Sara López (C) and other members of the Regional Indigenous and Popular Council of Xpujil are seen here in a photo from 2020, while campaigning against the environmental problems posed by the Mayan Train, which will run through part of southern and southeastern Mexico. The Secretariat (ministry) of National Defense has been put in charge since September of the construction and administration of the Mexican government's flagship project. CREDIT: Cripx

By Emilio Godoy
MEXICO CITY, Sep 14 2023 (IPS)

Courage, sadness and impotence are expressed by Mayan indigenous activist Sara López when she talks about the Mayan Train (TM), the Mexican government’s biggest infrastructure project, which will cross the town where she lives and many others in the Yucatan Peninsula.

“These are things that cause damage. In the communities, both the National Guard (a civilian security force, but made up mostly of military personnel) and the army are present. People tell us they have lost the peace they used to have. There are communities that have been invaded, there has been a very strong impact,” the member of the non-governmental Regional Indigenous and Popular Council of Xpujil told IPS.

“The entire Yucatan peninsula is militarized,” she said from Candelaria, in the southeastern state of Campeche. Agriculture and livestock are the main activities in the municipality of some 47,000 inhabitants, which will be the site of a TM station."The military are not trained for many functions. The government is concerned about economic growth and development, and to preserve that model it has put the military in charge. They think it will be achieved through infrastructure and extractive projects." -- Aleida Azamar

The megaproject consists of seven sections along some 1,500 kilometers and will also cross the states of Quintana Roo and Yucatan, which share the peninsula with Campeche together with the states of Chiapas and Tabasco.

The railway will run through 41 municipalities and 181 towns, with 20 stations and 14 stops.

President Andrés Manuel López Obrador, who begins his sixth and final year in office on Dec. 1, has transferred the administration of ports, airports and rail transport to the Secretariat (ministry) of National Defense (Sedena).

This is despite the fact that there are no records of their performance in the management of these key areas in the recent history of the country, in which their experience has been limited to the production and sale of supplies.

Aleida Azamar, a researcher at the public Autonomous Metropolitan University, argued that uniformed personnel are not prepared for these tasks.

“The military are not trained for many functions. The government is concerned about economic growth and development, and to preserve that model it has put the military in charge. They think it will be achieved through infrastructure and extractive projects,” Azamar, who is coordinating a new book on the military and natural resources in Mexico, told IPS.

“In their view, the fastest way to finish them is with the army, because it is more difficult for the public to put up opposition when they see someone with a gun. It is not the most adequate solution.”

López Obrador announced on Sept. 4 the transfer of control of the Mayan Train from the state-owned National Tourism Development Fund (Fonatur) to Sedena, in an intensification of the trend of ceding more civilian responsibilities to the military, by handing over his flagship megaproject.

The president’s argument for this strategy is that he aims to reduce corruption in public works. But actually it may be due to other reasons, such as the culture of discipline in following orders so that the works advance as quickly as possible and thus meet the deadlines set.

Sedena will be responsible for the completion of sections five, six and seven of the railroad, whose works were started by Fonatur in July 2020 and which López Obrador promised would begin to operate by Dec. 1. Other sections are being built by private companies.

The resistance to deploying the military into the TM and other civilian areas is also due to its actions since 2006, when then President Felipe Calderón launched the so-called “war against drugs” using the military, which led to extrajudicial executions, disappearances, human rights violations and impunity, according to local and international organizations.

In fact, so far this century the Inter-American Court of Human Rights, the highest regional court attached to the Organization of American States, has condemned Mexico on at least five occasions for military crimes such as forced disappearance, sexual violence and arbitrary detention.

The government promotes the TM as a major new engine of socioeconomic development in the southeast of the country and its trains will transport thousands of tourists, and cargo such as transgenic soybeans, palm oil and pork, the main products in the area.

The administration claims that it will create jobs, boost tourism beyond traditional attractions, and invigorate the regional economy, which has sparked highly polarized controversies between its supporters and critics.

The Mayan Train will run 1,500 kilometers, through 41 municipalities and 181 towns in the south and southeast of Mexico, with a cost overrun that already exceeds 28 billion dollars. CREDIT: Fonatur

From the barracks to business

Historically, the armed forces had been limited to producing supplies and building government facilities, such as hospitals and other infrastructure.

Sedena’s General Directorate of Military Industry operates at least 16 ammunition and armament factories.

However, thanks to the policies of the current government, Sedena has created the corporations Tren Maya, Aerolínea del Estado Mexicano, Grupo Aeroportuario, Ferroviario, de Servicios Auxiliares y Conexos Olmeca-Maya-Mexica (Gomm) and the Felipe Ángeles International Airport, located in the state of Mexico, adjacent to the Mexican capital.

Gomm is also involved in the operation of 12 airports, and will receive more in the future.

In addition, it will operate the revived Compañía Mexicana de Aviación, the country’s oldest airline and one of the first in the region, privatized in 2005 and closed since 2010. Under the new name Aerolínea del Estado Mexicano, the government resuscitated it in January, buying the brand. The armed forces will also manage hotels along the TM route.

At the same time, the Secretariat of the Navy (Semar) manages five shipyards in various areas of the country.

To run seven airports, including Mexico City’s, out of the 19 facilities under state control, Semar created the company Casiopea.

Mexico has 118 ports and terminals, of which 71 have been given in concession in 25 administrations of the National Port System. Since 2017, Semar has been administering the ports.

This scheme requires a lot of money, provided by the public budget. The clearest case is the TM, whose cost rose threefold, from the initial projected investment of 7.2 billion dollars to the current estimate of over 28 billion dollars.

For 2024, Sedena has already requested 6.7 billion dollars for the railroad, the second highest figure for the TM since 2020, when allocated funds totaled 349 million dollars.

Military requirements for all civilian sectors under their administration have grown, as Sedena requested 14.55 billion dollars, compared to 6.27 billion in 2023, and Semar asked for 4.02 billion, compared to 2.34 billion this year – in both cases more than double.

Behind this is the fact that state-owned companies under military management are not yet profitable, so they require subsidies. The non-governmental organization México ¿Cómo Vamos? calculates that it will take 17 years to recoup the investment in the TM and 22 years in the case of the Tulum International Airport, under construction in the state of Quintana Roo.

The Navy manages the Mexico City International Airport and six other airports, although it lacks experience in running this type of air transport infrastructure. CREDIT: Emilio Godoy / IPS

Potential threats

As in the case of military involvement in security and public safety, military business management poses risks of information concealment, corruption and economic losses.

The armed forces are the institutions that most violate human rights, including cases of murder, torture and sexual violence. Between 2007 and 2020, some 70,000 people suffered physical aggression after being apprehended by the army, according to the Citizen Security Program (PSC) of the private Ibero-American University.

The number of military personnel involved in public security already exceeds the total number of municipal and state police, in a proportion of 261,644 to 251,760, according to data reported by the PSC.

López the activist and Azamar the academic warned of the risks of military management.

“Only the government knows how much they have spent, how much is going to be spent,” said López. “There is no real report on what they are doing. Since the megaproject began, there has been no real information. They have never talked to us about environmental, cultural or economic impacts. It has caused us problems, it has been chaos for us. And once it is operating, the situation is going to get worse because of tourism.”

