Cubanet, Miriam Celaya, Havana, 16 March 2018 — One of the most pressing and old problems never solved in the Cuban capital has been that of public transportation. There are countless causes, beginning with the extreme centralization that placed in the hands of the State the transportation administration and “control” for decades – with the disastrous consequences that this policy has brought in all spheres of the economy and services – to which could be added a long list of adversities inherent to the system, such as the aging of the vehicle fleet, the lack of spare parts to repair the buses’ constant breakdowns, the incongruence between the price of the (subsidized) fares and the cost of keeping the service running, and the chronic lack of cash that hinders the purchase of new and more modern effective buses, among other limitations.
As if such difficulties were not enough, in recent times, Havana residents have habitually used the most economical mode of transportation, the articulated “P” buses (40 cents CUP per passenger), which cover routes in high-demand and have the greatest passenger capacity. They have recently noticed longer waiting times between buses, which causes the corresponding crowding at the bus stops, the chaos at boarding time and all the inconveniences associated with it.
This time, however, it is not a problem of shortage of equipment, but of drivers. The truth about a growing popular rumor about this new fatality has just been confirmed by the director of the Provincial Transportation Company of Havana (EPTH), according to the official press. The aforementioned director said that, currently, the EPTH deficit is 86 drivers, which means – always in their own words – that, on a daily basis, 700,000 passengers cannot be transported in Havana, which represents about 60,000 pesos less in revenues and an average of 500 fewer trips.
The matter is not trivial. Among the four terminals most affected by the exodus of drivers are two with the highest demand: the ones at Alamar and San Agustín.
So, following “the vision of the directors of this company,” the (new) problem in the capital’s public transportation service, that is, the shortage of drivers, is due to “more tempting offers of salaries and hours at other work centers, as well as the increase in inspectors’ demands and actions so what is established in the sector is fulfilled.” (The underlined section contains the author’s views).
There wasn’t the slightest reference to fundamental issues that affect the transportation sector, and in particular, public transportation drivers, such as the salary incompatibile with the always ungrateful task of driving a heavy vehicle, loaded with irritated passengers, circulating through obsolete, insecure roads, full of potholes; the constant harassment of state inspectors, and the obligation to follow to the letter the sacrosanct commandments written by bureaucrats far removed from the actual work from the comfort of their air-conditioned offices.
However, the brainy directors of the EPTH have conceived a solution to “alleviate” the crisis: “in the coming weeks, a contingent of drivers from several provinces will arrive from the provinces, and the call for all those who wish to join the workforce will continue.”
All of which demonstrates the infinite capacity of the leading cadres of the socialist state enterprise to create several problems for each solution instead of one solution for each problem. Because one doesn’t need to be a genius to see that – except for the possible existence of inflated records – if drivers from the interior provinces are the solution to the transportation crisis in the capital, wouldn’t that be creating conditions for a transportation crisis in those provinces?
Another vital point of the matter: in Havana, aren’t there enough housing problems and insufficient shelters for thousands of victims who have lost their homes due to building collapses or evictions? How is the State going to guarantee accommodation and living conditions for those provincial drivers who will come to “save” the passengers of the capital for an undetermined period of time?
The experience of decades of massive “contingents” mobilized towards the capital – for example, policemen and builders from the eastern provinces, mainly during the 1970’s, though the practice has not completely disappeared – shows that this is a boomerang strategy: it not only increases the problem that is being solved but also generates new ones, mainly in the area of housing.
Although we must recognize that the topic of contingents in Cuba is all a State policy: in any crisis situation – which is the norm, not the exception – the creation of a contingent is always proposed. A contingent can serve the government (and only it) in all cases. Thus, there have also been contingents of teachers, doctors, sports coaches, cultural instructors, etc., whose common denominator is not having solved any problem, but the complete opposite.
And it could not be otherwise because, as is known, the word contingent defines something eventual, not definitive; which is why you cannot face a crisis – be it public order, housing, transport or any other – with a “contingent.” It is necessary to deeply reform the roots of the system that generates the evil, otherwise the contingent will end up being the one that takes root.
But, returning to the issue at hand, it would be interesting to know how the EPTH managers suppose that keeping an open call to increase the workforce of the company will resolve the deficit of drivers. Isn’t that the same type of negotiation that called for drivers to work at other locations that provided better wages and more manageable hours? So, what makes them suppose that the next influx of drivers will remain faithful before the helm, and facing the ferocious harassment (supposedly “demands”) of the inspectors, for the same salary and with the same schedule that determined the stampede of the previous drivers?
Paradoxically, in this case, as in many of the complex problems that overwhelm Cubans today, the solution is very simple and not at all new: allow the creation of autonomous cooperatives of transportation workers, give the fleet to these cooperatives, allow for those cooperative members to purchase fuel at reasonable prices and import cars and spare parts and apply a fair tax burden that encourages work for the sector. In summary, allow the freedoms and rights of workers in the sector. Only then will the eternal transportation crisis disappear, not in the capital, but in all of Cuba.
Because we Cubans have only one problem: an obtuse and failed sixty-year-old political system, which threatens to become eternal.
And in Cuba everything, even a humble bus driver’s employment post, is a reflection of the general crisis of the political system, and as such, constitutes a potential threat that must be “solved” deep down from the structures at the service of the regime. And while we’re waiting around, we can only exclaim what our grandparents used to say: “what a mess!”