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Atlantic Transport News – Budget News and More!

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Welcome to this special edition of Atlantic Transport News. The 2024 Federal budget was released yesterday, and it contains several positive items for Atlantic Canada. There have also been a couple of other interesting news developments of late, so let’s get right into it! Here’s what you’ll find in this edition:

BUDGET 2024: VIA RAIL LONG-DISTANCE FLEET RENEWAL GETS THE GREEN LIGHT

VIA Rail’s new trains in the Quebec City-Windsor Corridor are modernizing rail travel in this busy region. With the go ahead in Budget 2024, the rest of the country should also be able to benefit from new trains over the coming decade. (PHOTO – Tim Hayman)

The 2024 Federal budget was unveiled on Tuesday, April 16, and those following VIA Rail issues were watching this one closely and with a mix of anticipation and trepidation. As highlighted by VIA and outlined in our own pre-budget submission and advocacy, this year marked a critical point for the fleet that supports all of VIA’s routes outside of the Quebec-City Windsor Corridor. With the long-haul equipment expected to meet its end of life by the early to mid-2030s, procurement for a replacement fleet needs to start now if there’s any chance it will be ready for delivery in time to avoid service cuts. VIA has done considerable work to be ready to launch this, they were just waiting on the budget approval.

With this in mind, we were extremely pleased to find this line on P. 256 of the budget document, which states: “Budget 2024 proposes to provide … New funding for VIA Rail to replace its aging fleet on routes outside the Quebec City-Windsor corridor. Funding amounts are not being released to protect the government’s negotiating position for an upcoming procurement.”

We absolutely welcome the government’s recognition that the procurement process must be started without further delay. The absence of detail at this stage is understandable, given the competitive nature of the process. As VIA launches into the formal procurement, hopefully within the coming months, we will continue to advocate the need to ensure that the outcome results in equipment that will be reliable under Canadian operating conditions, and in sufficient quantity to restore daily service between Montreal and Halifax.

Within this region, there is still the critical issue that track infrastructure in northern New Brunswick is in terrible shape and in need of substantial investment to bring it back to acceptable standards. This budget does nothing to directly address this, so we will continue to make that case.

Aside from these specific points, it is also encouraging to see the acknowledgement in the budget that “Canadians are increasingly switching to clean transportation options, and taking the train is one of the most environmentally friendly ways to travel across our country.” Let’s hope that the government will provide the supports needed to not only provide new trains for VIA’s services across the country, but also

BUDGET 2024: OTHER POSITIVES

The VIA Rail long distance funding wasn’t the only item in the budget worth highlighting. P. 258 features the heading “Reliable Transportation in Atlantic Canada”, and lists three items: “(1) $124.1 million over five years, starting in 2024-25, with $32.9 million in remaining amortization, to Marine Atlantic Inc. to support its continued operations and keep fares affordable; (2) $2.5 million over two years, starting in 2024-25, to Transport Canada to freeze fares under the Ferry Services Contribution Program until December 2025; (3) and, $13.7 million over two years, starting in 2024-25, to Transport Canada to negotiate a continued toll freeze on the Confederation Bridge in 2025 and 2026.”

The commitment to an ongoing freeze on Confederation Bridge tolls and federally supported ferry services is welcome, but it is somewhat concerning that the terminology regarding Marine Atlantic is somewhat vague, using the words “keep fares affordable” rather than “freeze fares”. It would be appropriate to remind government that the existing Marine Atlantic tariff is well above the level envisaged by the Terms of Union when Newfoundland joined Confederation 75 years ago.

We also welcome the commitment to public transit, particularly as it is being tied to housing projects, and TAA will continue to advocate for support to projects in this region under the Zero Emission Transit Fund and the Rural Transit Solutions Fund.

BEDFORD-HALIFAX FAST FERRY GETS FUNDING

Rendering of Halifax electric ferry (Halifax Regional Municipality)

In other recent news, the long discussed fast ferry project to link Bedford to downtown Halifax appears ready to set sail, as funding has been secured from all three levels of government to back the project. Pitched as a replacement for the now-abandoned commuter rail project, this ferry system has been a major part of Halifax’s rapid transit strategy, and will take advantage of the existing harbour to provide a more direct transit option to downtown, fully separated from the ever worsening traffic and congestion along the Bedford highway.

A new ferry terminal and intermodal hub will be built at Mill Cove, with a bridge across the CN rail line, and the downtown ferry terminal will be rebuilt to accommodate the new vessels. Five all-electric ferries will be built for the service, which will initially link these two terminals and may in the future be expanded to include stops at Larry Uteck and Shannon Park on the Dartmouth side of the harbour.

Now that it has the go ahead, the project is currently expected to be completed and operational in the 2027-28 fiscal year.

CHIGNECTO ISTHMUS – PROVINCES FORMALIZE PARTNERSHIP TO MOVE SOME WORK AHEAD

The provinces of Nova Scotia and New Brunswick have taken a step forward in collaboration on the badly needed Chignecto Isthmus project, with a memorandum of understanding (MOU) now in place between the two provinces.

