a reduced diameter somewhere in the piping, the relationship between voltage and current is defined by Ohms Law. Ohms Law is analogous to the Hagen–Poiseuille equation, as both are linear models relating flux and potential in their respective systems, the voltage produced by each electrochemical cell in a battery is determined by the chemistry of that cell. Cells can be combined in series for multiples of that voltage, mechanical generators can usually be constructed to any voltage in a range of feasibility. High-voltage electric power lines,110 kV and up Lightning, Varies greatly. Volta had determined that the most effective pair of metals to produce electricity was zinc. In 1861, Latimer Clark and Sir Charles Bright coined the name volt for the unit of resistance, by 1873, the British Association for the Advancement of Science had defined the volt, ohm, and farad. In 1881, the International Electrical Congress, now the International Electrotechnical Commission and they made the volt equal to 108 cgs units of voltage, the cgs system at the time being the customary system of units in science. At that time, the volt was defined as the difference across a conductor when a current of one ampere dissipates one watt of power. The international volt was defined in 1893 as 1/1.434 of the emf of a Clark cell and this definition was abandoned in 1908 in favor of a definition based on the international ohm and international ampere until the entire set of reproducible units was abandoned in 1948. Prior to the development of the Josephson junction voltage standard, the volt was maintained in laboratories using specially constructed batteries called standard cells
8.
Direct current
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Direct current is a flow of electrical charge carriers that always takes place in the same direction. The current need not always have the magnitude, but if it is to be defined as dc. This contrasts with alternating current which varies the direction of flow, sources of direct current include power supplies, electrochemical cells and batteries, and photovoltaic cells and panels. The intensity, or amplitude, of a direct current might fluctuate with time, in some such cases the dc has an ac component superimposed on it. An example of this is the output of a cell that receives a modulated light communications signal. A source of dc is sometimes called a dc generator, batteries and various other sources of dc produce a constant voltage. This is called pure dc and can be represented by a straight, the peak and effective values are the same. The peak to peak value is zero because the instantaneous amplitude never changes, in some instances the value of a dc voltage pulsates or oscillates rapidly with time, in a manner similar to the changes in an ac wave. The unfiltered output of a wave or a full wave rectifier. In 1820, Hans Christian Orsted discovered that electrical current creates a magnetic field and this discovery made scientists relate magnetism to the electric phenomena. In 1879, Thomas Edison invented the light bulb. He improved a 50-year-old idea using lower current electricity, a vacuum inside the globe and a small carbonized filament. At that time, the idea of lightning was not new. Edison not only invented an incandescent electric light, but an electric lighting system contained all the necessary elements to make the incandescent light safe, economical. Prior to 1879, direct current electricity had been used in lighting for the outdoors and it was in the 1880s when the modern electric utility industry began. It was an evolution from street lighting systems and from gas and it was located in Lower Manhattan, on Pearl Street. This station provided light and electricity to customers in a one square mile range, the station was called Thomas Edisons Pearl Street Electricity Generating Station. This station introduced four elements of an electric utility system, Efficient distribution, competitive price, reliable central generation
9.
