Rail transport in Mexico
The rail traffic in Mexico is underdeveloped for the size of the country and is operated today by several major private railway companies.
history
The first railway line in Mexico was built from the port of Veracruz in the direction of Mexico City from 1850 . It was 680 km long and was opened to traffic in its full length in 1876. In 1910, shortly before the Mexican Revolution , almost 20,000 km were in operation, almost a quarter of which were narrow-gauge lines with 3 feet (914 mm) gauge . By then, 360 licenses had been issued, but only 99 routes were operated by 76 companies. The condition of the tracks was poor and inefficient.
Important early rail routes in Mexico
| Surname | from | to | finished | Length (including branch lines) | Gauge |
|---|---|---|---|---|---|
| Ferrocarril Mexicano (Map: [1] ) | Mexico city | Veracruz (via Orizaba) | 1873 | 470 km | 1435 mm |
| Ferrocarril Central Mexicano (Map: [2] ) | Mexico city | Ciudad Juárez (US border) | 1884 | 3515 km | 1435 mm |
| Ferrocarril de Sonora | Hermosillo | Nogales (US border) | 1881 | 422 km | 1435 mm |
| Ferrocarril Nacional (Map: [3] ) | Mexico city | Nuevo Laredo (US border) | 1888 | 1715 km | 1435 mm |
| Ferrocarril Internacional | Durango | Piedra Negras (US border) | 1892 | 1456 km | 1435 mm |
| Ferrocarril Interoceánico (Map: [4] ) | Mexico city | Veracruz (via Xalapa) | 1892 | 817 km | 914 mm |
| Ferrocarril Panaméricano | San Jerónimo (near Tehuantepec) | Tapachula (Guatemala border) | 1908 | 458 km | 1435 mm |
| Ferrocarril Sud-Pacífico de México (including FC de Sonora, see above) | Guadalajara | Nogales (US border) | 1927 | 1483 km | 1435 mm |
During the revolution, the railway lines played an important role in the success of the various campaigns, and trains often even served as rolling headquarters. The war damage was enormous, about half of the (mostly wooden) bridges were destroyed, others damaged due to insufficient maintenance, with minor damage being repaired quickly in many cases (one bridge is reported to have been repaired five times in a month) , There was a large lack of vehicles. Loans were taken out abroad for reconstruction and replacement , which Mexico could neither service nor repay. The lengthy negotiations, especially with the debtor's representative, the JP Morgan Chase bank , dragged on for years; Payments were repeatedly suspended. In 1925 the government transferred the railway network to the Ferrocarriles Nacionales company , but retained 51% of the capital. As a result of unrest and other adverse circumstances, the operating profit of the railways steadily declined, while the accumulated debt rose. Agreements with the lenders were not implemented. On the other hand, there were organizational restructuring that increased the productivity of the rail system. This also includes the electrification of the ascent to the Mexican highlands from the coastal plain of Veracruz between Paso de Macho and Esperanza, which went into operation in 1928 and had to overcome a height difference of 2000 meters. The line was only given up in 1994 in favor of a new line.
nationalization
Despite the state majority stake, the government's goal of setting up a railway company committed to social welfare could not be achieved. Under President Lázaro Cárdenas del Río , the nationalization of private shares was therefore announced on June 13, 1937 . From 1938 to the end of 1940, the management of the railway company was in the hands of the workers, then a state company was created, the Ferrocarriles Nacionales de México (FNM). The Second World War was a huge challenge because the United States' immense need for goods from Mexico could only be transported by rail . The railway was in no way equipped for this. In addition, land transport was the only reliable route due to the submarine war . For this task, however, there was a lack of locomotives that could not be procured and freight cars that were borrowed to a large extent from US companies (not always with their consent). The overuse of the rail network, which had hardly been improved since the beginning of the century, and the vehicles led to enormous backlogs in traffic - especially where standard-gauge and narrow-gauge networks were linked.