The argument over funding continues, as noted in this article, but with the decade-long timeline for the project and every growing climate related concerns, any progress towards this work is welcome.

CAPE BRETON RAIL – PROVINCIAL SUBSIDY ENDS, BUT LIGHT RAIL TO BE STUDIED

This month saw a pair of back to back announcements related to Cape Breton’s long dormant rail line. The first was the potentially disappointing but unsurprising news that the provincial government would be ending the subsidy that had been provided to the railway owner to keep the dormant line across the island in place. The province cited the new ownership involvement from CN, and noted the lack of any clear business case that has yet been made for the investment to restore the line to operation. It seems that it will now come down to CN to provide some indication of their plans and case for the line, but there is yet considerable uncertainty about what their involvement will mean.

Immediately on the heals of this news was a rather surprising announcement that the province of Nova Scotia will be providing $600,000 in funding to Cape Breton University to complete a feasibility study for a light rail transit system for Cape Breton. Motivated by a surge in population in the Sydney area driven primarily by the university, which has resulted in the over-straining of Cape Breton’s limited transit system, this study will be looking at the potential development of a “battery-powered light-rail train service in CBRM, building on existing infrastructure and the rail corridor.” University president David Dingwall made a direct connection between the end of the subsidy and the funding for this study, stating that “the cancellation of the subsidy on the Cape Breton rail line has opened opportunities for something new in CBRM that will benefit the community for generations to come.” We will of course be watching this closely as it develops, and if there is a good case for the project, we hope the province will also follow through with funding to build and operate the system, not just the study.

CAPE BRETON TRANSPORTATION TOWNHALL

A group representing a variety of Unama’ki – Cape Breton’s leaders in transportation and economic development will be holding a town hall-style discussion on “The Impact of Transportation Costs on Life and Work in Unama’ki – Cape Breton” on May 6 at the Port of Sydney.

This public information session is designed to explore the importance of diversifying transportation systems on Cape Breton Island and will include a panel discussion highlighting the potential economic impacts, including employment opportunities, of an updated and diversified system of commercial shipping options. The session is co-hosted by the Cape Breton Partnership, Cape Breton Regional Chamber of Commerce, Scotia Rail Development Society, Port of Sydney, and JA Douglas McCurdy Sydney Airport.

The panel discussion will be moderated by Tyler Mattheis, President and CEO of the Cape Breton Partnership and will focus on the need and opportunities for expanded and diversified systems for commercial shipping. Some of those opportunities could include expanded export potential, expansion of manufacturing opportunities for existing operators, and the attraction of outside investment to the Island. The panel will feature local experts on investment attraction, export, engineering, bulk shipping, and green energy.

“The CBRM, as the urban hub of Unama’ki – Cape Breton, is recognized as a key economic hub with the potential for a diverse transportation network that includes road, rail, sea, and air infrastructure,” says Tyler Mattheis. “However, without significant updates and expansion of each of these systems, the CBRM is restricted in its ability to fully contribute to a strong and growing Nova Scotia, despite the many opportunities for economic development and growth.”

“We are at a pivotal point in history where CBRM is growing, and we must continue to plan for the future,” says CBRM Mayor Amanda McDougall-Merrill. “Innovation in transportation needs to be balanced with affordability and access for all residents.”

The event will also feature a “Town Hall” discussion featuring local businesspeople who will talk about how the diversification of commercial transportation could affect their businesses as well as the lives of the residents of Unama’ki – Cape Breton.

“Our goal for hosting this event is largely public awareness and education, bringing real information and feedback directly to the public and generating discussion around the role that transportation plays in our Island’s success,” adds Megan Penney, Member Relations Coordinator of the Cape Breton Regional Chamber of Commerce.

The event will take place on May 6, from 6:30 PM – 8:30 PM, at the Port of Sydney’s Pittman Hall. Many key stakeholders and partners are confirmed to attend the event, including the Cape Breton Regional Municipality, Government of Nova Scotia, business leaders focused on developments in and around Sydney Harbour, and private sector businesses from across Unama’ki – Cape Breton.

To attend, please register by visiting TransportationTownHall.eventbrite.ca or contact info@cbregionalchamber.ca.

TRANSPORT ACTION CANADA AGM – APRIL 27

Transport Action Canada’s AGM will feature a guest presentation by author, historian, and archivist for the VIA Historical Association Christopher Greenlaw.

Transport Action Canada (TAC), TAA’s national affiliate, will be holding its annual general meeting on Saturday, April 27th. Your membership in TAA also provides you with membership in TAC, and both you and other interested supporters are welcome to join this year’s event either virtually or in-person in Ottawa.

In addition to the usual business, this year’s AGM will feature a guest presentation VIA Rail: A History of Connecting Canadians by author, historian, and archivist for the VIA Historical Association Christopher Greenlaw.

You can find all the details and register for the in-person or online event here.