Azamar warned of increasing reliance on the military, the potential erosion of civil rights, a distorted perception of the approach to security and public safety and the undermining of trust in civilian institutions.

“There is a problem of lack of transparency and accountability: what is spent and how. It is risky, because there is no real, disaggregated data. This creates an environment of impunity that allows secrecy to continue and does not make it possible for other information to be made public. If there are no effective oversight mechanisms, abuses could be committed. We are in a gray area, because we do not know who controls them,” she argued.

In November 2021, López Obrador classified the TM as a “priority project” by means of a presidential decree, a strategy that facilitates the fast-tracking of environmental permits and thus hides information under the broad umbrella of national security.

This despite the fact that a month later, the Supreme Court reversed the national security agreements to annul the reservation of information, due to an appeal by the autonomous governmental National Institute of Transparency, Access to Information and Protection of Personal Data.

Mexico’s problems will not end in the short term, as pro-military policies will condition the next administration that will take office in December 2024, regardless of where it stands on the political spectrum, although the polls point to presidential hopeful Claudia Sheinbaum of the National Regeneration Movement (Morena), López Obrador’s party, as the favorite.

Carrying the Mayan flag, members of the Colibrí Collective lead a march against the Mayan Train in the city of Valladolid, in the southern Mexican state of Yucatán, in May 2023. The construction of the Mexican government’s most important megaproject has drawn criticism from affected communities due to its environmental, social and cultural effects. CREDIT: Arturo Contreras / Pie de Página

By Emilio Godoy
MEXICO CITY, May 18 2023 (IPS)

Mexico’s development banks have violated their own socio-environmental standards while granting loans for the construction of the Mayan Train (TM), the flagship project of the presidency of Andrés Manuel López Obrador.

The National Bank of Public Works and Services (Banobras), the Nacional Financiera (Nafin) bank and the Foreign Commerce Bank (Bancomext) allocated at least 564 million dollars to the railway line since 2021, according to the yearbooks and statements of the three state entities.

Banobras, which finances infrastructure and public services, granted 480.83 million dollars for the project in the Yucatan peninsula; Nafin, which extends loans and guarantees to public and private works, allocated 81 million; and Bancomext, which provides financing to export and import companies and other strategic sectors, granted 2.91 million.

Bancomext and Banobras did not evaluate the credit, while Nafin classified the information as “confidential”, even though it involves public funds, according to each institution’s response to IPS’ requests for public information.“(The banks) are committing internal violations of their own provisions in the granting of credits, in order to give loans to projects that are not environmentally viable and that do not respect the local communities.” -- Gustavo Alanís

The three institutions have environmental and social risk management systems that include lists of activities that are to be excluded from financing.

In the case of Bancomext and Nafin, these rules are mandatory during the credit granting process, while Banobras explains that its objective is to verify that the loans evaluated are compatible with the bank’s environmental and social commitments.

Bancomext prohibits 19 types of financing; Banobras, 17; and Nafin, 18. The three institutions all veto “production or activities that place in jeopardy lands that are owned by indigenous peoples or have been claimed by adjudication, without the full documented consent of said peoples.”

Likewise, Banobras and Nafin must not support “projects that imply violations of national and international conventions and treaties regarding the indigenous population and native peoples.”

The three entities already had information to evaluate the railway project, since the Superior Audit of the Federation, the state comptroller, had already pointed to shortcomings in the indigenous consultation process and in the assessment of social risks, in the 2019 Report on the Results of the Superior Audit of the Public Account.

The total cost of the TM has already exceeded 15 billion dollars, 70 percent above what was initially planned, mostly borne by the government’s National Fund for Tourism Promotion (Fonatur), responsible for the megaproject.

Mexico’s three state development banks are partially financing the Mayan Train, for which they have failed to comply with the due process of the evaluation of socio-environmental risks that are part of their regulations. The photo shows the clearing of part of the route of one of the branches of the railway line in the municipality of Playa del Carmen, in the southeastern state of Quintana Roo, in March 2022. CREDIT: Emilio Godoy / IPS

Violations

Angel Sulub, a Mayan indigenous member of the U kúuchil k Ch’i’ibalo’on Community Center, criticized the policies applied and the disrespect for the safeguards regulated by the state financial entities themselves.

“This shows us, once again, that there is a violation of our right to life, and there has not been at any moment in the process, from planning to execution, a will to respect the rights of the peoples,” he told IPS from the Felipe Carrillo Port, in the southeastern state of Quintana Roo, where one of the TM stations will be located.

Sulub, who is also a poet, described the consultation as a “sham”. “Respect for the consultation was violated in all cases, an adequate consultation was not carried out. They did not comply with the minimum information, it was not a prior consultation, nor was it culturally appropriate,” he argued.

In December 2019, the government National Institute of Indigenous Peoples (INPI) organized a consultation with indigenous groups in the region that the Mexican office of the United Nations High Commissioner for Human Rights questioned for non-compliance with international standards.

Official data indicates that some 17 million native people live in Mexico, belonging to 69 different peoples and representing 13 percent of the total population.

INPI initially anticipated a population of 1.5 million indigenous people to consult about the TM in 1,331 communities. But that total was reduced to 1.32 million, with no official explanation for the 12 percent decrease. The population in the project’s area of ​​influence totaled 3.57 million in 2019, according to the Superior Audit report.

The conduct of the three financial institutions reflects the level of compliance with the president’s plans, as has happened with other state agencies that have refused to create hurdles for the railway, work on which began in 2020 and which will have seven routes.

The Mayan Train, run by Fonatur and backed by public funds, will stretch some 1,500 kilometers through 78 municipalities in the states of Campeche, Quintana Roo and Yucatán, within the peninsula, as well as the neighboring states of Chiapas and Tabasco. It will have 21 stations and 14 other stops.

The Yucatan peninsula is home to the second largest jungle in Latin America, after the Amazon, and is notable for its fragile biodiversity. In this territory, furthermore, to speak of the population is to speak of the Mayans, because in a high number of municipalities they are a majority and 44 percent of the total are Mayan-speaking.

The government promotes the megaproject, whose locomotives will transport thousands of tourists and cargo, such as transgenic soybeans, palm oil and pork – key economic activities in the area – as an engine for socioeconomic development in the southeast of the country.

It argues that it will create jobs, boost tourism beyond the traditional attractions and energize the regional economy, which has sparked polarizing controversies between its supporters and critics.

The railway faces complaints of deforestation, pollution, environmental damage and human rights violations, but these have not managed to stop the project from going forward.

In November 2022, López Obrador, who wants at all costs for the locomotives to start running in December of this year, classified the TM as a “priority project” through a presidential decree, which facilitates the issuing of environmental permits.

Gustavo Alanís, executive director of the non-governmental Mexican Center for Environmental Law, questioned the way the development banks are proceeding.

“They are committing internal violations of their own provisions in the granting of credits, in order to give loans to projects that are not environmentally viable and that do not respect the local communities. They are not complying with their own internal guidelines and requirements regarding the environment and indigenous peoples in the granting of credits,” he told IPS.

