Jaime Romero Bonilla Takes Helm of Lima’s Urban Transport Authority Amid Leadership Instability
The Urban Transport Authority for Lima and Callao (ATU) has a new president, Jaime Romero Bonilla, following the resignation of David Hernández Salazar. Romero becomes the sixth leader of the agency since its founding, tasked with modernizing and improving the efficiency of public transport in the Peruvian capital. The frequent turnover in leadership—averaging 443 days per president—raises concerns about the long-term stability needed for substantial reform.
Established on December 28, 2018, through Law No. 30900, the ATU functions as a specialized technical body under the Ministry of Transportation and Communications (MTC). Humberto Valenzuela Gómez served as its inaugural president, holding the position from June 19, 2019, to October 16, 2019. Since then, the agency has experienced a revolving door of leadership.
María Jara Risco, a lawyer and former transport official, followed Valenzuela, serving for 110 days until May 12, 2023. She was then replaced by economist José Aguilar Reátegui, appointed by the MTC. Initially, the mandate for these positions was set at five years, as stipulated by Law No. 30900. However, a Supreme Decree issued on May 11, 2023, altered the terms, allowing for the removal of board members due to a loss of confidence from the proposing authority. This change introduced uncertainty regarding the duration of future appointments.
Aguilar Reátegui’s tenure lasted 324 days, concluding with his resignation on April 2, 2024. He was succeeded by Marybel Vidal Matos, previously the ATU’s Infrastructure Director. Vidal, in turn, was replaced by David Hernández on September 5, 2024, after also resigning from the position. Consequently, over the past three years, ATU presidents have averaged just 267 days in office.
Hernández’s Legacy: Route Renewals and Integrated Fares
Experts have highlighted key achievements during David Hernández’s brief leadership. Alfonso Flórez, General Manager of the Transitos Foundation, praised the renewal of qualifying titles for public transport companies for five-year terms. This allowed companies to access bank financing for fleet modernization, with potential extensions to 13 or even 19 years for vehicles utilizing GNV, hybrid, or electric energy sources. “The instability in the transport system is due to the fact that the authorization of the routes is governed by 70% by the affiliate commission model, which is informal,” a senior official stated.
Hernández also oversaw the approval of the Route Regulatory Plan for Lima and Callao, which aligned routes with travel demand. This resulted in the renewal of 456 routes, the merging of five, and the creation of four new routes earlier this year. Furthermore, two “Green routes” were implemented to improve connectivity in areas with prevalent informal transport services, connecting Lima with Callao and San Borja with San Isidro.
Another success, according to Roberto Vélez, a specialist in transport and urban mobility, was the expansion of four metropolitan stations in Lima Norte—University, August 22, Andrés Belaunde, and Los Incas—adding 7.4 kilometers to the network. Angel Mendoza, representing the Red Corridor, emphasized Hernández’s achievement in establishing an integrated fare between the Red and Purple Corridors. This new system, slated to launch this month, will reduce the cost of travel for commuters transferring between the two corridors from S/5.20 to S/3.50, depending on the route.
Challenges Remain: Exclusive Lanes and Political Interference
Despite these advancements, challenges persist. Flórez noted that, like his predecessors, Hernández was unable to secure exclusive lanes for the complementary corridors, which continue to be encroached upon by other transport lines and informal operators.
The high rate of leadership turnover is a significant concern. According to studies cited by Flórez, Lima’s public transport system is outdated, requiring a long-term, sustained management approach. “The reform of urban mobility in Lima requires a plan that applies, at least, for 20 years; You have to go hand in hand with planning and management that is sustained over time. Having a new president practically every year does not get it,” he explained. Vélez concurred, stating that a mandate of less than five years prevents a proper evaluation of a president’s accomplishments. “In no part of the world can thus achieve acceptable management,” he added.
Flórez attributes the frequent changes to political, rather than technical, management of the position by the Executive branch. He believes evaluations should be based on technical merit, but are often politicized. Experts also point to external pressures, including a bill proposed by Congresswoman Patricia Chirinos to eliminate the ATU and return transport management to municipal authorities, a move Vélez warns would be a “5-year setback” for the city.
Romero’s Path Forward: Stability and Sustainable Funding
Looking ahead, Vélez believes Jaime Romero’s primary challenge is to defend the ATU’s role in reforming and modernizing transportation against those seeking its dissolution. He stressed the need for stable technical teams—lawyers and economists—and support from the Ministry of Economy.
Flórez emphasized the importance of securing state subsidies for public transport contracts, mirroring the model used for Lines 1 and 2 of the Lima Metro, rather than relying on self-sustaining systems. He also called for ensuring the exclusivity of routes for the three complementary corridors and the addition of two more. “We need the yellow corridor to be reactivated…and the Green Corridor must be promoted,” Mendoza added.
Ultimately, the success of Jaime Romero’s presidency will depend on his ability to navigate these challenges and establish a period of sustained, technically-driven leadership for the ATU, a crucial step towards modernizing Lima’s public transport system.
