https://doi.org/10.37955/cs.v7i3.223
Received July 27, 2022 / Approved October 02, 2021 Pages: 90-113
eISSN: 2600-5743
Inventory of Real Estate Assets of
the Trans-Andean Railroad in the
'Alausí - Bucay' Section: A Study of
Valuation and Preservation of the
Railroad Heritage
Inventario de Bienes Inmuebles del Ferrocarril
Trasandino en el Tramo 'Alausí - Bucay': Un Estudio de
Valoración y Preservación del Patrimonio Ferroviario
César Augusto García Ríos
Architect, Master in Architectural Heritage Conservation, Master in Industrial Safety and
Occupational Health, Research Professor at Universidad Nacional de Chimborazo.
cesargarciarios30@gmail.com
https://orcid.org/0000-0002-7561-7473
ABSTRACT
Heritage inventories are valuable resources often used to manage,
promote and preserve the cultural and natural assets existing in a
given area. These inventories often become the basis for the
formulation of policies related to heritage protection and
conservation; in addition, they play an important role in the
dissemination and promotion of these assets. This article presents an
exhaustive study on the inventory of real estate heritage assets of the
trans-Andean railroad in the 'Alausí - Bucay' section. The main
objective of this research was to make an accurate assessment and
encourage the preservation of the railway heritage in the region.
Through a research approach based on the collection of documentary
data and field work to obtain primary information, a total of 80 real
estate heritage assets were identified, including terminals, stations,
tunnels, bridges and lodging facilities. The findings of the study
revealed the remarkable architectural and cultural richness of the
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existing immovable heritage assets. The conclusions highlight the
relevance of preserving these elements as a fundamental part of the
region's historical and cultural legacy and also recommend the
adoption of measures that allow for greater knowledge of these assets
and their interaction with the surrounding natural and social
environment.
RESUMEN
Los inventarios del patrimonio son recursos valiosos que suelen
utilizarse para gestionar, promover y conservar los bienes culturales y
naturales existentes en una zona determinada. Estos inventarios se
convierten a menudo en la base para la formulación de políticas
relacionadas con la protección y conservación del patrimonio; además,
desempeñan un importante papel en la difusión y promoción de estos
bienes. Este artículo presenta un estudio exhaustivo sobre el
inventario de bienes patrimoniales inmuebles del ferrocarril
trasandino en el tramo 'Alausí - Bucay'. El objetivo principal de esta
investigación fue realizar una evaluación precisa y fomentar la
preservación del patrimonio ferroviario en la región. A través de un
enfoque de investigación basado en la recopilación de datos
documentales y trabajo de campo para obtener información primaria,
se identificaron un total de 80 bienes patrimoniales inmuebles,
incluyendo terminales, estaciones, túneles, puentes e instalaciones de
alojamiento. Los resultados del estudio revelaron la notable riqueza
arquitectónica y cultural de los bienes patrimoniales inmuebles
existentes. Las conclusiones destacan la relevancia de preservar estos
elementos como parte fundamental del legado histórico y cultural de
la región y recomiendan asimismo la adopción de medidas que
permitan un mayor conocimiento de estos bienes y de su interacción
con el entorno natural y social que los rodea.
Keywords / Palabras clave
Bienes patrimoniales inmuebles, Ferrocarril, Valoración,
Preservación, Patrimonio ferroviario
Real estate, Railway, Railway heritage, Valuation, Preservation,
Railway heritage, Railway heritage
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Introduction
Regarding the definition of heritage, in order to establish a clear idea,
we start from the premise that cultural heritage encompasses various
elements, both tangible and intangible, that we have received as a
legacy from the past and that we consider valuable to preserve as an
integral part of our identity and historical narrative. (Teixeira &
Weissmann-da Silva, 2022). (Blanco-Ramírez, 2017)Heritage refers to
the set of cultural and natural assets present in a territory, which
constitute the identity of the place and the people who inhabit it.
(Villarreal & Rizo, 2023). (UNESCO, 2017).
The United Nations Educational and Cultural Organization
(UNESCO) emphasizes that cultural heritage has acquired a
fundamental role as an engine of economic and social development,
especially through the tourism sector. Keeping detailed records of
existing heritage elements, in addition to being an instrument for the
management, protection and dissemination of cultural and natural
assets, are highly useful for raising awareness of their importance in
shaping individual and collective identities (UNESCO, 2017)
(Castellanos Gutiérrez et al., 2019).. Digital technologies such as 3D
scanners, photogrammetries, detailed photographic records, etc.,
currently allow for the creation of thorough heritage inventories with
a higher level of reliability (Jaramillo Uribe, 2021). (Blaya et al., 2017).
