In detail, on August 8, the APN board granted the temporary port technical feasibility (VTTP) to the Hub Corío Megapuerto del Sur consortium, made up of Leet Arquitectura Engineering & Construction and Beton Terra Ingenieros, for a period of three years.
However, as reported Managementsuspension The APN had ordered it on August 12, until a cost/benefit analysis is carried out to determine if there was a benefit to the public interest if the Corío port terminal were developed. as a Public-Private Partnership (PPP) of state initiative.
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Background of the case: Corío as an APP or as a private initiative?
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The paralysis of the VTTP had occurred at the request of the Regional Government of Arequipa, which argued that the APN had not yet concluded the load demand study of national and international scope that would allow determining the convenience of developing port projects in the south, including the port of Corío.
Currently, said demand study is not yet concluded, and although It was expected to be ready by the end of November, Management knew that it would now be completed in the first quarter of 2026.
However, in a presentation in which the regional governor of Arequipa, Rohel Sánchez, participated, the results of said demand study were preliminarily presented, pointing out that Brazil alone could have the potential to attract 56 million tons to be channeled through Corío (although this value would correspond to the total study and not only to the Arequipa project).
Previously, on November 13, the Ministry of Transportation and Communications (MTC), ProInversión and the Regional Government of Arequipa They had signed an agreement to develop that megaproject.
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Why is the suspension lifted?
Despite these considerations, on November 27, the APN – an entity attached to the MTC – issued the resolution of Board Agreement N°0094-2025-APN-DIR, in which it provides for lifting the suspension of the temporary port technical viability of the Hub Corío Megapuerto del Sur consortium.
This resolution clarifies that, neither Law No. 27943, of the National Port System, nor its regulations, prohibit the coexistence of projects in case one is processed under the procedures provided for in the Single Ordered Text (TUO) of the APN, and the other is verified under any other investment modality.
Likewise, it is supported by a report from the Planning and Economic Studies Directorate of the APN, which indicates that, in a scenario of exclusive choice between a PPP and a port authorization (for a private port), authorization is more beneficial for the Peruvian Statebased on the principle of efficiency, lower supervision costs and the principle of efficiency, having less time for its completion.
Likewise, it notes in its recitals a legal report from said authority that also announced that there is no prohibition that prevents the coexistence between a PPP and a port authorization.
On November 27, the APN – an entity attached to the MTC – issued a resolution, in which it orders to lift the suspension of the port’s temporary technical viability of the Hub Corío Megapuerto del Sur consortium. Photo: GRA
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Three years to complete studies
In any case, this resolution, which bears the signature of its until recently president of the board of directors, Juan Arrisueño Gómez, as learned Managementapparently it would have cost the aforementioned man his position, since He was replaced on the 5th of this month by Abel Alvarado, designated as the new head of the APN by the MTC.
It is worth remembering that the appointments of the heads of the APN have a term of five years, but Arrisueño had only taken office at the beginning of last July.
Based on this new resolution, The consortium in question has three years to complete the engineering, environmental impact and economic projections studies. that will determine the definitive viability of the work, which will be located in the district of Punta Bombón, in the province of Islay.
Government sources indicated Management that if the consortium complies with presenting all the documentation required to be granted definitive technical viability, it would be granted the same, so that it can execute the project.
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source: Regional Government of Arequipa
What is missing for the final green light?
In this regard, Juan Carlos Paz, former president of the APN, explained to Management that, to obtain definitive technical feasibility and carry out the project, the consortium must not only present more in-depth studies (engineering, environmental impact and economic projections) but also obtain possession of the land where they want to operate, and for all of this you will need to attract investors interested in its execution.
As for whether Corío would finally be executed as a purely private initiative (like Chancay) or via PPP, Paz pointed out that the final decision will depend on the Government, although the ideal – he noted – is that, as a priority, it is developed as a private initiative, because it does not provide risk capital to the State.
Furthermore, if it is not viable for the private sector, there is always the possibility of carrying it out as a PPP, he added.
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Demand study is not only for Corío
Regarding the fact that Corío could channel more than 56 million tons of cargo from Brazil, as announced in a presentation of the demand study prepared by the APN in which the regional governor of Arequipa participated, Paz clarified that this study was not done only for Corío, but for the support of various ports and port projects in the south.
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He specified that the study is being prepared to determine the growth potential that there may be for public ports already in operation, such as those of Paracas, Matarani and Ilo, or private ones, such as those of Southern or Shougang, but also projects such as San Juan de Marcona, or to determine the viability of the Grau port (in Tacna), in addition to Corío.
Juan Carlos Paz, former president of the National Port Authority
He explained that the cargo potential, which in this case is preliminarily estimated at 56 million tons that Brazil can generatebenefits not a single port, but an entire area of influence, known as hinterland, and in this case (in southern Peru) it allows port operators, or investors who have port projects, to make investment decisions.
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