Bahia Blanca: Tragedy that demands a railway reset — and renaissance

By Federico “Fred” Weinhold, Adam Basson and Jorge de Mendonça   

When torrential rain swept across Bahia Blanca on March 7, the sheer volume of water — equivalent to six months of rainfall in just six hours — overwhelmed infrastructure, submerged roads and cut off freight-rail access to the region’s port and all of Patagonia. But beyond the immediate devastation, the storm exposed a deeper vulnerability: Argentina’s aging, fragmented and poorly adapted railway network. 

Now, amidst crisis, an opportunity emerges — one that could trigger a large-scale reset of Argentina’s freight infrastructure, unlocking dormant economic potential across nine provinces and four major ports. 

To achieve the reset, alliances will be necessary with experts, organizations, and companies in the intermodal sector — and the railway sector, in particular — to join the local effort. 

The Bahia Blanca tragedy reveals the cost of neglect and the price of inaction. It also presents a rare chance to reimagine logistics in Argentina — not as a patchwork of decaying tracks, but as a cohesive, forward-looking system, say Asociacion Intermodal de America del Sur (AIMAS) officials. The association is “working to attract the experiences of Mexico, the United States and Canada, where the highest rail standards and intermodality have formed the backbone that supports their economies,” as depicted in this double-stack train rolling through Chicago area, AIMAS officials say. Federico Palles

To this end, AIMAS is working to attract the experiences of Mexico, the United States and Canada, where the highest rail standards and intermodality have formed the backbone that supports their economies. 

The storm that shook a system 

The deluge, which obscured meteorological radar systems and surpassed 400mm of rainfall in under eight hours, hit Bahia Blanca and neighboring districts with historical force. Railway embankments, culverts and bridges — most of them never updated to reflect urban and climatic shifts — collapsed under the pressure. The result was catastrophic: The entire southern freight corridor, including the critical link to Patagonia and Bahía Blanca’s deepwater port, was severed. 

By water, rail and road, this port alone handles 65% of Argentina’s grain exports. Its paralysis underscored a pressing need not only for infrastructure repair, but strategic reinvention. 

A 4,350-mile opportunity 

The Asociacion Intermodal de America del Sur (AIMAS) proposes a transformative vision: an opportunity for a unified investment of between $10 billion and $13 billion, plus other independent ones in intermodal logistics that would add up to the order of $3 billion to $5 billion to rebuild and modernize 4,350 miles of railway lines. 

The additional money would fund intermodal logistics infrastructure — terminals, systems and support industries stretching from San Juan to Zapala and Bariloche, connecting to the ports of San Antonio Este, Bahia Blanca, Quequen and Rosales.  

Articulated wagon for four 20-foot “door-to-door" containers, circa 1991.Juan C. Gonzalez

At the heart of this proposal is the “5F Integrated Railway Model,” adapted from successful North American practices. This model emphasizes: 

• freight profitability through commercial orientation; 

• intermodal integration between rail, road and port systems; 

• standardized infrastructure for high-capacity freight (up to 32.5 tons per axle) and height for double-stacked container trains; 

• accessibility for all cargo types and sizes; and 

• open data use for planning, emergency response and logistics management.

Why the current model fails 

Since 1961, Argentina’s railway system has been in decline. Once a 28,600-mile network, it now covers barely 10,500 miles, many of them outdated, single-purpose lines serving limited private interests. 

The open-access model applied in Argentina has proven ineffective; it fosters exclusivity rather than competition, isolating regions and limiting economic diversification. 

For decades, failed rail-linked projects (notably in mining and agriculture) have shared a common flaw — lack of scalable, reliable and cost-effective freight transport. Even high-value ventures like potash extraction collapsed under logistical constraints. 

A new question, a new paradigm 

Rather than asking “Where will the money come from?”, AIMAS proposes a more productive question: “What railway model can deliver long-term profitability and resilience?” 

By using the North American intermodal transport economy as a benchmark, the model ensures systemic efficiency. 

In the United States, container companies, port operators and rail firms all thrive through integrated networks. Argentina can mirror that success by fostering hundreds of logistical partnerships, rather than serving a few private concessionaires. 

