Line B (Buenos Aires Underground)

In 1912 the Congress of Argentina enacted Law 8,870 to carry out the line that would unite the Correo Central (Central Post Office) and the intersection of Triunvirato and Elcano streets, splice site with the tracks of the Buenos Aires Central Railroad (Ferrocarril Central de Buenos Aires or FCCBA), which belonged to the same business group through an 8.7 km tunnel. The Act provided that the works "would clear in part the traffic in the central area of the city".

Latterly on 17 December 1927 in New York City the financial agreement to build was signed between Teófilo Lacroze, the president of Banco de la Nación Dr. Tomás de Estrada, Dr. Louis J. Rocca directory owner of Ferrocarril Terminal de Buenos Aires and bankers Harris and Forbes. This will grant the concession of the line for passengers, parcels and freight to Lacroze Brothers Company.

Terminal Central de Buenos Aires bronze plaque in Federico Lacroze railway station

Eidan 500 train at Juan Manuel de Rosas station.

The construction was done by the Argentine builder Dwight P. Robinson & Cía, and the line was called Ferrocarril Terminal Central de Buenos Aires (Buenos Aires Central Terminal Railroad). 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 (cut-and-cover method) or gallery or tunnel. As so were performed mainly at open skies the stations Federico Lacroze, Dorrego, Canning, (now Malabia), Río de Janeiro, (now Ángel Gallardo) and Medrano . When you reach the tunnel at Maipu Street the maximum depth reached 17 metres. Underneath the Rancagua (today Los Andes) park, in Chacarita, a workshop and a 10 track garage (with capacity for 110 wagons) were built.

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, each station was decorated with friezes of characteristic colors.

An underground link with the subsoil of the Mercado Central de Abasto (central wholesale fruit and vegetable market) was made available on 12 July 1933, by which goods wagons with freight from the Ferrocarril Central de Buenos Aires (Buenos Aires Central Railroad) would arrive, driven by electric locomotives. This was lifted after the fire occurred on 27 November 1952. From the beginning the circulation was protected by an automatic luminous signalization, with devices for mechanic trains, which were substituted in 1980 for others of magnetic induction, also replaced in 1998 for an electric system with ATP.

Overhead lines were added for the CAF 6000 trains.

Line B was recently extended underground further west (2 km) from Los Incas/Parque Chas to Echeverría and Juan Manuel de Rosas (previously named Villa Urquiza) where transfer to the Ferrocarril Mitre is provided. The new stations opened on July 26, 2013.[5]

Further plans include: installation of a new signal system, acquisition of new cars, construction of a new central workshop for the repair of machinery, widening of platforms, hallways and all areas of pedestrian traffic at stations and at transfer nodes, improvements in transfer centers with other means of transport[6]

Some refurbishment on the line has come under criticism, mostly due to the overwhelming colour of the new murals, but also due to alleged cases where the historic artwork of the line has been destroyed during the line's modernisation.[7][8]

CAF 5000 train at Echeverría station.

Controversial new CAF 6000 rolling stock.

Line B inaugurated with 56 English Metropolitan-Cammell cars (numbered from 101 to 156), of two bogies and metallic bodywork painted with cream and red colours on the exterior, with decorative artwork and dark blue coloured doors. 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.[9]

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 1954 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, entered service in 2011 to replace some of the Eidan 300/400/500/900 sets that were utilized on line B starting in 1996. As of 2020, the remaining Eidan 300/400/500/900 sets are the oldest rapid transit cars that remain in operation in the world; the remaining cars are expected to be retired in the mid-2020s.

In July 2013, Madrid Metro sold 73 of its 6000 series cars (which entered service in Madrid in 1998) to Buenos Aires for €32.6 million in exchange for the retirement of the rest of the Japanese-built trains.[10][11][12][13][14][15][16] The purchase of the CAF 6000 rolling stock has been met with major criticism due to the need for large and expensive alterations to accommodate the new rolling stock that was poorly adapted for Line B. Due to the 6000 series cars using overhead lines for power collection, in contrast to the existing and functional third rail electrification system of Line B, a new solid overhead catenary system had to be installed. The new overhead power collection system turned out be insufficient in powering the 6000 series cars resulting in the cars operating at reduced performance leading to lower acceleration.[17] The trains were are significantly narrower than the Line B's original loading gauge necessitating the need for modifications to the trains to reduce the large platform gap. These alterations made the second-hand units not any cheaper than simply purchasing new rolling stock, as was done with the 200 Series on Line A.[18][19] The rolling stock suburban interior design was a poor fit for the urban Line B. The seating was arranged as transverse seating, designed for long distance comfort with limited standing room which is a poor fit to Line B's typically short passenger trips with high passenger turnover at each station. The trains also are not completely walk through trainsets as they were organized into married pairs. These factors and the narrow width of the train cars themselves lead to very poor internal passenger circulation. The shorter cars meant that a 6000 series six car train made poor use of the existing platform length compared to older six car trains. These factors lead to the new 6000 series rolling stock having a much smaller passenger capacity compared to the existing rolling stock.[20]

• When excavation was carried out for construction of the Leandro Alem station, the remains of a Mammoth of the Quaternary period where found, which were sent to the Museum of Natural Sciences of La Plata.
• Line B connects –through a ramp at Federico Lacroze– non-revenue service into the electrified track of Urquiza Line, where the underground rolling stock heads to the Urquiza Railway workshops in Ruben Darío (Hurlingham) for wheel, gear and axle maintenance.
• Until the privatization of subtle in the 1990s, the B line was identified by the green color, whilst the D line used red.
• 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. They also provide easy access to the entertainment district in the evening (see also Florida Street).
• Carlos Pellegrini station can be reached from an underground commercial gallery located right below the Obelisco landmark, used by pedestrians to avoid crossing 9 de Julio Avenue at street level.
• Since the 1940s, the line used to end in Federico Lacroze Station, near Chacarita Cemetery, where commuters could board the suburban bound Urquiza Line. In the 1990s, work began to expand the line to Villa Ortúzar and Villa Urquiza.

• 
  Uruguay station hall (1931)
• 
  Carlos Pellegrini station (1931)
• 
  Los Incas station
• 
  Exit from the Obelisco commercial gallery
• 
  Eidan 500, formerly used on Tokyo Metro Marunouchi Line

Wikimedia Commons has media related to Line B.

• Subterráneos de Buenos Aires (Official Page)
• Metrovías S.A. Subte Operator (Official Page)
• Subterráneos de Buenos Aires, B Line
• System map
• La ruina de la línea B (in Spanish)