Tag: Maritime Bus

Atlantic Transport News – January 2022

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Welcome to the first 2022 installment of Atlantic Transport News!

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

HOLIDAY TRAVELLERS FACE COVID CHALLENGES

There was little evidence of social distancing in Terminal 3 at Toronto’s Pearson Airport on the morning of December 30. Holiday season travel – somewhat stressful at the best of times – was all the more difficult this year amid soaring COVID-19 case counts, fuelled by the highly-contagious Omicron variant. PHOTO – Ted Bartlett

While many Atlantic Canadians chose the cautious route over the Christmas-New Year period by staying close to home for the festive season, there was still a scaled-down version of the annual holiday travel rush.

The resurgent tide of COVID infections in the region, across Canada, and world-wide, clearly impacted the travel industry’s gradual recovery that had been evident through the fall months. But despite a lot of cancellations by concerned potential passengers, holiday travel was much busier than in 2020. Your co-editors were among those who did venture outside the region in December – one by rail and the other by air – and their anecdotal observations are included in this story.

VIA Rail’s service offering in the Maritimes was a far cry from the extra trains and lengthy consists of fairly recent years, but relative to the once a week frequency that had been in place from the service restart in August, having two departures a week made it at least a bit easier to plan Christmas travel. Bookings had been strong in the lead-up, and there was much rumbling about extra equipment being added for both trainsets; however, by the time the holiday season was approaching, new concerns about the rapidly spreading omicron variant undoubtedly swayed some travellers to take advantage of VIA’s flexible cancellation and refund policy and cancel or postpone their travel. Trains over the holidays were still busy and expanded up to 17 cars, but did not seem to be quite as heavily patronized as initially expected.

Travel on the Ocean ahead of Christmas was not that much different from in the past, aside from the new consist and lack of a Park car. Proof of vaccination was checked in the station while checking in, with a sticker provided so passengers wouldn’t be bothered again during their journey. For sleeper passengers, all the usual accommodations in both Renaissance and HEP sleepers (aside from open sections) were available, and the full hot menu had returned to the dining car, also available by room service for those not comfortable dining in the shared space. All meals were up the usual standard, and the quality was consistent both in the dining car and by room service. Masks were required when moving through the train, as well as at all times for passengers in Economy, and compliance appeared to be strong across the board. The service car lounges were open and available, though canteen service was by cart only for those in the coaches. On time performance of this particular westbound trip was good across the board, with an arrival in Montreal just a few minutes behind schedule – lots of time to make connections on toward either Ottawa or Toronto.

Travellers make their way down the platform at Moncton to board the Renaissance section of the Ocean. The new consist means that there are economy sections at both ends of the train – on this trip, the forward HEP1 coaches were loaded at Halifax and earlier points, while the rear Renaissance ones were used at Moncton. PHOTO – Tim Hayman

By the return trip after Christmas, the service had once again tightened up in recognition of the rapidly evolving COVID situation. The dining car remained on offer, though room service seemed to be more heavily patronized. The service cars were closed, and passengers were asked to remain at their seats or rooms as much as possible for the duration of the trip. Compliance with these rules again appeared to be quite consistent across the board, even in the coaches.

On this particular trip, on-time performance was hampered from the beginning by a very late arriving connecting train from Toronto – VIA held the Ocean to ensure passengers wouldn’t be stuck in Montreal for several days! Though some time was initially recovered, more was lost due to a series of ongoing slow orders on the Newcastle Sub, and even more by a forced detour through Rockingham yard on the final approach to Halifax. Far too often of late, CN has been leaving cars parked on the mainline and forcing the Ocean to make a painfully slow detour around through the yard tracks. Such treatment from their host railway is certainly nothing new, but it continues to be a major thorn in the side of VIA’s operations.

The outbound leg of a round trip by WestJet from Moncton to Toronto was a rather uneventful experience, apart from the usual pandemic precautions of continuous masking and hand sanitizing, but the return flight from Canada’s busiest airport was another story. In sharp contrast to the smooth check-in and uncrowded security at Moncton on December 16, Pearson’s Terminal 3 was quite a chaotic scene on the morning of December 30. There were technical issues at the bag drop, and a long queue at security where social distancing appeared to be a totally foreign concept. Furthermore, many travellers weren’t wearing their masks properly or were using improvised versions, and staff seemed to be actively discouraging anyone who attempted to avoid crowding their fellow passengers.