Building resilience 

Adam Basson, a logistics entrepreneur and AIMAS advisor from Miami, argues that “data is the oil of the 21st century.” But in Bahia Blanca, data on infrastructure, urban planning and flood risk is often unavailable, outdated or poorly integrated. This limits not only disaster response, but proactive planning and business investment. 

The tragedy has spurred spontaneous collaboration among municipalities, government agencies, NGOs and citizen volunteers to gather and open data. But a coordinated, systemic effort is now essential. 

AIMAS calls for free access to georeferenced, real-time infrastructure data across the 4,350-mile network region. 

Doing so will not only aid emergency response, but facilitate long-term development — boosting economic activity, mobility and resilience across Patagonia, the Pampas and Cuyo. 

Learning from the world 

From the Lisbon earthquake of 1755 to the Japanese tsunami of 2011, history teaches that catastrophic events often precede major reforms. In Japan, post-tsunami efforts led to higher seawalls and smarter planning. In Spain, legislation mandates public access to infrastructure data, enabling more responsive urban development. 

North America’s freight model provides a contemporary template. There, competition isn’t between trains — it’s between and for businesses. Rail infrastructure serves as a neutral platform, accessible to a wide range of logistics players. Every station and siding becomes a potential revenue source when integrated with trucking and maritime shipping. 

The technical case: How it works 

Consider axle load capacity: a 20-ton axle limit renders railway investments unviable. At 25 tons, returns become marginally feasible. But at 32.5 tons, ROI accelerates by up to 50%, enabling sustainable investment. Similarly, integrating even dispersed loading points through truck partnerships can increase railway business volume by 50% and as much as 100%. 

This isn’t theory. It’s operational reality in countries where intermodalism defines success. Applying this logic, Bahia Blanca’s 300,000 containers and 50 million tons of cargo — including grain, mining products, shale oil, and manufactured goods — could shift onto high-capacity railways, cutting costs and emissions while boosting regional exports. 

Data and disaster: Digital railways 

Modern railway resilience also relies on digital infrastructure. Emerging technologies like LiDAR scanning, AI-driven monitoring and digital twins enable real-time assessment of bridges, tunnels, and embankments. These tools can anticipate structural failure before it happens, saving lives and preserving assets. 

Organizations like Union Pacific, FEMA and the U.S. Department of Transportation already apply these methods. From flood forecasting systems to asset-mapping platforms, they create holistic “storm dashboards” integrating climate models with transport logistics. Argentina can adopt these innovations to modernize railways and mitigate future disasters. 

The region touched by this proposal includes 9 million people, spanning Neuquen, Rio Negro, Mendoza, San Juan, San Luis, La Pampa, southern Cordoba and Buenos Aires Province. It encompasses industries vital to national exports and international trade: agriculture, energy, mining and petrochemicals. 

The corridor links to Chile through the Andes, opening bi-oceanic routes to Pacific markets. It also feeds critical ports — Rosales, Bahia Blanca, Quequen,and San Antonio Este — that can support offshore oil platforms, naval repair and cabotage logistics. 

This is not just about rebuilding a railway. It’s about catalyzing a territorial economy that connects places, people, and products across two oceans and several nations. 

From crisis to connectivity 

The Bahia Blanca tragedy reveals the cost of neglect and the price of inaction. But it also presents a rare chance to reimagine logistics in Argentina — not as a patchwork of decaying tracks, but as a cohesive, forward-looking system. 

With investment, expertise, and collective will, this 4,350-mile reset can become a model of resilience and renewal. Guided by intermodal principles and backed by real-time data, the railway can once again become Argentina’s economic backbone — serving not just trains, but the many industries, communities and futures that ride upon them. 

Federico “Fred” Weinhold is co-founder and a member of AIMAS. He is an intermodal specialist and researcher. Email: federico.weinhold@gmail.com. 

Adam Basson is founder and CEO of FlexChain Holdings. He is an AIMAS advisor and liaison to North America. Email: adam@flexchain.holdings. 

Jorge de Mendonça is co-founder and member of AIMAS. His expertise is Pg transportation policy and planning. Email: jorgedemendonca@gmail.com.