The change of secretary of transport, which will take place in the next few days after the departure of Franco Mogettaone of the officials who began their mandate along with that of the president Javier Mileiwill be given in a critical context that will be a conflict between companies and groups of groups due to a slice of subsidies that the Ministry of Economy holds with an iron hand.
The same Monday there will be a hearing between the UTA and the chambers of the sector before the Ministry of Labor to try unlock the salary discussionwhich already has Tuesday 6 with a 24 -hour announced date. Transportation, in general terms, always tried to stay outside the joint decision table under the administration of Mogetta, although both the UTA and the companies had in each bracelet of this type an element of tension that made the difference when closing a salary sane: the amount of subsidies that transport could lower to the sector.
It is an argument that contemplates some 87 billion pesos monthly subsidies to cover the cost of operation of the group transport system that depend on the national jurisdiction. The spine of constant round trip, anyway, is on how the cost structure itself is designed that ends up defining when money will come from the public budget.
In that framework it will assume in the next few days Luis PierriniMendoza’s entrepreneur of the insurance item but who is not known in the background curriculum in the transport management area. official sources assured that it is not yet defined if, together with Mogetta, its three undersecretaries will also renounce, also from the province of Córdoba and with a much more technical profile. They are the Undersecretary of Air Transport is Hernán Gómezrail transport is Martín Ferreiro And the automotive transport is Mariano Plencovich.
Among the businessmen of the automotive sector there was a surprise for the unexpected departure of Mogetta, an official who had shown himself with good tune with the head of the Treasury Palace Luis Caputowhich was his superior superior in the organization chart.
Some other regulatory transport issues went through other offices, a few blocks away: it is those corresponding to the Minister of Deregulation Federico Sturzeneggeran official who was far on issues such as the elimination of automotive transport restrictions and promoting the elimination of the National Transport Regulation Commission (CNRT).
As a Mogetta management balance report, the Ministry of Transportation reported that in the automotive transport segment an “ordering and efficiency of subsidies” was implemented together with the “correctness of inequities”, which included the transfer of powers to the corresponding jurisdictions.
According to the document, “Nation stopped administering the transport of CABA and PBA that did not correspond to it” and “the transfer of the 31 lines of groups to CABA was completed, ceasing to subsidize them, as well as subsidized the municipal lines of the province of Buenos Aires.”
The participation of the National Treasury in the financing of the collective system was reduced from the tariff update. The relationship between rate and subsidy went from 8% -92% to a new proportion of 25%-75 percent. Compensations and subsidies to the system, according to the report, “VS November 2023 have been reduced by more than 35%.”
Measures were also implemented to improve system efficiency. “Subsidies that were not reviewed and made no sense” were eliminated and a “mobile park reduction: 1,637 less groups” was recorded. The update of the subsidy scheme aimed to avoid practices such as the circulation of units only to perceive diesel subsidies. According to the document, a “new calculation of subsidies to companies” and a “frequency efficiency” was applied.
Among companies, they consider that the technical work that Mogetta and his team did was good, but that the limits of the economic policy of this government, which are very strict in fiscalThey prevented public transport rates from having a greater tariff recomposition such as those that had energy.
According to a report from the Argentine Association of Automotive Transport Companies (AAETA)Resolution 8/2025 updated the variables used to calculate subsidy levels, and incorporated accumulated inflation since July 2024 and the new peers signed in October. The last update of these calculations had taken place in September 2024. The minimum ticket was kept frozen at $ 371 since August for the national jurisdiction lines, while in February 2025 the city of Buenos Aires brought the rate to $ 408 for the 31 lines under its orbit.
As for compensation, “the National Government continues with a subsidy reduction policy through its liquefaction against inflation,” said that entity. According to its estimates, between October 2024 and June 2025, the monthly total amount of national subsidies will go from $ 78,000 million to $ 87,000 million, which represents an increase in solo 11%in the face of expected inflation of 21% For the same period.
For its part, a report by the Rate and Subsidies Observatory IIEP (CONICET) stated that the cut of transfers destined to the trustee of the Transport Infrastructure System – Principal Financing Canal for Automotive Transportation – was 24% in nominal terms and 54% in real terms.
This reduction directly impacted the volume of recognized subsidies to collective operators, especially in AMBA. The report indicates that “the subsidies to the A AMBA automotive public transport arise from the calculation of costs of the sector carried out by the Ministry of Transportation”, and that the technical value per passenger transported amounts to $ 1,339, while the State recognizes $ 1.019.
The gap between the estimated cost by the IIEP and the amount officially recognized implies that the difference must be absorbed by the State through subsidies. This technical difference represents a persistent source of budget tension, even more when it is indicated that the recent convergence between both values does not obey a realistic price update, but to “a pronounced adjustment in the transported passengers considered for the months of January and February 2025”.
In addition, it is emphasized that “Interior services show tariff coverage of the order of 30%, similar to that exhibited by AMBA services”, which suggests a generalized dependence on subsidies, although with notable regional differences. The tariff coverage of the rail system, meanwhile, reaches just 5% and could deteriorate even more if the freezing of rates is maintained.
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