Tag: Rail

Atlantic Transport News – August 2021

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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

Atlantic Transport News – July 2021

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Welcome to the July edition of Atlantic Transport News!

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

ELECTRIC FERRIES PLANNED FOR HRM

A look at the proposed new ferry routes under Halifax’s Rapid Transit Strategy. The first route from Mill Cove to downtown Halifax got a major boost in the past month, with funding from all levels of government to move the project ahead. GRAPHIC – Halifax Regional Municipality

Halifax Transit has received a major boost to one of their rapid transit plans, as all levels of government have stepped in with funding to move ahead with a plan to launch a fast, electrified ferry service from Bedford into downtown Halifax. Halifax Transit had announced the plan as part of their Rapid Transit Strategy, and in June the federal, provincial and municipal governments announced funding support to move the project toward becoming reality.

The full project, which will involve the construction of new ferry terminals, replacement of the downtown Halifax terminal, and the purchase of new vessels for the service, is estimated to cost $134.5 million. An initial $3.3 million study to plan and engineer the service will be supported by $1.1 million from the province of Nova Scotia, $1.3 million from the federal government, and another $917,000 from the Halifax Regional Municipality. This phase of the project is expected to be complete in 2022, with hopes that the ferry service will be able to launch in 2024.

In a separate announcement, the HRM announced a tender for design concepts for the rebuild of the downtown terminal and the design of the new Mill Cove terminal. The downtown terminal will need to be expanded significantly to accommodate the new electric vessels planned for the service, and the Mill Cove terminal will need to include bridges across the CN rail line.

A fast ferry service has been proposed a number of times over the years as a solution to traffic congestion on the Bedford Highway, and as a way to provide a more efficient public transit connection into the downtown core. When recent attempts at commuter rail fell through, the ferry service has again risen to the top as a viable option, promising travel times to downtown that can beat driving even at off-peak times, and far exceed anything that is possible by car or bus during peak rush hour. With the new addition of exploring an all-electric ferry, the service is even more attractive to multiple levels of government that are prioritizing a shift to clean, sustainable public transportation options. All being well, this will turn out to be the first step in an important expansion of Halifax’s transit network.

-Tim Hayman

ATLANTIC BUBBLE OFF TO A SHAKY START – AT LAST!

Traffic was backed up as far as the eye could see on the Trans-Canada Highway near Amherst NS as protesters expressed their displeasure with more stringent provincial travel restrictions imposed just days before the 2021 version of the Atlantic Bubble was launched. This year there’s less consistency among the provincial governments, so travellers would be wise to check the rules in advance before attempting to cross provincial boundaries. PHOTO – RCMP on Twitter

It will be a bit different from last summer’s successful formula, but the 2021 version of the Atlantic Bubble is finally up and running. Postponed several times, the arrangement permits travel (with a few restrictions) among the four provinces, without the requirement to self-isolate. The four governments had evident difficulty in reaching a consensus, perhaps due in part to the presence of two new premiers in the mix this year. In any event, it did not come together without a rather public difference of opinion between the premiers and chief medical health officers of Nova Scotia and New Brunswick – one that resulted in a protest blockade of the Trans-Canada Highway near Amherst that required RCMP intervention, and got the local MLA booted from the NS PC caucus over her apparent role in the illegal activity.

With the rapid acceleration of COVID inoculations throughout the region and a steep decline in active cases during June, the travel outlook is certainly looking brighter for the summer of 2021. As of July 1, Nova Scotia was reporting 51 cases, down from 369 a month earlier; New Brunswick had 24 compared to 142; NL had just five, a drop from 90; and PEI had only one, having gone for over three weeks during June without a single new case being reported. Nonetheless, visitors to the Island this year must apply online for a “PEI Pass” prior to arrival. That’s just one of many variations in the rules among the provinces, so travellers would be well-advised to check in advance before hitting the road to avoid any unpleasant surprises.