The Moncton departure was consistent with earlier anecdotal experiences at Halifax and St. John’s airports in November – a general atmosphere that gave travellers some sense of assurance that those in charge were taking their public health responsibilities seriously. And this before the Omicron variant had reared its ugly head. Not so at Pearson, where one couldn’t help but feel somewhat ill at ease amid rapidly escalating case counts.

“Overall, our industry like many others is not immune to the quick spread of Omicron, which at times is affecting service delivery among some businesses and airport partners,” says Tiffany Chase, spokesperson for Halifax Stanfield. “We’re asking for anyone travelling to be patient if they experience longer than usual line ups and to arrive with plenty of time to make their way through the various health and security screening processes prior to their flight. Travellers are also reminded of the public health protocols in place at the airport, including mandatory vaccination for those 12 years and older, always wearing a mask, frequent hand washing and sanitizing, enhanced cleaning of high touch surfaces, and reduced seating available at airport eating establishments.”

On December 30, WestJet announced the cancellation of 15% of its flights, and said it would rebook affected passengers on alternative departures. The airline blamed the Omicron variant for the drastic move, and claims that it could not have anticipated the variant’s “rapid and unpredictable impact” on its operations.  Air passenger rights advocate Gabor Lukacs of Halifax isn’t buying that explanation, and suspects that the company is attempting to evade its obligations under the already-loose federal regulations regarding cancelled flights. The group’s website suggests that WestJet is trying to save money – a lot of money – by claiming the cancellations are due to circumstances beyond its control, and it therefore doesn’t have to compensate affected passengers for meal and accommodation expenses.

Meanwhile, Maritime Bus carried 7800 passengers throughout Nova Scotia, New Brunswick and Prince Edward Island in December – a significant improvement over the previous year but still down 55% from the number of fares recorded in the same month of 2019, before the pandemic struck.  But reduced holiday travel meant that more people were sending Christmas packages by bus. The company handled 10,000 shipments last month, helping offset the lost revenue from fewer paying passenger.

Staff at the Maritime Bus Charlottetown terminal were snowed under with holiday packages – a welcome source of revenue that helped the company through a December that saw passenger numbers down 55% from pre-COVID levels. PHOTO – Maritime Bus

Some travellers who sought to minimize their COVID exposure by driving home for the holidays in their own cars and taking advantage of Marine Atlantic’s generous social distancing capabilities found their plans frustrated by high winds and heavy seas in the Cabot Strait. With incredibly cruel timing, adverse weather closed in on December 23, forcing cancellation of all sailings on Christmas Eve.

     -Tim Hayman/Ted Bartlett

VIA TAKES FIRST STEP IN “NON-CORRIDOR” FLEET RENEWAL

The Budd stainless steel cars at the forward end of VIA train 15, photographed from a Moncton overpass by Steve Boyko in August 2021, are nearly 70 years old. The F40 locomotives were built in 1987. To the rear of the consist are British-built Renaissance coaches, sleepers and service cars dating from 1995, that were never designed for service under Canadian conditions. VIA has invited equipment manufacturers to participate in a virtual “market day” briefing later this month, which may be a first step toward an eventual and long-overdue fleet replacement program that could give the Ocean and other long-distance trains a new lease on life. PHOTO – Steve Boyko

A tentative first step toward the badly needed replacement of VIA Rail Canada’s tired long-haul fleet appears to be in the offing. The timing may be just coincidence – it probably wasn’t really intended as a Santa surprise for Canadians who’ve been waiting many years for action by the Crown corporation and its political masters on this issue. But on the morning of Christmas Eve, without fanfare of any kind, a notice quietly appeared at VIA’s behest on MERX, a tender publishing website that bills itself as “Canada’s #1 Source of Business Opportunities”.