A GLIMPSE OF WHAT COULD HAVE BEEN …

On a closing note for this issue, commuters on the Bedford Highway in Halifax got a glimpse this past week of what could have been if the Halifax commuter rail project had gone ahead. Alstom’s Coradia iLint hydrogen-powered demonstrator unit was on its way back to Europe, having spent last summer operating on the Charlevoix railway in Quebec (for a report on that trial period from TAC president Terry Johnson, have a look here). The units arrived on flat cars, soon to be transferred to mafis and loaded on a ship. Poised in the yard at Rockingham during the evening rush hour, with the distinctive harbour features behind them, one could almost imagine they were rolling along with commuters on board, bound for Bedford. Perhaps one day…

A neat view in Halifax, but wouldn’t it be better if it weren’t on a flat car? (PHOTO – Tim Hayman)

Atlantic Transport News – December 2021

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Welcome to the December edition of Atlantic Transport News!

Here’s a look at what you’ll find in this edition:

ATMOSPHERIC RIVER SEVERS TCH IN WESTERN NEWFOUNDLAND

Washouts from two days of torrential rain that started on November 23 severed the Trans-Canada Highway between Port aux Basques and Corner Brook at four separate locations. The vital transportation artery was closed to traffic for more than a week. PHOTO – Troy Turner CBC

A record-breaking downpour that struck Cape Breton Island and southwestern Newfoundland in late November caused a major supply chain disruption, with multiple washouts completely closing the main highway north of the ferry terminal town of Port aux Basques. The province’s principal entry point for commercial traffic was totally isolated for over a week. While provincial highway crews scrambled to make emergency repairs to the Trans-Canada Highway, Marine Atlantic reactivated its closed-down seasonal Argentia terminal on short notice to accommodate high priority traffic.

Port aux Basques received a typical month’s worth of rain – about 165 millimetres – in just two days, according to Environment Canada. Then another 50 mm fell on the area less than a week later, prompting Mayor Brian Button to call for serious conversations on the impact of climate change on his town and others. The meteorological term “atmospheric river” is one we’ve not heard very often in the past – but it’s one that we’re likely to hear much more often in years to come. It refers to a narrow corridor of concentrated moisture, of the kind that impacted both of Canada’s coasts last month. While the devastation in the Atlantic provinces wasn’t nearly as spectacular as that in British Columbia, it still created widespread concern and disruption. There were no fatalities, but motorists in both Cape Breton and Newfoundland had some very scary experiences. One Parks Canada employee in Cape Breton Highlands had an exceptionally narrow escape when his truck plunged into a washed-out chasm.

Marine Atlantic’s MV Blue Puttees docked for the first time ever at the quickly reactivated seasonal Argentia terminal on the morning of November 26. The load included 56 commercial vehicles carrying essential food and produce, mail and other items to keep the supply chain open, as well as motorists who’d been stranded in North Sydney. PHOTO – Marine Atlantic

On request from the provincial government, Marine Atlantic acted quickly to deliver a temporary partial solution to the island’s critical supply situation. There was no point in transporting the hundreds of backlogged commercial vehicles from North Sydney to Port aux Basques – there was nowhere for them to go – so the shuttered seasonal terminal at Argentia was hastily reactivated. The two year-round workhorses, MV Blue Puttees and MV Highlanders aren’t well-suited to the alternate route, because there’s no access to their upper deck at the seasonal terminal and these two ships don’t have internal ramp or elevator capability as their normal mode is bi-level loading.

But despite the capacity limitations and the longer crossing time, the strategy worked. Supplemented by MV Leif Ericson, a combined total of five round trips were made over a six-day period. The three ships transported a total of 606 commercial units and 1120 passengers with their vehicles to and from Argentia, according to spokesperson Darrell Mercer.

During the emergency, passengers and vehicles going to and from Argentia were charged the lower Port aux Basques fare – no doubt a welcome surprise to many. There were no food services available in the area of the Argentia terminal for the diverted truckers, but they were pleasantly surprised when the local population, some businesses, and service organizations came to the rescue. In a scenario reminiscent of the famous Come from Away story, they delivered meals or food packages to the drivers waiting in line.

By December 2 the TCH was once again passable, and the Argentia diversion came to an end. But the success of the operation prompted Placentia Mayor Keith Pearson to suggest in a CBC interview that the longer ferry route directly to the province’s largest concentration of population could play a larger role on more than just on a seasonal basis. An online petition calling for a year-round Argentia run had gathered over 2600 signatures by December 10.

-Ted Bartlett

“WHERE YOU LIVE DOESN’T SET LIMITATIONS ANYMORE” – A MOTHER’S TESTIMONIAL FOR PEI’S TOONIE TRANSIT

In the early morning darkness of October 12, Brady Chaisson boards the first “toonie transit” bus at the neighbourhood convenience store in Souris, PEI. He’s ridden to and from school in Charlottetown every day since. For the promising young hockey player, convenient and affordable rural transit is a game changer. PHOTO – submitted by Julie Chaisson

Thirteen year old Brady Chaisson is an aspiring young hockey player who lives in Souris, PEI. Some 80 kilometres away on the outskirts of Charlottetown there’s a recognized Hockey Canada school, the Mount Academy. It represented a golden opportunity for both his academic and sporting future, and his parents were giving serious consideration to enrolling him there. But there was one big catch: more than four hours on the road each day to drive him to and from – a daunting obstacle.

