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| Periférico (Mexico City) | |
|---|---|
| Name | Periférico |
| Native name | Anillo Periférico |
| Location | México City, Mexico |
| Length km | 42 |
| Established | 1960s |
| Maintained | Secretaría de Obras y Servicios |
| Route type | Ring road |
Periférico (Mexico City) is the principal ring road encircling much of Mexico City and portions of the State of Mexico, serving as a major arterial motorway linking dozens of boroughs and municipalities. The route intersects with multiple radial highways, expressways and urban avenues, forming a transport spine that connects Benito Juárez, Cuauhtémoc, Miguel Hidalgo, Coyoacán, Azcapotzalco, Tlalpan, Iztapalapa, Gustavo A. Madero, and neighboring municipalities such as Naucalpan de Juárez and Tlalnepantla de Baz. Periférico functions alongside infrastructure such as Avenida Insurgentes, Paseo de la Reforma, Viaducto Miguel Alemán, Calzada de Tlalpan, and Circuito Interior to distribute metropolitan traffic and enable intercity access to corridors like the México–Querétaro Highway, Mexican Federal Highway 95D, and Autopista Mexico-Puebla.
Periférico begins conceptually near the Paseo de la Reforma junction and runs roughly north–south and east–west around central Mexico City, crossing major nodes including the Aeropuerto Internacional Benito Juárez, Bosque de Chapultepec, Estadio Azteca, Ciudad Universitaria (UNAM), Plaza de las Tres Culturas, and the Zona Rosa. Along its course Periférico meets radial routes and infrastructures such as Avenida Patriotismo, Avenida Paseo de la Reforma, Calzada Ermita Iztapalapa, Avenida Constituyentes, Avenida Río Churubusco, Avenida Insurgentes Sur, Eje 1 Norte, Eje 2 Poniente, and connections to the Autopista Urbana Norte and Autopista Urbana Sur. The ring alternates between express lanes, frontage lanes and distributor roads near interchanges like Fuente de Petróleos, Glorieta de los Insurgentes, La Raza, Peralvillo and Santa Fe, integrating with transport hubs such as Terminal 1 (AICM) and Terminal 2 (AICM).
Planning for a circumferential route dates to mid-20th-century modernization efforts under administrations including Miguel Alemán Valdés and Adolfo López Mateos, with construction phases extending through the administrations of Gustavo Díaz Ordaz, Luis Echeverría, and Miguel de la Madrid. Initial segments drew on precedents like the London Ringways and the Boulevard Périphérique (Paris), while engineering and urban policy debates involved figures such as Urbanismo en México advocates and agencies like the Secretaría de Comunicaciones y Transportes and the Instituto Nacional de Estadística y Geografía. Later projects during the Mexican economic crisis of the 1980s and neoliberal reforms under Miguel de la Madrid Hurtado and Carlos Salinas de Gortari funded extensions and toll-related concessions influenced by firms such as OHL México and ICA; administrative reforms in the 1990s and 2000s saw involvement from the Secretaría de Obras y Servicios and the Gobierno del Distrito Federal.
Periférico handles freight and passenger flows comparable to major corridors like Autopista México–Puebla and Autopista México–Querétaro, and traffic patterns are affected by events at venues such as Estadio Azteca and institutions like Universidad Nacional Autónoma de México (UNAM), Hospital General de México and Instituto Nacional de Cardiología. Safety initiatives have involved collaborations with agencies including the Policía Federal, Secretaría de Seguridad Ciudadana (CDMX), and private concessionaires such as companies linked to Concesionaria Mexicana. Accident hotspots around interchanges like Corredor Tacubaya and Puente de Piedra prompted interventions influenced by studies from universities like Instituto Politécnico Nacional and Tecnológico de Monterrey. Congestion management has referenced practices from Metropolitan Transportation Authority (New York) comparisons and toolsets promoted by Banco Interamericano de Desarrollo projects.
Periférico integrates multimodal nodes including stations of the Sistema de Transporte Colectivo Metro (e.g., Mixcoac, Centro Médico, La Raza), corridors of the Metrobús lines, the Tren Suburbano terminal at Buenavista, and shuttle services connecting to the Aeropuerto Internacional Benito Juárez. Interchanges with bus operators like RTP (Red de Transporte de Pasajeros) and private colectivos tie into terminals such as Observatorio and Terminal CEN; park-and-ride facilities coordinate with entities like Secretaría de Movilidad (CDMX). Planned and existing bike and pedestrian projects reference networks led by groups such as Biciqroo and advocacy from Movimiento Ciclista de la Ciudad de México.
Periférico comprises elevated viaducts, tunnels, grade-separated interchanges, and surface boulevards engineered by contractors including Empresas ICA, OHL Concesiones, and local firms associated with the Colegio de Ingenieros Civiles de México. Notable structures include flyovers near La Raza and long-span bridges over the Río Churubusco; drainage and slope stabilization works respond to geology studied by the Universidad Autónoma Metropolitana and INAH involvement when construction impacts archaeological zones like Tlatelolco. Pavement rehabilitation, lighting and ITS deployments drew on technologies from suppliers such as Siemens and ABB, while tolling and access control mirror systems used by Caminos y Puentes Federales (Capufe).
Periférico’s footprint intersects protected and cultural sites including the Desierto de los Leones National Park approaches, the Bosque de Chapultepec perimeter, and conservation zones adjacent to Ajusco. Air quality and noise concerns involve monitoring by the Secretaría del Medio Ambiente (CDMX) and remediation programs linked to legislation like Norma Oficial Mexicana de Emisiones. Urban sprawl and land-use change along the corridor have been analyzed by institutions such as the Universidad Iberoamericana and El Colegio de México, with studies referencing impacts on neighborhoods like Santa María la Ribera and Coyoacán. Green infrastructure pilots and remediation projects have engaged NGOs including Greenpeace México and Cemda.
Proposals include capacity upgrades, new grade separations, expansion of express lanes, integration with projects like the Nuevo Aeropuerto Internacional de México proposals, and smart corridor initiatives promoted by the Secretaría de Movilidad and international partners such as the Banco Mundial and the Banco Interamericano de Desarrollo. Stakeholders range from municipal administrations like the Gobierno de la Ciudad de México to private operators and academic researchers from Instituto Tecnológico Autónomo de México and Centro Mario Molina. Environmental impact assessments and community consultations reference frameworks like the Ley General del Equilibrio Ecológico y la Protección al Ambiente and coordination with cultural heritage authorities such as the Instituto Nacional de Antropología e Historia.
Category:Roads in Mexico City Category:Ring roads