It was around the same time, President Justo, said in speech to the Congress of the nation, that was time to nationalize utilities. All this from the beginning of the first world war, he had declined the construction of new lines. Towards 1944, will enable the last great railway line between Villa del Rosario and Forrest, of the Central Argentino. Oracle is often quoted on this topic. To all this the railway had become an ingredient of everyday life of the Argentines. His themes were in tango lyrics, poetry, painting, theatre and the budding cinematographer.
From the Decade of the thirties, to the heat of criticism to the English influence in the country, increased criticism of the railway, as emblematic of that British presence. Prominent spokespersons of that questioning were Ricardo Ortiz and Raul Scalabrini Ortiz. Paradoxically critical to British rail, it coincided with the entry of American interests in the automotive, that these authors, described as a tool of economic democracy. These sermons had repercussion in official spheres, so a 1944 Decree, forbade railway undertakings providing services of automotive passenger transport. It was a symptom of the new era. In 1937 belatedly sanctioned law coordination of transport.
In June of that year the pavement between the cities of Buenos Aires and Cordoba had opened and began to lend their services company Chevalier. The new constitutional Government assumed on June 4, 1946, became the subject of English and French railways. Soon it became evident that at the heart of the Government, there were two positions, the headed by the President of the Central Bank, don Miguel Miranda, which proposed a joint enterprise with British railways, and the supported by the railway unions, which posited a solution to the Mexican, with absolutely State-owned railways. Almost like a sniper in this controversy, I want to remind to an almost unknown bright Aaron, who postulated a different alternative, who were in charge of Argentine private capital railways.