There was a time when I looked to emulate Dr Basil Springer and his weekly columns. Although it was a fleeting dream, the Nation Publishing Company continues to afford me the opportunity for now. I envy Basil’s unique ability to stay on-brand and consistent in his messaging. One could swear the solutions to Barbados’ problems lie entirely in entrepreneurial development. He tends to posit from an evangelical viewpoint, although his background doesn't permit him to fully commit.
I learned to be oriented in a similar manner but without his poise. As a result, I am seldom intrigued by debates. They become tiresome, especially when participants rehash familiar concepts merely in sweeter words. Last weekend marked a welcome departure from this norm when my old schoolmate, Kolade Nurse, called me entirely by accident following a text exchange. Kolade, like Basil, is entirely solutions-oriented. As a senior IT consultant at one of the Big 4 accounting firms here at home, he remains one of the few people who force me to think deeply every time we meet. I admire that.
This casual conversation began somewhat as a challenge to my thoughts regarding the ferry business between Barbados, the Eastern Caribbean, and Guyana. It evolved into what I considered an ingenious yet on-brand solution to counteract the prevalent anti-CARICOM and nationalist sentiments. If I still drank alcohol, that conversation would have been perfect with a libation in hand. Consequently, I decided to use my column this week to channel Basil’s broad evangelical approach to the economic issues inspired by my talk with Kolade. A toast to all!
I honestly wish stakeholders would clearly explain how they intend to maintain the one-way fare to Guyana at US$100 per passenger. While I understand the primary entry point involves cargo, and I agree we need increased sea transportation of low-spoilage goods, the passenger component still raises concerns from cost and safety perspectives. Both concerns are closely linked, so I’m interested in whether the involved governments have considered specific structural designs. The most suitable structural designs would be RoPax ferries without open car decks. However, most available options have open car decks. Hasanudin et al. (2022) caution against using ferries without side castings in open seas or ocean-bordered straits, to prevent water damage to vehicles.
The swells between Barbados, situated in the Atlantic Ocean, and the islands to its west, are substantial even in normal conditions. I regret not capturing images of those white-capped waves from 5,500 feet while flying home from St Lucia yesterday evening. They were distinctly noticeable despite wind speeds as far as 60 nautical miles from Barbados peaking at only 14 knots, sustained from the southeast. Thus, ensuring the safe passage of vehicles and passengers would necessitate more stable, modern RoPax or cruise ferry options. Otherwise, I guarantee an extremely uncomfortable ride, particularly for passengers sailing towards Barbados.
According to the Royal Institution of Naval Architects, the smaller modern ferry options easily cost between US$100 million and US$200 million. The acquisition cost alone surpasses that of most major building projects undertaken recently. The amortisation schedules (repayment of loans) won't be cheap. Additionally, imagine the insurance costs associated with operating in the Caribbean, given the risks posed by hurricanes. Compounding this, the route would operate entirely in the open ocean, as neither Barbados nor Guyana border the calmer Caribbean Sea. Insurance premiums will likely be immense, particularly when factoring in potential saltwater damage to vehicles during periods of significant swells. I am not suggesting cars will be flooded, but a single splash could initiate corrosion in critical areas.
Operational costs have not even been fully discussed yet, but given it will take over 20 years to repay the loans for these vessels, regional governments would likely need to heavily subsidise the venture beyond current plans. It already resembles an older incarnation of LIAT in the making. Even so, maintaining a US$100 fare per leg appears unsustainable in the short term.
Hawaii, comprising several islands with seas similarly rough though less open than those around Barbados, witnessed the natural demise of nearly all passenger ferries since the early 2000s. The notable exception is the relatively calmer route between Maui and Lanai. Bear in mind that Maui is the second most populous island, while Oahu and the Big Island (the largest and third-largest population centres, respectively) lack regular ferry service. Tragically, the greatest distance between any two Hawaiian islands is approximately 46 nautical miles. Here’s a widely-shared video that further illustrates the failure of these services: https://youtu.be/34Ojnyi9xLw?si=4IN3idogkxOY1jsz
Recently, Barbados heard Minister of Foreign Affairs and Foreign Trade, Kerrie Symmonds, provide an intriguing example at a press conference supporting the ferry initiative. He described a businessman loading his vehicle in Dominica onto a RoPax vessel, sailing to Barbados (a journey lasting an entire day), driving around to collect supplies, and then returning to Dominica. I found this example rather odd, as it represents a more costly approach than simply sharing with other businesspersons a charter of a cargo-only ferry and using freight forwarders for distribution. This scenario does not represent an efficient use of a businessperson's time. Although reminded that the solution emphasises convenience over efficiency, I fail to see these concepts as mutually exclusive.
The Minister also believed there were some lessons and benefits to be gleaned from examining the older RoPax ferries operating between Trinidad and Tobago. A significant part of that route operates similarly to a catamaran upon leaving Port of Spain. By the time a vessel reaches the eastern part of Trinidad near Toco, it faces approximately 22 nautical miles of open but calmer ocean compared to the route approaching Barbados. Frankly, there is nothing more to see here, especially considering no passenger ferry currently sails on the windward side of any Eastern Caribbean island. I encourage stakeholders and the wider non-seafaring public to download and use the MarineTraffic app to verify my assertions.
Ultimately, CARICOM would be better off collectively acquiring or investing in rights to an oil block in Guyana. Such an approach would bind our economic fortunes more tightly and serve regional unity better than any other measure proposed thus far. This one, my friends, is entirely Kolade’s idea.