VIA RAIL PREPARES TO RESUME OCEAN SERVICE – BUT IT WON’T BE THE SAME

When the post-pandemic Ocean returns, among the missing amenities will be the iconic Park-series domed observation cars. Designed to operate in the forward-facing direction only, they can no longer be turned at Halifax. VIA hasn’t yet provided full details of future train consists, but we will soon find out when a train makes its way to Halifax for the service resumption. PHOTO – Ted Bartlett

It’s been a long 17 months, but VIA Rail’s Ocean service is finally returning to the Maritimes – even if it won’t look quite the same as it did when the last train departed in March of 2020. VIA has just announced that the Ocean will resume its operations from Halifax on August 11, 2021, with a single weekly departure in each direction.

https://media.viarail.ca/en/press-releases/2021/rails-ocean-service-gradually-resume-starting-august-11

The first train will depart Halifax on August 11th, and the first eastbound trip will depart Montreal on August 15th; this will make for a schedule featuring Wednesday departures from Halifax and Sunday departures from Montreal, presumably following the same timetable as before the pandemic. VIA has labeled this a “gradual” resumption of service, and expressed optimism that additional frequencies will follow shortly; at the time of writing, an advisory on the VIA website shows tri-weekly service resuming in October, but this is always subject to change.

Consistent with trains like the Canadian that have been operating up to this point, the Ocean’s on board service offering will be much different during the first days of operation. Both Economy and Sleeper classes will be offered, in a mix of Renaissance and HEP1 stainless steel equipment, but passengers will not have free movement throughout the train. Sleeper passengers are asked to stick to their rooms for the duration of the trip, and Economy passengers to stay at their seats aside from trips to the washroom, or presumably stretch breaks at longer station stops. Passengers must wear masks on board, in keeping with federal requirements, except when eating or drinking or when in their own private rooms. Food service will be provided by cart to Economy passengers, and by room service to sleeper passengers – no meals in the dining car, for now. There will also be no lounge access for the time being, and while a Skyline dome may eventually be included in the consist, there won’t be one for the time being. As has been the case throughout the pandemic, all of these restrictions are subject to change as the situation evolves.

A special deadhead train will soon head east to ferry equipment from Montreal to Halifax to allow for crew training and the first departure from Halifax (*UPDATE: This deadhead train arrived in Halifax on the morning of July 13th). With the service shut down for such an extended period, quite a number of crew members have no doubt chosen to take retirement or have found other employment, so new on board crew training will be essential. Once this consist heads east, we should finally get a look at the new incarnation of the Ocean, now that the train cannot be turned. We expect to see a hybrid hodge-podge of Renaissance and HEP equipment, with baggage cars on both ends and no Park car, on account of the need to run the train in reverse for the return trip.

Regardless of the changes to the train, it is still a positive sign to see VIA’s return to the region, and TAA will continue to advocate for a full service resumption as soon as possible, and further improvements moving into the future.

VIA’s return to Halifax – on July 13, 2021, a full 16 months after the last train #15 departed on March 13, 2020, VIA equipment has at last returned to Halifax. With the locomotives back to back and the new bidirectional consist in tow, this consist will be used for on board crew training over the next several weeks, and depart Halifax as train #15 on August 11th. PHOTO – Tim Hayman

“OPEN WITH AN ASTERISK” – A DIFFERENT SUMMER AT MARINE ATLANTIC

MV Atlantic Vision will be making fewer appearances at Argentia this summer. Pandemic precautions have reduced the maximum passenger numbers to 300 per crossing, and a reduced level of customer amenities will be offered. PHOTO – Ted Bartlett

More than two weeks delayed from the originally planned date, MV Atlantic Vision docked at Argentia NL on the morning of July 5, marking the launch a scaled-down 2021 seasonal service. Although it is a significant improvement over 2020 when the route did not operate at all, the Vision will be sailing this summer under the dark cloud of COVID-19. Consequently, many of the onboard amenities that had helped make the trip a special travel experience in recent years won’t be offered. And, there will be only two weekly round trips instead of the usual three.

Colin Tibbo, Marine Atlantic’s chief information officer and acting vice-president of customer experience, says there is sufficient flexibility in their operational plan to allow for a third return crossing should demand exceed expectations. But for now the departures from North Sydney will be at 1730 ADT on Sunday and Wednesday only, sailing from Argentia at 1700 NDT on Monday and Thursday. To allow for social distancing there will be a limit of 300 passengers per crossing, which means much of the auto deck space will be empty. Most of the passengers are expected to be in cabin accommodation, and Mr. Tibbo notes that demand for private rooms is stronger than ever. In fact, he senses a trend where this is a make-or-break condition for many prospective customers. However, the good news for unberthed passengers in lounges is that they will be sufficiently spaced so that wearing of masks will not be required once they are seated.

The popular buffet dining option on the Vision has fallen victim to the pandemic – perhaps permanently – and the upscale dining room experience will also not be offered this year. The only alternative to the ship’s rather small snack bar will be a light meal service available in the bar lounge area.