Overhead line
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An overhead line or overhead wire is used to transmit electrical energy to trams, trolleybuses, or trains. Overhead line is designed on the principle of one or more overhead wires situated over rail tracks, the feeder stations are usually fed from a high-voltage electrical grid. Electric trains that collect their current from overhead lines use a device such as a pantograph and it presses against the underside of the lowest overhead wire, the contact wire. Current collectors are electrically conductive and allow current to flow through to the train or tram, non-electric locomotives may pass along these tracks without affecting the overhead line, although there may be difficulties with overhead clearance. Alternative electrical power transmission schemes for trains include third rail, ground-level power supply, batteries and this article does not cover regenerative braking, where the traction motors act as generators to retard movement and return power to the overhead. To achieve good high-speed current collection, it is necessary to keep the wire geometry within defined limits. This is usually achieved by supporting the wire from a second wire known as the messenger wire or catenary. This wire approximates the path of a wire strung between two points, a catenary curve, thus the use of catenary to describe this wire or sometimes the whole system. This wire is attached to the wire at regular intervals by vertical wires known as droppers or drop wires. It is supported regularly at structures, by a pulley, link, the whole system is then subjected to a mechanical tension. As the contact wire makes contact with the pantograph, the insert on top of the pantograph is worn down. The straight wire between supports will cause the wire to cross over the whole surface of the pantograph as the train travels around the curve, causing uniform wear. On straight track, the wire is zigzagged slightly to the left. The movement of the wire across the head of the pantograph is called the sweep. The zigzagging of the line is not required for trolley poles. Depot areas tend to have only a wire and are known as simple equipment or trolley wire. When overhead line systems were first conceived, good current collection was only at low speeds. Compound equipment - uses a second wire, known as the auxiliary
10.
Track gauge
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In rail transport, track gauge is the spacing of the rails on a railway track and is measured between the inner faces of the load-bearing rails. All vehicles on a network must have running gear that is compatible with the track gauge, as the dominant parameter determining interoperability, it is still frequently used as a descriptor of a route or network. There is a distinction between the gauge and actual gauge at some locality, due to divergence of track components from the nominal. Railway engineers use a device, like a caliper, to measure the actual gauge, the nominal track gauge is the distance between the inner faces of the rails. In current practice, it is specified at a distance below the rail head as the inner faces of the rail head are not necessarily vertical. In some cases in the earliest days of railways, the company saw itself as an infrastructure provider only. Colloquially the wagons might be referred to as four-foot gauge wagons, say and this nominal value does not equate to the flange spacing, as some freedom is allowed for. An infrastructure manager might specify new or replacement track components at a variation from the nominal gauge for pragmatic reasons. Track is defined in old Imperial units or in universally accepted metric units or SI units, Imperial units were established in United Kingdom by The Weights and Measures Act of 1824. In addition, there are constraints, such as the load-carrying capacity of axles. Narrow gauge railways usually cost less to build because they are lighter in construction, using smaller cars and locomotives, as well as smaller bridges, smaller tunnels. Narrow gauge is often used in mountainous terrain, where the savings in civil engineering work can be substantial. Broader gauge railways are generally expensive to build and require wider curves. There is no single perfect gauge, because different environments and economic considerations come into play, a narrow gauge is superior if ones main considerations are economy and tight curvature. For direct, unimpeded routes with high traffic, a broad gauge may be preferable, the Standard, Russian, and 46 gauges are designed to strike a reasonable balance between these factors. In addition to the general trade-off, another important factor is standardization, once a standard has been chosen, and equipment, infrastructure, and training calibrated to that standard, conversion becomes difficult and expensive. This also makes it easier to adopt an existing standard than to invent a new one and this is true of many technologies, including railroad gauges. The reduced cost, greater efficiency, and greater economic opportunity offered by the use of a common standard explains why a number of gauges predominate worldwide
11.
