Mexico City Metro overpass collapse

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Mexico City Metro overpass collapse
The bridge lies collapsed in a V-shape, with two train cars on each side of the tracks.
Investigators on site the night of the collapse
Details
Date3 May 2021 (2021-05-03)
22:25 CDT (UTC-5)
LocationTezonco–Olivos elevated interstation
Tláhuac Avenue, Tláhuac, Mexico City
Coordinates19°18′18″N 99°03′41″W / 19.3049°N 99.0613°W / 19.3049; -99.0613Coordinates: 19°18′18″N 99°03′41″W / 19.3049°N 99.0613°W / 19.3049; -99.0613
CountryMexico
LineLine 12
OperatorSistema de Transporte Colectivo (STC)
Incident typeRailway collapse
CauseLack of functional studs and poor welds that led to fatigue in the collapse point
Statistics
Trains1
Vehicles1
Crew1[2]
Deaths26[1]
Injured79

On 3 May 2021, at 22:25 CDT (UTC−5), an overpass carrying Line 12 of the Mexico City Metro collapsed beneath a passing train in the borough of Tláhuac. The overpass and the last two cars of the train fell onto Tláhuac Avenue near Olivos station, killing 26 people and injuring 79 others. It was the Metro's deadliest accident in almost fifty years.

The line presented technical and structural problems that led to a partial closure of the elevated sections–where the accident occurred–between 2014 and 2015. The line was announced in 2007 as an underground line with the possibility of operating with rubber-tired trains and was scheduled to be opened by 2010. Due to budget and time constraints, however, the project was modified to operate both underground and overground with steel-wheeled trains. Empresas ICA in association with Alstom Mexicana and Grupo Carso, the latter owned by businessman Carlos Slim, were contracted for the construction. An earthquake in 2017 further damaged the span, and although it was repaired within a few months, local residents reported that problems still existed years later.

DNV, a Norwegian risk management firm, was hired to conduct an investigation to find out the causes of the collapse. Their preliminary investigations suggested that it was related to deficiencies in the construction of the bridge. They further found that the lack of functional studs coupled with poor welds led to fatigue in the beam that collapsed. Although Carso was the company responsible for the construction of that section, the group denied any wrongdoing. Nonetheless, Slim agreed with the government of Mexico to repair the section free of charge. The office of the city's attorney general filed charges against ten former officials involved in the construction and supervision of the project in December 2021 and are awaiting trial for manslaughter, injury and property damage.

Background[]

Metro system[]

Main article: Mexico City Metro

The Sistema de Transporte Colectivo (STC) operates the Mexico City Metro,[3] one of the busiest in the world, carrying around 4.5 million passengers a day.[4][5] Commencing operations in 1969, it is the second-largest metro system in North America, after the New York City Subway system.[6]

Prior to the crash, the system had shown signs of deterioration, with general concerns being expressed about its maintenance.[7][8] In March 2020, two trains collided at Tacubaya station after one driver did not follow protocols and the train's brakes failed.[9] In January 2021, a fire in the Metro's downtown headquarters killed a police officer, hospitalized 30 people,[6][7] and took six subway lines out of service for several days.[10][11] In April, Line 4 was shut down after a fire on the tracks.[12]

In December 2018, Florencia Serranía was appointed to the position of STC general director by the mayor of Mexico City, Claudia Sheinbaum. Serranía had served in the same position from 2004 to 2006 during the governorship of Andrés Manuel López Obrador, who would later be the president of Mexico when the collapse happened.[13] From 2020 to April 2021, the deputy director-general of maintenance remained unassigned and Serranía assigned herself as manager of the position.[14][15]

Line 12[]

Main article: Mexico City Metro Line 12
A map showing the route and stations of Line 12
Line 12 map

Line 12, also known as the Golden Line in reference to its color on the system map, runs from south-central Mexico City to the semi-rural southeastern borough of Tláhuac, serving roughly 350,000 passengers per day.[8] As of March 2022, it is the newest line on the Metro.[7] Empresas ICA co-built it in association with Alstom Mexicana and Grupo Carso.[16] The head of government of Mexico City, Marcelo Ebrard, announced it in August 2007,[17] and its construction began in September 2008.[18] The opening was expected to coincide with the 200th anniversary of Mexico's independence in 2010,[19][20] but it suffered multiple construction delays before its inauguration in October 2012 by Ebrard and president Felipe Calderón.[7][21][22] The project's cost of MX$26 billion (US$1.29 billion as of 2021) exceeded projections by about 50 percent.[21][23]