Entitled “Non-Corridor Fleets Renewal Market Day”, the solicitation was notably short on detail, but was nonetheless a hopeful signal that something may finally be happening to address an issue that’s been neglected for decades. The solicitation was identified as an informal request for information, and the bid intent was shown as “not available”. Only two sentences were offered as a project description, which reads as follows:

“VIA Rail is pleased to invite all tier 1 original equipment manufacturers of intercity and long-distance rail cars and locomotives to attend the virtual VIA Rail non-corridor fleets renewal market day. The day will be dedicated to both informing the market about the fleet renewal opportunity and addressing the context of the Government of Canada’s 2022-2023 Budget.”

VIA has so far not been forthcoming with any additional information, and there has been no media release on the subject. However, the cryptic MERX posting does suggest that there may be some funding in the upcoming federal budget to at least begin the process. Transport Action Atlantic views this as an encouraging sign, and has asked the corporation’s management for clarification and details on the current status.

It’s no secret that the equipment currently in use on VIA’s long-haul trains – now just a shadow of the once-substantial network that existed at the corporation’s inception in 1978 – is well past its best-before date. The classic stainless steel cars built for Canadian Pacific by the Budd Company of Philadelphia in 1954-55 are now in the twilight of their long careers, although some of them have recently undergone significant refurbishment. However, a plan to adapt some of the vintage coaches to accommodate passengers with special mobility needs had to be abandoned when it was discovered that the cars weren’t structurally compatible with the intended retrofit. The more recent British-built Renaissance cars that entered VIA service in the Maritimes more than two decades ago were problematic from the get-go, as they were never designed or intended for the challenges of life in Canada. They have also proven to be far less durable than the much older US-built cars, and are in fact more urgently in need of replacement. The F40 diesel locomotives that haul all of VIA’s long-distance trains are more than 35 years old, and although almost all of them have been rebuilt to extend their service life and reduce exhaust emissions, the clock is ticking for them as well.

Needless to say, TAA will be watching this development with keen interest. Stay tuned!

 -Ted Bartlett

TWO NEW BRUNSWICK VIA STATIONS ARE NO MORE

All that remains of the station stops at Charlo (left) and Jacquet River (right) – no building, but the stops remain active. PHOTOS – Tim Hayman

Featured on the rear cover of our most recent Spring-Summer 2021 Bulletin, we had received news that two small stations in New Brunswick, those at Jacquet River and Charlo, were soon to be demolished due to deteriorating condition of the structures and the prohibitive cost of rehabilitation. Though we don’t currently have details of exactly when the structures were removed, we were able to confirm over the holidays that both stations have been torn down. All that remains at each site is the parking lot, platform, a small sign-board, and other associated VIA signage at the roadside.

The stops do continue to be served, and there appear to be no plans to stop serving either stop – Springhill Jct. remains an example of how a stop can stay on the schedule, without having anything more than a patch of gravel by the tracks! It remains to be seen whether either community will step up to build any form of structure to replace the former buildings.

-Tim Hayman

PATIENCE WEARS THIN OVER DELAYED CHIGNECTO REPORT

This image provided to Transport Action Atlantic by former Cumberland-Colchester MP Bill Casey in 2018 shows a Bay of Fundy storm surge threatening the CN mainline between Sackville and Amherst – which effectively serves as a dyke to protect the Trans-Canada Highway and power transmission lines. A federal-provincial study of the flood risk in this critical area was supposed to have been released in the spring of 2021, but it still hasn’t seen the light of day.

More than six months past its promised release, there’s still no sign of a long-awaited report on the endangered critical transportation corridor that connects New Brunswick and Nova Scotia. There’s been growing concern in recent years that the famous tides of the Bay of Fundy are growing ever higher, presumably as a result of climate change. More and more frequently, storm surges are threatening to overwhelm the Chignecto Isthmus just east of Sackville on the NB side of the provincial boundary. The potential for a flood disaster is top of mind for Cumberland-Colchester MP Stephen Ellis.

“Every day, $50 million dollars worth of trade crosses this essential corridor,” the recently-elected Conservative politician recently wrote to the federal ministers of transport and environment. “It’s one of those things that people take for granted and don’t realize that what happened in British Columbia could easily happen here.”