After the war, the main focus was on the repair of the infrastructure and the long-planned, but until then seldom realized, re-gauging of the narrow-gauge lines to standard gauge. As with routes already equipped with standard gauge, straightening and complete re-routing were carried out (e.g. Línea S between Esperanza and Paso del Macho with a height difference of over 2000 m). Some of these improved routes were nevertheless abandoned as part of the privatization (e.g. Línea QA from Cuautla to DF, Línea VK north of La Junta).
In 1950, the newly built rail link from Coatzacoalcos to Campeche was put into operation, connecting the island operations in Yucatán to the main network. Despite such important advances, the route network only increased by 4,381 km from 1910 to 1980. Many of the gap closings that were considered important were not achieved. The construction of a double-track, high-speed line from Mexico City to Queretaro was largely completed in 1986; only part of the embankment was built for an extension to Irapuato. The electrification that had begun was later completed and operated with 39 locomotives since 1994, but abandoned in 1997 and the contact wire removed in order to allow a larger clearance profile. A small part of this route has been used since 2008 by the “Ferrocarril Suburbano de la Zona Metropolitana del Valle de México” rapid transit network. Plans to revitalize the line as a high-speed line were repeatedly loud, but so far it has never been realized.
privatization
In 1996 FNM operated a 26,623 km route. Despite the considerable efforts made in the previous decades, railway operations remained inefficient. The average speed of the freight trains was 25 km / h and the daily mileage of a locomotive did not exceed 250 km. In the years 1982 to 1989 several reforms of the existing system failed. In the years that followed, the performance of the railway system was increased and less profitable services were canceled. At the same time, the number of employees was reduced from 80,000 to 50,000 through voluntary retirement. During the presidency of Ernesto Zedillo , the rationalization measures were accelerated and the conditions for a complete privatization were created. On March 2, 1995, the reform of Article 28 (paragraph 4) of the Mexican Constitution came into effect. This removed the state's monopoly on the provision of railway services and enabled private participation. The implementing provisions were created by a Railway Regulation Act (Ley Reglamentaria del Servicio Ferroviario) on May 12, 1995. The network was divided according to geographical criteria; the new companies should receive a 50-year license for their route network, which can be extended once. The government then sold its shares. Since the main source of income for the railways was freight transport, the passenger transport, which was in any case declining and thinned out again in the previous year, was abandoned - with the exception of a few tourist offers. These include Ferrocarril Chihuahua al Pacífico and the Tequila Express , a connection from Guadalajara to Tequila - distillery Tequila Herradura . The new companies were free to set their tariffs. Regulation by the Dirección General de Tarifas was restricted. It could only set maximum prices and intervene in the absence of competition. The new companies were given the right to lay new tracks within their right of way (a strip of land on both sides of the rail line that was transferred to their owner with the initial license under private law). For areas near the cities of Mexico and Monterrey and the ports of Tampico and Veracruz as well as for some connecting routes, free use by competitors has been set at negotiable prices. The auctions took place between the end of 1996 and mid-1998. In most cases there was only one bidder, only for Ferrocarril del Noreste there were three offers of very different prices, of which the best (Kansas City Southern) was awarded.
Railway technology
Despite the privatization, the technical equipment of the railway is low, but with the very low train frequency (10-15 trains per route, however, very long) it is apparently sufficient. Larger stations have had microwave links since the 1970s. Signal systems can only be found on a few routes and there (apart from the new route to Queretaro and the installations of FTVM) sporadically, e.g. B. when entering in Dodge. Remote-controlled electrical switches are rare. Dodge has been expanded (extended or newly created) since privatization. Almost all of the major stretches have new concrete sleepers. Electrical warning signals at level crossings with no barrier are mostly not in operation.