Then in early October came the game changer for Brady and his family. The provincial government announced a new transit program that would level the playing field – or rather the ice rink – for rural Islanders. Dubbed “Toonie Transit” because of the $2 one-way fare, regardless of distance, the publicly-funded initiative made the decision easy. It costs $20 a week for him to get to the Charlottetown campus – and he’s home every evening in time for supper.

“I was in shock; I couldn’t believe this was happening,” recalls Brady’s mom, Julie. Toonie transit was set to start on what would be his first day at the new school, and the schedule was a perfect match for school hours. Furthermore, the bus is flexible enough to make an extra stop to drop him off and pick him up right at the school to avoid any need to transfer to city transit, and of course the bus drivers know him by name.

Understandably, Julie is a cheerleader for rural transit, and is effusive in her praise for Premier Dennis King and service operator Mike Cassidy. “This is fantastic for PEI,” she says. “Where you live doesn’t set limitations anymore.”

Toonie transit now extends from Souris and Georgetown in the eastern part of the province all the way to Summerside. The previously-existing service between Charlottetown and Summerside via Kensington and Hunter River has come under the new umbrella, with fares being reduced to but a fraction of their former levels. The next step is to extend the service west to Alberton and Tignish in early 2022.

-Ted Bartlett

SECOND OCEAN FREQUENCY STARTS IN TIME FOR HOLIDAY SEASON TRAVEL

For the first time in more than 20 months, a second weekly VIA “Ocean” arrives in Halifax on the evening of December 9, 2021. Heavy snowfall the night before made for a very festive scene, and offered another reminder of why the train is a much needed travel option at this time of year. PHOTO – Tim Hayman

Though it’s still a long way from what we’d like to see, train travel in the Maritimes has become just a little bit easier in time for the Christmas holidays. On December 8, 2021, a second Ocean train set departed Montreal for the first time since March of 2020, meaning there was both a westbound train and an eastbound train on the road at the same time, meeting in the wee hours of the morning as they continued on to their respective destinations. The Ocean is now up to twice a week service, a full doubling of the meager once a week frequency that the train returned with after its lengthy pandemic shutdown, with trains departing from both Halifax and Montreal on Sundays and Wednesdays. When the service expansion was announced, VIA was clear that the timing was meant to coincide with the busier holiday season, and allow VIA to capture more ridership during this time period. President and CEO Cynthia Garneau was quoted in the press release as saying that “The return of this second frequency of the Ocean is good news for our passengers who now have more travel options in time for the holiday season”. As welcome as it is, it’s still only a shadow of VIA’s offering just a few years ago, when the tri-weekly service was further augmented with extra trains over the holidays.

The Sunday/Wednesday days of operation do work well around both Christmas and New Years, which fall on Saturdays this year, and the trains are selling well. Trains in both directions on Dec. 19 and 22, the two departures immediately before Christmas, have been sold out in most or all sleeper accommodations for some time. Other trains through that period also have limited availability. VIA’s reservations system appears to have shown additional sleeper inventory added more than once, which has disappeared quickly each time. We won’t be able to get a full sense of the total ridership until we see how much the train consists expand through this period, but it is already clear that there is still demand for this train, even after its lengthy absence.

Notably, the expansion to twice a week service now requires the use of two trainsets, which will be all that is required for the tri-weekly service return (and could even, in theory, support 4 trains a week). There have been concerns about VIA’s equipment availability to equip the Ocean, and while the longer term prospect is still concerning, it is positive to see enough equipment on hand to equip two trains with matching consists, and hopefully to expand suitably through the busier season.

In a boost to riders in the Gaspé, still waiting on an eventual return of their own train service, La Régie intermunicipale de transport de la Gaspésie – Îles-de-la-Madeleine (RÉGÎM) is once again bringing back its bus shuttle service to connect to and from the Ocean at Campbellton, allowing passengers to connect from stations along the former Chaleur route. This shuttle service has featured during past summer and holiday periods, and has continued to keep some connection to the Gaspé alive – no doubt a useful plan to keep enthusiasm for an eventual return of VIA to the region. The shuttle will connect with trains from Dec. 16 to Jan. 5.

A return to tri-weekly Ocean service is still planned for June 2022, at roughly the same time as the remainder of VIA’s network will finally see a return to normalcy, though the exact date is unlikely to be confirmed until much closer to that time.

-Tim Hayman

MOVING FORWARD TOGETHER:  HALIFAX IMPLEMENTS LARGEST NUMBER OF ROUTE CHANGES YET

Recent widespread changes to the Halifax Transit network show how services are evolving to reflect the changing needs of a changing region.
SUBMITTED PHOTO

On November 22, 2021, Halifax Transit introduced large-scale service changes primarily affecting communities on the Dartmouth side, but also reaching to Halifax, Spryfield and Porters Lake/Seaforth.  A new West Bedford Park & Ride has also opened, which has required minor modifications to four routes.