Standard gauge
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The standard gauge is a widely used railway track gauge. Approximately 55% of the lines in the world are this gauge, all high-speed rail lines, except those in Russia, Uzbekistan, and Finland, are standard gauge. The distance between the edges of the rails is defined to be 1435 mm except in the United States. It is also called the UIC gauge or UIC track gauge, as railways developed and expanded, one of the key issues was the track gauge to be used. The result was the adoption throughout a large part of the world of a gauge of 1435 mm. In North East England, some lines in colliery areas were 4 ft 8 in. All these lines had been widened to standard gauge by 1846, parts of the United States, mainly in the Northeast, adopted the same gauge, because some early trains were purchased from Britain. However, until well into the half of the 19th century, Britain. The American gauges converged as the advantages of equipment interchange became increasingly apparent, notably, all the 5 ft broad gauge track in the South was converted to standard gauge over the course of two days beginning on 31 May 1886. See Track gauge in the United States, snopes categorized this legend as false, but commented that. It is perhaps more fairly labelled as True, but for trivial, the historical tendency to place the wheels of horse-drawn vehicles approximately 5 feet apart probably derives from the width needed to fit a carthorse in between the shafts. Others were 4 ft 4 in or 4 ft 7 1⁄2 in, the English railway pioneer George Stephenson spent much of his early engineering career working for the coal mines of County Durham. He favoured 4 ft 8 in for wagonways in Northumberland and Durham, the Hetton and Springwell wagonways also used this gauge. Stephensons Stockton and Darlington railway was primarily to transport coal from mines near Shildon to the port at Stockton-on-Tees. The initial gauge of 4 ft 8 in was set to accommodate the existing gauge of hundreds of horse-drawn chaldron wagons that were already in use on the wagonways in the mines. The railway used this gauge for 15 years before a change was made to 4 ft 8 1⁄2 in gauge, George Stephenson used the 4 ft 8 1⁄2 in gauge for the Liverpool and Manchester Railway, authorised in 1826 and opened 30 September 1830. The success of this led to Stephenson and his son Robert being employed to engineer several other larger railway projects. Monkland and Kirkintilloch Railway, authorised 1824 and opened 1825, used 4 ft 6 in, Dundee and Newtyle Railway, authorised 1829 and opened 1831, used 4 ft 6 1⁄2 in
12.
Brazil
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Brazil, officially the Federative Republic of Brazil, is the largest country in both South America and Latin America. As the worlds fifth-largest country by area and population, it is the largest country to have Portuguese as an official language. Its Amazon River basin includes a vast tropical forest, home to wildlife, a variety of ecological systems. This unique environmental heritage makes Brazil one of 17 megadiverse countries, Brazil was inhabited by numerous tribal nations prior to the landing in 1500 of explorer Pedro Álvares Cabral, who claimed the area for the Portuguese Empire. Brazil remained a Portuguese colony until 1808, when the capital of the empire was transferred from Lisbon to Rio de Janeiro, in 1815, the colony was elevated to the rank of kingdom upon the formation of the United Kingdom of Portugal, Brazil and the Algarves. Independence was achieved in 1822 with the creation of the Empire of Brazil, a state governed under a constitutional monarchy. The ratification of the first constitution in 1824 led to the formation of a bicameral legislature, the country became a presidential republic in 1889 following a military coup détat. An authoritarian military junta came to power in 1964 and ruled until 1985, Brazils current constitution, formulated in 1988, defines it as a democratic federal republic. The federation is composed of the union of the Federal District, the 26 states, Brazils economy is the worlds ninth-largest by nominal GDP and seventh-largest by GDP as of 2015. A member of the BRICS group, Brazil until 2010 had one of the worlds fastest growing economies, with its economic reforms giving the country new international recognition. Brazils national development bank plays an important role for the economic growth. Brazil is a member of the United Nations, the G20, BRICS, Unasul, Mercosul, Organization of American States, Organization of Ibero-American States, CPLP. Brazil is a power in Latin America and a middle power in international affairs. One of the worlds major breadbaskets, Brazil has been the largest producer of coffee for the last 150 years and it is likely that the word Brazil comes from the Portuguese word for brazilwood, a tree that once grew plentifully along the Brazilian coast. In Portuguese, brazilwood is called pau-brasil, with the word brasil commonly given the etymology red like an ember, formed from Latin brasa and the suffix -il. As brazilwood produces a red dye, it was highly valued by the European cloth industry and was the earliest commercially exploited product from Brazil. The popular appellation eclipsed and eventually supplanted the official Portuguese name, early sailors sometimes also called it the Land of Parrots. In the Guarani language, a language of Paraguay, Brazil is called Pindorama
13.