New plans
In the government program of Mexican President Enrique Peña Nieto , who took office on December 1, 2012, the expansion of the rail infrastructure is envisaged as an important goal: "In Mexico, passenger trains connecting our cities should run again". As part of these plans, a high-speed connection with 160 to 180 km / h from Mexico City to Santiago de Querétaro is to be created, which will also use the already functioning S-Bahn line to Cuautitlán and run via Huehuetoca , Tula and San Juan del Río . A bypass of Celaya and Salamanca that has long been started is to be completed separately on a new route for each of the companies operating there. Furthermore, a partially re-routed line from Mérida , the capital of Yucatán to Puerto Venado, is to be built, as well as a local train from Mexico City to Toluca.
On December 16, 2018, the newly elected President Andrés Manuel López Obrador announced the work on a 7.4 billion US dollar mega-project, including a 1525-kilometer rail network with 15 stops on the Yucatán peninsula .
Train stations
In the run-up to the privatization of the railway operations in Mexico, passenger traffic throughout the country (with the exception of two tourist trains most recently) was suspended in September 1999. As a result, the passenger stations lost their use. Some have been converted into railway museums, others have been lovingly restored for various uses. Some examples follow.
Old train stations
- Veracruz: Terminal station of Line S from Mexico City, 9 tracks.
- Puebla: Terminal station built in 1869, abandoned in 1974 and replaced by a through station. The old train station now houses the Museo Nacional de los Ferrocarriles Mexicanos with numerous restored original trains.
- Orizaba: through station, in front of which one of the old electric locomotives for the mountain route that begins here was set up.
- Pachuca: Terminal Railway Museum (Museo del Ferrocarril)
- Tula (Hidalgo): simple through station
- Queretaro: through station
- Mérida, Yucatán: Terminal station of the line to the Progresso port built in 1913 in an idiosyncratic style, today the Museo de los Ferrocarriles de Yucatán .
- Aguascalientes: through station with the Museo Ferrocarrilero .
New buildings from 1950
- Mexico City: The Estación Buenavista is one of the most important new train stations. It was rebuilt in the 1960s on the site of a station from the 19th century and comprised 12 tracks. Among other things, it was the terminus of the electrified high-speed line to Querétaro. Since 2008 it has been the terminus of the rapid transit railway to Cuautitlán after renovation to a reduced extent (4 tracks).
- San Luis Potosí: terminus with 2 preserved platforms, today Museo del Ferrocarril
- Ciudad Juárez: through station
- Today through station for Guadalajara Tequila Express used
- Chihuahua: Through station, today only used for the daily CHEPE tourist train to Los Mochis.
- Monterrey (Nuevo León): large through station with 4 platforms
The railway companies
- Kansas City Southern de México
- The company KCSM is a subsidiary of Kansas City Southern from the USA. It primarily supplies connections to northeast Mexico and routes to the ports of Lázaro Cárdenas , Veracruz (via Xalapa ), Tampico and Matamoros / Brownsville. The length of the licensed route is 4821 km. After a long litigation, KCSM took over the company Ferrocarril del Noreste (TFM), the first owner of the concession.
- Ferrocarril Méxicano (Ferromex)
- The route length is 8,460 km. The company FXE mainly supplies the connections from Mexico City in the northwest of Mexico to the border with the USA. It has connections to the port of Manzanillo and the Mexicali route to the ports on the Gulf of California, as well as a connection from the port of Tampico to Monterrey and its other routes.
- Ferrocarril del Sureste (Ferrosur)
- The FSRR route network was 1505 km in 2010 and only serves the immediate vicinity of Mexico City to Pachuca as well as the connection via Orizaba to Veracruz and a few kilometers beyond Coatzacoalcos.
- Ferrocarril del Istmo de Tehuantepec (Ferroistmo)
- The FIT company is state-owned. The structural facilities of the railway line from Medias Aguas to the port of Salina Cruz were handed over to the Ministry of Transport (Secretaría de Comunicaciones y Transportes) on December 23, 1999, after the Ministry of Finance (Secretaría de Hacienda y Crédito Público) co-founded a company on March 3, 1999 state majority stake under the name Ferrocarril del Istmo de Tehuantepec (Ferroistmo). The railway line has a length of 205.845 km and was later extended by 1.53 km in the port. It has a maximum gradient of 22.2 ‰.
