Tag Archives: trains

Reviving Rail: A New Era for Mexico’s Transportation

By Randy Jackson—

For fifteen years, our annual migration south meant driving the length of Mexico—from Nuevo Laredo to Huatulco. But not anymore. Over time, the toll roads have steadily improved and extended, now reaching all the way to the Oaxacan coast. But as the roads improved, so too did the volume of semi-trucks. What began as an encouraging sign of economic growth, especially in the northern half of Mexico, has become a source of gridlock. The tollways are now truckways—clogged with freight traffic that slows travel and occasionally brings highways to a standstill.

And it’s not just the highways. Urban congestion is becoming unbearable. Try stopping in San Luis Potosí, and you may find yourself mired in a 24/7 rush hour. The operations of global manufacturers like General Motors and BMW largely drive that gridlock. Efficient transportation is vital to economic life, but Mexico’s current road-based system is straining under pressure. For the first time in decades, the country is signalling a shift—from asphalt to steel—investing in rail projects that aim not only to reduce road traffic, but to position rail as a driver of future growth.

MEXICO’S GOLDEN AGE OF RAILWAYS

Mexico’s golden age of rail came under the pre-revolutionary presidency of Porfirio Díaz. When Díaz took office, Mexico had just 670 km of rail; by the end of his term in 1910, that number had jumped to 24,700 km. The building boom was fueled by concessions to foreign investors, a practical but flawed approach that produced inconsistent track gauges and just three nationwide connections. The destruction and disorder of the Mexican Revolution halted progress. Later, foreign-owned railways were nationalized, which helped standardize track width and improve interconnectivity.

Though rail suffered for decades from poor maintenance, corruption, and union strife, it still marked a major step in Mexico’s industrialization. In its early days, rail was up to ten times faster than roads and slashed freight costs by as much as 80%. But under investment, administrative failures, and shifting government priorities gradually relegated rail to a secondary role. Roads took precedence, and the consequences—congestion, emissions, economic bottlenecks—are now coming home to roost.

A DETOUR INTO ASPHALT

In 1995, under President Ernesto Zedillo, Mexican railways were privatized. The national rail system was divided among three major companies that still operate today: Kansas City Southern de México (KCSM) in the northeast, and Ferromex and Ferrosur, both now owned by the conglomerate Grupo México.

Over time, these private operators shut down nearly all passenger services, citing a lack of profitability. For many years, only two tourist trains remained: El Chepe in the Copper Canyon and the José Cuervo Express on the Guadalajara–Tequila line.

That downward trajectory began to reverse under President Andrés Manuel López Obrador (AMLO), who made passenger rail a national priority. His administration launched high-profile projects like the Maya Train and the Interoceanic Corridor and passed reforms requiring private freight lines to support or offer passenger service.

His successor, Claudia Sheinbaum, has pledged to continue this shift—supporting existing projects while proposing new routes. Together, these efforts signal a strategic turn: new rail infrastructure designed to support regional economies, diversify tourism, and ease the country’s dependence on highways.

STEEL AMBITIONS
Mexico’s new rail projects are large-scale passenger projects and freight modernization, aiming to cut road dependency, stimulate tourism, and strengthen industrial corridors.

Tren Maya – This project’s cost has ballooned to $28B USD—a passenger train stretching 1,500 km across five southeastern states. The train is now partially operational, with more sections and stations scheduled to open in the future. It aims to spread tourism away from the Riviera Maya’s concentration, create jobs, and link new economic hubs. However, the project has also been a source of significant controversy due to its environmental and social impacts.

Mexico–Toluca Interurban Train – With costs swelling to nearly $10B USD, this 58-km commuter line connects Toluca with western Mexico City. Well-publicized delays have pushed full operation out to 2026, though partial service began in 2023. The train is designed to ease congestion and reduce emissions. Its escalating costs and long delays, however, have demonstrated the hurdles faced in new infrastructure construction in Mexico.

Mexico City–Pachuca & Querétaro Lines – Two proposed high-speed routes, with the Pachuca line estimated at $2.5B USD and the Querétaro line at $7B USD. Construction began in 2025. They are intended to extend rail northward, linking the capital with fast-growing industrial centers. Strategically, they would strengthen central Mexico’s manufacturing corridor, provide alternatives to crowded highways, and reduce emissions. Political will and financing are key uncertainties for moving these projects forward.

Interoceanic Corridor of the Isthmus of Tehuantepec (CIIT): This is a freight modernization project with a reported cost of over $7 billion USD. It upgrades a 300-km rail line between the ports of Salina Cruz on the Pacific coast and Coatzacoalcos on the Gulf of Mexico. While limited passenger and freight services began in late 2023, the project is still undergoing major expansions, with the full system expected to be completed in 2026. This project is strategically significant as it is meant to create a competitive alternative to the Panama Canal. It also aims to stimulate economic development in one of Mexico’s poorest regions. Besides port expansions, the project’s plans call for new industrial parks along the route to attract investment. As promising as the project is, questions remain about its ability to attract sustained international shipping and investment.
RELIEF IN RAIL? THE VIEW FROM THE DRIVER’S SEAT
After decades of pouring resources into asphalt, the shift back to steel marks a strategic bet on efficiency and economic development. For those of us who have spent long days driving south, boxed in by semis on endless tollways, the return of rail isn’t just policy; it feels like long-overdue relief. Still, with costs climbing and schedules slipping, the success of these projects will depend on sustained political will and the willingness to commit serious resources in the years ahead

Revolutionary Inventions

By Marcia Chaiken and Jan Chaiken

The human emotions and social processes that stir revolutions are similar across time. But the particular strategies and tactics used by revolutionaries and counter-revolutionaries differ over time, based on the technology that then exists. The Mexican Revolution of 1910 occurred in the midst of technological revolutions as well.