Groups opposed to the Mayan Train protest along a segment of the megaproject in the municipality of Carrillo Puerto, in the southeastern state of Quintana Roo, on May 3. CREDIT: Arturo Contreras / Pie de Página

Trendy guidelines

In the last decade, socio-environmental standards have gained relevance for the promotion of sustainable works and their consequent financing that respects ecosystems and the rights of affected communities, such as those located along the railway.

Although the three Mexican development banks have such guidelines, they have not joined the largest global initiatives in this field.

None of them form part of the Equator Principles, a set of 10 criteria established in 2003 and adopted by 138 financial institutions from 38 countries, and which define their environmental, social and corporate governance.

Nor are they part of the Principles for Responsible Banking, of the United Nations Environment Program Finance Initiative, announced in 2019 and which have already been adopted by 324 financial and insurance institutions from more than 50 nations.

These standards address the impact of projects; sustainable client and user practices; consultation and participation of stakeholders; governance and institutional culture; as well as transparency and corporate responsibility.

Of the three Mexican development banks, only Banobras has a mechanism for complaints, which has not received any about its loans, including the railway project.

In this regard, Sulub questioned the different ways to guarantee indigenous rights in this and other large infrastructure projects.

“The legal fight against the railway and other megaprojects has shown us in recent years that, as peoples, we do not have effective access to justice either, even though we have clearly demonstrated violations of our rights. Although it is a good thing that companies and banks have these guidelines and that they comply with them, we do not have effective mechanisms for enforcement,” he complained.

In Sulub’s words, this leads to a breaching of the power of indigenous people to decide on their own ways of life, since the government does not abide by judicial decisions, which in his view is further evidence of an exclusionary political system.

For his part, Alanís warned of the banks’ complicity in the damage reported and the consequent risk of legal liability if the alleged irregularities are not resolved.

“If not, they must pay the consequences and hold accountable those who do not follow internal policies. The international banks have inspection panels, to receive complaints when the bank does not follow its own policies,” he stated.

Francis Ogwal (L) of Uganda and Basile van Havre (C) of Canada, co-chairs of the group responsible for drafting the post-2020 global biodiversity framework, explain the status of negotiations at the Palais des Congrès in Montreal on Dec. 14, 2022. Discussions are entering the final stretch to approve the new biodiversity protection targets. CREDIT: Emilio Godoy/IPS

By Emilio Godoy
MONTREAL, Dec 15 2022 (IPS)

Created in 2016, the Mexican Caribbean Biosphere Reserve (MCBR) hosts 1900 species of animals and plants and contains half of the Mesoamerican Barrier Reef System, the second largest in the world after Australia’s Great Barrier Reef.

This ecosystem is under pressure from the construction of two of the seven routes of the Maya Train (TM), the Mexican government’s flagship megaproject, whose construction, which began in 2020, alters the environment of the Maya Forest, the largest tropical rainforest in Latin America after the Amazon.

This is recognized in two technical reports obtained in Mexico by IPS through public information requests, which state that, although the project is outside the marine area itself, it is located within its zone of influence.

Regarding the 257-km section 4, a document from October 2021 acknowledges the impact on two high priority hydrological regions.

And with respect to the impact on the 110-km section 5, another document dated from May 2022 states that “there is no previous study or information on the monitoring and sampling sites. The presence and state of the fauna that inhabit the trees are unknown.”

The MCBR administration recognizes impacts on two priority marine regions and on the coastline of the southeastern state of Quintana Roo, which is protected by the reserve.

For this reason, the MCBR refused to issue a technical opinion on section 5 due to lack of “sufficient information and elements” and, for T4, issued an opinion that demanded the presentation of additional data and prevention, management, and oversight measures.

Despite the impact that the railroad will have in the region, the government’s National Fund for Tourism Development (Fonatur) did not request reports from at least four other nature reserves.

Fonatur will be in charge of the TM, which will run for some 1,500 kilometers, with 21 stations and 14 stops, through five states in southern and southeastern Mexico.

The case of the railway exemplifies the contradictions between the attempt to protect nature and the development of infrastructure that sabotages that aim, a theme present at the 15th Conference of the Parties (COP15) of the United Nations Convention on Biological Diversity (CBD), which began on Dec. 7 in the Canadian city of Montreal and is due to end on Dec. 19.

Moreover, the railway’s cost of some 15 billion dollars is classified as forming part of the harmful subsidies to biodiversity, which total 542 billion dollars a year globally. The investment needed for the conservation and sustainable use of nature is estimated at 967 billion dollars a year.

In the post-2020 global biodiversity framework, which is due to be adopted at the summit, one of the main 21 measures being negotiated is called in UN jargon 30×30: the protection of 30 percent of the planet’s marine and terrestrial areas through conservation measures by 2030, in an attempt to halt the loss of biodiversity on the planet.

The plan has attracted support from more than 100 countries but has awakened distrust among indigenous peoples, who have suffered from the imposition of natural protected areas without due information and consultation.

The summit, which has brought together some 15,000 people representing governments, non-governmental organizations, academia, international organizations and companies, will also discuss the post-2020 global framework, financing for conservation and guidelines on digital sequencing of genetic material, degraded ecosystems, protected areas, endangered species, the role of corporations and gender equality.

The 196 States Parties to the CBD, in force since 1993 and whose slogan at this year’s COP is “Ecological civilization. Building a shared future for all life on earth”, have not yet agreed in Montreal on the percentage of the oceans that should be protected and whether it should include waters under international jurisdiction.

The global framework is to succeed the 20 Aichi Biodiversity Targets, adopted in 2010 in that Japanese city during the CBD COP10 and due to be met by 2020, which have failed. Target 11 stipulated the protection of 17 percent of terrestrial areas and inland waters and 10 percent of marine and coastal areas.

The Maya Train, the Mexican government’s main megaproject, threatens protected natural areas, such as the Mexican Caribbean Biosphere Reserve in the southeastern state of Quintana Roo, according to a Google Earth capture. In the COP15 negotiations in Montreal, a central issue is the declaration of more natural protected areas, but one of the threats is infrastructure works. Image: Google Earth

Insufficient rules

Manuel Pulgar Vidal of Peru, WWF global leader of Climate and Energy, who is attending COP15, said the problem lies in the regulation of protected areas.
“Nations such as Colombia, Ecuador and Chile have strengthened the system of natural areas. But in general the systems are weak and need to be reinforced, and money, staff and regulations are needed,” he told IPS.

Mexico has 185 protected areas, covering almost 91 million hectares -19 percent of the national territory-, six of which are marine areas, encompassing 69 million hectares. Despite their importance, the Mexican government dedicated less than one dollar per hectare to their protection in 2022.

In addition, management plans have not been updated to cover works such as the Maya Train.

Colombia, meanwhile, protects 15 percent of its territory in 1,483 protected areas covering 35.5 million hectares, including 12 million hectares in marine areas.

Chile, for its part, has 106 protected areas covering 15 million hectares of land – 20 percent of the total surface area – and 105 million hectares in the sea, in 22 of the conservation areas.

Among the 49 governments that make up the High Ambition Coalition (HAC) for Nature and People, aimed at promoting 30×30, are 10 Latin American countries: Chile, Colombia, Costa Rica, the Dominican Republic, Ecuador, Guatemala, Mexico, Nicaragua, Panama and Peru.