- Ferrocarriles de Chiapas - Mayab
- The route network of the company, which was a subsidiary of Genesee and Wyoming , comprised the lines from Juchitán de Zaragoza ( Oaxaca ) on the Ferroistmo to Tapachula and the border to Guatemala , where rail operations (narrow gauge) have ceased. A second line ran from Coatzacoalcos to Mérida , which was followed by smaller routes. On June 25, 2007, the company gave back the concession after severe damage to the line to Tapachula in particular by a hurricane and ceased operations a month later. The sale of vehicles, which had already started, was stopped by the responsible ministry, which granted Ferroistmo the right to temporarily continue railway operations on both lines. On the Chiapas route, this meant significant investment in repairs and the construction of a new Tapachula bypass, which was completed in November 2013 after long delays in releasing land. The company's route is 1550 km.
- Linea Ferrocarril Coahuila-Durango
- The LFCD railway company (route length 1080 km) is owned by various mining companies in the states named in its name and supplies them with rail connections.
- Ferrocarril y Terminal del Valle de México (Ferrovalle)
- The company with the abbreviation FTVM is jointly owned by the major railway companies and the Mexican state. It operates the railroad facilities (routes and especially shunting stations) in Mexico City and the surrounding area, which are still owned by the Mexican state.
structure
.jpg)
From the beginning, the Mexican rail network was designed for connections to two large target zones: to the USA in the north and to the ports on the Gulf Coast or on the Pacific , plus direct connections between the ports. While the former made it necessary to overcome great distances in desert terrain, the latter faced enormous challenges due to the rugged waste, especially to the Pacific coast, which were very difficult to overcome with the given technical and financial possibilities. A number of these routes therefore remained unfinished: The route from Mexico City to the port of Acapulco through the Compañía del Ferrocarril Central, begun in the 19th century, was only built as far as the Río Balsas in 1899 because of the high costs; an alternative route from Puebla was planned hardly out. The route from Durango to Mazatlán ended abruptly immediately after a long tunnel near the La Lagunita sawmill. The elaborate middle section was never built on the direct connection from Mexico City to the port of Tampico . Other connections were not completed until the middle of the 20th century (see map: Ferrocarril Central route network). What all routes have in common is that in the terrain characterized by great differences in altitude and mountain ranges, they were forced to take long routes characterized by detours, on the one hand to avoid overburdening the locomotives available at the time due to a slight gradient, and on the other hand to use overly expensive engineering structures such as tunnels and bridges to renounce.
Routes to the ports
| connection | Completion / gap (beeline) | Condition (operator) |
|---|---|---|
| San Luis Potosí - Tampico Port | in operation (KCS) | |
| Mexico City - Tampico Port | Gap: Honey or Apulco (Tulancingo) - Ochentaiuno (Tampico) (132 km) Map: [5] | reduced |
| (Mexico City) - Puebla - Port of Nautla | Gap: Teziutlán - Nautla (75 km) | reduced |
