TRANSPORT-CARIBBEAN: Moving People and Cargo Around No Easy Task

By IPS Correspondents Reprint | | Print |

Wesley Gibbings

PORT OF SPAIN, Nov 4 1997 (IPS) - Caribbean islands may have their charm and beauty, but there are problems unique to this fragmented geography that often make for ugly scenes.

For example, more than one Caribbean national and regional organisation is currently labouring over the troublesome, often inflammatory issue of transportation within and between multi- island states.

Following the demise of the legendary inter-island ocean services of the Federal Palm and Federal Maple more than 20 years ago and the recent collapse of the West Indies Shipping Corporation (WISCO), a network of nationally-owned shipping services has been taking up the slack for the movement of passengers and cargo up and down the chain of small Caribbean islands.

Both the 15-member Caribbean Community (CARICOM) and 27-country Association of Caribbean States (ACS) have discussed the problem at the highest levels. The first-ever full ACS Summit two years ago discussed the issue in detail and transportation matters are a standing item on agendas of CARICOM heads of government meetings.

In the area of air transportation, a number of regional air carriers including the Trinidad and Tobago owned BWIA, the private Jamaican-owned Air Jamaica, the regionally-owned LIAT and a number of smaller airlines have been moving people on a consistent basis from country to country and from one island within a state to another.

LIAT has, over the years, borne the brunt of such an internal service. Antigua and Barbuda, St Kitts and Nevis, St Vincent and the Grenadines, and Grenada and Carriacou have maintained constant, efficient ties as multi-island countries via a network of small runways and correspondingly appropriate aircraft.

The most troublesome of all, however, has been the air service between Trinidad and its sister island, Tobago. It is the one route that LIAT does not have consistent access to and is currently operated under a controversial monopoly arrangement that is bringing new headaches to the bargaining table.

Four years ago, the privately-owned Air Caribbean was granted monopoly access to the Trinidad-Tobago run. The move effectively shut out the larger BWIA which had operated on a subsidised basis along the route for many years. Amid cries of favouritism and even corruption, the government of the day had promised that the arrangement would have meant a more efficient system that could have been sustained over a protracted period at a reasonable cost.

A 25 percent increase in the airfare between the two islands has, however, raised new perspectives on servicing the important route. One national newspaper suggests that in arriving at a more acceptable arrangement, the government needs to realise that “for many citizens of the sister island, travel to Trinidad is a matter of necessity.”

Tobago’s population of just over 50,000 is, indeed, heavily reliant on the efficient flow of airline passengers and important goods from Trinidad.

Chief Secretary of the island’s House of Assembly (THA), Hochoy Charles, has reportedly been angered by the increase which was made, apparently, without consultation with the THA. He is proposing that the government make special concessions to the airline to allow it to operate on the fare everyone has become accustomed to.

Air Caribbean has contended that the previous rate was uneconomical and that it has been operating at a loss on the route. Airline spokesperson Leslie-Ann Lucky-Samaroo had described the old rate as “artificially suppressed.”

Discussions between the airline and the THA focused on, according to THA secretary for tourism Stanley Beard, “the possibility of providing some cushion of the fare.” But, the Tobago arm of the opposition Peoples National Movement (PNM) is saying that Tobagonians must not pay “one cent more for air travel between the two islands.”

Tobago affairs minister Morgan Job, one of two National Alliance for Reconstruction Members of Parliament in the coalition government, however argues that the airline had no option but to increase its fare. “The combination of monopoly, inelasticity in demand, inefficiency and of institutionalised high operating costs is a recipe for increasing ticket prices,” he says.

He suggests that the focus should be on providing an efficient domestic service “at prices around the current price (48 dollars)” which would also assist in the development of Tobago’s growing tourism industry.

He also reveals that the government is looking at an “open skies” policy along the route. It is however an option Air Caribbean does not favour. “Exclusivity was granted pursuant to a tendering process and following negotiations for the air-bridge service,” Nelson Tom Yew, Air Caribbean’s general manager says.

The former government minister responsible for the monopoly policy, Colm Imbert of the 1991-1995 PNM administration, however says an “open skies” policy is not a workable option on the route. He argues that the volume and frequency of flights will mean a level of competition that will eventually lead to a single airline being dominant in the market.

The THA is, however, leading the fight for a solution. Charles says his office has been flooded with calls by business people and private citizens complaining of the new fare. “The social, economic and cultural survival of the island is under threat of serious injury,” he says.

The airline is meanwhile reporting high passenger loads in the vicinity of 90 percent. A situation, many realise, is indicative more of the necessity of the service than acceptability of the new fare.

Many, however, are opting for the much cheaper five-hour ferry service, if they get a seat. The service which costs 12 dollars is now being provided by a single vessel, the MV Tobago. The larger MV Panorama, is currently on dry dock for repairs and servicing.