Dr. Ellis isn’t the first MP to voice concerns about the risk of the Tantramar Marsh being inundated by salt water. Four years ago his predecessor, Liberal Bill Casey, was singing the same tune, describing it as the most vulnerable transportation corridor in all of Canada from an environmental perspective. The CN Rail line across the isthmus is higher than the Trans-Canada Highway, and in effect acts as dyke. If it were ever to be breached, the result could be a catastrophic economic blow to Nova Scotia and to Canada.

The $700,000 engineering study was announced in May of 2018, with the federal government picking up half the cost and the remainder shared by Nova Scotia and New Brunswick. The report was scheduled for release in the spring of 2021, but it remains under wraps. A spokesman for the NB Department of Transportation and Infrastructure confirmed to the Moncton Times and Transcript that the report had indeed been completed, but was still under review by all three governments. Meanwhile, community leaders and MLAs on both sides of the border are growing impatient for answers.

“We’re still waiting for our provincial and federal governments to take climate change and its impacts seriously, but time is running out,” the Green Party’s Tantramar MLA Megan Mitton told reporter Alan Cochrane. And Elizabeth Smith-McCrossin, the independent MLA for Cumberland North, says she’s made flood mitigation one of her priorities for 2022 – even though the most vulnerable point is not in her riding. “We need to stop studying and get the work done,” she said, adding that she’d introduced a bill in the fall session of the NS Legislature that has yet to be debated.

The concerns were echoed by the mayors of both Sackville and Amherst, who are very worried that large areas of their respective communities are under threat of permanent flooding, as ancient 18th-century dykes built by Acadian farmers begin to crumble.

-Ted Bartlett

HALIFAX TRANSIT LAUNCHING NEW INITIATIVES IN 2022

Halifax Transit is looking ahead to the launch of a number of initiatives in 2022, including a dedicated transitway on Spring Garden Road, a program to make using transit easier for people with special mobility needs, and additional help for newcomers in learning how to navigate the system. SUBMITTED PHOTO

The last couple of years have been rough for transit ridership, but there continues to be work on incremental improvements to the Halifax Transit system. In early December, Halifax regional council approved a year-long pilot project that will see a section of Spring Garden Rd., one of the busiest downtown streets and a major choke point for traffic, converted to bus only access from 7am to 8pm, beginning in June 2022. The section of Spring Garden Rd. in question, between Queen and South Park streets, had been closed for an extended period of time for a comprehensive streetscaping project. With the work now complete, municipal staff proposed that this was an ideal time to launch such a pilot, since car traffic had already been blocked from the street. Council opted instead to wait until June, so as not to have to contend with winter conditions while evaluating the initial success of the pilot. Ultimately, the pilot will be assessed based on pedestrian, customer, and transit rider experience on the street, average transit times, collision data, traffic volumes, and public and area resident feedback.

The transit agency is also set to launch two new initiatives aimed at making the service easier to use for people with disabilities and for newcomers to the city. Planned to launch early in 2022, Halifax Transit is developing an in-person accessibility training program to educate people with disabilities how to use both conventional transit, and the specialized Access-A-Bus service. The program is intended to respond to concerns from people with disabilities that the transit system is intimidating, and will aim to provide more support to help people become comfortable with using transit, covering everything from how to request stops to learning about the audio and visual stop announcement, paying fares, and using the Transit app.

The second program is a training program for newcomers who need help navigating the system, especially those working to overcome language barriers. In addition to providing information about where to buy tickets and how to read transit schedules, the program is expected to bring a bus into communities so newcomers can experience it first hand, with an introduction to the vehicles, explanations of how to use features like bike racks, and an opportunity to talk with staff with the aid of translation services.

    -Tim Hayman

LABRADOR’S FIRST-EVER TRANSIT SYSTEM PROPOSED

This graphic from a Dalhousie University feasibility study shows the proposed 28-kilometre core route that would provide hourly transit service in Happy Valley- Goose Bay. A second 92-km route would connect with the Sheshatshiu First Nation and North West River every three hours.