Line 12 runs underground through the more central parts of the city and is elevated in the outlying areas.[24] Originally, the line was planned to be built mostly underground. It would have had 23 stations; 20 of them would have been underground—from Mixcoac to Nopalera—and the last three—Zapotitlán, Tlaltenco and Tláhuac—were planned as at-grade stations.[25] Due to budget constraints, the project was modified to have nine underground stations from Mixcoac to Atlalilco, nine elevated stations from Culhuacán to Zapotitlán, and two at-grade stations, Tlaltenco and Tláhuac.[19] The elevated interstation sections were built with concrete columns that carry two parallel metal beams in order to support the girders; the foundations are built on rocky soil.[26]: 54 

Rolling stock[]

Main article: FE-10 (Mexico City Metro)
A steel-wheeled train leaves a station.
An outbound FE-10 at Calle 11 station

The FE-10 model, by Construcciones y Auxiliar de Ferrocarriles (CAF), is a train exclusively used on Line 12. The model uses steel wheels, which differentiates it from the other lines in the system (with the exception of Line A) as they use rubber tires. Francisco Bojórquez, the then-general director of the Metro system, recommended using rubber tires because he considered them to be a more secure option. However, an internal Labor Commission disagreed with his opinion and supported the steel ones as they were cheaper.[27] The line was designed in a similar way to Line A, taking into consideration the specifications of Bombardier trains, which have a width of 2.50 meters (8 ft 2 in) and a weight of 170 metric tons (170 long tons; 190 short tons) per railcar. The FE-10 trains, nevertheless, are wider and heavier. They are 2.80 meters (9 ft 2 in) wide and have a weight of 240 metric tons (240 long tons; 260 short tons) per railcar.[28][29] They have a capacity of 1,900 passengers and they are gangway models, allowing users to change from one car to another.[26]: 40 

CAF received a concession for the trains from 2010 to 2026 with a US$1.588 billion contract, becoming the first time that the STC did not buy the trains directly.[30] The agreed price must be paid regardless of whether the line is in operation or not.[31] SYSTRA, a multinational engineering and consulting group, wrote that train operations were within the accepted limits of safety.[32] Technischer Überwachungsverein recommended to replace the trains due to the excessive wear of the wheels and rails caused by the mismatching between both.[33]

Issues[]

A picture of Line 12's overground track with a train passing by.
The Olivos–Tezonco viaduct in 2016. The accident occurred near the Vips and Walmart signs, which can be seen on the far left.

From the start of service, Line 12 faced problems with trains on its elevated sections. Prior to the start of pre-operational testing with trains, topographic monitoring detected subsidence on several columns.[29] Personnel recorded vibrations on the tracks in the Tláhuac borough area. Passenger testing began in June 2012 and the Metro system recorded in the subsequent months around 10,000 ties damaged due to vibrations.[29] The operations necessitated speeds as low as 5 km/h (3 mph) on some segments and a congressional report noted that the unprotected rails coupled with wheels that do not meet the required standards could derail the trains.[7][21] In March 2014, the elevated section was closed for 20 months to repair technical and structural faults.[7][34] The government of the city created a special board to investigate the causes of the problems and to held officials accountable for the errors that led to the partial closure.[35] Among those investigated was Ebrard, who went into self-imposed exile in France in 2015, saying that he was the target of a political vendetta created by Miguel Ángel Mancera, his successor.[36][37][38] In total, 33 officials and ex-officials were sanctioned with disqualifications from public work, fines, or both, including Enrique Horcasitas, the director of the Line 12 project.[39]

