The Evolution of Public Transportation in Lima, Peru

Lima is described as a megalopolis with over 10 million inhabitants, known for its coastal location, divine gastronomy, colonial past, and unfortunately, for having one of the world's most violent and chaotic traffic situations.

During the Viceroyalty period, private transportation like carriages, coaches, and balancines were prevalent. Public transportation emerged in the 17th century due to the increasing vehicular traffic congestion in Lima, with over 1000-2000 carriages causing issues on narrow streets.

After the devastating 1746 earthquake in Lima, public transportation evolved significantly. The loss of carriages led to the rise of rented transportation services, marking a shift towards a more organized public transport system in the city.

Balancines were heavy two-wheeled carriages pulled by two horses and driven by a conductor, often used for events like the Amancaes festival or trips to Callao and Chorrillos. The conductors, usually Afro-descendants, were known for their singing to the horses, providing a unique touch to the transportation experience.

The phrase 'tan flaco como caballo balancin' originated in Lima when a journalist and city connoisseur observed that the horses used for transportation were thin, leading to the popular saying. The carriages in Lima varied in design, with some having four wheels (carruajes) and others having two wheels (balancín). These carriages were commonly used, with the two-wheeled ones being more prevalent due to their affordability.

In 1799, public transportation services began in Lima with the establishment of public coaches that operated on the Lima-Callao route. These coaches, known as 'coches públicos,' had set fares and marked the start of public transportation in Lima. Subsequently, public coaches extended their services to other areas outside the walled city, such as Chorrillos, with a notable increase in public transportation options.

In the early years of the Republic in 1827, a public passenger carriage service was introduced between Lima and Callao. This service, departing from Callao at 4 PM and returning the next morning at 9 AM, utilized a large closed carriage for six to eight passengers. Advertisements referred to this service as 'Ómnibus,' marking the transition towards modern public transportation in Lima.

By 1851, a public transportation service was established in Lima, departing from Plaza Mayor and connecting various points in the city. However, this service faced challenges and ultimately failed due to issues such as old, dirty carriages, poorly dressed drivers, and thin horses. The negative reputation of the famous cocheros, who were known for mistreating animals and being rude, contributed to the decline of the public transportation system.

In the mid-19th century, Lima saw a significant increase in public transportation services, particularly with the rise of cocheros. These cocheros had a notorious reputation for mistreating animals, using foul language, and even running over pedestrians. Reports in newspapers often highlighted their misconduct, reflecting the deteriorating state of public transportation in Lima at that time.

In 1858, new carriages known as 'coches de plaza' were introduced to the Plaza de Armas, replacing the business of 'balancines'. These carriages, also called simones, provided better quality service, but users frequently complained about the drivers' arbitrary and excessive charges.

In the mid-19th century, the Lima Callao railway was built with private English capital and support from the Peruvian government. This significant project accelerated Lima's growth, with the railway being inaugurated on April 5, 1851. Initially, 373 passengers used the service, quickly growing to 667 passengers, marking the start of mass passenger transportation.

On March 24, 1878, the 'tranvía de sangre' or 'blood tram' was inaugurated. This tram was pulled by horses and mules instead of machines. Its route extended from Los Descalzos in Rimac to the Parque de la Exposición, now known as Parque Neptuno. The use of animal traction led to unpleasant conditions along the route due to excrement and urine.

In 1874, the Municipality of Lima issued regulations governing private and rental carriages. These rules mandated annual vehicle inspections, vehicle numbering, and driver registration, setting a precedent for modern technical inspections, license plates, and driver's licenses.

The first tram station was located at the current Paseo de Aguas, where workshops for tram carriages and stables for horses were situated. The tram service operated using horse traction, standardizing transportation through rails in the city.

In the early 20th century, Lima transitioned from horse-drawn trams to electric trams for modernizing the transportation service. The municipal government contracted the Urban Railroad Company in 1904 to inaugurate the Lima to Barranco tram route, which later extended to Chorrillos.