Of the 586 commitments that organizations, companies and individuals have already made voluntarily at COP15, held at the Palais des Congrès in Montreal, only 93 deal with marine, coastal and freshwater ecosystems, while 294 address terrestrial ecosystem conservation and restoration; 185 involve alliances and partnerships; and climate change adaptation and emission reductions are the focus of 155.

A group of government delegates discuss the post-2020 global biodiversity framework with new biodiversity protection targets to be approved at COP15, which is being held at the Palais des Congrès in the Canadian city of Montreal. CREDIT: IISD

Aleksandar Rankovic of the international NGO Avaaz said the key challenge goes beyond a specific protection figure.

“The hows are not in the debate. It’s up to each country how it will implement it. It’s left to each country to decide what’s appropriate. There is little openness on how to achieve the goals,” the activist from the U.S.-based organization dedicated to citizen activism on issues of global interest, such as biodiversity, told IPS.

Only eight percent of the world’s oceans are protected and only seven percent are protected from fishing activities. Avaaz calls for the care of 50 percent of marine and terrestrial areas, with the direct participation of indigenous peoples.

The protection of marine areas is tied to other international instruments, such as the Global Ocean Treaty, which nations have been negotiating since 2018 within the framework of the United Nations Convention on the Law of the Sea and which aims to protect 30 percent of these ecosystems by 2030.

Pulgar Vidal, for his part, called for the approval of the 30×30 scheme. “Implementing these initiatives takes time. And you need an international financing mechanism,” he stressed.

In Rankovic’s view, a strong global framework is needed. “The issue is broader, because fisheries are not well regulated. Without this, marine areas will be part of a weak program,” he warned.

COP15 has also coincided with the 10th Meeting of the Conference of the Parties to the Cartagena Protocol on Biosafety and the 4th Meeting of the Conference of the Parties to the Nagoya Protocol on Access to Genetic Resources and the Fair and Equitable Sharing of Benefits Arising from their Utilization, both components of the CBD and part of its architecture for preserving biodiversity.

IPS produced this article with support from Internews’ Earth Journalism Network.

The laying of the Mayan Train along 1500 kilometers through five states in the south and southeast of Mexico, mostly through the Yucatan Peninsula, will damage the fragile jungle ecosystem, with the removal of vegetation and animal species. The photo shows an area cleared of vegetation near the municipality of Valladolid, in the state of Yucatan. CREDIT: Emilio Godoy/IPS

By Emilio Godoy
MEXICO CITY, Nov 2 2022 (IPS)

A beige line slashes its way through the Mayan jungle near the municipality of Izamal in the southeastern Mexican state of Yucatán. It is section 3, 172 kilometers long, of the Mayan Train (TM), the most important megaproject of President Andrés Manuel López Obrador’s administration.

The metal scrape of the backhoes tears up the vegetation to open up arteries in the jungle for the laying and construction of the five stops of this part of the future railway network, which is being built at a cost currently estimated at more than 15 billion dollars, 70 percent more than initially planned."Everything that is happening in the Yucatán peninsula is affecting the Mayan people, damaging the trees, the water, the animals. It is a part of our territory that is being destroyed. Those who don't produce their own food have to depend on others." -- Pedro Uc

Pedro Uc, an indigenous member of the non-governmental Assembly of Defenders of the Múuch’ Xíinbal Mayan Territory, summed up the environmental impact of the TM in an area of milpa – a traditional system of cultivation of corn, squash, beans and chili peppers – and poultry farming.

“Everything that is happening in the Yucatán peninsula is affecting the Mayan people, damaging the trees, the water, the animals. It is a part of our territory that is being destroyed. Those who don’t produce their own food have to depend on others,” he told IPS from Buctzotz (Mayan for “hair dress”), in Yucatán, some 1,400 km from Mexico City.

Without land, there is no food, stressed the activist, whose organization works in 25 municipalities on the peninsula, which includes the states of Campeche, Quintana Roo and Yucatán, and is home to the second most important jungle massif in Latin America, after the Amazon.

Despite multiple complaints of environmental damage, the Federal Attorney’s Office for Environmental Protection (Profepa) has yet to resolve these complaints, more than two years after construction began.

“It has never carried out its role. It has not addressed the issue, it is merely ornamental. Profepa should attend to the complaints,” said Uc, whose town is located 44 kilometers southeast of Izamal, where one of the railroad stations will be located.

Profepa, part of the Ministry of the Environment and Natural Resources (Semarnat), received two complaints in 2020, one in 2021 and 159 in the first five months of this year for “acts or omissions in contravention of environmental laws,” according to public information requests submitted by IPS.

Profepa oversees the megaproject through its “Mayan Train Inspection Program, in the areas of environmental impact, forestry, wildlife and sources of pollution”, the results of which are unknown.

In December last year, the agency carried out an inspection of hazardous waste generation and management in the southern state of Chiapas, which, together with the states of Campeche, Quintana Roo, Tabasco and Yucatán, is part of the route for the railway.

In addition, in June and July, two other visits were made to verify measures to mitigate pollutant emissions and waste management. Profepa is still analyzing the results of these visits.

The environmental prosecutor’s office has carried out exploratory visits in nine municipalities of section 2, eight of section 4 and 16 of section 5. The laying of lines 6 and 7 began last April, but the agency has not yet inspected them. The megaproject consists of a total of seven sections, which are being built in parallel.

The TM, to be built by the governmental National Tourism Fund (Fonatur), will cover some 1,500 kilometers, with 21 stations and 14 stops, according to López Obrador, who is heavily involved in the project and is its biggest supporter.

To lay the railway, whose trains will transport thousands of tourists and loads of cargo, such as transgenic soybeans, palm oil and pork, 1,681 hectares of land will be cleared, involving the cutting of 300,000 trees, according to the original environmental impact study. The laying of sections 1, 2 and 3, which require 801 hectares, began without environmental permits.

The government sees the megaproject as an engine of social development that will create jobs, boost tourism beyond the traditional tourist attractions and bolster the regional economy, which has sparked controversy between its supporters and critics.

The construction of the Mayan Train has involved logging in several jungle areas in southeastern Mexico. The photo shows a breach opened by a backhoe on the outskirts of Playa del Carmen, in the state of Quintana Roo, in March 2022, without the required intervention by the environmental prosecutor’s office. CREDIT: Emilio Godoy/IPS

Free way

In November of last year, López Obrador, who wants trains running on the peninsula by the end of 2023, classified the TM as a “priority project” by means of a presidential decree, thus facilitating the delivery of environmental permits. On Oct. 25 the president promised that the test runs would begin next July.

This classification reduces Profepa’s maneuvering room, according to Carlos del Razo, a lawyer specializing in environmental cases, of the law firm Carvajal y Machado.

“Some of the early complaints could be filed for works where permit exemptions were issued because they were done on existing rights-of-way. But if it decides not to act, it has to argue that decision. The environmental prosecutor’s office will not have a particular interest in approving government works,” he told IPS.

In its authorizations, Semarnat ruled that Fonatur must implement programs for integrated waste management, soil conservation and reforestation, air quality monitoring, flora management and rescue and relocation of wildlife.

Profepa must supervise that these measures comply with the General Law of Ecological Balance and Environmental Protection, in force since 1988 and which environmentalists say has been violated.