With respect to heritage conservation and management, it is
important to highlight that UNESCO and its advisory bodies such as
ICOMOS (International Council on Monuments and Sites) have
developed numerous documents including recommendations,
charters, principles, among others. These documents have had a wide
influence at the international level, both in terms of doctrinal and
conceptual approaches as well as in the formulation of national
legislation in different countries. (Barreto, 2020) (Conforti et al.,
2021)..
Heritage in Ecuador
In Ecuador, the National Institute of Cultural Heritage (INPC), is since
1978 the institution that by law has the function of conserving,
preserving, exhibiting, researching, promoting and restoring the
Cultural Heritage of Ecuador. It currently has the Cultural Heritage
Information System of Ecuador (SIPCE), which is an information
technology tool used nationally for the registration of cultural heritage,
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and is organized into five categories called funds: intangible heritage,
immovable, movable, documentary and archaeological. The main
objective of this platform is to store, organize and classify data relevant
to the management of cultural heritage, specifically for each of the
aforementioned funds. (INPC, 2023).
The category analyzed in this article is that of immovable heritage,
which can be defined as works that cannot be moved from their place
of origin without losing their essence and that, because of their
historical, symbolic and/or cultural value, allow us to interpret the
behavior of societies over time. Among the main exponents of this
heritage category are religious, funerary, vernacular, civil and
industrial architecture; as well as squares, parks, mills, farmhouses
and other engineering works such as bridges, roads and railways.
(Magaz Molina, 2021) (INPC, 2023)In this sense, railroad heritage
encompasses many of these subcategories.
It is important to mention that the National Institute of Regional
Cultural Heritage 03, in the exercise of its attributions and
competencies, held training workshops (Inventory - Conservation of
Cultural Properties and management of the SIPCE system) to
technical delegates of the Municipal Government of Alausí canton
prior to the development of this research, where it was emphasized the
need for the information regarding the registration of properties of
heritage interest and inventory of properties and manifestations of
cultural heritage in its jurisdiction to be incorporated into the
Information System of Cultural Heritage of Ecuador SIPCE.
Railway Heritage
It is important to recognize the cultural impact bequeathed by a
railroad system, despite being a past relatively close in time to the
present. In this sense, it is crucial to highlight the values that
distinguish it in order to achieve a rigorous, technical and scientific
interpretation of its unique identity. The heritage elements inherited
from former railway operations (real estate) are considered part of the
industrial heritage due to the close relationship between transport
systems and the heritage of the "industrial revolution" in a territory
(Pinassi, 2014) (Villarreal & Rizo, 2023)..
The evolution of the railway network constitutes a manifestation of
industrial heritage, representing a vestige of industrial culture. This
legacy comprises a series of resources that define specific spaces and
contribute to collective identity. When addressing the heritage
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discourse related to a railroad, it should be recognized that it is a set of
tangible and intangible elements that make up a complex system,
which interacts in a transversal manner with the natural, social and
cultural environment (Borges, 2021) (Villarreal & Rizo, 2023)..
Property inventories
The word "inventory" has its roots in the Latin term "inventarium",
which means "list" or "catalog of things". It comes from the verb
"invenire", which translates as "to find" or "to find", and its most
common use is in the legal field. It refers to the enumeration of goods,
whether movable, immovable, tangible, intangible, natural, among
others, accompanied by a detailed description. This process is carried
out with the purpose of documenting the patrimony of a person,
family, company or community. (Teixeira & Weissmann-da Silva,
2022).
Inventories have been fundamental in the emergence of the field of
heritage preservation centuries ago. They emerged as a means of
generating new knowledge through the collection and systematization
of information according to specific standards and analyzable and
classifiable data sets. Today, they continue to be essential tools for the
identification, valuation and protection of cultural heritage assets. In
this sense, the concept of inventory plays a key role in the trajectory of
preservation practices, as it is intrinsically related to the
conceptualization itself of what constitutes cultural heritage (Lopes,
2021) (Motta & Rezende, 2016).
Ecuador, with respect to heritage inventories, points out that they play
an indispensable technical role in the management and control of
heritage assets. Their central objective is to identify and evaluate these
assets, as well as to determine their state of conservation and the
necessary levels of protection and intervention. It is a dynamic and
constantly evolving tool that lays the groundwork for the formulation
of policies to preserve and protect cultural heritage. (INPC, 2023).
The methodology proposed by the author Lopes (2021) establishes
that the inventory is the main form of recognition and management of
railway heritage. This methodology sets out guidelines for carrying out
the process through an adequate collection and recording of relevant
information about the property. It also highlights the importance of
understanding the meaning and function of railway heritage according
to its typology. (Villarreal Quevedo & Rizo Aguilera, 2023)..