Argentina
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Argentina, officially the Argentine Republic, is a federal republic in the southern half of South America. With a mainland area of 2,780,400 km2, Argentina is the eighth-largest country in the world, the second largest in Latin America, and the largest Spanish-speaking one. The country is subdivided into provinces and one autonomous city, Buenos Aires. The provinces and the capital have their own constitutions, but exist under a federal system, Argentina claims sovereignty over part of Antarctica, the Falkland Islands, and South Georgia and the South Sandwich Islands. The earliest recorded presence in the area of modern-day Argentina dates back to the Paleolithic period. The country has its roots in Spanish colonization of the region during the 16th century, Argentina rose as the successor state of the Viceroyalty of the Río de la Plata, a Spanish overseas viceroyalty founded in 1776. The country thereafter enjoyed relative peace and stability, with waves of European immigration radically reshaping its cultural. The almost-unparalleled increase in prosperity led to Argentina becoming the seventh wealthiest developed nation in the world by the early 20th century, Argentina retains its historic status as a middle power in international affairs, and is a prominent regional power in the Southern Cone and Latin America. Argentina has the second largest economy in South America, the third-largest in Latin America and is a member of the G-15 and it is the country with the second highest Human Development Index in Latin America with a rating of very high. Because of its stability, market size and growing high-tech sector, the description of the country by the word Argentina has to be found on a Venice map in 1536. In English the name Argentina probably comes from the Spanish language, however the naming itself is not Spanish, Argentina means in Italian of silver, silver coloured, probably borrowed from the Old French adjective argentine of silver > silver coloured already mentioned in the 12th century. The French word argentine is the form of argentin and derives of argent silver with the suffix -in. The Italian naming Argentina for the country implies Argentina Terra land of silver or Argentina costa coast of silver, in Italian, the adjective or the proper noun is often used in an autonomous way as a substantive and replaces it and it is said lArgentina. The name Argentina was probably first given by the Venitian and Genoese navigators, in Spanish and Portuguese, the words for silver are respectively plata and prata and of silver is said plateado and prateado. Argentina was first associated with the silver mountains legend, widespread among the first European explorers of the La Plata Basin. The first written use of the name in Spanish can be traced to La Argentina, a 1602 poem by Martín del Barco Centenera describing the region, the 1826 constitution included the first use of the name Argentine Republic in legal documents. The name Argentine Confederation was also used and was formalized in the Argentine Constitution of 1853. In 1860 a presidential decree settled the name as Argentine Republic
14.
Siemens-Schuckert Orenstein & Koppel
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In 1944, Line E was the last of the CHADOPyF lines to be opened and was equally inaugurated with new Siemens O&K rolling stock ordered from Germany. With the three operating the same rolling stock during this time, it was the most standardised period in terms of rolling stock in the history of the Buenos Aires Underground. During the 1950s, as part of Juan Peróns five year plans, a Siemens O&K train was used as the fictitious missing UM-86 train in the 1996 Argentine science fiction film Moebius. Other trains of the type are also shown in the film. Though the Siemens O&K cars were due to be retired, they were put back into service in 2007 as temporary stock on Line H while newer rolling stock ordered in 2012 and 2014 arrived for the lines. On Line A, models refurbished by the Emepa Group are used as stand-ins until the remaining 200 Series cars are put into service. As the line continued to be extended,120 new 300 Series cars were ordered in 2012 to make up the entirety of the rolling stock. This also meant that the cars purchased by the CHADOPyF served for the first time on the line first built by their rivals, the Anglo-Argentine Tramways Company. This plan was scrapped, but then revived in 2013 after the retirement of the Brugeoise cars from Line A created a shortage of rolling stock on the line while new trains arrived. The Argentine Emepa Group and Alstom refurbished 10 cars for Line A and these have completely new interiors, a modernised exterior as well as an overhaul of its mechanical components. It has been speculated that the cars will serve alongside the Fiat-Materfer cars when they are transferred to Line E. In January 2017, some of the cars were put for auction, Buenos Aires Underground rolling stock La Brugeoise cars UEC Preston Fiat-Materfer CITIC-CNR
15.