López Obrador denies that there is deforestation, and promised the construction of three natural parks in eastern Quintana Roo and the reforestation of some 2,500 hectares in the vicinity of the railroad route.

In a tacit acknowledgement of logging in the project area, the Ministry of National Defense will plant trees, at a cost of 35 million dollars, according to an agreement between Fonatur and the ministry contained in the massive leak of military emails made by the non-governmental group Guacamaya and consulted by IPS.

Viridiana Mendoza, Agriculture and Climate Change specialist for Greenpeace Mexico, criticized “the lack of action” by Profepa.

“They had already deforested without an environmental impact assessment, which is a crime. We are not surprised, because it is part of the dynamic that has characterized the Mayan Train: illegalities, omissions, false information, violation of procedures. There is a conflict of interest because Profepa answers to Semarnat,” she said.

The international non-governmental organization has found “insufficient, false and inaccurate” information on sections 5, 6 and 7, so it is not possible to assess the dangers and damage to local populations and ecosystems.

Parts of the jungle of the Yucatan peninsula, in southeastern Mexico, have been cut down to make way for the construction of the Mayan Train. But the environmental prosecutor’s office, failing to comply with its legal duty, has turned a deaf ear to complaints of alleged ecological crimes. CREDIT: Guacamaya Leaks

Risks

The project is a paradox, because while the government promises sustainable tourism in other areas of the peninsula, it threatens the very attractions of this influx of visitors, such as the cenotes – deep, water-filled sinkholes formed in limestone – cave systems and the entire ecosystem in general.

The TM endangers the largest system of underground and flooded grottoes on the planet, a complex of submerged caves beneath the limestone terrain.

The porous (karst) soil of the peninsula sabotages the government’s plans, as it has forced Fonatur to change the route of the megaproject several times. For example, section 5 has experienced three modifications between 2021 and January 2022.

Faced with the wave of impacts, the last hope lies in organization by local residents, according to the Mayan activist Uc.

“Between the possible and the impossible, we inform people so that in their own community, they can make the decision they want to make. People do not have the necessary information. Let them take up the struggle from their own communities and make the decisions about what comes next,” he said.

But attorney Del Razo and environmentalist Mendoza said the courts are the last resort.

“The judiciary continues to be the most independent branch of power in Mexico. Interested parties could seek injunctions that order Profepa to correct the process. A strategy of specific details is needed to demonstrate the infractions. The effective thing is to go into the details of the challenges,” explained Del Razo.

Mendoza said there is a lack of access to information, respect for public participation and environmental justice.

“Profepa should have stopped the works for the simple fact of not having the environmental authorization when the removal of vegetation began,” she said. “We don’t see it as likely that it will seek to stop the construction, because we have seen its reaction before. Semarnat supports the project, regardless of the fact that it has failed to comply and is in contradiction with the laws.”

While its opponents seek to take legal action, the TM runs roughshod over all obstacles, which are dodged with the help of the Environmental Prosecutor’s Office, at least until now.

In the photo, people in several vehicles inspect a section of the Mayan Train, the flagship megaproject of Mexican President Andrés Manuel López Obrador, near the city of Valladolid, in the southeastern Yucatán peninsula, seat of the second most fragile jungle massif in Latin America, after the Amazon rainforest. CREDIT: Emilio Godoy/IPS

By Emilio Godoy
PLAYA DEL CARMEN, Mexico , Apr 8 2022 (IPS)

Along the wide slash of white earth in southwestern Mexico there are no longer trees or animals. In their place, orange signs with white stripes warn visitors: “Heavy machinery in motion,” “No unauthorized personnel allowed”.

Five tractors spread over the terrain, like intimidating metallic guards with sharp teeth. Two blue portable toilets keep them mute company, two white cans overflow with garbage, and a white and solitary awning attempts to protect them from the punishing sun.

The metal teeth tear up the jungle carpet on land in the Río Secreto ejido – an area of communal land used for agriculture – south of the city of Playa del Carmen. With a population of 305,000, Playa del Carmen is the seat of the municipality of Solidaridad, in the southeastern state of Quintana Roo, some 1,600 kilometers from Mexico City, on the Yucatán peninsula.

The new 90-meter gap in the jungle opens the way for the 120-kilometer southern route of Section 5 of the Mayan Train (TM), the most ambitious megaproject of the government of President Andrés Manuel López Obrador, who wants at all costs for the locomotives to blow their horns by late 2023."Hundreds of hectares are being deforested. We are going to end up with new cities or existing ones are going to grow. This could be a tragedy of enormous proportions, because the ecosystems are being disturbed. Simply by removing vegetation cover, the capacity of water systems to capture and filter water is altered.” -- Lorenzo Álvarez

Mina Moreno, an independent environmental conservationist, describes Section 5, one of the seven sections of the project, as “illegal and opaque”.

“There are no studies, there is no information as to why the route was changed, what is behind the new route. The problem is what the railway will bring with it: it’s a Trojan horse for what is coming behind,” she told IPS.

The project, under the responsibility of the government’s National Tourism Development Fund (Fonatur), has suffered delays and cost overruns since construction began in 2020 and will have environmental, social, cultural and labor impacts, as IPS saw during a tour of several areas along the route.

With seven sections running through the Yucatan peninsula and part of the southeast, the plan is for the Mayan Train, with 21 stations and 14 stops, to cover a distance of some 1,500 kilometers. The railroad will pass through 78 municipalities in the southern and southeastern states of the country: Campeche, Quintana Roo, Yucatán, Chiapas and Tabasco, which are home to a combined total of more than 13 million people.

The first three are located in the Yucatan Peninsula, which has one of the most important and fragile Mexican ecosystems and the second largest jungle massif in Latin America, after the Amazon rainforest.

It is here that around 80 percent of the TM railway will run, whose locomotives will pull wagons carrying thousands of tourists and cargo, such as transgenic soybeans, palm oil and pork, the main agricultural products from the peninsula.

The Mexican government is promoting the president’s flagship megaproject as an engine of social development that is to create jobs, boost tourism beyond the traditional attractions and bolster the regional economy. But these arguments have sparked conflicts between its supporters and critics.

UN Habitat, which is providing technical advice on the project’s land use planning, believes that the railway will create one million jobs by 2030 and will lift 1.1 million people out of poverty in an area with 42 municipalities with high rates of poverty and marginalization. (The estimates were made prior to the COVID-19 epidemic that hit Latin America’s second-largest economy hard.)

The Mayan Train, which will run 1,500 kilometers through five states in southern and southeastern Mexico, threatens ecosystems and tourist attractions, such as subterranean caves and cenotes. The photo shows tourists swimming in the cenote Azul, on the outskirts of Playa del Carmen, in the southeastern state of Quintana Roo on the Yucatan Peninsula. CREDIT: Emilio Godoy/IPS

One land, two faces

The TM, built with public funds, requires 1,681 hectares of land, which implies the cutting of 300,000 trees, according to the original environmental impact study. The construction of the first three sections, which require 801 hectares, began without environmental permits.

The western route is causing social, cultural and land-ownership conflicts, while the eastern route will cause greater environmental damage.