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In recent decades, there has been significant progress in heritage
management in public institutions, with improvements in operating
procedures related to heritage activities. The adoption of information
and communication technologies has facilitated the tasks and allowed
a greater integration of the various sectors involved in the control
process, several of these tools allow addressing the challenges of
preservation of railway heritage with greater effectiveness (Romero de
Oliveira, 2021)..
In addition, there has been an increase in the training of professionals
in the field of heritage, who have acquired specialized knowledge to
carry out their functions more effectively. Likewise, the importance of
accountability to control bodies has been recognized, which has driven
greater transparency and accountability in heritage management
(Carvalho & Auxiliadora, 2019)..
The Trans-Andean Railroad
The history of the railroad in Ecuador dates back to April 23, 1861,
when President Gabriel García Moreno decreed the construction of
this infrastructure. Given the challenging track landscape and the risks
associated with travel on unsafe roads and diseases, this decision was
made with the objective of improving communication between the
coastal and mountainous regions of the country (Garcia Rios, 2019).
Known as "The most difficult train in the world" due to the practically
insurmountable obstacles of the Andean mountain range, the
Ferrocarril del Sur, also called Ferrocarril Trasandino, which connects
the cities of Guayaquil and Quito, stands out as one of the most
significant works in the history of Ecuador. Prior to its construction,
Ecuadorian society experienced a marked disintegration due to the
considerable distances separating the main cities on the coast and in
the highlands. At that time, the only means of heavy transport in the
country were the mule and the guandos, which carried the heaviest
loads. (Avilés Pino, n. d.).
It is important to mention that the information presented here is an
extract of the work "VERIFICATION IN THE SIPCE SYSTEM, AS IN
FIELD, OF THE PROPERTY PROPERTY (REAL ESTATE)
BELONGING TO THE RAILWAY, AND WHICH ARE INVESTED IN
THE TRAM "ALAUSÍ - BUCAY", delivered to the INPC-R3 Zonal
Directorate.
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Materials and Methods
Study area
The Alausí-Bucay section of the Trans-Andean Railroad Cultural
Itinerary covers an area of interest with an approximate distance of
54.3 km, following the course of the Chanchan River. It starts at Bucay
Station, Guayas province, heading south towards the Cumandá
canton, Chimborazo province. From the second bridge that crosses the
train to the Ochoa station, the route shares the provincial limits of
Cañar and Chimborazo, the rest of the route continues in the province
of Chimborazo covering the cantons of Alausí and Chunchi. This zone
is geographically located in:
Table 1. Territorial location of the Alausí-Bucay section included in
the study.
Province
Parish
Chimborazo
(Alausí, Sibambe, Pistishi and Huigra)
(Chunchi and Capzol)
Cumanda
Cañar
(Ventura and General Morales)
Guayas
General Antonio Elizalde
Source: Own elaboration based on. García Ríos (2018, 2019)
As can be seen in Table 1 and Figure 1, along the train route, there are
8 localities with relatively low demographic and economic dynamics,
with the exception of the main stations of Alausí, Bucay and Huigra.
According to data from the population and housing censuses of 2001
and 2010, a population decrease is observed in the parishes of General
Morales (-22%), Huigra (-13%), Sibambe (-11%), and Capzol (-10%)
(García Ríos, 2018)(Guevara, 2018).
Figure 1. Political-Administrative Division, Bucay-Alausí section of
the Bucay-Alausí railroad.
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Source: Recovered from Geomatics Tech. Inf. - INPCR3-GM-2018-
0018. (Guevara, 2018)
Compilation and registration of patrimonial assets
The methodology used consists of two important components, field
and office work, which are described in more detail in the following
table:
Table 2. Research methodology used
Field work
Office work
Field visit to the
real estate
If the properties have a physical (paper)
inventory card, the inventory card will be
updated in the SIPCE system in accordance
with the legal regulations in force.
Baseline survey of
real estate assets
(stations, camps,
water tanks,
Chimbuzos, etc.).
If the properties have a heritage interest file,
the work will be coordinated in accordance
with the legal regulations in force for updating
the inventory file in the SIPCE system.
Photographic
record of
If the properties are not inventoried and once
identified, they meet the technical criteria for
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interiors,
exteriors and
panoramic views,
whether or not
they have heritage
value.
identification of properties with cultural
characteristics, the work is coordinated in
accordance with the legal regulations in force
for the compilation of the inventory card in the
SIPCE system.
If the properties are not inventoried and, once
identified, do not meet the technical valuation
criteria, they will simply be mentioned in the
final report.