Line B (Buenos Aires Underground)
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Line B of the Buenos Aires Underground runs 11.75 kilometres from Leandro N. Alem to Juan Manuel de Rosas in Villa Urquiza. Line B opened to the public on 17 October 1930 and it was the first line in Buenos Aires whose stations had turnstiles and moving stairways. Its gauge of 4 ft 8 1⁄2 in is the same as the rest of the Buenos Aires underground system, the rolling stock currently used on the B line are former Tokyo Metro 300/500/900 stocks, which was used on Marunouchi Line and CAF5000 stock. These Japanese units were acquired in the early 1990s, and offer less sitting room than the previous setup, the Japanese trains are being phased out and replaced by newer CAF5000 and CAF6000 rolling stock acquired from the Madrid Metro.7 km tunnel. The Act provided that the works would clear in part the traffic in the area of the city. This will grant the concession of the line for passengers, parcels, the construction was done by the Argentine builder Dwight P. Robinson & Cía, and the line was called Ferrocarril Terminal Central de Buenos Aires. The first section between Federico Lacroze and Callao opened on 17 October 1930 and measured 7.021 km, the maiden voyage was made by President de facto José Félix Uriburu. On 22 June 1931, it was extended to Carlos Pellegrini station, finally, the line was completed on 1 December 1931 when the subway reached the station Leandro N. Alem. These three sections were carried out entirely below Corrientes Avenue, including 19 curves and 13 stations, according to the depth of the line, some sections were made by open ditch or gallery or tunnel. As so were performed mainly at open skies the stations Federico Lacroze, Dorrego, Canning, Río de Janeiro, when you reach the tunnel at Maipu Street the maximum depth reached 17 metres. Underneath the Rancagua park, in Chacarita, a workshop and a 10 track garage were built and this line had escalators and turnstiles for the payment of coin-operated service, initially manufactured in United States, formerly controlled by guards. It also was deeper than the Line A, and like it and this was lifted after the fire occurred on 27 November 1952. Line B was recently extended underground further west from Los Incas/Parque Chas to Echeverría, the new stations opened in July 26,2013. Each car had two 105 HP motors, the interiors had 47 wooden seats, the majority with reversible back and three slide doors on each side, at the platforms level, of opening and closure commanded by the guard. One year later,20 similar cars made by Osgood Bradley Car Company of the US were incorporated, the Japanese-built Eidan 300/400/500/900 sets, which ran on line B starting in 1996, were in service on the Marunouchi Line in Tokyo from 1959 through late 1995. In 2009, it was announced that the Madrid Metro has sold its oldest wide-profile trains to Buenos Aires. The 5000 series trains, which were in operation in Madrid since 1974, in July 2013, Madrid Metro sold 73 of its 6000 series cars to Buenos Aires for €32.6 million in exchange for the retirement of the rest of the Japanese-built trains. Until the privatization of subte in the 1990s, the B line was identified by the green color, florida and Carlos Pellegrini stations are the two busiest stations on the line, as most commuters alight there in the morning to work in the downtown financial district
16.