López Obrador denies that the railway will lead to deforestation, and promised the creation of three natural parks in eastern Quintana Roo and the reforestation of some 2,500 hectares.

But available information shows that the megaproject is moving ahead with construction while leaving environmental management plans behind.

This is seen in a close look at the 2020 public accounts of the Chief Audit Office of Mexico – the comptroller of the public treasury – on the budget and execution of the TM. The office concluded that the project lacks a master plan and the necessary resources to guarantee sustainable development and environmental protection.

It also documented an increase in cost from 7.3 billion dollars in 2019 to 8.8 billion the following year, and found that there was no explanation for the expenditure of about 13 million dollars.

Moreover, the megaproject only advanced one-fifth of what was planned in 2019 and 2020, a bad omen for the president’s plans, although the rate of progress in 2021 and the first quarter of 2022 is not known.

But it is clear that Fonatur decided to step on the accelerator to fulfill the president’s promise and that the last two sections may be built with the participation of the army in the middle of the jungle. It is also clear that López Obrador does not want to inaugurate the TM until the entire line is completed.

The Federal Prosecutor’s Office for Environmental Protection (PROFEPA) did not inspect the works in 2020, nor has it done so for section 5, as stated in a request for access to public information filed by IPS.

The porous karst soil of the peninsula has sabotaged the government’s plans and deadlines, as it has forced Fonatur to change the design several times. For example, section 5 underwent three modifications from January 2021 to January 2022.

In the Mexican municipality of Solidaridad, whose municipal seat is Playa del Carmen, on the Yucatán peninsula, the construction of one of the seven sections of the Mayan Train has deforested at least 10 kilometers of jungle. CREDIT: Emilio Godoy/IPS

The megaproject contains contradictions, because while the government promises sustainable tourism in other areas of the peninsula, the railway threatens the local sustainable tourism attractions, such as the cenotes, the caves and the entire ecosystem.

In the Yucatan Peninsula there are some 7,000 cenotes – freshwater sinkholes resulting from the collapse of limestone bedrock that exposes groundwater. Between Playa del Carmen and Tulum, cities only 61 kilometers apart, there are 13 of these ecosystems.

In the entire state of Quintana Roo there are at least 105 flooded caves over 1,500 meters in length and 408 underwater caves.

The TM threatens the largest system of subterranean rivers and flooded caves on the planet, a complex of submerged caves more than 340 kilometers long beneath the limestone floor.

From land to sea

Lorenzo Álvarez, a researcher at the Academic Reef Systems Unit of the Institute of Marine Sciences and Limnology at the public National Autonomous University of Mexico, says that as a regional development project, the railway will be “catastrophic”.

“Hundreds of hectares are being deforested,” he told IPS. “We are going to end up with new cities or existing ones are going to grow. This could be a tragedy of enormous proportions, because the ecosystems are being disturbed. Simply by removing vegetation cover, the capacity of water systems to capture and filter water is altered.”

The consequences: water with more sediment in the reefs, waste, leachates and more pollution.

That is the vision that the visitor gets looking at the map from inland to the coast in Puerto Morelos, in the north of Quintana Roo, which has suffered a real estate invasion, to the extent that the reefs have been mortally wounded. They are part of the Mesoamerican Reef, the second largest in the world, after Australia’s Great Barrier Reef.

The fear in this former fishing village, which is now the largest port on the so-called Riviera Maya with 27,000 inhabitants, is that the TM will exacerbate the real estate boom. But most locals are unaware of the danger.

The Mayan Train will run through the outskirts of Puerto Morelos, seen in the distance in the photo. Located 38 kilometers from Cancun and forming part of the so-called Riviera Maya, this former fishing village is now a port city with real estate encroachment that has damaged the reefs off its coast. The railroad could spell the end for the fragile ecosystem. CREDIT: Emilio Godoy/IPS

“Construction hasn’t started yet,” Fabiola Sánchez, an activist with the non-governmental group United Voices of Puerto Morelos, told IPS. “There has been no tangible damage here, as in other municipalities, but we know the environmental implications. Our aim is prevention, because we are going to suffer the same environmental effects.”

The activists’ concern is focused on the 2020-2030 Urban Development Program, which they accuse of favoring hotel and real estate interests to the detriment of citizen participation and sustainable planning on a coastline already stressed by excessive tourism.

And, above all, they accuse it of favoring construction of the new railway.

Through legal appeals, opponents of the program have managed to bring it to a halt, but they are witnessing construction without land use planning in other municipalities.

The Mayan Train megaproject includes the construction of sustainable cities (formerly called development poles) around the stations, which include businesses, drinking water, drainage, electricity and urban equipment.

The Ministry of the Environment and Natural Resources (Semarnat) itself warns that these poles may represent the greatest environmental threat from the railway line.

The sustainable cities should promote “well-managed urban planning” and should help reduce the backlog of local and regional services, according to the official website.

“Considering climatic conditions, efficient use of water, energy and integrated management of solid waste…and respecting natural conditions, affecting ecosystems as little as possible,” are essential, Semarnat stated.

But the construction work on the ground and the lack of urban development plans contradict these precepts.

In any case, the railway’s route does not seem to be set up for the benefit of excursionists and local workers, as its planned stations are far from tourist sites and work centers. Passengers would have to use other means to travel to these places.

In addition, the popular perspective values supposed future returns, such as jobs and income, over current and potential harms, like deforestation.

There have also been labor abuses. Section 5 workers earn about 39 dollars a week – less than the minimum daily wage of 8.5 dollars – and work without protective equipment and without signed contracts, as IPS learned.

Furthermore, there has been arbitrary treatment of “ejidatarios” or local residents of ejidos, since in Campeche the authorities paid about 2.5 dollars per square meter of expropriated land, while in Quintana Roo the price rose to about 25 dollars.

The threat of collapse is not merely an apocalyptic proclamation, environmentalists insist. They quote the closing line of the novel La vorágine (1924), by Colombian writer José Eustasio Rivera, a Latin American classic: “The jungle swallowed them up”, in allusion to the fate of its characters, and they say the same thing could happen to the TM.

The Mayan Train, the flagship megaproject of leftist President Andrés Manuel López Obrador in Mexico, seeks to promote the socioeconomic development of the south and southeast of the country, with an emphasis on tourism and with the goal of transporting 50,000 passengers per day by 2023. The fear is that the mass influx of tourists will damage preserved coastal areas, such as Tulum beach in the state of Quintana Roo on the Yucatan Peninsula. CREDIT: Emilio Godoy

By Emilio Godoy
Mexico City, Aug 25 2020 (IPS)

Mayan anthropologist Ezer May fears that the tourism development and real estate construction boom that will be unleashed by the Mayan Train, the main infrastructure project of Mexican President Andrés Manuel López Obrador, will disrupt his community.

“What we think is that the east of the town could be affected,” May told IPS by phone from his hometown of Kimbilá.

“The most negative impact will come when they start building the development hub around the train station,” he said. “We know that the tourism industry and other businesses will receive a boost. There is uncertainty about what is to come; many ejidatarios [members of an ejido, public land held in common by the inhabitants of a village and farmed cooperatively or individually] don’t know what’s happening.”