Source: Own elaboration based on (García Ríos, 2019)
In the process of compiling the information and registering the
heritage assets, multiple technical meetings were held with several
technicians cataloging movable and immovable assets, technicians
from INPC Z3, the INPC-R3 Zonal Technical Directorate, analyst
technicians from Regional Geomatics, representatives from the Alausí
GAD and representatives from the Ecuadorian Railroads
Management.
During these technical sessions, consultations were held on the
existing heritage assets in the study area, their location, state of
conservation and current uses. At the same time, a documentary
review was carried out, including computer graphics, records, and
various maps. As a result of these activities, a list of properties that are
inventoried and should be verified was obtained.
For non-inventoried properties, it is proposed to contemplate the
provisions of Art. 40 of the Organic Law of Culture and Art. 94 of the
Law of Culture regarding the incorporation of information to the
Information System of the Cultural Heritage of Ecuador and the
identification, registration and inventory of recognized or declared
properties.
Subsequently, a route map and a preliminary schedule of the tours
were drawn up to carry out the documentary record of the properties,
this between the months of March and September 2018. Based on the
visits, descriptive cards were built for each of the heritage properties
containing the following information: card code, denomination,
construction period, province, canton, parish, year and declaration.
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Results
The following information was obtained from the SIPCE, as well as
from the files of the INPC R3 Technical Control Directorate.
There are two ministerial agreements (No. 029 and No. 02520)
enacted in 2008 and 2004 respectively. In these agreements, the
Railway Network of Ecuador "Civil Monument and Historical
Symbolic Testimonial Heritage" composed of terminals, stations,
tunnels, bridges and lodging headquarters of the foreign technicians
who were involved in the construction of the railway line, as well as
declaring the historical area of the city of San Pedro de Alausí, existing
buildings and urban spaces, as belonging to the Cultural Heritage of
the Nation, is declared as a property of the State. (García Ríos, 2019).
With the above-mentioned background, we can point out some of the
relevant results in the inventory.
- In the Huigra parish, of the thirteen (13) properties that are part of
the built urban context of the railroad track, described in Table 3, only
nine (9) have a physical inventory card, one (1) has a registration card
under the emergency decree and three (3) are not inventoried. Of the
total, only four (4) belong to Empresa de Ferrocarriles del Ecuador and
two (2) have generated use by the same company and seven (7) are
privately owned.
Table 3. Inventoried/non-inventoried Immovable Cultural
Properties, as urban context to the railroad in the parish of Huigra.
HUIGRA
NO
.
Physical
Inventory
Card Code
Inventory
Update
Inventory
Year
Declaration/
Heritage
1
4H159-99-1
X
1923
Organic Law on
Culture
2
4H159-99-2
X
± 1940
Ministerial
Agreement 029
3
4H159-99-3
X
± 1940
Organic Law on
Culture
4
4H159-99-5
X
± 1910
Ministerial
Agreement 029
5
4H159-99-6
X
1928
Organic Law on
Culture
6
4H159-99-8
X
To be
verified
To be verified
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7
4H159-99-9
X
To be
verified
To be verified
8
4H159-99-10
X
To be
verified
To be verified
9
4H159-99-11
X
± 1920
Ministerial
Agreement 029
10
Not
inventoried
X
To be
verified
Ministerial
Agreement 029
11
BI-06-02-54-
000-000017
X
To be
verified
To be verified
12
Not
inventoried
X
To be
verified
Ministerial
Agreement 029
13
Not
inventoried
X
To be
verified
Ministerial
Agreement 029
Subtotal
9
4
(4) To be verified
Source: Own elaboration based on (García Ríos, 2019)
- For the city of Alausí, 13 properties were also identified as part of the
built urban context of the railroad track of the "Alausí-Bucay" section,
which are described in Table 4, all of which have physical inventory
records. Two (2) of these properties belong to Empresa de
Ferrocarriles del Ecuador and eleven (11) are privately owned.
Table 4. Inventoried/non-inventoried Immovable Cultural
Property, as urban context to the railway in the city of Alausi
ALAUSÍ
NO
.