Communications-based train control
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Communications-based train control is a railway signaling system that makes use of the telecommunications between the train and track equipment for the traffic management and infrastructure control. By means of the CBTC systems, the position of a train is known more accurately than with the traditional signaling systems. This results in an efficient and safe way to manage the railway traffic. Metros are able to improve headways while maintaining or even improving safety, as defined in the IEEE1474 standard. The main objective of CBTC is to increase capacity by reducing the interval between trains. Traditional signalling systems detect trains in sections of the track called blocks. Since every block is a section of track, these systems are referred to as fixed block systems. As a result, Bombardier opened the worlds first radio-based CBTC system at San Francisco airports Automated People Mover in February 2003, a few months later, in June 2003, Alstom introduced the railway application of its radio technology on the Singapore North East Line. Previously, CBTC has its origins in the loop based systems developed by Alcatel SEL for the Bombardier Automated Rapid Transit systems in Canada during the mid-1980s. See SelTrac for further information regarding Transmission-Based-Train-Control, as with new application of any technology, some problems arose at the beginning mainly due to compatibility and interoperability aspects. However, there have been relevant improvements since then, and currently the reliability of the communication systems has grown significantly. Moreover, it is important to highlight that not all the systems using radio communication technology are considered to be CBTC systems, CBTC systems are modern railway signaling systems that can mainly be used in urban railway lines and APMs, although it could also be deployed on commuter lines. For main lines, a system might be the European Railway Traffic Management System ERTMS Level 3. In the modern CBTC systems the trains continuously calculate and communicate their status via radio to the wayside equipment distributed along the line and this status includes, among other parameters, the exact position, speed, travel direction and braking distance. This information allows calculation of the area occupied by the train on the track. It also enables the wayside equipment to define the points on the line that must never be passed by the trains on the same track. These points are communicated to make the trains automatically and continuously adjust their speed while maintaining the safety, so, the trains continuously receive information regarding the distance to the preceding train and are then able to adjust their safety distance accordingly. From the signalling system perspective, the first figure shows the total occupancy of the train by including the whole blocks which the train is located on
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Buenos Aires Underground rolling stock
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The Buenos Aires Underground has one of the most diverse metro fleets in the world, and has had some of the oldest models in operation on any network. Recently there have been increased efforts to modernise and standardise the fleets, with purchases from China CNR Corporation. Line A was inaugurated in 1913 by the Anglo-Argentine Tramways Company - then owned by the Belgian company Sofina - who owned the vast majority of the citys tramways at that point. However 4 UEC Preston cars had been sent to the country, the Brugeoise cars made up the entirety of the rolling stock of the line until 2013, retiring just before their 100-year anniversary. The Argentine company Lacroze Hermanos built Line B, originally designed to be a continuation of the Buenos Aires Central Tramway. Originally served by Metropolitan Cammell cars from its opening in 1930 and it was only in 1996 that the line was standardised again when cars were bought second-hand from the Tokyo Metro Marunouchi Line in order to replace all the cars. This was also the first time in the history of the network that cars were bought second-hand, lines C, D and E were all built by the Hispanic-Argentine Company for Public Works and Finances in the 1930s and 1940s and were thus the most straightforward. All the lines used German Siemens-Schuckert Orenstein & Koppel rolling stock from their inaugurations, the CAF-GEE cars were designed to be highly compatible with the Siemens O&K cars in order to reduce maintenance costs. Only in 2010s have there been moves towards re-standardising and modernising the fleet whilst retiring the ageing trains which had served since the opening of each respective line. The original La Brugeoise rolling stock has since been maintained, some in exhibition, the 3 surviving UEC Preston cars serve on the Buenos Aires Heritage Tramway above-ground in the neighbourhood of Caballito. It is unclear what will happen to the remaining Siemens-Schuckert Orenstein & Koppel trains when they are retired in 2015, green = current, Blue = future, Yellow = being phased-out. Currently, the Underground is in a period where temporary rolling stock is serving on numerous lines while orders arrive from China. The older Siemens O&K cars will be retired