In 1904, the Lima-Chorrillos tram company was established as a result of an association of various electricity-generating companies in Lima. This tram service was a collaboration of influential Lima families and was granted a monopoly by the associated electric companies.

The electrification of Lima's tram system in the early 20th century marked a shift from horse-drawn to electric trams, aligning with other Latin American cities. This transition allowed for more efficient and modern transportation, enhancing the city's connectivity and urban development.

By 1906, tram routes began operating in Lima's city center, connecting various parts of the city, including suburban areas like Barranco and Chorrillos. The tram network facilitated intra-city and interurban travel, contributing to the city's growth and accessibility.

By 1920, Lima's tram system faced challenges as it operated seven lines covering approximately 40 km of tracks with a fleet of 250 wagons. Competition from motorized vehicles like cars and buses posed operational cost advantages and flexibility, leading to a decline in tram usage.

During the government of Guía, famous roads like Avenida de Progreso, Avenida Colonial, and Avenida Venezuela were constructed to facilitate transportation from Lima to districts like Magdalena, Barranco, and La Victoria. These roads aimed to move cars out of the city, as initially, cars were mainly used for public transport to take people from resorts to Lima. In 1921, there was a shift in transportation modes in Lima from trams to more flexible options like Combis, micros, and buses, which offered greater capacity and lower maintenance costs.

Around 1921, there was a transition in Lima from trams to modern transportation modes like microbuses and taxis. The introduction of microbuses provided services from Lima to Miraflores along Avenida Arequipa, marking a shift towards more flexible and efficient transportation options.

With the advent of automobiles, taxi services began in Lima around 1915, initially with regular cars that later evolved into taxis colectivos with added seating capacity. The increase in taxis and colectivos on Avenida Arequipa led to a decline in tram usage, with the number of buses rising from 160 to 400 units to meet the growing population's transportation needs.

In the early 20th century, some carriage drivers transitioned to become taxi drivers in Lima. By 1921, the first authorization for bus services was granted, marking a shift from tram monopolies to a more diverse public transportation system. The introduction of metal buses imported from the United States in the 1930s by companies like Inca SA and Perú SA further modernized the transportation sector in Lima.

In Lima, the first omnibuses in America were constructed using wood to accommodate 30 passengers. The initial buses were gondolas designed for 10 passengers. A famous bus known as 'La Perrera' is considered the first omnibus in Lima. Initially painted white as mandated by the municipality, later buses were painted yellow with red accents. They were required to display route names on the sides for passenger identification.

From the 1940s to the late 1960s, Lima experienced rapid and disorderly urban growth due to migration from provinces, leading to the emergence of peripheral neighborhoods. The population of Lima metropolitan area grew from over half a million in 1940 to over 2.5 million by the late 1960s. This uncontrolled expansion exacerbated a structural crisis affecting both tramways and bus companies, unable to cope with the increased demand for transportation services.

Bus transport companies, which began emerging in the 1920s and consolidated in the 1940s and 1950s, faced a crisis by the late 1950s, leading to bankruptcies. Similarly, tramways suffered a similar fate due to the city's impoverishment and rapid expansion, making their operations unprofitable. The accelerated city expansion in the 1950s and 1960s, especially towards the outskirts, strained bus companies as they had to cover longer distances for passengers with fewer resources.

The electric tramway in Lima started in the early 20th century but declined by the mid-20th century, with only 17.7% of the population using it for public transport. The majority preferred buses or collective taxis. By 1965, only 26 tramway machines remained, with companies facing debts and worker strikes. The inevitable end of the tramway was foretold in an article by journalist Germ Buse in El Comercio.

During the first government of architect Belaunde from 1963 to 1968, Lima saw the construction of two rapid transport routes: the Vía Expresa by Mayor Luis Bedolla Reyes and the Costa Verde. The major investment of the 1960s was the Vía Expresa, connecting Lima to established districts like San Isidro and Miraflores. Despite these efforts, the 1960s and 1970s still faced transportation inadequacies for a growing city.