Ironically, several of the key new technologies were fostered and promoted by the dictator José de la Cruz Porfirio Díaz Mori, but were turned against him and used to abolish his thirty-year grip on Mexico. These included the development of the national railroad system, the importation of easily loaded rifles, and the advent and refinement of photojournalism.

Although plans for the first railway line in Mexico – between Veracruz and Mexico City – had been drawn in 1837, intermittent political upheaval prevented final construction until 1873. The line was inaugurated by President Sebastián Lerdo de Tejada, who was Porfirio Díaz’s immediate predecessor. During Porfirio Díaz’s regime, the railroad system in Mexico grew from slightly over 640 kilometers to over 24,700 kilometers. The populace of Mexico was outraged by Diaz’s reliance on financiers from the US, Britain, and France to build this system. In addition, the new railroads reaching from Mexico City to Texas, linking cities along the Pacific Coast, branching into cities along the gulf coast, and crossing the Sonora desert, essentially united previously isolated communities.

Just as in the French revolution, where rallying cries to overthrow the government traveled along river routes, in Mexico the sparks of revolution literally and figuratively traveled over rail routes. Díaz’s pride in his realized dream of bringing modern transportation to Mexico turned into his nightmare. Not only did the railways provide easy mobility to the revolutionaries, but the vast number of Mexicans recruited for railway building and maintenance created a new labor class in Mexico. Added to the oppressed agricultural workers, who comprised a significant number of those rebelling against the Díaz administration, the railroad workers united to aid the campesinos with transportation, arms, and formidable strength in battles.

Just as the railroads were produced by foreign investors, many of the arms used in the revolution were foreign imports. These included swords from Spain and the U.S. and Bowie knives from Texas. But perhaps the deadliest weapons to turn the tide in the revolution were Winchester rifles that flowed into the hands of the revolutionaries from border cities in Arizona and Texas. Although rifles and gun powder were known in China as early as the 10th century, firearms had been cumbersome to use, since the ammunition needed to be loaded through the muzzle and the rifle had to be primed between shots. In the mid-18th century, American ingenuity produced the Springfield rifle, which was loaded from the breech and eliminated the need to prime the weapon, thereby reducing the time between shots. Not long after, the Springfield rife was modified so that more bullets could be loaded through the breech and multiple shots could be taken before recharging.

As with many new inventions, the advent of this new technology stimulated others in the industry to copy and improve on the rifle design. Díaz was impressed with a Mexican rifle design that he thought likely to provide state-of-the-art weapons, since it had a high-pressure round. He contracted with a Swiss munitions company, SIG, to produce several hundred rifles called “Mondragons” – the name of the designer. The high-pressure feature of the Mondragon failed to live up to its potential and the Mondragon was modified by a British company to incorporate a Mauser 7mm. The head of SIG warned Diaz that marriage of the Mondragon with the Mauser was a huge mistake, but Díaz ordered 4000 of the rifles, renamed the Porfirio Díaz Mondragon, for his army. The warning of SIG turned out to be right on the mark, and the rifles were a colossal failure.

At the same time, the Winchester Repeating Arms Company in Connecticut developed its series of level-action carbine rifles. The 30-30 model was released in 1895 and proved such a sound technology that the rifle, with some modifications, is still manufactured today. The Winchesters flowed into Mexico and into the hands of the revolutionaries, notably into the hands of the notorious Pancho Villa, and was so revered by the revolutionary armies that they literally sang its praises:

With my 30-30
I’m leaving
To join the ranks of rebellion
If my blood asks, I give blood
For the inhabitants of our nation.

Winchester-carrying revolutionaries, both men and women, posed in front of trains and captured the fancy of viewers around the world. The photo journalists who romanticized the uprising and the overthrow of Díaz were themselves an outgrowth of a new technology fostered by Díaz. Photographic propaganda was first introduced in Mexico by the French during the short reign (1864-67) of Emperor Maximillian. The strategy of creating a sympathetic portrait of the Emperor through photography was decidedly not successful, since in the end he was executed by firing squad. Nevertheless, Díaz saw the potential of recording the advances his administration was achieving in modernizing Mexico, and he hired some of the most renowned photographers in the country, including Frida Kahlo’s father Guillermo. In addition, Díaz commissioned them to photograph Mexico’s natural wonders to promote tourism.

Toward the end of the 19th century, Rafael Reyes Spíndola, who owned several newspapers, began using photos to accompany the stories in his papers, Díaz made sure that his accomplishments were front and center. The only other photojournalism stories that were condoned were society events such as weddings and balls. But once again, Díaz’s promotion of a new technology was turned against him. When the revolution began, such picturesque studies emerged that photojournalists from the U.S. and Europe flocked to Mexico to record the revolution. While Díaz captured the investors of the world in his determined push to modernize Mexico, the rest of the world was captivated by the scenes presented by the photojournalists – the horrors of war, the plight of the poor, and the determination of the Mexicans to free themselves from the domination of Porfirio Díaz. And so, with the railroads Díaz created, the use of modern weaponry Díaz promoted, and the support of sympathetic readers of photojournalistic accounts of their struggle, they did.