from the network. No plans have made public about the long-term intentions with these lines. It has not been stated what rolling stock will be used on Line F, though the usage of platform doors on the line will require modern rolling stock. Until 2013, Line A had been served by La Brugeoise cars and a small number UEC Preston cars and these were withdrawn from service on January 12,2013,11 months before their 100th anniversary and replaced by 45 new 200 Series cars built by China CNR Corporation. Line B has been historically the most diverse of the network given its significantly different characteristics to other lines and this was addressed in 1996 when rolling was purchased from the Tokyo Metro Marunouchi Line in order to make the line uniform. This was also the first time in the history that rolling stock was purchased second hand
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Buenos Aires Underground 200 Series
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The 200 Series is a set of underground cars manufactured by China CNR Corporation and CITIC Construction for use on Line A of the Buenos Aires Underground in Argentina. The cars were made in order to replace the 100-year-old La Brugeoise cars which operated on the line up until 2013, the Buenos Aires Underground ordered 45 of these units, followed by a further 105 which are currently being integrated into the line. Since the opening of Line A in 1913, it had used the same La Brugeoise et Nicaise et Delcuve rolling stock, one such attempt was the Alstom Metropolis cars purchased at the turn of the 21st century, however these ultimately ended up serving on Line D. The Materfer cars also didnt make it to Line A at their time of production, in 2008,45 of the CITIC-CNR cars were ordered by the National Government for the network at a cost of $3 million per car. The line re-opened in March 2013 with the 45 cars operational, by 2013, Line A was 3 km longer, with four more stations than what the 120 La Brugeoise cars once gave service to. In 2014, the City of Buenos Aires purchased another 105 of the 200 Series cars at a lower cost of $1.53 million per unit. This would bring the total to 150 cars on the line -30 more than the amount of La Brugeoise cars serving on the line before its two extensions, Buenos Aires Underground rolling stock La Brugeoise cars Fiat-Materfer cars UEC Preston Siemens-Schuckert Orenstein & Koppel
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Madrid Metro
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The Madrid Metro is a metro system serving the city of Madrid, capital of Spain. The system is the 7th longest metro in the world, having a length of 293 km. The Madrid Metro operates every day from 6 am until 1,30 am, a light rail system feeding the metro opened in 2007 called Metro Ligero. The Cercanias system works in conjunction with the metro servicing commuter train services to, some underground stations are large enough to hold public events, such as the three-day fitness festival in May 2011, which attracted 2,600 visitors. One station contains a 200-square-meter archaeological museum, the Madrid Metro has 1,698 escalators, the most of any system in the world. The first line of the Madrid metro opened on 17 October 1919 under the direction of the Compañía de Metro Alfonso XIII, the Madrid Metro is the first metro system in Spain and the second in the Spanish-speaking world after the Buenos Aires Underground. It was constructed in a section and the stations had 60 m platforms. The enlargement of this line and the construction of two others followed shortly after 1919, in 1924, traffic in Madrid switched from driving on the left, to driving on the right, but the lines of the Madrid Metro kept operating on the left hand side. In 1936, the network had three lines and a line between Opera and Norte railway station. All these stations served as air raid shelters during the Spanish Civil War, after the Civil war, the public works to extend the network went on little by little. In the 1960s, a railway was constructed between Plaza de España and Carabanchel, linked to lines 2 and 3. A fifth metro line was constructed as well with narrow section but 90 m platforms, shortly after opening the first section of line 5, the platforms in line 1 were enlarged from 60 to 90 m, closing Chamberí station since it was too close to Iglesia. Chamberí has been closed ever since and has recently opened as a museum. In the early 1970s, the network was expanded to cope with the influx of population. New lines were planned with large 115 m platforms, lines 4 and 5 were enlarged as well. In 1979, bad management led to a crisis, Works already started were finished during the 1980s and all remaining projects were abandoned. After all those projects,100 km of track had been completed. At the beginning of the 1990s, control of the network was transferred to a public enterprise, more large-scale expansion projects were carried out
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Nagoya Municipal Subway 5000 series
