The Manrique Tram: The Journey That Never Came

Context: The Tram That Moved Medellín (1920s-1940s)

If today you get on the Medellín Metro and see how the city moves, it's hard to imagine that almost a hundred years ago there was already a mass transit system connecting neighborhoods, workplaces, and squares. I'm talking about the electric tram of Medellín, which started running in 1921 and became the city's lifeline until its disappearance in the 1950s. The company Tranvías de Medellín had a network of lines that went from downtown to places like Belén, Robledo, Buenos Aires, and La América. But there was one branch that was never built: the one that was supposed to go up to Manrique.

Manrique, for those who don't know it, is a traditional neighborhood in the northeastern part of Medellín, famous for its outdoor escalators, its popular culture, and its view of the city. But in the 1930s and 1940s, when the tram was the king of transportation, Manrique was a growing area, inhabited by workers and families arriving from the countryside. The promise of a tram that would go up from downtown to the upper part of the neighborhood was a dream that never materialized. Why? That's the crux of this story.

The original tram ran on electricity, and its rails ran through the streets of downtown, like Avenida La Playa, and extended south and west. But the northeast, with its steep hillsides and complicated topography, was always a challenge. Although there were plans, studies, and even a station projected at what is now Carrera 45 with Calle 67, the Manrique branch remained on paper. Official history says that the economic crisis of the 1930s, coupled with World War II and a lack of investment, stalled the project. But there were also political and technical reasons that we'll look at in detail.

The Projected Branch to Manrique: Where It Started and Where It Was Supposed to End

According to historical archives from the Municipality of Medellín and period plans housed at the Biblioteca Pública Piloto, the Manrique branch was designed to start downtown, specifically from the Plaza de Cisneros station, which was the heart of the tram system. From there, the line was supposed to go up Carrera 45 (old Manrique street) to the height of Calle 67, where Manrique Central park is today. The idea was to reach the upper part of the neighborhood, near the current Manrique Metrocable station, which today does connect the area with the transportation system.

The route included stops at key points like the La Milagrosa sector, the intersection with Avenida 33 (today's Autopista Norte), and the main square. Two tracks were planned to allow trams to pass in both directions, and it was calculated that the trip from downtown to the upper part would take about 25 minutes, a time that today by bus can double during rush hour. In the plans, you can even see a small maintenance station in what is now the Manrique Oriental neighborhood, near the cemetery.

But the project wasn't just a whim. In the 1940s, Manrique already had nearly 15,000 inhabitants, and the demand for transportation was enormous. The trams that did work, like the Buenos Aires line, were always full. People from Manrique had to walk downtown or take expensive and scarce gasoline buses. The branch promised to change that. However, reality was different.

Reasons for Its Cancellation: Politics, Topography, and Economy

Topography: The Hillside That Didn't Forgive

Manrique is on one of the steepest hillsides in Medellín. The average slope from downtown to the upper part is over 15%, and in some sections it exceeds 20%. For an electric tram, which depended on rails and motors of the era, climbing those slopes was a huge technical challenge. Although mountain trams existed in other cities around the world (like San Francisco's), the technology available in Medellín wasn't the most suitable. Engineers at the time calculated that additional traction cables and a more robust braking system would be needed, which made the project more expensive. Furthermore, the terrain in Manrique was unstable, with frequent landslides that already affected existing tracks in other areas.

Politics: The Interests That Weighed More

By the 1940s, Medellín was governed by an elite that had interests in private transportation. Bus and taxi companies, many linked to powerful families, pressured for the tram not to expand. The tram was a cheap and efficient public service, but it directly competed with the private buses that were beginning to dominate the streets. In the Medellín City Council, there were heated debates: while some defended the tram as a social good, others argued it was an unnecessary expense and that buses were more flexible. In the end, the latter won. The Manrique branch was never approved in the municipal budget, and the plans were filed away.

Economy: The Crisis That Killed the Dream

The 1940s were complicated for Colombia. World War II affected imports of spare parts and electrical equipment, and inflation hit public budgets. Additionally, the company Tranvías de Medellín was already carrying debt from modernizing other lines. In 1947, a report from the Municipal Comptroller's Office revealed that the estimated cost of the Manrique branch was 1.2 million pesos of the time, an astronomical figure. The municipal government preferred to invest in roads and bridges, which benefited more sectors, and the Manrique tram died on paper.

By 1951, the Medellín tram entered a total crisis. Buses and taxis gradually replaced it, and in 1956 the last tram ran through the downtown streets. The dream of Manrique went with it.