| Mexico City - Veracruz Port | (via Jalapa) | in operation (KCS) |
| Mexico City - Veracruz Port | (via Orizaba) | in operation (Ferrosur) |
| Coatzacoalco Port - Salina Cruz Port | (Isthmus of Tehuantepec) completed in 1924 | in operation (Ferroistmo) |
| Puebla - Puerto Escondido Port (?) | Gap: Ocotlan (Oaxaca) - undefined port (110 km), originally FC Mexicano del Sur, map: [6] | south of Tehuacan mined |
| Mexico City - Acapulco Harbor (1899) | Gap: Balsas Norte - Acapulco (127 km) Map: [7] | reduced |
| Puebla - Acapulco Port | Gap: junction Chietla - Tlancualpican via Chilpacingo (215 km) | reduced |
| Mexico - Lázaro Cárdenas port | in operation (KCS) | |
| Guadalajara - Manzanillo Port | finished in 1909 | in operation (Ferromex) |
| Durango - Mazatlan Port | Gap: El Salto (route 50 km further to the south of Mexiquillo) - Concordia (Sinaloa) partly cup to Villa Unión (70 km) Map: [8] | reduced |
| Chihuahua - Topolobampo Port ( CHEPE ) | finished 1961 | in operation (Ferromex) |
Major railway lines in Mexico
| line | from | over | to | km | Operator / state |
|---|---|---|---|---|---|
| A. | Mexico city | León, Aguascalientes, Chihuahua | Ciudad Juarez | 1973 | Ferromex |
| AQ | Mexico city | Querétaro | 246 | Ferromex | |
| B. | Mexico city | San Luis Potosí | Monterrey | 1022 | KCS de México |
| C. | Mexico- | Iguala | Balsas | 293 | reduced |
| THERE | Torreón | Durango | 1132 | LFCD | |
| DB | Durango | Tepehuanes | 217 | reduced | |
| DC | Durango | Sombrerete | Felipe Pescador | 260 | LFCD |
| DE | Durango | El Salto | Aserraderos | 135 (+ 70 route) | reduced |
| E. | Puebla | Tehuacan, Oaxaca | Tlacolula | 400 | Ferrosur / mined from Tehuacán |
| F. | Monterrey | Matamoros | 330 | KCS de México | |
| FA | Coatzacoalcos | Campeche | Merida | 895 | Ferroistmo |
| FD | Merida | Izamal | Tizimín | 178 | Ferroistmo |
| FP | Merida | Tekax | Peto | 155 | reduced |
| G | Cordoba | Tierra Blanca | Medias Aguas | 300 | Ferrosur |
| GA | Veracruz | Tierra Blanca | 95 | Ferrosur | |
| H | Yaltocan | Honey | 151 | partly dismantled | |
| I. | Guanajuato | Guadalajara, Ciudad Guzmán | Manzanillo | 615 | Ferromex |
| K | Ixtepec | Tapachula | Ciudad Hidalgo | 459 | Ferroistmo |
| L. | Aguascalientes | Tampico | 669 | KCS de México | |
| M. | Torreón | Ciudad Victoria | Tampico | 897 | Ferromex |
| N | Mexico city | Toluca Morelia | Apatzingán | 630 | KCS de México |
| Q | Ojinaga | Chihuahua, Creel | Topolabampo | 942 | Ferromex |
| QA | La Junta | Nuevo Casas Grandes | Ciudad Juarez | 568 | reduced |
| R. | Saltillo | Piedra Negras | 439 | Ferromex | |
| S. | Mexico city | Apizaco, Maltrata, Orizaba | Veracruz | 471 | Ferrosur |
| T | Guadalajara | Tepic, Mazatlan | Nogales | 1706 | Ferromex |
| TA | Nogales | Nacozari | 325 | Ferromex | |
| U | Benjamin Hill | Mexicali | 523 | Ferromex | |
| V | Mexico city | Perote, Xalapa | Veracruz | 469 | KCS de Mexico |
| VB | Nanacamilpa | San Martín Texmelucan, Puebla, Amozoc, Lara Grajales | Oriental | 218 | Ferrosur / partially degraded |
| VC | Puebla | Atlixco, Izucar | Cuautla | 123 | reduced |
| VC | Puebla | Izucar | Tlancualpican branch (Acapulco project) | reduced | |
| VF | Oriental | Tezuitlan | 90 | reduced | |
| Z | Coatzacoalcos | Salina Cruz | 303 | Ferroistmo |
The starting points and destinations are not the actual junction points, but larger nearby places.