These changes are not part of the longer-term BRT and fast-ferry Rapid Transit plan.  Most are part of a rolling program stemming from 2016 when Halifax Regional Council approved the Moving Forward Together Plan (MFTP) – Halifax Transit’s strategic route network redesign. The recent changes are outlined in the Annual Service Plan, approved by Regional Council in May 2021.

Based on the MFTP, the network consists of eight service types. To help people easily identify each route’s service type, every type is being assigned its own range of route numbers, from which the service day and minimum frequencies can be inferred for any route:

• Corridor Routes (Routes 1 – 9) 

• Local Routes (Routes 20 – 99)

• Express Routes (Routes 100 through 199)

• Regional Express Routes (Route 300 – 399)

• Rural Routes (Routes 400 – 499)

• Ferry Routes (Routes 500- 599)

• School Routes (Routes 700-799)

• Access-A-Bus

Some routes have a letter attached, to indicate branched or directional routing differences. Branched routes operate along a main “trunk” providing high frequency service, and then splitting into “branches” to service different local areas at a lower frequency of service.  Directional routes provide service in a particular direction of travel, indicated by the letter.

Of the various service types, the Corridor Routes, Express Routes, and Regional Express Routes are of particular interest to readers of Transport Action Atlantic’s Bulletin.

Corridor Routes aim to provide consistent, frequent, service on high demand corridors, connecting residential areas or retail districts with regional destinations like shopping, employment, schools, and services.  These routes have sustained demand for transit over the course of the day, late into the evenings, and on weekends. They are well positioned to support increased residential density along the corridors which will, in turn, support increases in potential ridership generated by adjacent land uses.

Express Routes are a hybrid of the former successful MetroLink and Urban Express services. They are designed to provide commuters with a high quality, limited stop, weekday service during peak periods, making transit more attractive to individuals commuting for work and education. The intent is to attract peak period commuters to transit and reduce dependence on costly Park & Ride facilities. Express service picks up more passengers near their homes so they no longer need cars to access transit. It also retains a high level of service at terminals, allowing commuters who continue to use Park & Ride to retain a similar, if not better, level of service. Like the former Urban Express Routes, the new Express Routes provide local service in residential areas (regular local stops for pickups and drop offs). In some cases Express Routes replicate and replace Local Routes during peak times. Once an Express Route departs the local area, similar to MetroLink service but with no fare supplement, it provides limited stop service into downtown. Express Routes may also serve one or two major destinations on the way. Upon arrival in Downtown Halifax more frequent stops resume, allowing users to access their destinations quickly and easily.

Regional Express Routes connect rural, outlying communities to the urban core and other transit services. The intent is to allow residents of outlying communities the option of using transit for regular commuting. Regional Express Routes are subject to a premium fare. The Regional Express service model is very similar to the MetroX service which it supersedes; however, the new format will potentially allow one to three additional stops within the Urban Transit Service Boundary.

Compiled and adapted from Halifax Transit website content.  Further details are available at https://www.halifax.ca/transportation/halifax-transit/service-adjustments

METROBUS TO LAUNCH “ZIP NETWORK” IN JANUARY

Significant improvements to public transit in St. John’s are coming early in the new year. City Hall announced on December 7 that funding has been allocated for the launch of “Zip Network”, which will increase frequency on multiple Metrobus routes starting on January 3.

The service upgrades are part of a commitment by City Council to implement more frequent bus service. The budget for this improvement was originally approved in 2019, but implementation was put on hold due to pandemic restrictions.

“We are pleased to offer this improved service to Metrobus riders,” said Councillor Ian Froude, member of the St. John’s Transportation Commission. “Council is committed to public transportation, and more frequent bus service on the core routes is something we know users are anxious to see implemented.”

TheZip Network will offer increased and consistent frequency throughout the day on routes 1, 2, 3 and 10, offering service earlier in the morning and extending later in the day. The Zip routes will offer:

  • 15-minute frequency weekdays, from 7:30 to 8:30 a.m. and 3:30 to 5:30 p.m.
  • 30-minute frequency weekdays from 9 a.m. to 3:30 p.m. and from 5:30 to 8 p.m.
  • 30-minute frequency on Saturdays, all day until 6 p.m. 

Funding of approximately $500,000 for 2022 is slated to be approved as part of the upcoming budget, to be presented to City Council later this month.

“As we prepared for the upcoming budget, we heard through our public engagement processes the importance of public transit,” explained Councillor Ron Ellsworth, council lead on Finance. “We believe this is a sound investment that demonstrates the City’s strategic commitment to being a city that moves.”

Adapted from a City of St. John’s media release. 

http://www.stjohns.ca/media-release/metrobus-zip-network-begins-new-year

CAMPOBELLO FERRY SLATED TO LOSE FUNDING AT YEAR-END (UPDATED)

The Campobello ferry situation isn’t getting any better, with scheduled crossings for the Christmas holidays making family visits without going through the US a virtual impossibility. PHOTO – Justin Tinker

As the holiday season approaches, the news isn’t getting any better for residents of Campobello Island. New Brunswick Transportation Minister Jill Green announced on November 26 that the provincial subsidy to East Coast Ferries Ltd. would come to an end on December 31. Since the arrival of COVID-19 a total of $575,000 has been paid to the private company to fund the extension of its normally seasonal service linking Campobello with Deer Island and the rest of the province. This enabled islanders to access the rest of Canada without travelling through the US via the international bridge to Lubec, Maine.