SYSTRA was hired to independently submit a report on their investigation in 2014. After they reviewed over 2,900 documents and tested the tracks,[40] the group concluded that errors were present during the "planning, design, construction and operation" of the line.[41] In a non-public report published by SinEmbargo.mx after the collapse, SYSTRA added that the wear and tear of the work was unusual for a project no more than two years old, which they attributed to "mediocre quality" works. The group concluded that to avoid future problems, the Metro system would need to correct the origin of the wear because repairs would be impermanent fixes and the defects would return again. They further informed that the authorities were not able to ensure that the facilities would have a "lasting maintenance" and suggested to them to create a maintenance manual based on the needs of the line to maintain it perpetually.[42]

In 2015, the Superior Auditor of the Federation (Auditoría Superior de la Federación; ASF) concluded that the construction process presented 12 irregularities, including the incompatibility between the train wheels and the rails, which could cause instabilities in the track, and that train operations were within the accepted limit of safety.[43] According to Serranía, French company Tricaud Societé Organisé (TSO) was contracted in 2016 to maintain the daily operating conditions of the line's fixed installations and it did not report any concerns before the collapse.[44] The total cost to address these problems amounted to over MX$1.2 billion.[45]

The 2017 Mw7.1 Puebla earthquake damaged the line's tracks and forced six stations, from Tezonco station to the eastern terminal, to close temporarily.[24][46] Tezonco and Olivos stations were reopened three days later, with the latter serving as the provisional terminal station for about a month while the remaining stations underwent repairs.[47][48] According to collaborators from the Associated Press, experts suggested to them that the line needed to be closed and inspected thoroughly rather than being reinforced.[24] The ASF made observations of damage to the section which ultimately collapsed.[49] Residents had reported in 2017 that the structure presented visible structural cracks. Transport authorities made repairs following these complaints.[4] They also repaired a column between Olivos and Nopalera stations that showed cracks in its base in January 2018.[50][51] Before the 2020 COVID-19 pandemic, residents provided photos and videos to the authorities for them to review the bridge.[52] By the end of 2019, engineering company Ingeniería, Servicios y Sistemas Aplicados conducted a study of the structural and geotechnical behavior of the overpass, finding no risk to the line's operation.[44]

Collapse[]

Multiple concrete columns and girders under construction.
Line 12 bridge under construction in 2010 a few meters from Olivos station. The accident occurred when a steel girder, similar to those pictured, collapsed.

On 3 May 2021 at 22:25 CDT (UTC−5),[53] an eastward-bound train was passing on the elevated section of track between Olivos and Tezonco stations in Tláhuac.[54] Around 220 meters (720 ft) before reaching Olivos station,[55] the section between columns 12 and 13[56] collapsed when girder failed and broke in half, causing the last two train cars to fell off the track.[57][58] The fallen cars ended up suspended in a V-shape with one train car hitting the ground and the other left dangling.[21][59] Debris fell onto an automobile traveling on Tláhuac Avenue, killing the driver and injuring his wife.[60] The overpass was about 5 meters (16 ft) above ground level but was situated above a concrete median strip, which minimized casualties among motorists and pedestrians on the ground.[53]

A total of 26 people died in the collapse (15 of whom died at the scene)[61] and 79 others were hospitalized, of whom seven were initially described as in serious condition.[1][59] It was the Metro's deadliest incident since 1975, when a collision between two trains killed 31 passengers;[62] it was the system's third fatal accident in fourteen months.[57] After the collapse, approximately 22 people were reported as missing.[63] By 6 May, the number decreased to five people unaccounted for.[64] According to the government of the city, they were most likely not on board as they had been missing since days before the accident.[65]

According to Rodrígo García, the train driver, meters before arriving at Olivos station, he perceived a jolt in the train and subsequently his control board indicated a power failure. García activated the emergency brake, got out of the cab and saw smoke and passengers leaving the train in the last car. The control center asked him to verify the situation and to reassure the passengers if necessary. He was subsequently notified of the collapse. In the fifth and last available car, García found injured and unconscious people. He estimated that the train was three-quarters full.[66]

STC warned residents to avoid the area.[67] Immediately, witnesses began rescue efforts[52][68] and were later joined by first response teams.[69][70] Neighbors offered the rescuers coffee, water, and bread.[71][72] A shopping mall in the zone emptied its parking lot and let authorities set up a control post.[73] Rescue maneuvers were stopped after a few hours as the structure was unstable.[74] A crane was dispatched to hoist sections of the train while search and rescue teams worked to find survivors.[75] The first train car was removed the next day at 09:20 CDT (UTC−5) and the second before 14:00 CDT (UTC−5) later that day.[73] By the end of May, the debris had been removed.[76][77]

