Linda foto sacada en 1960,ya cuando el servicio de tranvias de Mendoza estaba en su canto del cisne.La foto dice avenida San martín ,pero ,no es esa arteria ,de doble mano y donde las vias iban paralelas con las columnas y catenarias en el medio,que aquí ,no se ven,además del hecho que el coche dice San jose -centro ,y ese recorrido no pasaba por la San Martín, o , al menos eso me contaron,puesto que cuando yo nací ,el servicio ya había desaparecido.

Este no se si es Ragheno

Por la descripción de tranvías de córdoba, este no cuadra en ningún casillero, parecido si. O es un Ragheno reformado.

La respuesta estaba en la própia página mencionada de donde se tomo esta foto sin colorear. Es el único Ragheno con el techo reformado.
Allí reza:
"Ragheno tram 35 lost its clerestory in later years. As far as is known, it was the only vehicle with an arch roof on the Mendoza system. Compare to Ragheno tram 38 in the photograph above "
que traducido quiere decir:
"El tranvía 35 de Ragheno perdió su triforio en años posteriores. Hasta donde se sabe, fue el único vehículo con techo de arco en el sistema mendocino. Compare con el tranvía 38 de Ragheno en la fotografía de arriba"

"MENDOZA, ARGENTINA
Trams, Trolleybuses, Metrotranvía
by
Allen Morrison

The city of Mendoza is located at the foot of the Andes in extreme western Argentina, about 1,000 km west of Buenos Aires and 200 km east of Santiago, Chile (by air; about 400 km by land). It is not far from Mount Aconcagua near the Argentine-Chilean border, which is the highest peak in both the western and southern hemispheres (altitude: 6,962 m / 22,841 ft). For many years the railroad station in Mendoza was the place where travelers changed from the narrow-gauge trains that came over the Andes from Chile to the broad-gauge trains that ran from Mendoza to other points in Argentina. The postcard reproduced below, which was mailed from Mendoza to Paris in 1906, shows the station entrance. (The station is marked "LAS HERAS" on the map. Also see the platform side of the station.) The British-owned Argentine Great Western Railway was renamed Buenos Aires & Pacific Railway in 1907 and was nationalized as Ferrocarril General San Martín in 1948 [col. AM]:

Mendoza is a pleasant, friendly city, a university town, the kick-off point for Andean excursions, and the capital of the largest wine-producing district in Latin America. Its transport development was unusually international, with vehicles and technology imported from the USA, UK, USSR, Germany, Belgium, Japan and Canada. Approximately half its trams and trolleybuses came from Germany. Population of the metropolitan area today is about 900,000.

Trams
The region's first railway was a horsedrawn streetcar line that opened between the railroad station and Av. San Martín on 6 April 1885 – one day before the first steam train arrived from Buenos Aires [see map]. Track gauge was 1435 mm, as required by Argentina's Ley de Tranvías (Tramway Law) of 1868. This Austrian postcard was issued about 1900, but the photograph was taken earlier – perhaps at the 1885 inauguration. The origin of the tram is uncertain, but it is similar to models that J. G. Brill Co. of Philadelphia built in that period for other cities in Argentina [col. AM]:

Enlargement of a tramway token. The Spanish word tranvía did not see wide use until the 20th century [col. Marcelo Cáceres Miranda]:

The 1676 mm gauge steam railroad began service to Mendoza on 7 April 1885. The first section of the 1000 mm gauge Transandine Railway opened in 1891, but did not reach Los Andes, Chile, until 1910. The fourth railway to open in the Mendoza area was the 600 mm gauge Ferrocarril Liliputiense del Parque in what today is Parque General San Martín [see map]. The 7.36 km railway was built in 1906 to assist in construction of the park and the creation of a lake. Its four locomotives and trail cars, built by Orenstein & Koppel in Potsdam, Germany, transported passengers around the park from 1908 until 1923 [col. AM]:

In 1910 the city's Empresa de Luz y Fuerza (Light and Power Company) was acquired by Deutsch Überseeische Elektricitäts Gesellschaft of Berlin, which was financing electric installations in Buenos Aires and other South American cities. The new owners ordered 25 two-axle electric trams from Waggonfabrik Falkenried in Hamburg, Germany, with electrical equipment by Siemens Schuckert. Here is the best side view that could be found [AM]:

Mendoza's first electric tram line – duplicating the horsecar route of 1885 – opened from the railroad station to Av. San Martín on 1 October 1912 [see map]. Track gauge remained 1435 mm [col. Aquilino González Podestá]:

Meanwhile, South American Railless Traction Co. of Great Britain, which wanted to cover the continent with electric bus lines, chose Mendoza for its first installation and built a 3 km route along Avenidas Civit and Libertador to and through Parque General San Martín [see map, 1913 report, 1915 text]. The vehicle, which was built by Milnes Voss & Co. in England and had electric motors from Siemens in Germany, inaugurated the line on 16 October 1913. It was the first trolleybus operation in South America. The company planned to extend the route another 82 km (!), but it never happened and the line allegedly ran only two years. No picture of the Mendoza operation has been found, but the photograph below shows the Mendoza vehicle testing in 1912 in Leeds (which had Britain's first trolleybus line) [col. J. H. Price]:

The electric tramway system thrived and expanded. A U.S. government survey published in 1918 stated that the trams of Empresa de Luz y Fuerza de Mendoza were carrying 6,000,000 passengers a year on 19 km of track [see Halsey in BIBLIOGRAPHY, below]. The postcard view reproduced below shows Av. San Martín, the city's main street, about 1913 [see map]. Note left-hand operation – the practice in Argentina until 1945 [col. AM]:

Detail of the scene above. The destination sign indicates "Est[ación] Ferro Carril Buenos Aires [al] Pacífico". Note open front platform [col. AM]:

Av. San Martín a few years later. The tram's platform has been partially enclosed [postcard, col. AM]:

Calle Necochea in the late 1910s [see map]. The destination board reads "Godoy Cruz" [col. AM]:
..."

"...
In 1920, after the First War, control of Empresa de Luz y Fuerza de Mendoza passed to the Compañía Hispano-Americana de Electricidad ("CHADE") of Madrid, which was allied with Société Financière de Transports et d'Entreprises Industrielles ("SOFINA") of Brussels. The operator was renamed Compañía de Electricidad de Los Andes ["CELA"]. Between 1922 and 1928 CELA constructed new lines and imported 45 new trams from Belgium: 22 small 5-window cars, numbered 26-47, from Usines Ragheno in Mechelen; 16 large 9-window cars, numbered 48-63, from Société Franco-Belge in La Croyère; and 7 trail cars (without motors), numbered 106-112, from La Brugeoise et Nicaise et Delcuve in Bruges. (The identify of cars 101-105, if they existed, is unknown.) CELA had a fleet of 70 trams. Ragheno tram 39 shown below has the CELA logo on its side. It must have been very noisy on board [col. AM]:

Franco-Belge tram 53 in the next photograph is longer and has nine side windows, but still runs on a 2-axle truck. The Mendoza tramway never used 4-axle cars [Arnold Irvine Reid, col. Aquilino González Podestá]:

In 1930, CELA was in turn acquired by the U.S. holding company Electric Bond & Share ["EBASCO"], which controlled public utilities in 31 Latin American cities. The 1937 edition of the World Survey of Foreign Railways [see BIBLIOGRAPHY] reported 36 km of track and 78 passenger trams in Mendoza. The origin of the additional equipment is unknown, but EBASCO no doubt shifted vehicles between its systems. That was easy to do in Argentina, where most tramways used the same 1435 mm gauge. The following photograph shows a Falkenried tram from 1911 and a Ragheno tram from 1926 at the end of the line at the cemetery in Las Heras [see map] [col. Aquilino González Podestá]:

Ragheno tram 35 lost its clerestory in later years. As far as is known, it was the only vehicle with an arch roof on the Mendoza system. Compare to Ragheno tram 38 in the photograph above [col. AM]:

Traffic direction on streets throughout Argentina, including in Mendoza, changed from left to right on 10 June 1945. Adjustments were necessary on the tramway rails, but not on the vehicles, which already had doors on both sides. In this postcard view from the 1940s, Franco-Belge 48 is traveling right-hand on Av. San Martín, the city's main thoroughfare [see map]. The large 9-window cars were used exclusively on this route [col. AM]:

EBASCO was expropriated by the Perón government in 1948, and from that date forward Mendoza's trams, like those in several other Argentine cities, were operated by Agua y Energía Eléctrica ["AEE"] – the Water and Power Authority. The photograph below shows Falkenried tram 10, one of the original vehicles of 1912, now with its platform completely enclosed, still going strong in 1963 [www.tramway.com]:"

http://www.tramz.com/ar/mz/mz.html