Systemic problems
The orographic conditions in Mexico severely limit the construction and operation of railway lines. In particular, the difference in altitude between the eastern coastal land on the Gulf of Mexico and the Mexican highlands with heights of 2200 to 2500 m, which has to be overcome over a relatively short distance, as well as the numerous, mostly volcanic mountain ranges in the Mexican highlands, whose passes are mostly over 3000 m lie high, represent a great challenge or make railway construction impossible. The lines established in the 19th century avoid the great differences in altitude through long detours, numerous switchbacks and loop loops . This meant that the ascent could be mastered with the locomotives available at the time, but the routes were long and the speed was very low. This shows a length comparison for the lines that lead from Mexico City to the neighboring state capitals Puebla and Toluca . In the former case, there are 184 km of rail and 123 km of motorway. In the latter case, the length of the railway line was 74 km compared to 68 km of the motorway (but since the railway line was abandoned, a railway connection is only possible via Celaya, which is around 590 km long). These characteristics led to long travel times, which made the railroad increasingly unattractive for passenger traffic. In the 1970s, new routes (e.g. Esperanza – Orizaba, SC line, on the Mexico City – Veracruz route) have similar characteristics. This does not apply to the new line Querétaro - San Luis Potosí and only to a limited extent for the new line Mexico City - Queretaro.
The rail routes from the Mexican highlands to the Pacific coast presented even greater challenges due to the very rugged waste to the coast and were partially unfinished (see above). Only the route from Guadalajara to Tepic and via Colima to the port of Manzanillo and the route known as CHEPE through the " Copper Canyon " from Chihuahua to Los Mochis and to the port of Topolabampo were operated .
All lines (exception: the new Mexico City – Queretaro line) are single-track, there are level crossings and countless unsecured level crossings. The routes often lead through the middle of cities (often on the median of large roads), where the trains cause major traffic jams. The Tehuantepec bypass is in operation, another in Tapachula (Chiapas) was completed in 2013, the construction of the Córdoba (Veracruz) bypass has been interrupted for years, a Querétaro – Celaya bypass and other locations are under investigation, other construction works have been canceled. Insufficient investments in the maintenance and expansion of the routes as well as in the rolling stock lead to extremely low average speeds (2006: 24 km / h, 31 km / h was planned for 2012).
Rail connections with neighboring countries
- United States : Ferromex crossing points are Mexicali and Nogales (to the Union Pacific Railroad ), Ciudad Juárez (to the BNSF Railway and Union Pacific Railroad) and Ojinaga (currently, 2014, route interrupted), and Nuevo Laredo of the Kansas City Southern de México company (to parent company Kansas City Southern ). The track width is 1435 mm throughout.
- Guatemala : The only transition point was Ciudad Hidalgo (near Tapachula, Chiapas) / Ciudad Tecún Umán with the change of the track width from 1435 mm to 914 mm. The rail connection from Tecún Umán to Guatemala City was discontinued in 1996, a resumption is practically impossible because of the destruction, settlement of the line and other uses since then. The only connection further to the southeast was a line from Zacapa - Chiquimula (Guatemala) to Ipula - Metapan ( El Salvador ), it has since been dismantled. There has never been a rail link from El Salvador to Honduras , from there to Nicaragua and no further to Costa Rica . In most Central American countries, rail traffic has been completely or largely stopped.
- Belize : No rail link, no rail lines.
Urban transport
In Mexico City there since September 5, 1969, a metro network with a total length of 201.4 kilometers now. In addition, since May 7, 2008, the first section of a S-Bahn system (Ferrocarril Suburbano de la Zona Metropolitana del Valle de México) of 22 km between the former Buenavista train station and the city of Cuautitlán has been in operation. The train protection is carried out with ETCS Level 1 , the first corresponding installation on the American continent. An extension of the route north to Huehuetoca and further routes to Jardines de Morelos and Chalco are in the planning or preparation stage. The construction of another route from the Observatorio metro station in the west of the city seems to have been decided (2014). It will cross under the mountain range in a 4.5 km long tunnel and have three stations in Toluca and another in Zinacantepec. The technical characteristics should correspond to the mentioned S-Bahn.