Immediate aftermath[]

One of the railcars is being lifted by a crane. Behind it, the second railcar still hanging. Below them, a car is seen below the debris.
A railcar being lifted the day after the accident

Service on the entirety of Line 12 was suspended.[78][79] It was replaced with 490 city buses, which were insufficient to meet passenger demand. To complement the service, the city contracted buses from the company Autobuses de Oriente,[80] and approved temporary routes toward Tasqueña, Universidad,[81] Atlalilco,[82] and Coyuya metro stations.[83]

The federal government declared three days of national mourning.[84] The office of the federal Attorney General (FGR), its Mexico City counterpart (FGJCDMX) headed by Ernestina Godoy Ramos, and Norwegian risk management firm DNV were appointed to investigate the collapse.[85][86] Sheinbaum said the families of those killed would receive MX$700,000 (US$35,000) each, including MX$50,000 (US$2,500) from the city and MX$650,000 (US$32,650) from the Metro.[85] The indemnity increased to MX$1,870,000 per family later on.[87]

When Serranía was asked about satellite images that showed the section was slightly warped, she said: "There is no such information, it is not true".[44] She declined to resign from her position when asked about it.[62] National Regeneration Movement (MORENA), the ruling party of Mexico, voted against creating a special commission to investigate the collapse, adding that it is a "scavenger" proposal as the collapse had no "urgent and obvious resolution".[88]

The general secretary of the Mexican Union of Metro Workers announced that around 8,000 workers would go on strike due to unsafe working conditions.[6][62] Social media users reported structural damage at other elevated stations, including Oceanía, Consulado and Pantitlán. Sheinbaum said they would be examined accordingly.[89]

The current and former heads of government of Mexico City, Sheinbaum and Ebrard, are both protégés of president López Obrador, and have been considered leading candidates of the MORENA party for the presidential election in 2024.[90] However, their ambitions may be curtailed as a result of this incident, as the construction of Line 12 had been overseen by Ebrard and was considered his "signature infrastructure project", while Sheinbaum had over two years to address concerns regarding the line's condition and make sure that the line was properly maintained.[6][23][90]

Reactions[]

Twenty-six crosses with the names of the deceased are on the protective fence of Olivos station.
Day of the Dead altars in honor of the victims at Olivos station

Minutes after the collapse, Sheinbaum went to the accident site.[91] Ebrard, the Secretary of Foreign Affairs when the incident happened, said on Twitter, "What happened today in the Metro is a terrible tragedy ... My sympathy to the victims and their families".[92] The following morning, president López Obrador gave his condolences and said, "Nothing will be hidden, we should not fall into speculations ... no accusations will be made without evidence".[57][93] Carlos Slim's Grupo Carso, the main constructor of the Periférico Oriente–Zapotitlán section, announced that they would wait for the official expert analyses before offering any statement on the incident.[94][95]

Protests[]

The following days, protesters who were upset over the collapse and responses vandalized several stations, breaking glass platform partitions and painting slogans such as "It wasn't an accident – It was negligence" on station walls.[96][97] Demonstrators marched from Periférico Oriente station to the accident site with banners that read "It was not an accident, those responsible have first and last names" and "Corruption kills and the dead are always the people".[98] Local residents set up an altar in the nearby shopping mall.[99] On 7 May, hundreds of protesters held a vigil at the scene of the accident, demanding justice.[100]

Investigations[]

Four male investigators look at one of the collapsed girders.
Investigators of the Attorney General of the city on site

Journalists from The New York Times published an investigation on 13 June 2021. The team suggested that the collapse was due to a chain of errors originating in its planning. They stated that the line was built in a rushed manner as the end of the administration of Ebrard was approaching. They suggested that the installation of steel studs failed due to bad welds and that after the 2017 earthquake, audits revealed that there were errors of origin, qualified as "authorized poor quality work", including improperly poured concrete and lack of steel elements.[101] Sheinbaum criticized the article and said she did not leak information to a journal that denounced the Fourth Transformation—the president's political platform.[102] Ebrard said the collapse was not caused by structural faults, but due to the lack of maintenance.[103]

Three days later, DNV published their first expert's report. Preliminarily, the firm found structural faults linked to six construction deficiencies:[104]

  • A poor welding process of Nelson studs.
  • Porosity and lack of union in the stud–beam joint.
  • Lack of Nelson studs in the beams that span the bridge assembly.
  • Different types of concrete were used on the girder.
  • Unfinished and/or improperly executed welds.
  • Supervision and dimensional control in fillet welds.