Mr. Tibbo said the company did not want to cancel the Argentia run again this year, despite the pandemic uncertainty, because they consider it to be an important part of their summer service offering. He noted that, despite the limited amenities, the initial July 4 departure was booked to 98% of its reduced passenger capacity a few days prior to sailing, which attests to the popularity of the seasonal route. The online “rolling schedule” that now allows customers to reserve up to 16 months in advance shows a return to three weekly crossings in 2022.

A similar passenger limitation applies to the year-round North Sydney-Port aux Basques route, where there are a minimum of two daily sailings. Public health measures are likewise in effect, and passenger amenities have been reduced accordingly. Commercial drivers are now berthed in single-occupancy cabins, which places additional pressure on accommodations aboard the Blue Puttees and Highlanders. The volume of commercial traffic hasn’t been significantly affected during the pandemic, and passenger bookings as of early July were running between 30 and 40 percent higher than corresponding dates in 2020.

Customer expectations for Marine Atlantic appear to have adjusted somewhat because of COVID-19, just as they have elsewhere in the transportation and hospitality industries, but Mr. Tibbo expects they will become higher with the passage of time. He’s reluctant, however, to predict timelines for the return to a higher level of customer amenities.

“We’ll see how it unfolds,” he says, “For now, we’re open – with an asterisk!”

-Ted Bartlett

MARITIME BUS BEGINS SIX-DAY OPERATION; DRL SOLDIERS ON

After a financially-challenging winter and spring, maintaining service only three times a week, Maritime Bus increased to a daily-except-Saturday schedule at the end of June. Owner Mike Cassidy is looking ahead to better days, but there’s still no indication of any federal support for a national integrated motorcoach network. PHOTO – Ted Bartlett

With the rejigged Atlantic Bubble now in effect, Maritime Bus owner Mike Cassidy is looking ahead to better days – but he finds it hard to be optimistic. In anticipation of increased travel, the company bumped its schedules up to six days a week effective June 23, but uptake has been very slow, with three different reopening plans in the Maritime provinces having a dampening effect on ridership.

There’s been no response to date to the industry’s urgent pleas for federal support and a modest financial commitment to help rebuild a national intercity motorcoach network in the wake of Greyhound’s complete abandonment of Canadian service and the devastation of COVID-19.

“It appears as if there is no champion at the federal or provincial level,” Mr. Cassidy commented. “All I can say is that busing in Canada needs help.”

Meanwhile in Newfoundland, the orange DRL coaches are still plying their 900 km. route, serving 25 stops along the Trans-Canada highway from St. John’s to Port aux Basques. This despite a warning from owner Jason Roberts last month that financial pressures might force the company to cease operations. There’s been no word on the possibility of any assistance from the cash-strapped provincial government, along the lines of emergency aid extended earlier this year to Maritime Bus by Nova Scotia, PEI, and (after some prodding) New Brunswick.

But unlike elsewhere in Canada, there appears to be some onus on Ottawa to support DRL, which acquired the trans-island bus service from newly-privatized Canadian National in 1997. The so-called “Roadcruiser Service” had replaced the CN passenger train in 1969, and federal government responsibility to ensure continuing service at fares consistent with passenger rail elsewhere in Canada was acknowledged in the 1988 federal-provincial Memorandum of Understanding that provided for final abandonment of the Newfoundland Railway. However, none of the province’s six Liberal MPs have as yet weighed in on the issue.

SHUTTERED AIRPORTS REOPEN – WITH SOME NEW SERVICES

A water cannon salute greets PAL flight 905 on its inaugural arrival at Fredericton from Newfoundland on June 28. YFC was one of three Maritime airports to reopen late last month, after being closed since January. PHOTO – PAL Airlines

With the gradual lifting of COVID-19 restrictions, the aviation industry in Atlantic Canada is at last on final approach to what may prove to be a long period of recovery. Three regional airports in the Maritimes that had been completely devoid of scheduled passenger service for more than five months reopened for business in late June, and flight frequencies at others that had maintained limited service during the pandemic were noticeably increased. There were even some new destinations on departure boards around the region as airport spokespersons expressed cautious optimism.

