Once called the “most difficult railway in the world,” the Trans-Andean Railroad is more than just a set of tracks; it is the physical story of Ecuador’s struggle for unity. For years, the silence of its locomotives felt like a closing chapter in national history. However, as of January 2026, the steam whistles are finally blowing again.
Here is the full journey—from the blood and dynamite of the 1900s to the community-led rebirth happening today.
1. The Vision: Stitching a Fractured Nation
In the late 1800s, Ecuador was a country split by the geography of the Andes. Traveling between the coastal hub of Guayaquil and the mountain capital of Quito was an arduous two-week journey by mule.
President Eloy Alfaro, a radical liberal, saw the train as a “redemptive work” (obra redentora). He believed that without a mechanical link to move goods and people, the country would never modernize or overcome its deep regional divisions.
2. The Players: The “Impossible” Engineers
To conquer the vertical slopes of the Andes, Alfaro turned to American brothers Archer and John Harman.
- John Harman (The Engineer): He designed the project’s masterpiece: the Zig-Zag at the Nariz del Diablo (The Devil’s Nose). To climb a near-vertical wall of rock, the train moves forward past a switch, reverses down a second track, and moves forward again on a third to gain altitude.
- The Workers: The human cost was devastating. About 4,000 Jamaicans were brought in for their perceived resilience to tropical diseases, alongside thousands of Puerto Ricans and locals. Thousands died from yellow fever, malaria, and snake bites. It is often said that every sleeper (crosstie) on the Nariz del Diablo section represents a life lost.
3. The Golden Age and the Long Silence
When the first train chugged into Quito on June 25, 1908, it revolutionized the economy. Highland dairy reached the coast; coastal seafood reached the mountains. But the “Golden Age” didn’t last forever:
- The Highway Threat: By the 1950s, the Pan-American Highway made trucks and buses a cheaper, faster alternative.
- Nature’s Fury: The 1997-98 El Niño destroyed vast sections of the track. While President Rafael Correa spent $250 million to restore it in 2008, the service was geared toward high-end luxury tourism rather than practical freight, making it financially fragile.
- The 2020 Liquidation: During the COVID-19 pandemic, the state company Ferrocarriles del Ecuador was dissolved to save state funds, leaving locomotives to rust and stations to become ghosts.
4. The 2026 Situation: A “Bottom-Up” Revival
After years of legal and financial “limbo,” the railroad is currently in a state of fragmented rebirth.
- The Local Model: Rather than waiting for a massive national restart, the government has shifted toward municipal management (GADs). Local cities are taking over their own sections of the track.
- The Devil’s Nose is Back: After major repairs to the tracks and rolling stock, the iconic Alausí–Sibambe route (12.5km) officially resumed service in late 2025. As of January 2026, it operates from Thursday to Sunday with three daily frequencies.
- Tayta Imbabura (The North): In the north, the Ibarra–Andrade Marín route has become a success story. Known as the “Tren de la Fábrica,” it has transported over 60,000 passengers since its reopening, focusing on short, affordable trips for families and tourists.
- The Final Countdown: President Daniel Noboa recently signed Executive Decree 270, extending the formal liquidation of the old state company until June 30, 2026. This extension is meant to finalize the transfer of assets to the Ministry of Transport and local governments so that more “lost” tracks can be saved.
5. Why It Matters Today
The 2026 revival is about Community Tourism. In the new model, the train doesn’t just pass through a town; it stops for folkloric dances, artisan markets, and local cuisine managed by the communities of Nizag and Tolte. It is no longer just a luxury ride for foreigners, but an economic engine for the rural Andes.
Summary / Resumen
English: The Trans-Andean Railroad, completed in 1908 as the “most difficult train in the world,” united Ecuador but fell into ruin by 2020. Today, in 2026, it is experiencing a local revival. While the national company remains in liquidation until June 30, 2026, municipal-led routes in Alausí and Ibarra are officially back in service. This new model prioritizes community-led tourism over luxury travel, bringing life back to the historic tracks.
Español: El Ferrocarril Transandino, terminado en 1908 como el “tren más difícil del mundo”, unió al Ecuador pero cayó en la ruina en 2020. Hoy, en 2026, vive un renacimiento local. Mientras la empresa nacional sigue en liquidación hasta el 30 de junio de 2026, las rutas gestionadas por municipios en Alausí e Ibarra están oficialmente de vuelta en servicio. Este nuevo modelo prioriza el turismo comunitario sobre el de lujo, devolviendo la vida a las vías históricas.
Quick Links & Fact Checks:
- Ticket Booking: You can now book the Nariz del Diablo trip viaTicketExitoor local Alausí operators (approx. $42 for foreigners / $27 for nationals).
- Legal Status: Refer to Executive Decree 270 (Dec 2025) regarding the final liquidation deadline for Ferrocarriles del Ecuador.
- Project Costs: TheMinistry of Transport (MTOP)reports an investment of over $700,000 in late 2025 to stabilize the Nariz del Diablo slopes.