In addition, since April 25, 1991, the city of Monterrey has had an underground line consisting of two lines that together are 27 km in length. A first metro line opened in the city of Guadalajara in 1989, and a second was added in 1994. The route length is thus 24 km; a third line is scheduled to go into operation by 2017.
literature
- Antonio Pérez Elias: Ferrocarriles . In: Encyclopedia de México , México 1977, vol. 4 columns. 245-306.
- John A. Kirchner: Mexican Railroad, General History . In: William D. Middleton, George M. Smerk, Roberta L. Diehl (Eds.): Encyclopedia of North American Railroads . Indiana University Press, Bloomington, IN 2007, ISBN 978-0-253-34916-3 , pp. 695-702 .
- George H. Drury: Mexican Railroads, Nationalization (1880-1990) . In: William D. Middleton, George M. Smerk, Roberta L. Diehl (Eds.): Encyclopedia of North American Railroads . Indiana University Press, Bloomington, IN 2007, ISBN 978-0-253-34916-3 , pp. 703-704 .
- William C. Vantuono: Mexican Railroads, Privatization (1990-) . In: William D. Middleton , George M. Smerk, Roberta L. Diehl (Eds.): Encyclopedia of North American Railroads . Indiana University Press, Bloomington, IN 2007, ISBN 978-0-253-34916-3 .
Web links
Individual evidence
- ↑ Red Ferroviaria . In: México Desconocido , July 6, 2010.
- ^ Fred Wilbur Powell: Railroads of Mexico . Boston, Stratford 1921. pp. 15-17
- ↑ http://www.dartmouth.edu/~rtminsk/queretarotracks3.htm
- ^ J. Campos: Lessons from railway reform in Brazil and Mexico . In: Transport Policy 8, 2001. pp. 85-95.
- ↑ President backs passenger projects. Railway Gazette, December 4, 2012
- ↑ Tren a Querétario saldrá por vía del Suburbano: SCT. El Economista, December 8, 2013. http://eleconomista.com.mx/industrias/2013/10/08/tren-queretaro-saldra-via-suburbano-sct
- ↑ Archived copy ( memento of the original from April 23, 2013 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. , accessed May 2, 2013
- ↑ http://www.oem.com.mx/elsoldelbajio/notas/n3315780.htm
- ↑ http://www.unionguanajuato.mx/articulo/2013/08/16/gobierno/celaya/celaya-sera-redisenada-por-libramiento-ferroviario
- ↑ New line projects move forward in Mexico. Railway Gazette, January 30, 2013. http://www.railwaygazette.com/news/zügeger/single-view/view/new-line-projects-move-forward-in-mexico.html
- ^ President launches Yucatan rail project. Railway Gazette , December 17, 2018, accessed December 18, 2018 .
- ↑ Tren Maya. 2018, Retrieved December 18, 2018 (Spanish).
- ^ "Nuestra ruta" on ferrosur.com.mx , accessed on August 11, 2011
- ↑ Infraestructura del Ferrocarril del Istmo de Tehuantepec, SA de CV In: ferroistmo.com.mx. Retrieved January 23, 2016 .
- ↑ (http://www.ferroistmo.com.mx/web2/), document no longer to be found on August 10, 2011
- ↑ http://t21.com.mx/ferroviario/2013/11/07/concluyen-libramiento-tapachula-conectan-ferrocarril-sureste
- ^ "Estaciones de Ferrocarril" , accessed on August 11, 2011
- ↑ lineas troncales y ramales FNM ( Memento of February 7, 2009 in the Internet Archive )
- ↑ Mexico: Red ferroviaria nacional sigue sin arrancar. May 23, 2012, archived from the original on November 25, 2013 ; accessed on January 23, 2016 .
- ↑ Deployment world map. Retrieved January 23, 2016 .