In 1967, the San Juan de Lurigancho district, the most populous in Lima, was established. The population organized to self-supply transportation services. Cooperatives and a municipal transport company were created in the 60s, later absorbed by a state-owned transport company in the 70s.

By the 1980s, Lima's population reached around 5 million, with many residing in distant neighborhoods. Public transportation demand led to the emergence of microbuses and negotiations between providers and local organizations for transport access to the peripheries.

The overwhelming demand for transportation in Lima resulted in the rise of microbus committees, smaller vehicles like custer, combis, and shared taxis. Issues such as traffic congestion, disorganized routes, passenger mistreatment, and authorities' inability to regulate the system plagued public transport.

During the 1980s, under the government of Barrantes, over half of the municipal public investment in infrastructure was directed to peripheral areas of the city. This unprecedented focus improved road conditions, allowing buses to operate more efficiently.

In the 90s, a liberal discourse emerged advocating for reduced state involvement in public transport. This led to the closure of state-run services, transitioning from covering 20% to 0% of the city's mobility needs, with a push towards private investment to address the transportation challenges.

In the early 90s, the Municipal Transport Company of Lima and the central government implemented a concession system allowing anyone with a motor vehicle to transport passengers. This led to a flood of used vehicles like cars, micros, combis, buses, and custers, competing to serve a small number of commuters in a chaotic and unsafe environment.

Previously informal transport like combis became legalized under new laws, transitioning from pirate collectives to formal entities. The public transport company was liquidated during a crisis, resulting in a system with minimal state control and intense competition for passengers on the roads.

The liberalization of transport in 1988 led to a significant increase in vehicles, improving passenger comfort and reducing overcrowding. Initially well-received by the population, the proliferation of vehicles eventually led to congestion issues.

Mass layoffs with vehicle purchase incentives caused congestion in Lima. Municipalities and the government intervened to regulate transport, introducing orderly systems like the Lima Metro, metropolitan buses, and modern transport systems in the 21st century to alleviate street saturation.

The Metropolitano, inaugurated in 2010, marked a shift towards public provision of transport services with state involvement. It operates on a private-public partnership model, offering rapid bus transport on exclusive corridors connecting the north and south of Lima.

The discussion on introducing a segregated corridor in Lima began in 2004, but it was only implemented in 2010. However, the main issue is that after more than 10 years, Lima still only has one main route. In contrast, Bogotá expanded its coverage to over half of the transportation needs within the first 10 years of implementation, highlighting a significant disparity in progress.

The public transport system in Lima includes the metro, known as the electric train, which was inaugurated in 1986. By 2014, Line 1 connecting Villa El Salvador with San Juan del hrig was completed. Line 2, which is underground, began service at the end of 2023. Despite plans for a total of six lines, Lima's public transport system is considered deficient compared to other capital cities in South America like Buenos Aires, Bogotá, and Santiago de Chile.

Informality is a significant issue in Lima's public transport system, evident in the operation of combis, micros, and unauthorized stops. The lack of formalized stops and the presence of unauthorized pick-up points contribute to congestion and inefficiency. While some microbuses operate with authorization, there are also informal routes served by unauthorized collectives, highlighting the challenges of regulating and formalizing the system.

The public transport system in Peru faces long-standing challenges, leading to severe congestion in Lima. The resulting chaos not only affects travel efficiency but also poses health risks due to toxic gas emissions, noise pollution, and increased travel times. Addressing these issues is crucial for public health and well-being, especially considering the exponential growth of cities. However, finding a sustainable solution remains a daunting task.

The speaker expresses uncertainty about finding a solution to the public transport issues in Lima, citing the overwhelming chaos and noise at a busy intersection. Despite the challenges, the speaker remains optimistic, believing that every problem has a solution. Emphasizing the need for social commitment and collective effort, the speaker acknowledges the long road ahead but encourages proactive steps towards improving the city's public transport system.