DNV published four lines of research: "Was the design appropriate for the L12 system?", "Did the construction materials meet the design requirements?", "Did the construction performance meet design requirements?", and "Other possible contributing factors, such as: operation, repairs and rehabilitation".[104] According to El Financiero, the original first expert excluded at the "last minute" four additional lines of research: "lateral-torsional buckling of the steel beams", "crushing of the concrete slab", "influence of loads from the railroad system", and "lack of infrastructure maintenance".[105]

DNV reported that fewer studs were used than those required to support the structure and that the concrete that covered them might have been faulty.[106] The firm also noticed that supervisors issued an alert in August 2010 related to the construction of the Tezonco–Olivos overpass. It stated that only ten reinforcement bars were to be used in the bridge, although the project plans originally specified twenty of them.[107] DNV was expected to deliver their second expert report on 14 July, which was set to include the immediate cause of the accident, and by the end of August, their third and final report, which would include the root cause as well as recommendations for Line 12's reopening.[108][109] The group postponed their second report until 7 September 2021. In their 180-page investigation, DNV concluded that the collapse was caused by the lack of functional Nelson studs in the stretch, which lead to the buckling of north and south beams. This led the girders to work independently from each other in conditions for which they were not created, thus driving the distortion to the central transverse frame causing fatigue in the support. Bad distribution of the existing studs and poor welds in the zone further contributed to the collapse.[110][111]

In their investigation, the FGJCDMX found similar results to those of DNV. Their report indicated that the shear bolts that joined the slabs to the beams were misplaced and even in some cases the bolts and beams were not fused, leading to distortion-induced fatigue. The attorney concluded that the collapse occurred when the eastbound beam suddenly yielded and dragged the westbound beam in 1.9 seconds.[112][113] According to a study carried out by specialists hired by the attorney general's office, the collapsed section had 65 percent of the required bolts.[114] In a related study, specialists could not find evidence of inspection reports of problems related to the bridge and that if these examinations had been carried out in a specialized manner through appropriate maintenance, the existing malformations and defects would have been detected.[115]

The College of Civil Engineers of Mexico (Colegio de Ingenieros Civiles de México; CICM) conducted independent studies of Line 12, except for the collapsed area. They observed that the bridge has two different types of girders: from Culhuacán to Calle 11 stations—built by ICA[116]—the section uses concrete girders, and from Periférico Oriente to Zapotitlán stations—built by Carso[94][116]—the overpass uses steel girders. They also found that 68 percent of the elevated section has minor and common deficiencies, while the remaining 32 percent—all within the section between Periférico Oriente and Zapotitlán stations—presented vulnerabilities that require additional analyses. These include poor welds, improper spacing between beams, fissures in columns and beams, and irregularities in the support of the steel structure.[116][117]

Planned reopening[]

Service on the entirety of Line 12 has remained closed since the night of the accident as of March 2022. According to Sheinbaum, its reconstruction is expected to be completed by 2022.[118]

A week after the collapse, the STC planned to reopen the underground section.[119] In June 2021, Sheinbaum discussed with ICA and Carso the possibility of them giving money for the rehabilitation of the elevated section.[120] On 22 June, López Obrador met with Sheinbaum and Slim, and they agreed that Slim would help with the rehabilitation process, which López Obrador said should be carried out "as soon as possible",[121] and "that within a year at the latest, Line 12 will be back in operation with full safety".[122] A week later, López Obrador said that Carso agreed to rehabilitate the collapsed section free of charge,[123][124] and Slim commented: "I am convinced that [the line] was made with the best structural engineers of Mexico, who did the calculations, the design, and if you recall it, in October 2012, around November [...] the project was approved, which was performed by international experts, and for that, I am convinced that it has no inherent vices. So much so that the President of the Republic, the head of government and the head of government-elect boarded it, and they invited us and lots of people to travel, we traveled around 12 kilometers (7.5 mi)".[a]