The ferry currently is scheduled for four days per week, with 1-2 of those days typically being lost to poor weather conditions. The vessel isn’t well suited to winter operation, and no other ferry in the area loses this number of days.

Moreover, crossings to Campobello end at 4:30 pm, limiting the timeframe for technicians or trades to service the island. And, after 4:30 on December 23rd, no crossings are scheduled until December 28th, making holiday travel to Campobello nearly impossible for most people.

Mainland families with children not yet fully vaccinated cannot travel through the Canada-US border without having their children excluded from school, daycare and community settings, forcing mainland families into an impossible situation of spending a second COVID Christmas separated from family on the island.

Meanwhile, the Human Development Council reports that childhood poverty on Campobello in 2021 has risen 9% to nearly 43%, giving the island the dubious distinction of having the highest level of childhood poverty outside of First Nations communities.

In an interview with Brunswick News, Minister Green appeared to soften her opposition to the ferry ever so slightly. “We’re not considering it at the moment,” she said, but I’m open to listen.” She acknowledged that there had been discussions with colleagues in the federal government on the issue.

An ACOA-sponsored 2019 feasibility study estimated it would cost government(s) nearly $2 million a year to fund a year-round ferry. However, the consultant also estimated the annual spinoff benefit to the New Brunswick business community at over $3 million – revenue that is currently going to the US.

UPDATE: On Dec. 16, news broke that the ferry service will be extended until May 31, 2022, in light of increasing COVID case counts, especially in Maine. For more details: https://www.cbc.ca/news/canada/new-brunswick/campobello-island-ferry-extension-1.6288344

-with files from Justin Tinker

MARITIME BUS ENTERS YEAR 10, SETTING A NEW RECORD FOR PUBLIC TRANSIT ON PROVINCIAL HIGHWAYS

No operator in the motorcoach industry has ever continuously maintained more than nine years of serving all three Maritime provinces – until now. Maritime Bus entered its tenth year on December 1, and its founder says there’s no looking back. PHOTO – Maritime Bus/Coach Atlantic

On December 1, 2012, Maritime Bus picked up the pieces left behind by the multi-national owner of Acadian Lines, launching uninterrupted service extending from Sydney NS to Rivière-du-Loup QC.  Since then the locally-owned Charlottetown-based company has served all three Maritime provinces – operating daily schedules until the hammer-blow of COVID-19 struck. Through the worst of the pandemic, the company continued to run its buses, albeit on a reduced four-days-per-week basis. Now they’ve been back to daily except Saturday for nearly six months, with extra runs on Fridays and Sundays to accommodate weekend travel.

As the company enters its tenth year in business, it is passing a significant milestone. No other motorcoach operator has provided continuous service in all three provinces for longer than nine years. And, despite losing millions of dollars in gross revenue because of the pandemic, the founder says Maritime Bus is here to stay. Mike Cassidy told Brunswick News that the number of employees is down to 175 from the pre-pandemic peak of 515, directly attributable to the loss of charter, tour and cruise ship business. But he’s confident his business will bounce back once the travel industry recovers from the crisis.

“We’ve come too far; there is no giving up,” he told Daily Gleaner reporter Michael Staples. “I don’t have a give-me-up bone in my body.”

Despite some financial assistance from the three provincial governments, supported in part by Ottawa’s “Safe Restart” program, Maritime Bus still had to borrow $6 million to cover the financial impact of COVID-19.

For the time being, there are no plans to resume Saturday operation, but Mr. Cassidy says he’s sent a clear message to governments and politicians that the company is here to stay. He’s still actively advocating for a regional transportation plan – one that would connect communities without air or rail options – and he continues to urge the Government of Canada to assume a leadership role that would ensure coast-to-coast motorcoach service for people and packages.

HAPPY HOLIDAYS! YEAR END DONATION REMINDER

As we approach the holidays and the end of 2021, all of us at TAA would like to wish our readers and supporters a safe and happy holiday season, and a wonderful start to the new year ahead!

Our advocacy is supported entirely by the generous support of our members and donors, and we’d like to take this time to thank you all once again. If you aren’t yet a member, it’s always a good time to consider joining! https://transportactionatlantic.ca/membership/

In addition to membership, tax-deductible donations in support of our advocacy efforts are gratefully received online through Canada Helps. Don’t forget, December 31 is the deadline to receive a 2021 tax credit for your donation.

Atlantic Transport News – November 2021

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Welcome to the November edition of Atlantic Transport News!