Designation
Physical
Inventory
Card Code
Inventory
Update
Inventor
y
Year
Declaration/
Heritage
1
Black Bridge
4H-164-04-
241
X
X
To be
Verified
Ministerial
Agreement 029
2
Alausi Sports League
4H-164-04-
172
X
To be
Verified
Ministerial
Agreement 2520
3
Housing
4H-164-04-
171
X
To be
verified
Ministerial
Agreement 2521
4
Housing
4H-164-04-
131
X
To be
verified
Ministerial
Agreement 2521
5
Factory/Occupied
4H-164-04-
130
X
To be
verified
Ministerial
Agreement 2521
6
Housing/Residential
4H-164-04-
082
X
24/3/1905
Ministerial
Agreement 2521
7
Housing
4H-164-04-
083
X
21/3/1905
Ministerial
Agreement 2521
8
Housing
4H-164-04-
084
X
1905
Ministerial
Agreement 2521
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9
Housing
4H-164-04-
085
X
21/3/1905
Ministerial
Agreement 2521
10
Housing
4H-164-04-
089
X
1910 - 1915
Ministerial
Agreement 2521
11
Housing
4H-164-04-
088
X
3/4/1915
Ministerial
Agreement 2521
12
Housing
4H-164-04-
087
X
21/3/1905
Ministerial
Agreement 2521
13
Railroad Station
4H-164-04-
086
X
X
1905-1929
Ministerial
Agreement 029
Subtotal
13
2
Source: Own elaboration based on (García Ríos, 2019)
- By means of a direct route from the Alausí station to the Bucay
station, along the railroad track, a total of sixty-four (64) heritage
assets that are part of the Railroad Network were identified and
quantified. All these assets can be seen in more detail in the following
table:
Table 4. Heritage real estate as part of the "Alausí - Bucay" section
of the railway line
REAL ESTATE LOCATED IN THE RAILWAY NETWORK "ALAUSÍ - BUCAY" SECTION
NO
.
Designation
Description
Physical
Inventory Card
Code
Inventory
Sector
Abscissa
Year
Declaration/
Heritage
1
Old Camp
Oil
Reservoir
s/n
X
Alausí
(Eloy
Alfaro
Street)
143K
m
±1901
Ministerial
Agreement
029
2
Bridge
Box girder
bridge with
top beams
Light 13.50
m
s/n
X
Alausí
(Curva de
los
molinos)
139K
m+
170m
±1901
Ministerial
Agreement
029
3
Water tank
Water tank
for steam
engines
s/n
X
Alausi
138K
m+
320m
±1901
-----
4
Bridge
Light box
bridge
19.60 m
s/n
X
Alausi
138K
m+11
0m
±1901
Ministerial
Agreement
029
102
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5
Bridge
Light box
bridge
16.50 m
s/n
X
Sibambe
134K
m+75
0m
±1901
Ministerial
Agreement
029
6
High Zig-Zag
Maneuveri
ng in the
Devil's
Nose
s/n
X
Sibambe
133K
m+50
0m
±1901
Ministerial
Agreement
029
7
Low Zig-Zag
Maneuver
at the
Devil's
Nose
(change of
rail)
s/n
X
Sibambe
132K
m+40
0m
±1901
Ministerial
Agreement
029
8
Chimbuzo
Used for
steam
engines
s/n
X
Sibambe
131K
m+50
0m
±1901
----
9
Station
Sibambe
Station
s/n
X
Sibambe
131K
m+56
0m
±1901
Ministerial
Agreement
029
10
Bridge
Arch
Bridge
Span 20.70
m
s/n
X
Sibambe
131K
m+59
0m
±1901
Ministerial
Agreement
029
11
Bridge
Arch
Bridge
Light 7.40
m
s/n
X
Sibambe
Bowling
127K
m+21
0m
±1901
Ministerial
Agreement
029
12
Bridge
Light box
bridge
18,30 m
s/n
X
Sibambe
Bowling
127K
m+22
0m
±1901
Ministerial
Agreement
029
13
Bridge
Drawer
Bridge
upper
structure.
Span 24.20
m
s/n
X
Sibambe
Bowling
126K
m+60
0m
±1901
Ministerial
Agreement
029
14
Tunnel
(known as
Chanchan's
small
tunnel).
Length:
24.50 m;
Width:
5.10 m;
Height:
5.10 m
s/n
X
Bowling
126K
m+18
0m
±1901
Ministerial
Agreement
029
15
Tunnel
(known as
Chanchan
Tunnel)
Length:
846,00;
Width:
5,0m;
Height:
6,20m
s/n
X
Zusnia
125K
m+14
2m
±2010 -
2012
Ministerial
Agreement
029
103
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16
Bridge
Drawer
Bridge
upper
structure.
Span 29.90
m
s/n
X
Sibambe
124K
m+99
6m
±2008
Ministerial
Agreement
029
17
Tunnel
(known as
Chanchan
Tunnel)
Length:
82,20 m;
Width:
3,70 m;
Height:
4,90 m
s/n
X
Zusnia
124K
m+97
0m
±1901
Ministerial
Agreement
029
18
Bridge
Light box
bridge
19.70 m
s/n
X
Sibambe
124K
m+38
0m
±1901
Ministerial
Agreement
029
19
Bridge
Box girder
bridge with
lower
beams.
