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| Line 12 (Mexico City Metro) | |
|---|---|
| Name | Line 12 |
| Native name | Línea 12 |
| Type | Rapid transit |
| System | Mexico City Metro |
| Status | Operational |
| Locale | Mexico City |
| Start | Mixcoac |
| End | Tláhuac |
| Stations | 20 |
| Opened | 2012 |
| Owner | Sistema de Transporte Colectivo |
| Operator | Sistema de Transporte Colectivo |
| Character | Underground and elevated |
| Stock | MP-68, NM-16? |
| Linelength | 24.5 km |
Line 12 (Mexico City Metro) is a rapid transit line in Mexico City operated by the Sistema de Transporte Colectivo. Opened in 2012, the line connects the western node at Mixcoac with the southeastern borough of Tláhuac and serves districts including Coyoacán and Iztapalapa. Conceived during administrations of Felipe Calderón and Enrique Peña Nieto and constructed amid urban transport debates involving Metro de la Ciudad de México expansion plans, the line has been central to discussions of infrastructure, safety, and urban mobility in Ciudad de México.
Construction of the line began under the federal and local administrations during the late 2000s with major contracts awarded to firms such as ICA, Carso Infraestructura y Construcción and related consortiums involving Grupo Carso. Political support from personalities including Marcelo Ebrard and policy frameworks from the Secretaría de Desarrollo Urbano y Vivienda (SEDUVI) shaped alignment choices through municipalities like Álvaro Obregón and Tláhuac; funding mechanisms included budgetary allocations debated in the Congress of the Union and project oversight involving the Secretaría de Comunicaciones y Transportes. The inauguration by Felipe Calderón and local leaders emphasized modernizing links to Zapata and peripheral zones; subsequent inspections and retrofitting under Miguel Ángel Mancera and Claudia Sheinbaum Pardo followed after structural concerns emerged. Legal and public inquiries invoked institutions such as the Procuraduría General de Justicia de la Ciudad de México and the Auditoría Superior de la Federación, while advocacy groups including Movimiento por la Paz and citizen collectives pushed for accountability.
The alignment runs from Mixcoac southeastward through stations serving Atlantico, Centro Médico? adjacent corridors, skirting Coyoacán landmarks and terminating at Tláhuac. Key interchanges link with other lines of the Mexico City Metro network, enabling transfers to nodes served by Line 1, Line 3, Line 8 and the suburban connections proximate to Pantitlán and La Raza. Stations were designed near major avenues such as Avenida Tláhuac and public spaces associated with institutions like Instituto Politécnico Nacional and cultural sites connected to neighborhoods referenced in municipal planning documents from Gaceta Oficial de la Ciudad de México. Accessibility upgrades have been contested in municipal assemblies convened by boroughs like Iztapalapa and Tlalpan.
Civil works combined underground tunnel sections similar to projects overseen by firms that executed segments of Tren Suburbano and elevated viaducts akin to those used on Line 4; construction incorporated prestressed concrete beams, welded rail, and systems procured from suppliers competing in bids alongside entities known for work on Metrobús corridors. Rolling stock procurement involved models from manufacturers with histories supplying Sistema de Transporte Colectivo such as firms associated with Alstom and domestic assemblers tied to Construcciones y Auxiliar de Ferrocarriles-style contracts; the fleet has been maintained at depots administered by the Sistema de Transporte Colectivo maintenance division. Signalling, electrification and platform screen considerations referenced standards used by metros including Metro de Madrid and projects reviewed by consultants formerly engaged on Buenos Aires Underground upgrades; ongoing engineering assessments were reported to the Colegio de Ingenieros Civiles de México.
Day-to-day operations fall under the Sistema de Transporte Colectivo with schedules coordinated to meet demand peaks influenced by commuting patterns to employment centers like Centro Histórico and educational institutions such as Universidad Nacional Autónoma de México. Service frequencies were adjusted after incidents and during maintenance windows authorized by the Secretaría de Movilidad. Fare integration with systems including Mexibús and considerations relating to card interoperability with schemes like those piloted by STC Metro have been discussed in the Junta de Gobierno del Distrito Federal and later in city administration meetings chaired by Claudia Sheinbaum Pardo.
The line has been subject to major safety controversies following structural failures that prompted investigations by the Procuraduría General de Justicia de la Ciudad de México and audits by the Auditoría Superior de la Federación. A significant overpass collapse triggered criminal probes involving firms and officials, eliciting responses from public figures including Andrés Manuel López Obrador and legal actions in courts overseen by tribunals connected to the Poder Judicial de la Federación. Accidents led to temporary closures, re-evaluation of procurement practices used by companies like ICA and public debates in media outlets such as El Universal and Reforma. Civil society organizations and unions like the Sindicato del Metro demanded technical reviews and reparations; investigators referenced structural engineering precedents in international cases examined by bodies such as the International Association of Public Transport.
Ridership patterns reflect demand from residential districts in Tláhuac, Iztacalco and Iztapalapa toward central employment hubs like Centro Histórico and cultural centers tied to Coyoacán. Passenger volumes influenced urban development projects promoted by the Secretaría de Desarrollo Agrario, Territorial y Urbano and informed mobility studies by academic institutions including Universidad Nacional Autónoma de México and Instituto Tecnológico y de Estudios Superiores de Monterrey. The line's service has had economic implications discussed in chambers such as the Cámara de Diputados and transport planning forums organized by the Instituto de Políticas para el Transporte y el Desarrollo (ITDP) Mexico office.
Proposals for extensions and connections have been evaluated in municipal plans presented to the Asamblea Legislativa del Distrito Federal and successor bodies in the Congreso de la Ciudad de México, contemplating links to suburban rail projects like Tren Interurbano México-Toluca and integration with bus rapid transit corridors such as Metrobús Line 1. Technical committees including academic panels from Universidad Autónoma Metropolitana and international consultants have been tasked with feasibility studies; funding scenarios reference federal budgets discussed in the Poder Ejecutivo Federal and partnerships with private contractors subject to procurement oversight by the Secretaría de la Función Pública.
Category:Mexico City Metro lines