This town of 4,000 people, whose name means “water by the tree”, is in the municipality of Izamal in the northern part of the state of Yucatan, about 1,350 km southeast of Mexico City. The district will have a Mayan Train station, although its size is not yet known, and the prospect awakens fears as well as hope among the communities involved.

In Kimbilá, 10 km from the city of Izamal, there are 560 ejidatarios who own some 5,000 hectares of land where they grow corn and vegetables, raise small livestock and produce honey.

“These ejido lands are going to be in the sights of tourism and real estate companies, real estate speculation and everything else that urban development implies. We will see the same old dispossession and asymmetrical agreements and contracts for buying up land at extremely low prices; we’ll see unequal treatment,” said May.

The government’s National Tourism Fund (Fonatur) is promoting the project, which is to cost between 6.2 and 7.8 billion dollars. Construction began in May.

The plan is for the Mayan Train to begin operating in 2022, with 19 stations and 12 other stops along some 1,400 km of track, which will be added to the nearly 27,000 km of railways in Mexico, Latin America’s second largest economy, population 129 million.

It will run through 78 municipalities in the southern and southeastern states of the country: Campeche, Quintana Roo, Yucatan, Chiapas and Tabasco, the first three of which are in the Yucatan Peninsula, which has one of the most important and fragile ecosystems in Mexico and is home to 11.1 million people.

Its locomotives will run on diesel and the trains are projected to carry about 50,000 passengers daily by 2023, reaching 221,000 by 2053, in addition to cargo such as transgenic soybeans, palm oil and pork, which are major agricultural products in the region.

A map of the Mayan Train’s route through the Yucatan Peninsula in Mexico. Construction began in May and it is expected to begin operating in 2023. CREDIT: Fonatur

Pros and cons

The Mexican government is promoting the megaproject as an engine for social development that will create jobs, boost tourism beyond the traditional attractions and energise the regional economy.

But it has unleashed controversy between those who back the administration’s propaganda and those who question the railway because of its potential environmental, social and cultural impacts, as well as the risk of fuelling illegal activities, such as human trafficking and drug smuggling.

The megaproject involves the construction of development hubs in the stations, which include businesses, drinking water, drainage, electricity and urban infrastructure, and which, according to the ministry of the environment itself, represent the greatest environmental threat posed by the railway.

U.N. Habitat, which offers technical advice on the project’s land-use planning aspects, estimates that the Mayan Train will create one million jobs by 2030 and lift 1.1 million people out of poverty, in an area that includes 42 municipalities with high poverty rates.

The region has become the country’s new energy frontier, with the construction of wind and solar parks, and agribusiness production such as transgenic soy and large pig farms. At the same time, it suffers from high levels of deforestation, fuelled by lumber extraction and agro-industry.

The environmental impact assessment itself and several independent scientific studies warn of the ecological damage that would be caused by the railway, which experts say the Mexican government does not seem willing to address.

The crux: the development model

Violeta Núñez, an academic at the public Autonomous Metropolitan University, told IPS that there is an internal contradiction within the government between those seeking a change in the socioeconomic conditions in the region and supporters of the real estate business.

“You have to ask yourself what kind of development you are pursuing and whether it is the best option,” she said. “The Mayan Train is aimed at profits and these stakeholders are not interested in people’s well-being, but in making money. What some indigenous organisations have said is that they never asked for a railway, and they feel that the project has been imposed on them.”

The railroad will cross ejido lands in five states where there are 5,386 ejidos totalling 12.5 million hectares. The ejidos would contribute the land and would be the main investors. To finance the stations, Fonatur has proposed three types of trusts that can be quoted on the Mexican stock market and that entail financial risks, such as the loss of the investment.

The undertaking was not suspended by the appearance of the COVID-19 pandemic in Mexico, as the government classified its construction as an “essential activity”.

In Calakmul, in the southeastern state of Campeche, the Mayan Train will make use of the right-of-way that the Federal Electricity Commission has for its power lines. But on other stretches construction of the new 1,400-km railway will lead to the eviction of families. CREDIT: Emilio Godoy/IPS

To legitimise its construction, the leftwing López Obrador administration organised a consultation with indigenous communities through 30 regional assemblies, 15 informative and 15 consultative, held Nov. 29-30 and Dec. 14-15, 2019, respectively.

These assemblies were attended by 10,305 people from 1,078 indigenous communities in the five states, out of a potentially affected population of 1.5 million people, 150,000 of whom are indigenous.

But the consultation was carried out before the environmental impact assessment of the megaproject was even completed.

The Office of the United Nations High Commissioner for Human Rights in Mexico questioned whether this process met international standards, such as the provisions of International Labour Organisation Convention 169 on Indigenous and Tribal Peoples, to which the country is a party.

The railway will also displace an undetermined number of people, to make room for the tracks and stations, although U.N. Habitat insists that this will be “consensual”.

Fears of a new Cancún

The government argues that the project will not repeat the mistakes of mass tourism destinations, symbolised by Cancún, which wrought environmental havoc in that former Caribbean paradise in Quintana Roo. But its critics argue that the major beneficiaries appear to be the same big tourism, real estate and hotel chains, and that it will cause the same problems as a result of the heavy influx of visitors.

In Kimbilá, the local population already has firsthand experience of confrontations over megaprojects, such as a Spanish company’s attempt to build a wind farm, cancelled in 2016. But the difference is that now the opponent is much more powerful.

May said the railway “is an attempt to transform indigenous peoples and integrate them into the tourism-based economic model. They want us to imagine development from a global perspective, because it is a sign of socioeconomic progress. They believe that tourism is the source of progress, that cities bring development and that this is the best way to go.”

In Izamal, home to more than 26,800 people, construction of the development hub would require 853 hectares, 376 of which belong to ejidos.

Núñez warned of the disappearance of the campesino (peasant farmer) and indigenous way of life. “People have survived because of their relationship with the land and now this survival is being thrown into question and they are to become workers in the development hubs. This is not an option, if we are to defend the rural indigenous way of life,” she said.

The researcher suggested that an alternative would be the appropriation of the megaproject by the communities, in which “the ejidatarios themselves, in a joint association, present an alternative proposal other than the trusts on the stock market.”

The Mayan Train is a link in a plan that seeks to integrate the south and southeast of Mexico with Central America, starting with the government’s “Project for the territorial reordering of the south-southeast” and linked to the “Project for the integration and development of Mesoamerica”, which has been modified in appearance but not in substance since the beginning of the 21st century.

Its aim is to link that region to global markets and curb internal and external migration through the construction of megaprojects, the promotion of tourism and the services entailed.

In the 2000s, the government of the southern state of Chiapas fomented “Sustainable Rural Cities”, with aims similar to those of the Mayan Train, and experts argue that the failure of that project should be remembered.

The Mayan Train megaproject in southern Mexico will affect key ecosystems of the Yucatan Peninsula, which is home to 25 protected natural areas, such as this lake in the SíijilNohá community reserve, next to the Sian Ka'an protected area. Credit: Emilio Godoy/IPS

By Emilio Godoy
FELIPE CARRILLO PUERTO, Mexico, Dec 17 2018 (IPS)

“If thousands of people flock to this town, how will we be able to service them? I’m afraid of that growth,” Zendy Euán, spokeswoman for a community organisation,said in reference to the Mayan Train (TM) project, a railway network that will run through five states in southern Mexico.