In their report, the CICM recommended not to reopen the line unless a reinforcement and rehabilitation project is conducted.[126] The institute further advised to not reopen the underground section alone because the railway workshops are needed for train maintenance and they are located after Tláhuac station.[127]

Reconstruction work on the collapsed section started on 16 February 2022.[128] A total of 6.7 km (4.2 mi) will be strengthened with column reinforcements and supports based on struts, diaphragms and tensors. In addition, a girder located 200 meters from the accident site will be dismantled and rebuilt.[129]

Aftermath and litigation[]

After the release of the first DNV report, Grupo Carso lost 7.8 billion pesos on the Mexican Stock Exchange.[130] The company further lost 2.7 billion pesos after they announced they would rebuild the collapsed section.[131] Florencia Serranía was removed from her position on 28 June 2021 and was replaced by Guillermo Calderón, the Servicio de Transportes Eléctricos general director.[132] Days prior to the delivery of its second report, DNV filed a complaint with the FGJCDMX due to a breach in the chain of custody of a package containing evidence that was sent to the United States for further studies. When the package returned to Mexico, the box containing the samples had been violated, potentially affecting the investigation.[133]

The FGJCDMX began an investigation against eleven welders and two supervisors in August 2021.[134] The office announced in October 2021 that charges of manslaughter, injury and property damage will be brought against Enrique Horcasitas, project director of Line 12, and nine former officials and supervisors—several of them were disqualified in 2014 and 2015 from holding any public role in Mexico City for their participation in the planning and construction of the line.[135][136] Horcasitas' defense said that the errors occurred when the city preferred to make modifications to the original project, including the contracting of companies other than those stipulated and that it had not been properly maintained since its opening.[137] According to the attorney, who is also defending four others, the Spanish version of DNV's report omits information related to maintenance on the line.[138] The ten ex-officials were formally charged in December 2021 and are awaiting for trial.[139]

Carso estimated that the reconstruction and reinforcement of the line's bridge will cost the company MX$800 million pesos.[140] In November 2021, the group revealed that in 2010 it subcontracted the stud welding company J. J. Jiménez, S. A. de C. V. and that Carso subsequently supervised the work through a verification system that evaluated the welding of the studs, their alignment, and their final position.[141]

By February 2022, 80 percent of those involved had received indemnification from Carso's CICSA division on a deal in which none would take legal action or request further amounts in the future. The range of compensation varied according to the seriousness of the injuries from 450,000 pesos (US$21,600) to 6 million pesos (US$290,000)—the latter for the families of the deceased. The company also reserved the right to charge back the sums to those found legally responsible for the collapse.[142][143][144] The remaining 20 percent are in the process of taking legal action against Carso.[145]

Notes[]

  1. ^ Original text in Spanish: "... estoy convencido de que la hicieron los mejores calculistas de México, hicieron los cálculos, el diseño y si recordarán en octubre de 2012, por ahí de noviembre [...], se dio el visto bueno al proyecto, lo que se había hecho por expertos internacionales, lo cual estoy convencido que desde su origen no tiene vicios. Tan es así que se subió el presidente de la República, el jefe de Gobierno y el jefe de Gobierno electo y nos invitaron a muchas gentes a recorrer, recorrimos como 12 kilómetros."[125]

References[]

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  142. ^ Camhaji, Elías (31 January 2022). "Carlos Slim's company pays out thousands of dollars to Mexico City metro tragedy victims to prevent further lawsuits". El País. Translated by Kitson, Melissa. Archived from the original on 4 February 2022.
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  145. ^ Pantoja, Sara (2 February 2022). "Fiscal llama a todas las víctimas de la Línea 12 a firmar el acuerdo con Slim" [Attorney general calls all victims of Line 12 to sign agreement with Slim]. Proceso (in Spanish). Mexico City. Archived from the original on 3 February 2022. Retrieved 2 February 2022.

Further reading[]

External links[]

External video
video icon The collapse
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