Notable among recent developments was the return of scheduled service to Saint John, Fredericton and Sydney, which had been in hibernation since January. In addition to the return of Air Canada services to Toronto and Montreal, and WestJet flights to Toronto, YFC welcomed its first-ever direct service to and from Newfoundland with a tri-weekly flight by PAL Airlines to and from St. John’s with an intermediate stop at Deer Lake. In addition to the return of Air Canada service, discount carrier Flair Airlines was offering flights to Toronto from YSJ for as little as $49 one-way on a once-a-week 737 jet. At Sydney, WestJet resumed service to and from Halifax, while Air Canada was offering direct flights to Toronto.

St. John’s welcomed the return of direct service to Toronto by both Air Canada and WestJet, after an absence of several months. It would appear that Air Canada has no plans to resume local services between Halifax and various Maritime airports, but it looks like PAL is moving in to take up where the national carrier left off. PAL’s ambitious expansion plans also include offering service to Ottawa beginning in August. And by the time Porter Airlines returns to the skies in September, they may find the field a little bit crowded.

But make no mistake: air travel is by no means back to normal, or even approaching a new normal. The majority of the reinstated services are at greatly reduced frequencies – less than daily in many cases. Even the most optimistic air travel advocates will acknowledge that the road back will be a difficult one. Many restrictions remain in place, with most airports limiting access to their facilities strictly to passengers holding tickets. Most food and beverage concessions have not reopened, and masks must be worn continuously from entering the departure terminal until the exit on arrival.

There’s been no indication as to if or when overseas flights might return to Halifax Stanfield International Airport. For the foreseeable future, Atlantic Canadians destined to Europe or the UK will be obliged to fly several hours in the wrong direction before heading across the big pond.

NEW RURAL AND SMALL TOWN TRANSIT INITIATIVES UNDERWAY

A new fully-accessible transit service in Nova Scotia’s Pictou County launched on May 17, bringing public transportation back to New Glasgow and Stellarton after a 25-year absence. PHOTO – PC Transit

Residents of the Nova Scotia towns of New Glasgow and Stellarton are once again able to avail of public transit. Pictou County has not seen such a service since 1996, and the three-year pilot project should provide ample opportunity to prove that it is both needed and sustainable. 

Ridership numbers will determine if the service continues past the three-year trial, and promoters emphasize it is very important the community support the service by using it. 

The route is a one-hour bus loop through the two towns, but it’s been named Pictou County Transit in the hope that other communities will join in. 

The new, fully accessible, one-door-for-all, low-floor bus made its inaugural run on May 17.  The $190,000 capital cost was underwritten by the Province of Nova Scotia, which is also fully funding the first year of operations. Years two and three will see Stellarton and New Glasgow pay $50,000 and $100,000 annually, respectively. 

Meanwhile in New Brunswick, the community group Eastern Charlotte Waterways (ECW) has been awarded a rural transit pilot project grant by Environment and Climate Change Canada.  The federal funding will provide a new ride-share transportation system to the community of Blacks Harbour and the southwest New Brunswick region.

A media release says that issues of mobility and accessibility in rural communities are well documented, and Blacks Harbour is no exception. This pilot project aims to address these transportation issues by providing a fleet of electric cars for community-wide use. It will act as an on-demand door-to-door service. The new rideshare system which will launch in the fall of 2021, is the natural next step in working towards designing sustainable systems for rural communities in Charlotte County.

“ECW’s mandate has always been supporting sustainable projects that benefit local residents and the environment,” says Rick MacMillan, the group’s chair. “This investment will improve accessibility and the livelihoods of people in our community while raising the profile of the village to attract new businesses, visitors, and residents. Providing this climate-friendly ride-share program helps facilitate the community’s potential growth through connectivity.”

Blacks Harbour and the greater southwestern New Brunswick region has not had a public transportation option since the end of the RuralLynx project in 2020. With federal support, ECW will be able to operate an integrated public transportation model, built upon eight years of extensive research and reports from the Southwest Transit Authority Board as well as other community organizations both in and outside the province of New Brunswick. The announcement notes that the ECW team will be working collaboratively with key community partners that include the Charlotte County Multicultural Association and Vibrant Communities Charlotte County to ensure the pilot project is successful in providing all community members with an efficient, affordable and climate-friendly way to get around. This rural transit pilot project is described as an investment in social infrastructure that prioritizes rural communities and facilitates future growth.

