Checks can be sent to:  R. Donald Ross, 3821 Crater Lake Ct, Irving, TX 75062-4015

Special thanks to Pablo Pascuzzi for the following information. Service began in 1885 with a horse-hauled tramway service. Electric service began on March 25, 1914. The company that owned the first electrical tramway service was "Tramway Eléctrico de Santa Fe", becoming later the "Compañía Central Argentina de Electricidad". The last owner was the Argentine Estate, under the "Agua y Energía" Company.

10 more cars by the same builder were added in 1926, numbers 43-52. They were very similar to the second series. The main change was in the platform design as it was closed in.

Data for the third series:

The last series of trams for Santa Fe was built in 1929 in the CATITA workshops, and they were a bit more bigger than the others (36 seats instead of 32). They were specially built for Santa Fe.

The data for the 4th Series:

Later, within the state administration of the company, almost all trams were reconstructed. They were rebuilt keeping the design of the sides of the first two series, the platform design from the second series, and the style of the roof from the third series. Locally the tramway was referred to as "santafesino".

There were also trailer cars in service in Santa Fe which were built by J.G. Brill of Philadelphia. They had 32 seats and were numbered 101 to 108. They were only used on a suburban line to the town of Guadalupe.

Data for trailers:

There was also a meat service between Central Market and the Slaughter house, with three "zorras" for this service and 5 little wagons.

Mendoza's electric tramway was German-built, owned and operated by the Empresa de Luz y Fuerza de Mendoza - a subsidiary of "La Transatlántica" - the Latin American name for a giant German conglomerate in South America. Trolleys 1-25 were built in 1911 by Falkenried in Hamburg and the system opened 1 October 1912. Later cars came from Belgium: Ragheno sent 26-47 in 1925-26 and Franco-Belge sent 48-63 in 1928-30. At the end of 1929 the company was taken over by the Compañía de Electricidad de los Andes, which was a subsidiary of the U.S. conglomerate, Electric Bond & Share (loosely allied with General Electric). The Argentines expropriated the system in 1937 and closed it several times, finally completely in 1965. Traffic direction changed from left to right throughout Argentina in 1945. - Allen Morrison

10 was built by Falkenried in 1911.

49 was built by Franco-Belge in 1928.

50 was built by Franco-Belge in 1928.

60 was built by Franco-Belge in 1930.

Parana was the second city in Argentina to promote trams in 1869. But the first cars didn't run until 1873 when Primer Tramway de Parana ran its first car between the port and the city. In 1888 Compania Constructatora de Tranvias de Parana opened a line between the railroad station and downtown and the slaughterhouse. On May 20, 1921, the first electric cars were run over a 7.8 kilometer route serving the port, downtown, Urquiza Park, and the railroad station. In 1926 extensions were added to the Cemetary, Boulevard Alsina, and Corrales. The last car ran on July 20, 1962.

There were 14 electric cars, all birneys, built by Brill. 7 came in 1920, 2 in 1923, 3 in 1926, and 2 in 1928. The line was standard gauge.

The tramway system of La Plata was the first one in Argentina with an electrified Line. That's not a surprise. The future capital of the province of Buenos Aires, was rivaling at the last decade of the 19th century with Buenos Aires, in official buildings and "progress" (gas networks, power grids, waterworks, etc.). The first tramway line electrificied began to work in 1892, 5 years earlier than in Buenos Aires. As if it were a quirk of fate, it was also the last city in Argentina that kept it's original tramway system (up to December 31st, 1966, almost four years later than Buenos Aires). It was also the only city in Argentina (except Buenos Aires) to have more than one company operating at the same time. Those two were: Compañía de Tranvías Eléctricos de La Plata and Compañía de Tranvías "La Nacional". The second one was smaller, but it had a greater prestige and a better service. It was popularly known as "Tettamanti's Company" due to the Owner's surname. From the beginning this company used for its service American tram cars (I think that they were Brill) instead of English trams, which were common at those times. It ended up building its own cars. It's also was one of the few lines with cars with four axles and two bogies since most tram lines in Argentina were of English design with four wheel cars. The lines between Buenos Aires and Quilmes, and from Buenos Aires to Campo de Mayo, were the only other lines with four axle two bogey cars. By Pablo A. Pascuzzi

CTLN 121, 122. and 128 were examples of the Brill cars.

9, Group 40, was built by Compañía Argentina de Talleres Industriales, Transportes y Anexos.

15, Group 40, was built by CATITA.

3022 appears to be a car built by Fabricaciones Militares (Argentine Military Factories).

3491 appears to be a car built by Fabricaciones Militares (Argentine Military Factories).

Special thanks to Franklin H. Romero, Pablo A. Pascuzzi, and Allen Morrison for their information.

AMDG

7/12/2021

Memorial of Blessed Louis Tezza

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Choose Life.

Mom did.