Classify transit service as a utility

The primary purpose of transit is to provide integrated, reasonably priced public service aimed at maximisation of ridership, and its secondary purpose is commercial enterprise aimed at increased economic and organisational efficiency. At present, transit not only has to compete with auto drivers for passengers and road space, but has to fight among its own operators (PTSC/maxi-taxi/taxi/ PH).

I am convinced that one of the biggest errors to be made in the development of privatelyoperated transit was the naming of these transit vehicles: maxitaxis.

Note, I am not against the idea to introduce a large transit vehicle that is privately owned – in fact, I strongly support it, especially when I found out in 1996 that maxi-taxis in the East West Corridor were transporting more than 95 percent of the public transport users, without Government subsidy, and the Government-owned company (the PTSC) was attracting 2 percent, despite huge subsidies.

But the name “maxi-taxi” is perhaps the reason why this mode of transit is treated exactly like other taxis: without any Government concern, except that these vehicles must be licensed and provided with on-street parking spaces to ply their trade.

In the case of maxi taxis, Government has extended their arrangement for permits to use the Priority Bus Route, provision of facilities for the yellow band in South Quay, Port-of-Spain, and provision of facilities in the PTSC compound in Port-of-Spain for red and green bands.

A maxi-taxi is closer in size to a bus than a taxi, so why was it perceived as such? Perhaps that is why the maxi-taxis terminals are all on the streets, with the exception being those referred to above. The authorities must be confused having to manage the storage of these large vehicles on already-congested roadways.

My information is that the intention of the introduction of the 12-seater maxi-taxis in 1979, to be followed by 25-seaters later on, was not primarily to facilitate higher capacity passenger vehicles, in order to maximise the movement of persons per unit segment of roadway. It was to create jobs for the employees of some of the powerful unions who were to be laid off, such the PTSC and the highly-paid stevedores of the Port Authority of Trinidad and Tobago. That would explain the original regulation of the Maxi- Taxi Act that the vehicle was to be owner-driven.

My suggestion for the overall road transit industry includes renaming the entire mode system: • the articulated bus should be formally known as Megabus, and no longer called the artic;

• the regular large Governmentowned PTSC buses should be called the Macrobus;

• the large maxi-taxi would be the Mesobus; and

• the small maxi taxi, the Microbus.

• Taxis would remain as called.

These vehicles would all form part of the national transit system which would be managed by a dedicated transit authority or commission. This authority/ commission would be in charge of planning and developing transit, and managing both publiclysupplied and private-supplied transit operations.

The large buses, over 40-seater, might not be attractive for purchase by private operators, and so the State could continue to supply and operate those as needed by the overall system.

The Mesobuses and Microbuses would be supplied by private operators. Taxis would also be supplied privately.

Transit has to be recognised as a critical national transportation essential service, and not as a Government bus company for those who have no other choice.

While transit is not essential to some people, because alternative modes are available, it has social purposes, because alternatives are not available to everyone.

Transit service has to be classified as a utility. With that, the national transit authority/ commission will be the regulator monitoring competition, productivity, efficiency, and in general, the protecting the interests of the users and other stakeholder.

Obviously, the re-naming of transit vehicles does not solve the problems in the transit industry.

There are many other issues that would have to be addressed. But, the thought-process should begin with establishing the correct context. To be continued.

e-mail: info@ccost.org