FARES REMOVED FROM NOVA SCOTIA PROVINCIAL FERRIES

Passengers on the Englishtown Ferry in Cape Breton will no longer have to pay a fare, nor will users of any other of the intraprovincial ferries in Nova Scotia. PHOTO – Tim Hayman

Drivers in Nova Scotia will no longer have to pay to use any of the province’s seven intra-provincial ferry services, as the provincial government announced the permanent removal of ferry fees in late June. The ferry services, operated by Nova Scotia’s Department of Transportation and Infrastructure Renewal, include those at Englishtown and Little Narrows in Cape Breton, Country Harbour on the Eastern Shore,  Tancook and LaHave on the south shore, and Petit Passage and Grand Passage on Digby Neck.

When announcing the permanent removal of user fees, which had been waived in 2020 during the Covid-19 pandemic, Premier Iain Rankin said the change will make transportation more “affordable and accessible for Nova Scotians”. Transportation Minister Lloyd Hines noted that the fees only covered a small percentage of operating costs, and were inefficient to collect and becoming an increasing burden to administer.

The province hopes that the removal of fees will help to encourage tourism by making more parts of the province more easily accessible, though it’s likely no coincidence that a provincial election is expected in the coming months.

Atlantic Transport News – June 2021

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Welcome to the June edition of Atlantic Transport News!

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

DECISION MAKERS NEED PASSION AND COMMITMENT SAYS MOTORCOACH INDUSTRY LEADER

Maritime Bus owner Mike Cassidy (second from left) wants to hand over a successful motorcoach business to his sons Ryan, Matthew and Stephen – but he fears for the future of the industry because governments aren’t taking the public need seriously.  PHOTO – Maritime Bus

There’s an evident lack of passion and commitment about the public transportation needs of Canadians among key government decision makers, according to the Prince Edward Island entrepreneur who rescued line-haul motorcoach service in the Maritimes from the brink of oblivion nine years ago. Mike Cassidy was guest speaker at the virtual annual general meeting of Transport Action Canada held on May 27. 

In an hour-long “fireside chat” with TAC members, the Maritime Bus owner expressed his frustration with all the politics inherent in the struggle to re-establish a coast-to-coast network of motorcoach operators to transport both people and parcels between communities that are badly underserved by public transportation. Mr. Cassidy is one of several independent bus company operators from across the country that are working together in an effort to jointly assemble a coherent national system from the wreckage left in the wake of Greyhound’s abandonment of its Canadian operations.

Although the technology exists to establish an integrated system for reservations and package interlining, the support of governments – especially the Government of Canada – is essential to make it happen, he insists. And there’s little indication of any appetite or sense of urgency at the top. While some individual politicians, including some Liberal MPs, have been supportive, there’s no passion for public transportation among those with the authority to make decisions and who ultimately control the purse-strings.

There is indication that the federal government’s new Rural Transit Fund is only available for non-profit organizations, which could be another nail in the coffin for companies like Maritime Bus. Senior officials are evidently not prepared to acknowledge that commercial motorcoach operators are in dire straits and in need of a helping hand because of the pandemic. His company was modestly profitable prior to 2020, Mr. Cassidy says, and he’s built his business on passion and a commitment to the industry. He’s proud of the fact that he was able to succeed where big corporations like the multi-national transportation giant Keolis could not. And during the COVID crisis buses have continued to carry people to their destinations when trains and flights have been suspended. Now should have been the time to invest in motorcoach, but it is not happening. Even Greyhound’s demise has not been enough to ignite the passion. 

“I just wish the Canadian government believed in Canadian bus companies,” he concluded, adding that a modest investment of $30 million over ten years would be sufficient to restart and maintain the coast-to-coast motorcoach system.

-Ted Bartlett

NL MOTORCOACH OPERATOR MAY BE FORCED TO SHUT DOWN

Despite several interruptions during COVID-19 peaks, DRL Coachlines has for the most part maintained its daily service across Newfoundland. But ridership is a fraction of pre-pandemic levels, and mounting losses may soon force the company to shut down. PHOTO – Canadian Public Transit Discussion Board

The owner and general manager of the motorcoach company that operates a 900 km daily service on the Trans-Canada Highway across Newfoundland’s cross-island bus line says ridership has hit rock bottom because of COVID-19. Without some form of financial relief from government, Jason Roberts says the mounting losses may force his operation to shut down as early as this month.

“It’s very, very disheartening,” he told CBC News, adding that he’s been asking both the federal and provincial governments for months to extend a helping hand that would enable his company to weather the pandemic storm – but to no avail.

There’s plenty of precedent for taxpayer assistance to for-profit companies during the pandemic, Mr. Roberts said, pointing to massive federal bailouts for air carriers and interim funding offered for bus operations by provincial governments in the Maritimes.