Span 29.15
m
s/n
X
Chanchan
123K
m+92
0m
±1901
Ministerial
Agreement
029
20
Bridge
Drawer
Bridge
Light
20.20 m
s/n
X
Chanchan
123K
m+18
0m
±1901
Ministerial
Agreement
029
21
Tunnel
Length:
56.00 m;
Width: 4.4
m; Height:
5.2 m
s/n
X
Chanchan
123K
m+10
0m
±1901
Ministerial
Agreement
029
22
Bridge
Drawer
Bridge
upper
structure.
Span 17.70
m
s/n
X
Chanchan
123K
m+08
0m
±1901
Ministerial
Agreement
029
23
Station
Chanchan
Railway
Station
s/n
X
Chanchan
122K
m+75
0
±1901
Ministerial
Agreement
029
24
Bridge
Drawer
Bridge
upper
structure.
Span 19.30
m
s/n
X
Chanchan
122K
m+70
0m
±1901
Ministerial
Agreement
029
25
Bridge
Drawer
Bridge.
Span 22.8
m
s/n
X
Chanchan
122K
m+
560m
±1901
Ministerial
Agreement
029
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26
Cross
Memorial
cross
dedicated
to
deceased
railroad
workers
s/n
X
Chanchan
122K
m+40
0m
s/n
s/n
27
Bridge
Lower
Beam
Bridge
Lower
Span 38.30
m
s/n
X
Chanchan
121K
m+60
0m
±1901
Ministerial
Agreement
029
28
Bridge
Drawer
Bridge
upper
structure.
Span 24.20
m
s/n
X
Chanchan
120K
m+64
0m
±1901
Ministerial
Agreement
029
29
Bridge
Light box
bridge
21.10 m
s/n
X
Huigra
119K
m+95
0m
±1901
Ministerial
Agreement
029
30
Bridge
Light box
bridge
21.25 m
s/n
X
Huigra
118K
m+45
0m
±1901
Ministerial
Agreement
029
31
Water
chimbuzo
Used for
steam
engines
s/n
X
Huigra
Station
116K
m
±1901
----
32
Water
chimbuzo
Used for
steam
engines
s/n
X
Huigra
Station
116K
m
±1901
----
33
Bridge
Bridge
with Lower
Girders
Span 25,80
m
s/n
X
Huigra
114K
m+07
0m
±1901
Ministerial
Agreement
029
34
Bridge
Arch
Bridge
Span 41.15
m
s/n
X
Olympus
112K
m+80
5m
±1901
Ministerial
Agreement
029
35
Bridge
Beam
Bridge
Span 7.40
m
s/n
X
Olympus
112K
m+18
0m
±1901
Ministerial
Agreement
029
36
Bridge
Beam and
Arch
Bridge
Span 10.75
m and
29.90 m
s/n
X
Olympus
(Eagle's
curve)
111K
m+76
0m
±1901
Ministerial
Agreement
029
37
Bridge
Arch
Bridge
Light
37,80m
s/n
X
Olympus
108K
m+81
5m
±1901
Ministerial
Agreement
029
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38
Bridge
Lower
Beam
Bridge
Span 35,30
m
s/n
X
Olympus
108K
m+47
5m
±1901
Ministerial
Agreement
029
39
Water Tank
Water
reservoir
for steam
engines
s/n
X
Ochoa
(Olimpo)
108K
m+20
0m
±1901
-----
40
Bridge
Drawer
bridge in
upper
structure
Span 24.10
m
s/n
X
Ochoa
106K
m+08
0m
±1901
Ministerial
Agreement
029
41
Station
Ochoa
Station
s/n
X
Ochoa
105
km
±1901
Ministerial
Agreement
029
42
Bridge (dry
bridge)
Light box
bridge 9.50
m
s/n
X
Ochoa
103K
m+96
0m
±1901
Ministerial
Agreement
029
43
Bridge
Light Box
Bridge
12.15 m
s/n
X
Ochoa
(Naranjapa
ta
Waterfall)
103K
m+18
5m
±1901
Ministerial
Agreement
029
44
Water
channel in
ashlar stone
Water
reservoir
for steam
engines
s/n
X
Ochoa
102K
m+60
0m
±1901
-----
45
Bridge
Drawer
Bridge in
upper
structure
span
20.90m
and in
girders
span 13.70
m (two
bridges)
s/n
X
Naranjapat
a
102K
m+42
3m
±1901
Ministerial
Agreement
029
46
Tunnel
Length:
30.00;
Width:
y/n;
Height:
y/n
s/n
X
Naranjapat
a
102K
m+40
0m
±1960
Ministerial
Agreement
029
47
Naranjapata
Station
Abandoned
/Ruinas
BI-06-
10-50-
000-
000001
X
Naranjapat
a
101K
m+50
±1901
Ministerial
Agreement
029
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48
Workshop
Machine
maintenan
ce/Abando
ned
s/n
X
Naranjapat
a
101K
m+03
0m
±1901
Ministerial
Agreement
029
49
Tank
Oil
reservoir
s/n
X
Naranjapat
a
100K
m+83
0m
±1901
----
50
Bridge
Arch
Bridge
Span 31.80
m
s/n
X
Naranjapat
a
100K
m+83
0m
±1901
Ministerial
Agreement
029
51
Bridges
2 bridges:
Arch and
