Mobility and Shared Prosperity: Mexico's Future With a Modern, Equitable Rail Network That Rebuilds National Identity

Social integration depends on how communities share values. As they develop common understandings of their lived experience, a shared collective identity emerges. The state plays a direct role in shaping which common experiences Mexicans will have. These range from building educational institutions like the UNAM to the sense of belonging one feels standing in Mexico City's Zócalo. A new symbol for social cohesion is the mobility and connectivity of Mexicans, specifically the ability to travel across the country affordably so that young people can discover more of their nation and its territory.

As I have argued in previous articles, this is not purely about productive gains. In many countries, particularly in East Asia, commercial and economic integration was planned without accounting for the fact that it would create a uniform class of people sharing a tightly supervised set of values (China being the clearest case). In Mexico, given the exceptionally high acceptance and legitimacy of the Fourth Transformation, this dynamic could instead generate a new generation of Mexicans who share a set of principles and understand their country in a fundamentally different way.

It is worth recalling that these lines could be completed within two to four years, since the right-of-way, the most complex element, already exists and the underlying technologies have been proven across 60,000 kilometers worldwide. Two-thirds of that track is in China, a testament to both the technology transfer from the West and China's own innovations. Siemens has participated in implementation on the Chinese side.

This brings me to the most important point in this series on rail development: what is the central objective? I believe the president-elect has a clear answer, and it is shared prosperity. That is, ensuring that all Mexicans have access to the resources the country generates so that everyone can live better.

The development of the rail network has the potential to transform both mobility and Mexico's economic and social development. Building these lines will generate more than 1.2 million direct jobs and 650,000 indirect jobs, driving a structural transformation across the country. Technical and vocational training programs will strengthen local labor capacity, leaving a lasting legacy of a highly skilled workforce that benefits future generations.

The Connected Republic is not simply about improving mobility; it is key to building a more just and equitable Mexico. The rail network will ensure that citizens from all regions, regardless of their socioeconomic status, have access to the same opportunities and services, reducing historical inequalities. This is crucial in the broader fight for equity, as it will provide access to healthcare, education, and employment for the most vulnerable communities.

Reducing the cost of commuting to work, attending to family obligations, and traveling for leisure across the country is critically important. I want to highlight the European Union's DiscoverEU program, through which 18-year-olds can apply to travel free by rail across Europe for one month. Those selected get to explore their continent by train. We should replicate this for young Mexicans, giving them a more agile and modern way to discover their country.

We must also think carefully about which groups may oppose this initiative. Transport operators represent a significant pressure point and must be brought into the planning process from the outset.

Union groups cannot be overlooked either; they tend to lose out in these transitions if they are not integrated and are not shown how secondary transport systems feeding into rail hubs will still be needed. They need to understand how their role will be repositioned and see that this is actually an improvement: they will cover shorter distances once rail exists, but frequencies will increase, meaning more aggregate demand and revenue for everyone.

Rail reduces high-mileage point-to-point transfers. If I travel from Guadalajara to Mexico City, for instance, I would no longer take the bus, which typically takes seven hours; I would take the train. Those buses can then be repositioned to better connect secondary routes. This creates a far more favorable overall experience. A similar dynamic already operates in aviation: large aircraft on main corridors, smaller regional aircraft on secondary routes.

In that light, we cannot lose sight of the fact that the opportunity to build these rail lines must include doing so with the best available technology. President López Obrador already proved this is possible with the Tren Maya. The key distinction I would draw is that, unlike the Tren Maya where right-of-way had to be secured, here it already exists. We should therefore aim for high-speed bullet trains capable of 400 to 500 km/h.

This is more than an infrastructure investment; it is a bet on Mexico's future, one in which mobility is a right, not a privilege. Anchored in shared prosperity, Mexico can dream big and build a rail system that transcends generations, transforming the country into a global model of equity and development.

Mexico deserves the chance to embrace cutting-edge technology and a new national symbol tied to a clear vision for the country. The country must integrate its different parts, because ultimately, people from the north, center, west, and southeast are all Mexico. The shared prosperity that the president-elect envisions is achievable if, guided by that ideal, we build the institutional and physical scaffolding this project requires.

Frequently Asked Questions

How many jobs would Mexico's proposed rail network create?

The planned network would generate more than 1.2 million direct jobs and 650,000 indirect jobs, alongside technical and vocational training programs designed to build lasting local workforce capacity.

Why does existing right-of-way make high-speed rail feasible now?

Unlike the Tren Maya, where right-of-way had to be acquired from scratch, the proposed intercity lines already hold existing travel rights, which is the most complex and time-consuming element of any rail project. This means lines could be completed within two to four years, making it viable to target high-speed standards of 400 to 500 km/h.

How should transport operators and unions be incorporated into rail planning?

Rather than being displaced, truckers and union workers should be repositioned to serve secondary feeder routes connecting to rail hubs. Shorter long-haul distances are offset by higher frequencies, ultimately generating more aggregate demand and revenue for all operators.