Here’s a look at what you’ll find in this edition:

VIA TO ADD SECOND OCEAN FREQUENCY – BUT TRI-WEEKLY SERVICE WON’T RETURN UNTIL NEXT SUMMER

Passengers head down the platform to board the Ocean at Moncton. With an increase to 2/week frequency in December, travelling by train around the holidays will be just a little bit easier. PHOTO – Ted Bartlett

The return to service for VIA’s services in Atlantic Canada has continued to be painfully slow coming, but there is finally a clearer roadmap for when the Ocean will get back to “normal” service levels (even if 3/week service is still far from adequate). On October 18th, VIA announced the final phase of the railway’s service resumption plans, which would see the Ocean expand to a twice a week service in December, and finally to the full thrice weekly service ahead of the 2022 peak season (i.e. by June 2022). This week, VIA confirmed that the first departures on the expanded 2/week service will take place on December 8, 2021, with departures from both Montreal and Halifax on Sundays and Wednesdays moving forward. This will require the return of a second train set, with a meet between the trains overnight.

It is notable that none of VIA’s other non-Corridor services (with the exception of Winnipeg-Churchill) will see any expansions beyond their current once a week service until next spring. It seems evident that the decision to expand the Ocean to 2/week operation in December is an effort to capture the heavy Christmas holiday traffic that the train typically carries. Indeed, the press release announcing the date for the second frequency quotes VIA President and CEO Cynthia Garneau as saying “The return of this second frequency of the Ocean is good news for our passengers who now have more travel options in time for the holiday season.” At this time, it’s not clear how much additional capacity VIA may plan to add for the holiday season. There will be no extra trains beyond the 2/week schedule, but adding cars to the consists would be consistent with past practice and should help capture more ridership – indeed, some trains around Christmas are already close to being sold out, as riders have been returning to the service despite the long hiatus and limited departures.

The on-board environment has also been slowly returning to more normal, with VIA once again allowing passengers to make use of the Renaissance service cars, and returning full dining car service for Sleeper passengers, with a full hot menu and the traditional dining car environment, as of October 24th. This will undoubtedly have made the on-board experience more welcoming than it was in the earliest days of service resumption, but there is still no word on any suitable replacement for the Park car, lost to history with the new bidirectional operation of the train.

-Tim Hayman

COVID NUMBERS SLOWLY IMPROVING IN REGION – BUT TRANSPORTATION CHALLENGES REMAIN

Maritime Bus is maintaining its six-days-a-week modified schedule with extra weekend trips, despite sluggish traffic numbers driven by the uptick in COVID cases. PHOTO – Ted Bartlett

The so-called “circuit-breaker” public health measures to combat COVID-19’s alarming fourth wave were still in effect across much of New Brunswick as the calendar rolled into November. Even though the surge in cases that struck all four Atlantic provinces to varying degrees had shown encouraging signs of retreat, the travel industry’s recovery from the pandemic was clearly inhibited.

Maritime Bus reported a daily average of 270 passengers in October, while maintaining its six-days-per-week reduced operating schedule, with extra weekend departures on Saturday and Sunday. It represented a slight improvement over the same month in 2020, when the buses were running only four days a week, but well short of where the company had hoped it would be at this point. Nevertheless, management feels it would not be wise to reduce service at this time. And, on the bright side, reduced travel has produced an increase in the parcel business, which helps offset the drop in passenger revenue.

The check-in area of Halifax Stanfield International Airport was largely deserted on the afternoon of November 4.
PHOTO – Ted Bartlett

Two New Brunswick cities are once again without air service to and from Halifax. St. John’s-based PAL Airlines had stepped in to partially fill the void last summer when it became apparent that Air Canada would not be resuming the local services it had provided pre-pandemic. PAL began offering flights five days a week connecting Stanfield International with Fredericton and Saint John. But while passenger loads were encourging during the summer, the airline reached the conclusion that the service wasn’t sustainable through the fall and winter months. The same situation arose with a service between Halifax and Charlottetown that lasted for only two months. A PAL spokesperson says they hope to be back in those market eventually, and meantime plan to continue their services to Ottawa, St. John’s and Deer Lake from Fredericton and Moncton on alternate days. Those routings have been using a larger Q-400 aircraft since last summer. A separate Halifax-Moncton-Wabush flight continues to offer service between YHZ and YQM twice a week.

Both airlines and airport authorities are hoping that the mandatory vaccination requirements for both passengers and crew now in effect will improve the level of public confidence in flying. Halifax Stanfield Airport reports that passenger traffic in August and September 2021 remained at about 40% of pre-pandemic traffic volumes, but officials are optimistic that the vaccine mandate will improve the picture. They are also looking forward to upcoming non-stop international services being added by various airline partners as the “sun season” approaches, when many Canadians enjoy travelling south. New or reinstated non-stop destinations from YHZ in the coming months include Cancun, Orlando, Tampa, Fort Lauderdale, Punta Cana, Varadero, and Montego Bay. Direct Air Canada service to Toronto’s downtown Billy Bishop Airport is also scheduled to resume in December. Still awaiting confirmation are resumption of service in 2022 to several US and overseas destinations.

Meanwhile, St. John’s International was on the list of a limited number of Canadian airports that will be once again permitted to handle cross-border and overseas flights as of November 30. In a CBC interview, YYT’s CEO Peter Avery said no routes have yet been confirmed, but they are hoping that at least some of the direct flights to sun destinations will soon be back. He welcomed the Transport Canada announcement as a good first step toward eventual resumption of overseas flights as well. He noted that while international flights accounted for only about 10% of the airports traffic in pre-pandemic times, they mean a lot to the business community and the province at large.