Beams
Span 31.10
m Span
13.15 m
s/n
X
Chilincay
99Km
+
570m
±1901
Ministerial
Agreement
029
52
Old Bridge
Abandoned
Arch
Bridge
s/n
X
Ventura
99
km+
400m
±1901
Ministerial
Agreement
029
53
Ventura
Station
Abandoned
s/n
X
Ventura
92Km
+600
m
±1901
Ministerial
Agreement
029
54
Cemetery
Requires
inspection
of possible
movable
property
s/n
X
Ventura
92Km
+400
m
±1901
----
55
Bridge
Drawer
Bridge in
upper
structure
Span 18,30
m
s/n
X
Ventura
92Km
+035
m
±1901
Ministerial
Agreement
029
56
Bridge
Drawer
Bridge in
upper
structure
Light 15.25
m
s/n
X
Ventura
91Km
+215
m
± 1901
Ministerial
Agreement
029
57
Bridge
Beam
Bridge
Span 7 m
s/n
X
Ventura
San Juan
90K
m+17
0 m
± 1901
Ministerial
Agreement
029
58
Bridge
Arch
Bridge
Span 44.10
m
s/n
X
Cumanda
88K
m+26
0 m
±1901
Ministerial
Agreement
029
59
Bridge
Beam
Bridge
Span 9.30
m
s/n
X
Cumanda
87Km
+080
m
±1901
Ministerial
Agreement
029
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60
Bridge
Arch
Bridge
Span 31.70
m
IBI-09-
27-50-
000-
00000
5
Maintain
Inventory
File
Cumanda
87Km
+010
m
1912
Ministerial
Agreement
029
61
Residence
Railroad
workers'
residence
/Abandone
d
s/n
X
Bucay
86Km
+80m
±1901
---
62
Workshop
Machine
maintenan
ce
/Abandone
d
BI-09-
27-50-
000-
00000
0
IBI-09-
27-50-
000-
000001
Maintain
Inventory
File
Bucay
86Km
+30m
±1901
Ministerial
Agreement
029
63
Warehouse
and
Warehouse
WAREHO
USING
AND
STORAGE,
ECUADOR
IAN
RAILROA
DS
COMPANY
IBI-09-
27-50-
000-
00000
3
Maintain
Inventory
File
Bucay
86Km
+20m
1910
----
64
Station
Bucay
Station
s/n
X
Bucay
86
km
±1901
Ministerial
Agreement
029
Source: Own elaboration based on (García Ríos, 2019)
Of the real estate described in the previous table, thirty-seven (37) are
bridges; six (6) are stations; six (6) water reservoirs with chimbuzos;
five (5) are tunnels; two (2) oil reservoir tanks; two (2) maintenance
workshops; two (2) relevant maneuvers (zigzag) at the Devil's Nose;
one (1) railroad workers' residence; one (1) commemorative cross; one
(1) cemetery; and one (1) warehouse and storage. It should also be
mentioned that the missing station (Alausí) and cemetery (Sibambe)
were listed in the preceding tables, so they are not counted again in
this one.
Taking into consideration that a great number of existing real estate
assets in the "Alausí - Bucay" section of the Trans-Andean Railroad
have not been inventoried, it is of concern that many more have
disappeared due to natural phenomena and disasters, however, they
are an integral part of the history of this railroad. In this sense, it is
essential to carry out a rigorous inventory of these elements in order
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to obtain a complete knowledge of this railroad heritage. This process
of information gathering has required considerable time and effort,
due to the fact that access to some areas presents a high level of
difficulty. There is a broad context surrounding this section, including
aspects related to cultural landscapes, technology, engineering and
interaction with nature.
Considering the wide diversity of aspects related to the railway
heritage in sections such as "Alausí - Bucay", some complementary
research topics can be established.
A first point would be to analyze the influence of this type of heritage
on local tourism and economic development, exploring in more detail
how the preservation and promotion of railroad heritage in the area of
the "Alausí - Bucay" section has impacted the region.
