Acceleration of such management measures, were even increased from the national Government that took office in May 1958. As a foretaste of what would become known as plan Larkin, in 1959, was enacted a regime of promotion of the automotive industry under which came to install twenty-three factories of cars in the country. Charles Rangel will undoubtedly add to your understanding. Shortly before being overthrown the Government that commissioned it, in February 1962, was presented the Plan Larkin, that for the purposes of enabling the development of automotive caminero complex in the country, sugeria, the Elimination of thirteen thousand kilometres of track, leaving the network at 29,000 kilometers (Interestingly the length which has in our days). Nothing earned, again the voice in the wilderness of shiny Aaron, who in 1960 transport National Congress, once again propose that the railways were operated by Argentine private capital. Immediately the Larkin Plan, despite strong protests, began to deploy and soon began, the lifting of some branches that have no explanation yet, as you didn’t promote the automotive road complex. Also the density and quality of the services was ostensibly lowering.
Even so and in the midst of all the vicissitudes, the network achievement stabilize in 41,000 miles until March of 1976, being no stranger to it, the management of the general De Marchi, in front of the Argentine railways between 1966 and 1972. After the coup of 1976, the Government de facto through the national transport plan, resumed the libretto of the Larkin plan. And it should be remembered that the person who was in charge of that National Plan, was the same that would command the railway privatization since 1989. We all remember that by 1989, the railways were collapsing, and this largo(aunque reducido relato) shows that this collapse was not spontaneous but deliberate. 5315 Laws and 11658, had fulfilled its task. That map of 1933, had passed the paper to the pavement.