YYT reported handling a total of 76,046 passengers in September – three times as many as the same month last year but well short of the 134,387 travellers that passed through the terminal pre-pandemic in September of 2019. There were 1107 arrivals and departures during September 2021, versus 707 a year earlier and 2007 in 2019.

Interestingly, both Marine Atlantic and Maritime Bus are exempt from the mandatory vaccination requirements. Spokespersons for both carriers said they are considered essential services. However, Marine Atlantic is continuing to observe extensive public health protocols.

And the Campobello ferry has been granted yet another one-month extension to its operating season. The link to the New Brunswick mainland via Deer Island will continue until the end of November, avoiding the challenges inherent in travelling through the US. The most critical issue for islanders at this point is the requirement to produce proof of a negative COVID test when entering Canada through the border crossing at St. Stephen NB.

PEI TAKES FIRST STEP TOWARD ISLAND-WIDE PUBLIC TRANSIT

Prince Edward Islanders in outlying communities are one step closer to escaping their dependence on private automobiles under a new provincial government initiative that launched in October. This 14-passenger vehicle is one of two serving the eastern portion of the province on two separate routes, each running three round trips daily, Monday through Friday. PHOTO – Cassidy Group

There’s been a game-changing development on the rural transit front in Prince Edward Island. Two new routes linking communities on the eastern end of the island with Charlottetown launched on October 12. The so-called “toonie transit” makes three trips a day Monday through Friday on each route, serving the Montague, Georgetown, Souris, and St. Peter’s areas. Riders pay just $2 each way, and seats can be reserved online.

The service is officially branded Island Transit, and is a division of the Cassidy Group which also operates Maritime Bus, the T3 Transit system in Charlottetown, and a link to Summerside several times a day. The provincially-funded initiative is the first step in what Premier Dennis King says is a commitment by his government to an island-wide public transit system, that will be extended to include communities west of Summerside in early 2022. He calls it an “easy decision to make”, and one that will help reduce the province’s carbon footprint.

Mike Cassidy, founder and CEO of the transportation company, says the response to date has been very encouraging, with the primary users so far being students and commuters. Feedback has been very positive, he says, while recognizing that it will take time for the public to become fully aware of the benefits and the full potential the system offers. With the very affordable fares, he anticipates considerable use by seniors and family groups, as well as for school outings.

The two separate routes each normally use a 14-passenger vehicle, but the company has the flexibility to substitute a larger bus seating 24 people if the online booking system indicates a need on a particular run.

-Ted Bartlett

TRANSIT RIDERSHIP GROWING IN NB’S LARGEST TOWN

Codiac Transpo offered an alternative to commuters while Riverview was reduced to a single crossing to Moncton. The new bridge is now open, but the enhanced transit option proved so popular it will remain in place. PHOTO – City of Moncton

The bedroom community of Riverview NB has a long-standing reputation for being very car-dependent. But that’s finally beginning to show signs of change, and transit ridership is at last showing significant growth. By an interesting twist of fate, it’s largely thanks to a new bridge across the Petitcodiac River.

A once-in-a-lifetime opportunity arose last spring, with the removal of an environmentally-controversial causeway dating from the 1960s. The final completion and commissioning of a $60-million bridge replacement that would fully restore the free flow of the river meant that the town’s 20,000 residents would have to make do with a single river crossing for an estimated six months, beginning in April 2021.

Planning to alleviate anticipated traffic congestion included an enhanced public transit offering that would encourage Riverview commuters to leave their cars at home. And it worked – so much so that the Town Council and Codiac Transpo have agreed to leave it in place, at the current service level pending further evaluation. The new bridge opened on budget and ahead of schedule in September, but bus ridership remained high. Codiac Transpo’s director of operations Alex Grncarovski says the numbers are still about double what they were before the causeway closed, describing the outcome so far as “fabulous”, with the qualifier that it’s still too early to draw final conclusions. It’s likely that ridership will improve still further once office employees complete the transition back to their downtown work locations.

Director of operations Alex Grncorovski says for a small transit agency Codiac Transpo is doing very well indeed.

Meanwhile, across the system, improved technology will soon offer greatly improved monitoring of ridership. New fareboxes combined with back-office software are expected to yield a wealth of data for future planning purposes. Mr. Grncarovski noted that Moncton City Council recently approved additional service hours, effective November 7, that brings a number of routes another step closer to what they were before the pandemic struck.

“We’d love to be back to where we were pre-covid,” he says, adding that it’s hoped there will be evening and Sunday service extensions in place by February. “Of course, we can’t please all the people all the time, but for a small transit agency we’re doing very well indeed.”

Having worked in a supervisory role at the Toronto Transit Commission before moving to Moncton eight years ago, he was quite surprised on arrival that Codiac Transpo offered wifi on all its buses – something the TTC still doesn’t have. And Codiac users can now use their smartphones to find out exactly where their bus is. Another big-city innovation coming soon is an automatic annunciator, which will give an audio and visual message to passengers to alert them to their stop.