The Void It Left in the Neighborhood's Mobility

Without the tram, Manrique was disconnected from downtown for decades. People depended on buses that couldn't keep up, and walking was the only option for many. Until the 1980s, the neighborhood was considered "far away" and "dangerous" by downtown residents, not because of insecurity, but due to the difficulty of access. The steep, unpaved streets made going up to Manrique an ordeal. Local businesses, like the shops on Carrera 45, became self-sufficient, but the neighborhood lost opportunities for economic and social development.

The void was also felt in culture. While other neighborhoods like Buenos Aires or La América had a tram that connected them to downtown and fostered exchange, Manrique remained isolated. The first generations of Manriqueños grew up without efficient public transportation, and that marked their identity: a neighborhood of fighters, of people who find ways to get around. Today, with the Metrocable and the outdoor escalators, the situation has improved, but there are still those who remember their grandparents saying, "the tram never came."

A curious fact that few know: in 1995, during the construction of the Medellín Metro, remains of old rails were found on Carrera 45, near Calle 67. Some historians believe they were part of a test track installed for the Manrique branch, but that was never connected to the system. Those rails are now under the asphalt, like a ghost from the past.

What Would Happen Today If It Had Existed?

Let's imagine for a moment that the Manrique tram had been built. By July 2026, we would have a historic transportation system, perhaps integrated with the Metro and the Metrocable. The tram stops would be meeting points, with cafes and shops around them. The trip from downtown to the upper part of Manrique would take less than 20 minutes, and it would be an eco-friendly alternative to the buses and cars that now congest Carrera 45.

The neighborhood would be more touristy. Visitors could take the tram up, get off at Manrique park, and then take the outdoor escalators to go up to the highest part. A cultural route would be created that would include the La Milagrosa church, the open-air theater, and the typical colorful houses of the neighborhood. The tram would be a symbol of identity, like the Ayacucho tram in Buenos Aires.

But there would also be challenges. Maintaining an old system would be costly, and the slopes would still be a technical problem. Perhaps today we would have a modern tram, with cutting-edge technology, but the spirit would be the same: connecting Manrique to downtown in a fast and dignified way. Instead, we have buses that take 40 minutes during rush hour and a Metrocable that, although efficient, only reaches the upper part. The tram would have filled that gap in the neighborhood's mid-range mobility.

How to Get to Manrique Today (Without a Tram, But With Options)

If you want to visit Manrique today, don't worry: there are several ways to get there, although none is as picturesque as a tram. Here are the main options, with reference prices from July 2026:

• Metrocable: The Manrique station on Line K of the Metrocable is in the upper part of the neighborhood. From downtown, take the Metro to Acevedo station (Line A) and transfer to the Metrocable. The total trip costs $2,800 COP (about 0.70 USD) and takes about 30 minutes. It's fast and has spectacular views of the city.
• Bus: There are bus routes that go up from downtown along Carrera 45. The most common are routes 301 and 302, which leave from Plaza de Cisneros. The fare is between $2,500 and $3,000 COP, but the trip can take up to 50 minutes during rush hour. The buses are old, but they drop you off at the entrance of the neighborhood.
• Taxi or ride-hailing apps: A taxi from downtown to Manrique costs around $15,000 COP (about 3.80 USD). With apps like Didi or Uber, the price varies between $12,000 and $18,000 COP depending on traffic. It's the most comfortable option, but the most expensive.
• Walking: For the adventurous, you can walk up from downtown. It's about 3 kilometers of constant uphill. Bring water and comfortable shoes. The walk takes between 40 minutes and an hour, and it lets you see the neighborhood's life up close.

What to Do in Manrique Today

Manrique is not just about the tram's history. The neighborhood has a cultural and social life worth exploring. Here are some recommendations for you to enjoy your visit, whether you arrive by Metrocable, bus, or on foot:

• Manrique Outdoor Escalators: They are a system of outdoor escalators that go from the lower to the upper part of the neighborhood. Inaugurated in 2017, they are a marvel of social engineering. Go up and down them several times: each level has murals and graffiti that tell the neighborhood's story.
• Manrique Central Park: It's the heart of the neighborhood. There's a nice church, benches to sit on, and food stalls. On weekends, there are salsa performances and popular dances. Ask the "old-timers" playing dominoes there; they'll tell you stories about the neighborhood.
• Mirador de la Cruz: In the highest part of Manrique, near the Metrocable station, there is a viewpoint with a panoramic view of Medellín. It's perf