The relationship between railway heritage and the sense of local
cultural identity could also be studied, examining how the presence
and preservation of railway heritage has influenced the sense of
belonging, identity construction and rootedness of the local
community in relation to its railway history. This could be
complemented as an analysis of the influence of railway heritage on
daily life, traditions and cultural practices, providing an enriching
anthropological perspective to understand the interaction between
society and the railroad.
From a technical and infrastructural point of view, research can be
conducted on the construction techniques and materials used in
railway heritage assets, focusing mainly on architectural techniques
and the materials used in the construction of stations, bridges and
tunnels, with the aim of deepening technical knowledge and
contributing to the conservation and restoration of all these elements.
From an environmental sustainability approach, it would be important
to assess the environmental impact of the railroad on the surrounding
area, addressing the effects of the railroad on the natural environment
and existing ecosystems along the "Alausí - Bucay" section and
examining some essential aspects such as habitat fragmentation,
alteration of water flows and biodiversity conservation.
All these additional hypotheses could broaden the understanding of
the railway heritage in the "Alausí - Bucay" section from different
perspectives, fostering a multidisciplinary approach and contributing
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to the preservation, valuation and integral promotion of this important
historical and cultural legacy.
Conclusions
Although all of the properties visited are part of the Railway Network,
some of them are have lost their heritage characteristics and values,
especially the buildings. According to the proposed methodology,
some of these buildings do not meet the necessary criteria to be
included in the inventory as National Cultural Heritage; on the other
hand, the properties that do remain are being subjected to valuation
and inventory processes in order to determine their heritage
significance.
Due to limitations of time, economic resources and personnel, it was
not possible to visit all the elements that make up the railroad network
in the province of Chimborazo. However, it is recognized the need to
program future interventions in the annual operational plans of the
respective institutions in order to be able to thoroughly address the
study and evaluation of the entire railroad network.
Similarly, it is important to mention that, based on meetings held with
the Comité Gestor Itinerario Cultural del Ferrocarril Transandino, in
order to strengthen the candidacy of the Alausí- Bucay section as a
candidate for World Heritage, it is necessary for the INPC to formalize
the commitments made by each institution directly or indirectly
involved in the process, thus allowing the delimitation of future
actions.
From the technical inspections for the collection of information, it was
concluded that:
Of the thirteen properties that are part of the built urban context of the
railroad track in the Huigra parish, nine have a physical inventory
card, one has a registration card under the emergency decree and three
are not inventoried. Two of them are owned by Empresa de
Ferrocarriles del Ecuador and seven are privately owned. In the
framework of the aforementioned, it can be said that nine properties
require updating the inventory and four require the completion of the
inventory of real estate, as well as the verification of information to
designate the procedure of belonging to the Immovable Cultural
Heritage of Ecuador.
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The thirteen properties that are part of the built urban context of the
railroad track of the "Alausí-Bucay" section in the city of Alausí, have
a physical property inventory card, two of them are owned by Empresa
de Ferrocarriles del Ecuador and eleven are privately owned. All
thirteen have a declaration as Cultural Heritage of Ecuador in force,
however, they require an update of the inventory of real estate.
Of the sixty-four assets identified on the railroad track, fifty-six are real
property and eight are personal property; with respect to real property,
three have inventory cards (to be updated), only one has a registration
card (emergency decree) and the remaining sixty are not registered or
inventoried. Sixty-three belong to the Empresa Pública de
Ferrocarriles del Ecuador and one belongs to the GAD Parroquial de
Ventura. In the sense of the aforementioned, it is concluded that fifty-
nine require an inventory of real estate (bridges, stations, tunnels,
workshops, relevant maneuvers); three require an update of the
inventory; and two require additional analysis and inspection. It is also
important to mention that fifty-three of the sixty-four mentioned are
already declared as Cultural Heritage of Ecuador under Ministerial
Agreement 029.
As could be observed in the present research, the absence of a detailed
inventory of the Railroad's immovable heritage assets generates a
series of significant challenges that hinder their management and
conservation. The lack of an accurate record of these cultural assets
prevents a precise understanding of their number, architectural
characteristics, state of conservation and historical and cultural
relevance. This limits the ability to make informed decisions and
formulate effective policies for their protection, valuation and
promotion.
It is also important to recognize the latent risk of loss of valuable
architectural and cultural elements due to lack of proper care and
attention. In addition, the lack of accurate information on immovable
heritage assets hinders the effective promotion of railway heritage as a
potential tourist attraction. This first approach is intended as a basis
for a more detailed study to gather data that will allow informed
decisions, formulate effective policies, allocate adequate resources,
promote cultural tourism and ensure the long-term protection of these
historical and cultural assets.
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