Machu Picchu, the legendary Incan citadel, lies at the heart of a deepening controversy over the site’s transport operations. As noted, Consettur presently operates the bus service between Aguas Calientes and Machu Picchu. Each day, they help carry nearly 4,500 visitors to this historic gateway. This very fact has sparked fears of monopolization and a lack of competition. A secondary competitor, San Antonio de Torontoy, is preparing to start its own service in spite of the ongoing legal battles.
Cristian Alberto Caballero Chacón, the head of operations for Consettur, oversees the bus system that provides a crucial link for tourists. The bus ride is 20 minutes, providing a much more convenient and accessible trip than the challenging and dangerous two hour walk up the steep hill. Visitors need to take a train to Aguas Calientes before reaching the site. This trip is two to three and half hours round trip, and then only can they get the bus to Montpelier.
Now, a regular adult admission ticket for access to Machu Picchu is $57. The price of the round-trip bus fare from Aguas Calientes is currently $24 for foreign visitors and $15 for Peruvians. There are multiple pricing tiers for entry into Machu Picchu. Prices of tickets vary from $140 just for entry up to $2,000 for VIP/luxury class offerings.
Consettur has operated the bus service under a monopoly since the program began. The firm currently has 12 unique partners. It is majority-owned by the local district council, which has a 38% shareholding. Despite its monopoly status, Caballero Chacón insists that this is not the case, stating, “This is not a monopoly. Consettur is made up of 12 different companies with various partners.”
Yet, despite assumptions made in the project’s economic impact estimates, critics have questioned the long-term economic benefits for the immediate local area. Currently, only 10% of each ticket sold for entrance to Machu Picchu stays in the community, prompting residents to call for better local infrastructure. “We don’t have basic services like running water, or a hospital, and the schools need to be in better condition,” said Dina Huillca, a local resident.
Our friend city planner Elvis La Torre has previously weighed in on the situation. His dream is for all kinds of visitor experiences at Machu Picchu to be represented. He advocates for separate areas for various types of tourists, including “spiritual travellers going and having meditative rituals in one area.” Beyond that, he said, was the need to attract younger patrons who are looking for “Instagram-able” locations. “Let’s not forget the younger crowd who are more inclined to do their Tik Toks and their stories for Instagram,” La Torre added.
With San Antonio de Torontoy close to joining the market, Caballero Chacón said he welcomed competition. Second, we have nothing against working with them if they are given that final approval. We won’t stop them,” he stated. This statement captures the growing sentiment among operators across this fast-changing landscape.
During the pandemic, industry stakeholders found their cause and advocated for an overhaul of the old tourism regulation in Peru. Carlos González stated that there was a need for a holistic, cohesive strategy to stop Peru from being drowned out as a competitive tourist destination. “If we don’t have a unified approach to Peru as a destination we can’t be competitive in the long term,” he said. He went on to underscore the need for systemic reforms that would enable us to get more out of our travel resources all across the country.
The fight over Machu Picchu’s bus services exposes deep issues with tourism infrastructure. It highlights worries about the region’s longer-term economic sustainability. As legal proceedings unfold regarding San Antonio de Torontoy’s entry into the market, both tourists and locals remain watchful of how these developments may reshape their experiences and opportunities at one of the world’s most renowned archaeological sites.