“Everyone’s trying to stay put as much they can so, I don’t expect them to travel, but the ones who got to travel, they still need a means to go,” he said, adding that if he has to suspend DRL’s daily services, it might not make sense to start them up again a few months down the line. “It’s not going to be easy to pick it up and put it back on the road, and make it something that’s going to be very flourishing again, so it’s very important for us to keep going,” he said. DRL acquired the trans-island bus service from newly-privatized Canadian National in 1997. The so-called “Roadcruiser Service” had replaced the CN passenger train in 1969, and federal government responsibility to ensure continuing service at fares consistent with passenger rail elsewhere in Canada was acknowledged in the 1988 federal-provincial Memorandum of Understanding that provided for final abandonment of the Newfoundland Railway.

LITTLE GOOD NEWS FOR REGION AT VIA PUBLIC MEETING

When VIA’s Ocean returns post-pandemic, it will have a different look and feel – and be lacking certain amenities. However, the company is providing few details on its plans for future service, beyond confirming that the train will be back at some point in some form. PHOTO – Tim Hayman

For the second year in a row, VIA’s Annual Public Meeting was an entirely virtual affair, featuring a pre-recorded video update from CEO Cynthia Garneau and other senior VIA management. The 22-minute video, which can be found on both YouTube and the VIA Rail website, offered little by way of specific details, but the overall message was clear – 2020 was an extremely unusual and difficult year for VIA, and the railway isn’t out of the woods yet. Recently released annual and quarterly reports tell much the same story, with ridership plummeting through 2020 as the combination of rail blockades and the pandemic restricted travel and curtailed most of VIA’s services. Still, with the first of the new trains for the Corridor nearly ready to arrive for testing and vaccination roll-outs moving at full speed across the country, there are some reasons to have optimism about things improving in the near future. 

At the time of writing, the Ocean is currently suspended through the end of July 2021. However, with vaccinations continuing at a rapid pace and the various Atlantic provinces unveiling reopening plans that could see less restricted travel from the rest of the country by late July or early August, there is actually some hope that this could really be one of if not the last extensions of the now nearly 16-month service suspension. At TAA’s recent AGM, Philippe Cannon, VIA Rail’s director of public affairs and government relations, explained that the corporation is continuing consultation with representatives from both the New Brunswick and Nova Scotia governments to discuss when conditions will allow the resumption of service. He did acknowledge, however, that the train won’t be back until border restrictions have been lifted and all parties involved are satisfied that it’s safe and feasible to do so.

In addition to the public meeting itself, VIA provided a Q&A document addressing common questions that were submitted in advance of the meeting. As is often the case, the answers were not as thorough as one might hope, nor do they provide much clarification beyond what was already known. For the Ocean, there’s a reiteration of the plan for a bidirectional train using a mix of Renaissance and HEP equipment, but beyond that the answers offer no new details. Responses about whether any sort of dome car will be in the consist to replace the Park car offer only a look at what may be the case while the pandemic is still a concern (and while the Ocean is still unlikely to be running!), and no forward-looking plan. There is also still no commitment to improve service frequency or track conditions, and no further details about what plans may be in place to replace the rapidly deteriorating long distance train fleet. https://corpo.viarail.ca/sites/default/files/media/pdf/speeches/2021%20Annual%20Public%20Meeting_VIA%20Rail_Q&A_EN.pdf

At the very least, both the comments in the public meeting itself and the Q&A document reiterated a commitment to restore service on the Ocean – albeit at the inadequate tri-weekly schedule in place since 2012 – as soon as conditions allow. One answer in the Q&A document even states that “The Ocean is a pillar of VIA Rail’s service offering providing essential intercity travel as well as attracting tourists from around the world. VIA Rail remains committed to serving communities in Eastern Canada, and to a full recovery of this route when conditions will allow it”. Now if only VIA would actually treat the Ocean as though it were the “pillar” that they claim it to be, by making the service offering more attractive and useful to the communities it serves!

-Tim Hayman

TWO VIA STATIONS IN NORTHERN NB FACE DEMOLITION

The VIA Rail station in Jacquet River NB is shown in happier times, about 15 years ago, when the Canadian flag was still proudly flown on the property. Unstaffed for many years and with no apparent community interest, the structure is one of two on the Ocean route reportedly slated for demolition. PHOTO – Steve Boyko Collection

Two unstaffed VIA Rail stations in northern New Brunswick are about to be demolished, according to informed sources in the area. The “request stops” for the Ocean at Charlo and Jacquet River, two small communities located between Bathurst and Campbellton, have been unstaffed for many years. The sources are telling TAA that there’s been no apparent interest from either community in taking over the facilities, as has been done with some other stations in the Maritimes and elsewhere where there wasn’t sufficient traffic to warrant the continued presence of VIA employees.

