OSITRAN shares the same legal framework as three other sector regulators created in the 1990s that places some limits on its autonomy. At its creation in 1998, OSITRAN was granted with technical, administrative, economic and financial autonomy but the regulator was placed under the Ministry of Transport instead of being created as an arms-length agency. In 2000, Law No. 27332 (Framework law on regulatory agencies for private investment in public utilities, Ley marco de los organismos reguladores de la inversion privada en los servicios públicos, LMOR) recognised the technical, administrative, economic and financial autonomy of all four Peruvian economic sector regulators1 and placed them under the Presidency of the Council of Ministers (Presidencia del Consejo de Ministros, PCM). These sector regulators, while autonomous to a degree, depend on the PCM for approval of internal procedures such as changes to internal organisation or staff travel.
OSITRAN was created in 1998 to oversee private investment in transport infrastructure for public use and the sectors under its purview have expanded over the past twenty years. At its creation, the regulator was given a mandate in four sectors (airports, ports, railways, roads) and granted powers to supervise concession contracts, set and review tariffs and provide non-binding technical opinions on transport infrastructure of national scope. In 2011, the supervision of passenger public services in the Lima and Callao Electric Transport System (the Lima metro) was added to OSITRAN’s portfolio. The latter is the only sector in which it regulates the provision of services, but without the ability to set and review passenger tariffs, a ministerial competence. In 2017, the supervision of the country’s first waterway, the Amazonian Waterway, was added to OSITRAN’s portfolio.
OSITRAN has an important role in the supervision of the Public-Private Partnerships (PPP) that govern most of Peru’s transport infrastructure but contracts are written and awarded by other actors. Contracts are awarded by the Ministry of Transport and Communications (Ministerio de Transportes y Comunicaciones, MTC) and written by ProInversión, in co-ordination with MTC. These contracts may be co-financed by the state or self-sufficient relying solely on private investments. Since 2018, a new design process of PPP contracts allows OSITRAN to emit opinions on initial versions of contracts; previously, this has only been possible ex post once contracts had been negotiated and finalised. The OSITRAN Board of Directors must issue a prior technical opinion on concession contracts at the request of ProInversión, as well as on any contract amendments at the request of the MTC. While these opinions are not binding, the regulator reports that its opinions are mostly taken into account. By law, OSITRAN holds the exclusive power to interpret contracts in case of dispute. Generally, tariffs are set by concession contracts and therefore principally by ProInversión and MTC, but in a few cases contracts assign this function to OSITRAN during implementation (for example, in the case of three road concession contracts, OSITRAN defines the level of tolls).
In delivering on its mandate, OSITRAN covers many functions which may spread its resources too thin. In carrying out its mandate supervising concession contracts, OSITRAN supervises the efficiency of public works (in the case of co-financed investments) and is responsible for monitoring the delivery of investment and the quality of services. More recently, it has also strengthened its focus on empowering and better informing users of transport infrastructure, as evidenced by its current strategic framework (Figure 1). While all of these activities are relevant to the overall performance of transport infrastructure, there may be scope for a more strategic focus and targeted use of OSITRAN’s specialised resources on outcomes (i.e. investment and quality of service). This is even more relevant in a context of restricted resources and central government austerity measures.
OSITRAN counts with a good technical reputation but its identity has been scarred by serious corruption scandals involving infrastructure investments in Peru over the past decades. Serious and far-reaching corruption scandals have rocked Peru since 2018 regarding contracts awarded by the state. Many of these have involved the transport sector. These scandals has implicated the highest levels of government and some cases have directly involved OSITRAN, although final investment decisions have not been taken by the regulator. The untangling of the massive webs of corruption in Peru and across the Latin American continent has eroded trust in public institutions and has also impacted OSITRAN’s identity and internal culture. The regulator has begun addressing gaps in staff morale but more needs to be done to bring staff together behind a common sense of purpose. The creation of a proud and united institution that counts with ambitious pro-integrity and anti-corruption measures can elevate OSITRAN above the blows it has been dealt over the years and form the basis for rebuilding trust with external stakeholders.