The stage has been set for the first-ever public transit system in Labrador’s largest population centre. A feasibility study conducted at Dalhousie University is recommending a two-route network for Happy Valley-Goose Bay. While there’s no clear answer yet as to how the estimated $180,000 start-up cost for each route and the annual $670,000 annual operating deficit would be funded, there’s growing community enthusiasm for the project.

The study was commissioned by the town council, and released in November. The core route recommended by consultants would be 28 kilometres in length, and would provide an hourly service to the town’s 8100 residents. In addition, service would be provided to North West River and the Sheshatshiu Innu First Nationevery three hours over a longer 92-kilometre route.

Mayor George Andrews told CBC Radio’s Labrador Morning that the proposed system would open up the community to everybody. “Whether it’s a single mom who doesn’t have transportation that needs to go to work, or someone without a vehicle that needs to go to the airport,” he said, adding that Council would be doing due diligence on the file in the near future.

-Ted Bartlett

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 – August 2021

Posted on

Welcome to the August edition of Atlantic Transport News!

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

NOVA SCOTIA ELECTION APPROACHES, PARTIES WEIGH IN ON TRANSPORTATION ISSUES

Polling day in Nova Scotia is fast approaching, and each of the parties continue to lay out their vision for the province should they have the opportunity to form government. As we have done consistently with other recent provincial elections throughout the region, TAA believes that it is important – and reasonable – to ask candidates of all political persuasion where they stand on the transportation issues we believe are important to the province and its future.

Earlier in the campaign, TAA submitted a series of six questions on key transportation issues to each of the major parties running in the election. Our goal has been to provide each of the parties with an opportunity to present their plan to our members and to anyone in the public who is concerned about these issues.

To date, we have received responses from the Nova Scotia NDP, Nova Scotia Liberal party, and the Green Party of NS. We have posted these responses in their entirety on our website, in the order that they were received. If we receive a response from the Progressive Conservative party before the election, we will add it to our post. Of course each party also has published platform documents, which we would encourage Nova Scotians to peruse for further information and context as they consider their vote.

You can view the Q&A here: https://transportactionatlantic.ca/ns-election-2021-questions-for-the-parties/

VIA RAIL’S OCEAN RETURNS AFTER 17-MONTH HIATUS

The inaugural return voyage of VIA Train 15 waits to depart Halifax, with the locomotives back-to-back and the new hybrid bidirectional consist in tow (PHOTO – Tim Hayman)

VIA Rail service in Atlantic Canada has resumed at long last, nearly 17 months after the COVID-19 pandemic forced an abrupt shutdown. With the Ocean back in operation between Halifax and Montreal, albeit on a reduced once-per-week schedule, the last major gap in VIA’s network has been restored to at least a basic level of operation. Early indications are that the trains are selling well, and there was a solid crowd boarding the first train in Halifax and at several stops along the way. VIA staff in Moncton had even prepared an impromptu celebratory greeting for this first train, and the Times and Transcript covered the event.

The warm welcome the train received reflects the ongoing interest from citizens along the route in having a train service that is available and that meets their needs for travel both within and beyond the region. While the return is welcome and long overdue, the initial once per week schedule is hardly adequate. We can certainly hope that VIA is serious about it’s talk of a gradual reintroduction of service, and that we will in fact see a return to the pre-pandemic service levels in October as currently indicated by VIA’s reservations system. Of course even this is far from adequate, and TAA continues to make the case for a daily service – but this will require significant investment, and continues to be an item that requires serious support from the federal government to bring to fruition.

The initial on board service offering remains restricted, due to ongoing COVID-19 concerns, with passengers required to wear masks except when eating, drinking, or in private cabins, and both economy and sleeper passengers confined to their respective seats or rooms. Food service is being provided by cart to economy passengers, and sleeping car meals are pre-packaged cold offerings being served to rooms. Despite the presence of dining and Renaissance service/lounge cars in the consist, these are not currently in operation. The timeline to resume fuller service is not clear, though it is of course dependent on the trajectory of the pandemic and related restrictions. With the news today that the federal government will soon be requiring vaccinations for all railway employees and passengers, with implementation expected by the fall, the on board experience may be able to resume some greater normality before too long.