The buildings have reportedly been deteriorating over time, particularly at the Jacquet River location where the roof is said to be in need of major repairs if the building were to be once again made available as a shelter for rail travellers. TAA was not able to confirm reports that tenders had been called by VIA for demolition of the buildings, and at this writing there had been no response to questions directed to the company. It is not known if the Ocean will continue to stop on request at Jacquet River and Charlo when it returns to service post-pandemic.

LIVELY DISCUSSION AT TAA’S VIRTUAL ANNUAL MEETING

Perhaps the current federal government really does believe that Canada ends at Quebec City – at least as far as political influence is concerned. That not-so-encouraging thought was just one of many that emerged during Transport Action Atlantic’s annual general meeting held on May 15. For 2021 the AGM was once again a virtual affair, using the Zoom platform. The now-familiar technology, which admittedly lacks the social benefit of face-to-face contact, does have the advantage of enabling participation by members for whom distance might make attending an in-person meeting difficult or impossible. The online turnout was quite impressive, with representation from all four Atlantic provinces – and beyond.

University of New Brunswick economist Herb Emery told the meeting that the Trudeau Government appears to be firmly focused on the vote-rich territory of Canada’s six largest urban areas. That makes it extremely challenging for smaller cities to get attention, and to reap a fair share of infrastructure funding.

UNB’s Dr. Herb Emery says the Trudeau government is focusing heavily on Canada’s six largest urban centres, to the detriment of smaller cities and rural areas.

TAA’s old familiar refrain that “Canada doesn’t end at Quebec City” would seem to be well directed, Dr. Emery suggested. He senses it will be an uphill struggle to persuade the federal cabinet to invest in “building back better” through climate-friendly projects such as passenger rail and public transit outside the areas of the country that they evidently have identified as priorities.

Meanwhile, the transportation implications of “The Big Reset” – Newfoundland and Labrador’s recently unveiled economic recovery report – were reviewed by TAA board member Tom Beckett. He told the meeting that there are many aspects or opportunities missing or overlooked in the document, noting that the work was directed from the UK by ex-pat Newfoundlander Dame Moya Greene, former head of both Canada Post Corporation and Britain’s Royal Mail, who is known as a strong supporter of privatizing public services.

Included in the report are a suggested 1.5 cents per litre tax on gasoline, a recommendation to support electric car adoption (without the recognition of a need to replace the gasoline tax as electric vehicles become a larger portion of the fleet), an acknowledgement the provincial ferry service is very expensive, and an obvious statement that the provincial road system is quite large and costly to maintain.

One missed opportunity, according to Tom Beckett, is the new ro-ro ferry service between NL and the French enclave of St. Pierre off the island’s south coast, which now can accommodate all vehicles up to and including transport trucks. St. Pierre itself has a trans-Atlantic marine service subsidized by France which has plenty of room on the return crossing.

“This places the EU directly accessible to Newfoundland through Fortune. Live Fortune Bay lobster in Paris, Newfoundland beverage alcohol on the Champs-Élysées, and other products routed to new EU markets. More money in the pockets of Newfoundlanders,” he said. “St. Pierre also has seasonal service by Air France. This provides a spectacular opportunity to draw tourists into the province. Perhaps a strategic private sector partnership orchestrated by government but funded entirely with private sector capital?”

The Big Reset makes no mention of the need to get the 65% cost recovery on Marine Atlantic rates reduced substantially to the benefit of the entire economy, or the significant savings on school busing that could be attained by providing Metrobus passes and service within St. John’s and Mount Pearl. Tom also suggested that significant revenue could be obtained from placing a small toll of perhaps a dollar a trip on the four-lane divided highways in the northeast Avalon which have free alternatives – a concept similar to the 407 north of Toronto. Finally, there is no suggestion of incorporation of transportation elements into the provincial pandemic recovery.