Euán, a Mayan indigenous woman living in the municipality of Felipe Carrillo Puerto (FCP), told IPS that they lack detailed information about the megaproject, one of the high-profile initiatives promised during his campaign by the new leftist President Andrés Manuel López Obrador, popularly known by his acronym AMLO.

“It’s not clear to us. We don’t know about the project,” said Euán, who also questioned the benefits promised by the president, who was sworn in on Dec. 1, for the local population, as well as the mechanisms for participation in the project and the threats it poses to the environment."They are violating our indigenous rights. We don't agree with how the consultation was carried out, and we don't see the benefits for the local communities. This is aimed at tourist spots. Those who will benefit are the big businesses." -- Miguel Ku

“What will be the benefit for the local community members, for the craftswomen? As ecotourism communities, will we be able to promote our businesses and goods?” said the spokeswoman for the Community Tourism Network of the Maya Zone of Quintana Roo, one of the states in southeastern Mexico that share the Yucatan Peninsula, on the Atlantic coast, with 1.5 million inhabitants.

The network, launched in 2014, brings together 11 community organisations from three municipalities of Quintana Roo and offers ecotourism and cultural tours in the area, its main economic activity.

In the municipality of FCP, home to just over 81,000 people, there are 84 ejidos,areas of communal land used for agriculture, where community members own and farm their own plots, which can also be sold.

One of them, of the same name as the municipality, FCP, covering 47,000 hectares and belonging to 250 “ejidatarios” or members, manages the ejidal reserves Síijil Noh Há (“where the water flows,” in the Mayan language) and Much’KananK’aax (“let’s take care of the forest together”).

Euán’s doubts are shared by thousands of inhabitants of the peninsula, which receives almost seven million tourists every year.

IPS travelled a stretch of the preliminary TM route through Quintana Roo and the neighboring state of Campeche and noted the general lack of detailed information about the project and its possible ecological, social and cultural consequences in a region with high levels of poverty and social marginalisation.

The government’s National Tourism Fund (Fonatur) is promoting the project, at a cost of between 6.2 and 7.8 billion dollars. The plan is for it to start operating in 2022, with 15 stations along 1,525 kilometers in 41 municipalities in the states of Campeche, Chiapas, Quintana Roo, Tabasco and Yucatán.

The locomotives will run on biodiesel -possibly made from palm oil- and the trains are projected to move about three million passengers annually, in addition to cargo.

Zendy Euán, spokesperson for a community tourism network, explains in the Mayan Museum of the municipality of Felipe Carrillo Puerto, in the state of Quintana Roo, that the Mayan Train will run through key environmental areas of southern Mexico. Social and indigenous organisations question the benefits of the megaproject, one of the star projects of the new president, Andrés Manuel López Obrador. Credit: Emilio Godoy/IPS

The new government argues that the project will boost the region’s socioeconomic development, foster social inclusion and job creation, safeguard indigenous cultures, protect the peninsula’s Protected Natural Areas (PNA), and strengthen the tourism industry.

Ancient ecosystems

The railway will cut through the heart of the Mayan jungle, an ecosystem that formed the base of the Mayan empire that dominated the entire Mesoamerican region – southern Mexico and Central America – from the 8th century until the arrival of the Spanish conquistadors in the 16th century.

This is the most important rainforest in Latin America after the Amazon region and a key area in the conservation of natural wealth in Mexico, which ranks 12th among the most megadiverse countries on the planet.

The region belongs to the Mesoamerican Biological Corridor consisting of habitats running from southern Mexico to Panama, the southernmost of the seven Central American countries, and is home to about 10 percent of the world’s known species.

In the Yucatan Peninsula, shared by the states of Campeche, Quintana Roo and Yucatan, there are 25 PNAs, with a total area of 8.5 million hectares.

In fact, two TM stations will be contiguous to the 725,000-hectare Calakmul Biosphere Reserve and the 650,000-hectare Sian Ka’an Biosphere Reserve.

“What’s going to happen? We don’t know the route, we don’t have information. We have to study this closely,” Luís Tamay, the indigenous president of the Commissariat of Common Assets of the Nuevo Becal ejido in the municipality of Calakmul, in Campeche, told IPS.

Like Euán, Tamay fears the arrival of crowds of tourists, for which Calakmul “is not prepared; this is a high-impact project” for a municipality of just over 28,000 people.

Nuevo Becal has 84 landowners, covers 52,800 hectares and carries out six projects of timber exploitation, agroforestry, seeds and environmental conservation.

Although the TM will not pass through the immediate vicinity of Nuevo Becal, the megaproject will have impacts on the area.

In Calakmul, the government will carry out technical and environmental impact studies in 2019, with the idea of starting construction the following year in the locality.

To build the railway network, the government must negotiate with the ejidatarios, who own most of the land in the five states along the planned railway, as there are 385 in Campeche, 279 in Quintana Roo and 737 in Yucatán.

The government has already asked for 30 hectares in the Felipe Carrillo Puerto ejido to build a station, as a contribution to the project, which was first proposed in 2007 by the then governor of Yucatan, Yvonne Ortega, who projected the Transpeninsular Rapid Train in 2007.
Shortly after taking office in December 2012, AMLO’s predecessor, conservative Enrique Peña Nieto, adopted it as a national plan to connect the region. But public spending cutbacks in 2015 put the project on hold.

To the original project which will be added more than 300 kilometers of rundown railroads that functioned between 1905 and 1957, first for military transport and then also for passenger traffic.

On Nov. 24-25, before AMLO took office, his team obtained support for the railway network, along with a new refinery in the state of Tabasco and the execution of other projects, during a National Consultation on 10 Priority Social Programmes.

But this support, in a consultation that was only carried out in certain localities through a process that was not very representative, did not appease the criticism of the TM in the region.

On Nov. 15, a group of academics asked López Obrador to stop the works because of their ecological, social, cultural and archaeological impacts.

Three days later, a collective of indigenous organisations rejected the project, demanded respect for their forests and jungles, and called for free, prior, informed and culturally appropriate consultation.

“They are violating our indigenous rights. We don’t agree with how the consultation was carried out, and we don’t see the benefits for the local communities. This is aimed at tourist spots. Those who will benefit are the big businesses” in the sector, Miguel Ku, representative of the Network of Environmental Service Producers, told IPS.

This organization brings together 3,756 ejidatarios from 33 agrarian communities in the municipality of José María Morelos, and three more in the municipality of FCP, all of which are in Quintana Roo. Together, they own 257,000 hectares that are used for forestry, agriculture, beekeeping and livestock.

Local organisations are seeking another socioeconomic model. “We have shown that conservation allows for good development. We have natural resources, let us take advantage of them, that’s how we can support ourselves,” said Tamay.

Ku protested what he called a repeat of what has happened with previous projects. “We are sick and tired of others taking the benefits even though we own the land. The government could do something else. We want the ejidos to develop their own projects,” he said.

But López Obrador appears to be in a hurry to move forward with the Mayan Train, and on Dec. 16 he laid the first stone in the city of Palenque, Chiapas, without waiting for Fonatur to present the environmental impact assessment to the environment ministry.