The new bidirectional consist necessitated by the loss of the turning loop in Halifax has indeed resulted in the loss of the Park car. It remains possible that a Skyline dome/lounge could be added in the future, though with it serving no function at the present time where the lounge and dome would be off limits, it’s hardly surprising to see its absence from the initial trains. If no proper replacement for the Park car can be provided, the train will have lost one of its prime attractions for sleeper passengers.

On the bright side, the 1950s built stainless steel HEP1 coaches, last refurbished in the late 1990s, have finally received an overhaul, making for a much nicer on board environment for economy passengers. The Renaissance equipment in use has also seen the most notable refresh in years, with exterior paint touch ups, buffing, and waxing, and interior work to repair upholstery, carpets, and other interior components. These improvements are very much welcome; however, they don’t change the fact that both the HEP and Renaissance equipment, by VIA’s admission, are nearing the end of their serviceable life and a process to replace them needs to start sooner than later. Without adequate replacements, the long term prospects of both the Ocean and Canadian are in serious doubt.

-Tim Hayman

One welcome addition to the current consist is refurbished HEP1 coaches, which offer a spruced up environment for Economy passengers. This upgrade was well overdue, but doesn’t change the fact that both the HEP and Renaissance equipment need replacement plans sooner than later! (PHOTO – Ted Bartlett)

NEW FERRY ON THE WAY FOR MARINE ATLANTIC

This rendering of the planned new vessel for Marine Atlantic appears to indicate a more esthetically pleasing profile than that of the Crown corporation’s two current workhorses. It’s expected the new ship – as yet unnamed – will replace the aging MV Leif Ericson in 2024. (Image courtesy of Marine Atlantic)

Marine Atlantic has announced a five-year charter agreement with Stena North Sea Ltd. to supply a new Ro-Pax vessel for its fleet. Following the initial agreement, Marine Atlantic will have an option to purchase the ferry. However the Crown corporation is under no obligation to exercise that option, and should the new ship not meet expectations it can simply be returned to the owners after the five years have elapsed.

The new vessel will offer energy efficient green ship technology, according to a media release issued on July 21. Its design will incorporate dual-fuel capability and will include batteries to further reduce its carbon footprint. The ship will be constructed with specific measures to reduce underwater noise, thereby reducing the impact on marine life. It will also offer enhanced power and thruster capability for maximum maneuvering ability during docking and undocking. This would appear to indicate that the challenges presented by the harbour at Port aux Basques will be specifically addressed in the design, as was the case with the purpose-built Caribou and Smallwood more than three decades ago.

The new ice-classed vessel will be just over 200 metres in length, about the same as the existing MV Blue Puttees and MV Highlanders, with the ability to carry similar numbers of commercial and passenger vehicles. It will incorporate the latest accessibility standards, carry up to 1000 people, have 146 passenger cabins (including pet friendly cabins), 40 passenger pods, a variety of food service options, seating lounges, a children’s play area, and a kennel for pets.

The ship will be compatible for use on both the Port aux Basques and Argentia routes and is expected to enter service in the 2024-25 fiscal year.

In Budget 2019, the Government of Canada provided funding for Marine Atlantic to replace an existing vessel. The corporation launched a request for qualifications (RFQ) in July 2019, with successful bidders moving to an RFP stage in June 2020.

-Ted Bartlett

INTERCITY BUS RIDERSHIP STARTS TO RECOVER

Travellers await Maritime Bus departures at Moncton on August 8. Ridership is showing some improvement as travel restrictions have eased, but there’s no indication about if or when interlining of passengers or packages beyond Edmundston might resume. (PHOTO – Ted Bartlett)

The essential service that Maritime Bus founder Mike Cassidy refers to as “public transit on provincial highways” is showing some signs of recovery with the reopening of the Atlantic Bubble. Maritime’s coaches continue to operate six days a week (daily except Saturday), with all communities on its route map being served on a limited schedule. However, there’s no indication as to if or when it might again be possible to ride the bus further than Edmundston, or to ship a package to points in Quebec or beyond. Mr. Cassidy says there’s been no action on restoring the interlining agreement with pre-pandemic partner Orleans Express.