SAINT JOHN AND HALIFAX DIVIDED ON US RAIL MERGER

Hapag-Lloyd’s Liverpool Express docked at Saint John on May 27, the first arrival in the shipping line’s new Mediterranean Canada service. CP Rail is heavily promoting its renewed connection with the port (through Irving-owned NB Southern) as part of its “East Coast Advantage”. Saint John is the only port in the Maritimes served by both of Canada’s major railways. PHOTO – Port of Saint John

A multi-billion dollar battle between Canada’s two major railways over a potential merger with smaller US carrier Kansas City Southern has put Atlantic Canada’s two largest seaports in opposing corners. The high-stakes conflict began when Canadian Pacific and KCS made their merger plans known earlier this year. It was too much for arch-rival Canadian National, which promptly countered with a higher bid that was ultimately accepted by the KCS board of directors. CP declined to sweeten its offer, expressing confidence that the CN proposal would not get the approval of US regulators.

Kansas City Southern serves multiple destinations in Mexico, so the merged railway would link all three countries in the North American free trade pact – a substantial competitive advantage.

Some three decades after selling its “short line” to the Maritimes, CP is now once again involved with the Port of Saint John in a big way through its connection with the JD Irving-owned shortline NB Southern. Although CN also runs to Saint John, it is the only railway serving Halifax. As might be expected, both the Nova Scotia government and the Halifax Port Authority are strongly supporting the CN bid.  Premier Iain Rankin has written a letter backing CN’s proposal.

“Any growth in the CN network is a growth opportunity for the Port of Halifax,” said port CEO Capt. Allan Gray in an interview with CBC News. “We’re reaching deeper into the U.S. market. So this is a whole new market space for the Port of Halifax.”

Meanwhile, New Brunswick Premier Blaine Higgs has written to US regulators, urging them to reject the CN bid.

UNCERTAINTY SURROUNDS ATLANTIC BUBBLE

The four Atlantic provincial governments seem to be on different pages when it comes to an Atlantic Bubble agreement for summer 2021. While NB appears poised to allow visitors from PEI without quarantine in the first half of June, crossing Confederation Bridge in the reverse direction without restriction may not be possible until much later. NS and NL also have varied recovery plans that threaten to complicate summer travel between provinces. PHOTO – Maritime Bus

With summer in the air, an Atlantic Bubble that would permit unrestricted travel among the four provinces is far from a done deal. Originally planned to launch on April 19, the agreement that was so successful in 2020 has now been postponed twice. The sudden and severe third wave of COVID-19 in Nova Scotia truly upset the apple cart, and blossom time was devoid of out-of-province visitors. In fact, for most of May even travel between adjacent communities in the fabled Annapolis Valley or elsewhere in NS was prohibited.

As the calendar turned into June, the overall case count in the region had improved considerably, but each provincial government seemed intent on a different path for return to normalcy. On June 1, NS was reporting 369 active cases – down by nearly half from the beginning of May. It had peaked at well over 1500 at mid-month. NL reported 90 cases – up from 33 on May 1 – resulting from outbreaks in the central and western regions of the province. NB’s count was essentially unchanged at 142, while PEI had only four cases, down from 12 a month earlier.

In 2020 a remarkable spirit of co-operation led to a highly-successful four-province agreement that attracted national attention. By allowing freedom of movement at a time when COVID case counts were relatively low throughout the region, many tourism operators were able to salvage at least something from the summer and fall seasons. Despite a few bumps in the road, Atlantic Canada is still in a relatively good situation, but some alarming occurrences since late last year have apparently made officials and politicians nervous. In addition, there are two new premiers who are still feeling their way through difficult times. In Nova Scotia, Iain Rankin is being quite cautious about opening his province to visitors, while Premier Andrew Furey seems to have yielded somewhat to tourism industry advocates who want to see NL opened to the rest of Canada this summer. However, barring a change of heart, it would appear that visitors from Ontario won’t be able to travel through Nova Scotia to get to Newfoundland. There’s also an evident lack of reciprocity between New Brunswick and PEI. And the situation seems to get ever more complicated as the peak travel season approaches. The earliest suggested date for a 2021 Atlantic Bubble is now July 1 – but that’s certainly not carved in stone.

All this has serious implications for transportation companies, as well as tourism operators. There have already been postponements of announced start-ups and restarts of air services around the region, motorcoach services in the Maritimes remain on a four-days-per-week schedule and the line-haul operator in Newfoundland says it may have to shut down entirely by the end of June if some financial relief isn’t forthcoming. Meanwhile, VIA Rail has confirmed that its return to service in the region will not happen until travel restrictions between Quebec and New Brunswick are lifted.