Unbiased look at the Sint Maarten Elections
How much is enough? The Dutch side alone currently has 480 taxis and 263 buses (see Friday paper). This certainly sounds like a lot for such a small territory, but readers should keep in mind that it regards a one-pillar tourism economy and tens of thousands of visitors without their own means of transportation are present at any given time.
Nevertheless, there is a reason moratoriums were placed on these types of licences. This becomes all the more evident when one takes into account that there were 321 taxis and 211 buses prior to 2012, but respectively 69 and 14 were added that year, plus another 87 and 38 in 2013.
That seems questionable at best, as the apparent oversaturation of the market must have been pretty clear by then, certainly to the local associations representing the drivers. Last year a mere three taxi and one bus licences were given out, due to a freeze that was imposed on both in February 2014.
Better late than never, some might say, but there actually had been moratoriums even before the constitutional changes per 10-10-10 and the public is left to wonder whether lifting them really was justified at the time. After all, it concerns not only the livelihood of those involved and their families, but also road congestion and its impact on society in general.
There are said to be 280 requests for these kinds of permits, but that in itself is not enough reason to give out more. When ministers take decisions they need to weigh the consequences in general, rather than just the interests of some.
A new law to "professionalise, promote and enhance public transportation for consumers and operators alike" is reportedly in the making. The ordinance will be based on a comprehensive policy with mandatory training and standards for vehicles as well as so-called help and assistant drivers.
The latter is an intriguing matter, after former parliamentarian Romain Laville revealed not too long ago that many permit-holders in effect sold or rented them out to non-residents and this had become "big business." It's a particular area of attention where stricter regulations possibly are called for.
What in any case must not happen is to replace the independently-owned small buses by a centralised, large government bus company as some suggested in the past to bring order to the transport picture. The current system may not be ideal, especially in terms of traffic, but people now are able to catch a bus relatively quickly, at least along the main routes and at reasonable rates.
Besides, the 263 breadwinners in question and those who depend on their income cannot be overlooked, because it's obvious that in such a scenario many of them would be out of a job. The current process to improve what's already there is indeed the preferred option.