Ridership figures were very low in early July, but improved as border restrictions among the Atlantic provinces were eased. Mr. Cassidy anticipates a daily average of 275 passengers in August, with his coaches logging about 5000 km per day compared to the pre-COVID full schedule of 10,000.

He adds that there’s still no indication that Ottawa’s Rural Transit Fund is going to offer any relief for struggling commercial carriers such as Maritime Bus and Newfoundland’s DRL coachlines. Neither is there any indication that the federal government is prepared to assume any form of leadership role in ensuring the restoration of a coast-to-coast network for passengers and parcels.

“Passion and a commitment to busing has allowed me to persevere through these trying COVID times,” he says. “We can never lose sight of the importance of an intercity bus service within the Maritimes moving passengers and time sensitive parcel freight.”

Meanwhile, DRL’s owner Jason Roberts tells Transport Action Atlantic that his company has lost over $1.3 million since the start of the pandemic, and although the COVID threat has subsided for now, he doubts he can maintain the service in its current form for much longer. He does have some hope that the provincial government will come through with some sort of assistance package. The federal government has an implicit obligation to ensuring continuing trans-island bus service, but to date has shown no sign that it is considering honouring that commitment.

-Ted Bartlett

AIRLINE SCHEDULES SLOWLY INCREASE AS AIRPORTS RECEIVE FEDERAL AID

The arrivals/departures board at Halifax Stanfield International Airport on August 10 shows increased activity, but remains but a shadow of its pre-pandemic level. For context, it should be noted that the flights shown here cover a period of nearly 24 hours. (PHOTO courtesy of HIAA)

The long-term future of commercial air travel to, from and within Atlantic Canada remains an unknown as air carriers gradually increase their service levels in the region. Meanwhile, the Government of Canada has stepped in to assist regional airport authorities that faced massive revenue losses during the pandemic, and are continuing to feel the pinch as travel slowly rebounds.

The latest federal funding package was announced on August 9 – an $11.8 million contribution to the bottom line of St. John’s International Airport (YYT) under the Regional Air Transportation Initiative. Airport CEO Peter Avery said the funding would help in the recovery effort, and allow the facility to remain competitive. Earlier contributions under the initiative included $3.8 million each for Saint John (YSJ) and Fredericton (YFC), $3.1 million each for Charlottetown (YYG) and Deer Lake (YDF), $2.7 million for Sydney (YQY), and $2.4 million for Gander (YQX). Moncton airport (YQM) received a lesser amount to offset its operational losses, but was awarded over $5 million for capital improvements.

The number of flights in the region operated by Air Canada and WestJet is gradually increasing, but it is still nowhere near pre-pandemic levels. Meanwhile, Porter Airlines – in full hibernation since March of 2020 – will be returning to Atlantic Canadian skies in the first half of September.
Air Canada has not indicated any plans to resume most of its short-haul services in the region, with PAL Airlines filling some of the void, but on a much lower frequency. PAL has also commenced its promised service to Ottawa from St. John’s and Deer Lake, stopping at Moncton or Fredericton on alternate days.

The region’s largest and busiest airport, Halifax Stanfield, remains “international” in name only for the time being, although as of August 9 it is permitted to once again accommodate US and overseas departures. Spokesperson Tiffany Chase tells TAA that Condor Airlines is planning to offer a short fall seasonal service to Frankfurt from September 9 to November 4. There is some suggestion that US flights might resume in October, but there’s no indication yet as to plans for overseas operations to or from YHZ by either Air Canada or WestJet. She was optimistic they might resume in 2022.

As of early August, Stanfield was handling a daily average of 50-60 arrivals and departures carrying between 3000 and 4000 passengers, compared with pre-pandemic levels of 200 daily flights accommodating 11-12 thousand people. Currently flights to and from YHZ are serving only 16 destinations, compared to 46 pre-COVID.

-Ted Bartlett