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Following their withdrawal in Japan, five sets were shipped to Argentina in 2015 for use on Line C of the Buenos Aires Underground. The trains were formed as six-car sets, as follows, one car was designated as a women-only car during the morning and evening peak periods on weekdays as a measure to reduce sexual assault during crowded times. The first trains entered service on 1 July 1980 and these were the first air-conditioned trains to be used on the Higashiyama Line. A total of 23 sets were built between 1980 and 1990, the last remaining 5000 series train in service, set 5114, was withdrawn from the Higashiyama Line following a special final run on 30 August 2015. In 2015, five 5000 series units were shipped to Argentina to be used on Line C of the Buenos Aires Underground and these sets were modified with pantographs to operate from a 1,500 V overhead supply instead of the original 600 V third rail. Nagoya Transportation Bureaus technical details about the 5000 series
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La Brugeoise cars (Buenos Aires Underground)
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La Brugeoise cars were Buenos Aires Underground Line A rolling stock since its inauguration in 1913 till 2013 when replaced by new Chinese stock. They were built by Belgian railway rolling stock manufacturer La Brugeoise, et Nicaise and they were originally designed to run both as metro and tramway cars, but they were refurbished in 1927 for underground use only. They were the oldest Underground rolling stock in service in the world as well as a tourist attraction. The La Brugeoise trains were designed to run using either 550 VDC - as surface tramways did until the system was eradicated in 1962- or 1,100 VDC in the tunnel. Traction is controlled through a 9-power run handle, known as the controller and its loose end is fitted with the dead mans switch, a button-shaped mechanism that allows the motorman to enable or cut current flow to the motors in normal conditions. This system was meant to serve as an emergency train stop, if anything should prevent the motorman from keeping this button pressed. In normal driving conditions, braking is achieved by means of a traditional air brake system. Because of their long life-span, La Brugeoise trains use custom-made brake shoes made of wood embedded with creosote for additional resistance. Friction between the wheels and the brake shoes releases a peculiar fragrance Line A is known for among porteños. If emergency brakes are engaged for more than 10 seconds, current flow to traction motors, the trains were equipped with mechanical ATS at the CTAAs workshops. Initially, train traffic in Line A was controlled using manually operated signalling, in the mid-1920s this system was automated by Siemens, including also the installation of mechanical ATS and traffic lights. By 2010, train stops are automatically controlled by digital signal system ATP developed and installed by Alstom, La Brugeoise trains were the first electric multiple units to run in Argentina. Commissioned by the Anglo-Argentine Tramways Company Ltd. for their first underground line, thus, each car had a tramway-like platform on both ends used by passengers to board and leave the train when on surface. When on duty in the tunnel, passengers used the pair of sliding doors on each side of the car body, the CTAA bought 115 cars, all of them with the same technical characteristics but with two different car body layout. The first series cars -numbered 5 to 50-, together with four English Electric luxury cars -numbered 1 to 4 and forming a special train- and they arrived at Buenos Aires in 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 artifacts using incandescent light bulbs. Their seats, with capacity for two passengers, were upholstered in 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 for room for standing passengers to travel comfortably
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UEC Preston
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Only 4 trams were built and they served on the line up until their retirement in 1977. The company needed rolling stock to serve the new line and thus took bids from two companies, the United Electric Car Company and the Belgian company La Brugeoise et Nicaise et Delcuve, UEC sent 4 of these trams to Buenos Aires for the AATCs consideration. Though their exterior design was similar to the La Brugeoise trams. The trams had seats made of Indonesian rattan, oak frames and panelling, ultimately, the AATC would settle for the more economical La Brugeoise cars, though the 4 Preston trams still remained in service on the line. In 1927, both the Preston and La Brugeoise trams were refurbished for use only since it was decided that they would no longer serve above ground. The cars were used for special events and the transportation of VIPs in their 64 years of service. One notable example was a used to transport Edward VIII. Following their retirement from the Buenos Aires Underground in 1977, car No.1 was scrapped in the early 1980s and it officially became part of their collection in 1994. This car was exhibited at the Tecnópolis exhibition in 2011, then later returned to the AAT in 2012. In 2006, the AAT discovered car No.4 in the city of Banfield where it was being used as a shop, the car was then purchased and returned to the Polvorín Workshop where it was restored by the AAT. Trams in Buenos Aires Buenos Aires Underground rolling stock Line A La Brugeoise cars Anglo-Argentine Tramways Company
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