The passenger traffic level across the three ferries reached , passengers one-way ridership in , up from , in see Table 2. This indicates about a 2. The traffic however grew at different pace on the three routes. Traffic on the Saint-John-Digby route grew at a pace of 3.
On the whole, the three services had a relatively stable level of passenger-traffic load over the last nine years Chart 2. Finding 4: Vehicle traffic has been relatively stable since There was far more passenger vehicle traffic than commercial vehicle traffic.
During the review period, the three ferries moved, on average, , passenger vehicle annually. The three services moved far more passenger vehicles than commercial vehicles Table 3. Each year, the three services combined moved on average , passenger vehicles and 13, commercial vehicles between and Providing trips as per published schedules is one of the performance measures under the contribution agreements.
As part of the annual budgeting process, TC sets targets for the completion of scheduled trips and the operators report on the actual number of crossings in monthly traffic reports. In the three period between to , all three operators met or exceeded their targets for the completion of scheduled trips see Table 4. Each year, the three operators combined deliver approximately 4, trips. Given the large number of sailings they make, the operators maintained highly reliable services.
The leading factors for trip cancellations are adverse weather condition and vessel mechanical issues. In the MV Holiday Island was removed from the service for emergency repairs leaving only the MV Confederation, to provide service on this route. As a result, there was a decrease from the planned planned number of trips to , the actual number of trips.
Customer satisfaction surveys are part of the annual reporting required under the contribution agreements. The operators are required to conduct a client satisfaction survey by an arm's length firm, during peak operating season and present the results to TC.
The survey covers areas such as service before arriving at the ferry terminal; service at the terminal; service on board; service for loading and unloading; and the overall ferry service experience, as well as value for money of ferry fares. Vessel space utilization is a concept used for a variety of purposes in marine transportation — e.
Ferry vessel-space utilization is monitored to explore operational changes - such as adjustments to ferry schedules to optimize departures, loading, traffic processing at peak times, and other aspect of ferry operations. The capacity utilization of a ferry vessel is measured though the utilization of its vehicle decks 'deck utilization'.
Deck utilization level varies throughout the operating period, typically higher in peak summer season and lower in off-peak seasons, including the shoulder seasons. While annual-average measures obscure the changing deck utilization levels within a year, they are used to monitor year-to-year changes. Footnote 3 There are however continuing differences between the three ferries in deck-utilization.
Historically, the deck utilization of the CTMA ferry was higher than that of the two other ferries. This is not surprising because the ferry service between Iles-de-la-Madeleine and Souris is effectively the community's trans-Canada highway.
This level is quite low, compared to the deck utilization levels in other ferry services. This difference is in part due to a highly seasonal nature of the NFL's route. NFL starts and ends service on the Wood Islands PEI — Caribou NS route using a single vessel service and then uses two vessels for approximately 4 months of the operating season, including peak summer season overall, the service operates for eight months of the year. Traffic on this route is seasonal, driven by summer tourist traffic.
Although the three operators each met their deck-utilization targets set in the contribution agreements, it is noteworthy that BFL and NFL ferries operated with generally half or less than half of capacity — i. Far greater deficits are incurred from maintenance and repair costs of ferry vessels and terminals. The operation of the ferry services has two sets of cost factors: i route-operating costs such as fuel, wages, insurance, administration and marketing; and ii repair and maintenance costs of vessels and ferry terminals.
The profile of these costs was unavailable for this evaluation. The cost recovery data available for this evaluation are aggregated route-operating costs in relation to revenues — i. Revenues of ferry operations are mostly from fares. Ferry operations may also have some residual revenues from other sources. The extent to which the operators meet the costs of ferry operations from revenues is measured in the ratio of revenues to operating expenses.
Table 7 shows these ratios over the nine years examined. Note that the operating costs factored in Table 7 represent only a small fraction of total costs of the ferry operations, as it excludes maintenance and repair costs of the vessels and terminals and other specified costs.
The variations in cost recovery as observed in Chart 7a are attributable in part to the service outage thus revenue loss associated with the aging ferry fleet. Given the reality of the aging ferry fleet, the ferry operations will likely continue to be in an unpredictable course for meeting route-operating costs with fare-box revenues. Each year, TC set performance targets for operating-cost recovery ratios in the contribution agreements.
All three operators met or exceeded the targets set for cost recovery over this period. While the costs of repairs and maintenance of vessels and terminals are included in the contribution funding, they are accounted for separately from route-operating costs.
As the owner, TC oversees the maintenance of the vessels and terminals through annual inspections and repair plans, and funds the related costs, as specified in the contribution agreements. To understand to what extent repair and maintenance costs weighed on the Program funding, we examined the growth of contribution funding against the changes in operating costs, as well as the Consumer Price Index CPI.
As Chart 7b shows, compared to the rapid growth of the contribution funding, the changes of operating expenses-to-revenues ratios from the base year were relatively stable over the last nine years. This appears to underline that the rapid growth of the contribution funding is attributable in part to the rising costs of maintenance and repairs of the aging vessels and terminals.
The issue of aging vessels is discussed in greater detail in the next section. There are three lines. The bars illustrate that contribution increased 1. For the same period, the CPI increased less than 1. Compared to the rapid growth in the Contribution funding, changes of operating expenses-to-revenues ratios from the base year were relatively stable, within the narrow range of 0. Finding 9: Two out of four ferry vessels demonstrated increased need for repair and preventative maintenance.
Recently introduced measures to maintain the ferry assets could not be assessed as the results of these measures have yet to materialize.
Responsibilities to maintain the ferry assets are shared between TC and the operators. TC, as the owner of vessels and terminals, is responsible for capital investments which may involve replacements and upgrades.
The operators carry out routine and major non-capital maintenance work related to wear and tear and safety of the vessels and terminals as per the contribution agreements. This would involve, for example: engine and gearbox overhauls, lube oil and filter replacements in the case of vessels; and maintenance of loading ramp, passenger walkway and other shore-based equipment in the case of terminal facilities.
Footnote 4. The activities to maintain the ferry assets are integrated in the Program. TC conducts annual inspections of vessels, and the operators undertake the routine and major maintenance work identified in the inspection reports.
The Program validates the completion of the required maintenance through the 'Maintenance and Repairs Plan and Status Report' and 'Certifications of Maintenance Repairs' in the Schedules of contribution agreements as part of the annual contribution-funding process. All work is to be done in accordance with the Canadian regulations and industry standards — i. The Program funds the eligible expenditures for repairs and maintenance, including out-of-water maintenance service dry docking for vessels.
Based on the Program information, two of the vessels are nearing the end of their useful lives. Following the unexpected repairs to the MV Holiday Island in summer TC introduced new measures to strengthen its program oversight. The Program cost-pressures are to a large extent arising from the maintenance of the aging fleet.
TC is making efforts to maintain these assets, while working on a long-term approach. Ensuring the safety of Canada's transportation system is TC's foremost core responsibility. The Program sets out extensive safety requirements for ferry operations and maintenance of vessels and terminals in the contribution agreements. The operators are required to manage, operate and maintain the ferry services in a manner that is in compliance with the requirements of the Canada Shipping Act This entails meeting regulatory requirements for: vessel, machinery and equipment; operation of vessel; work of the Master and crew; emergency procedures; safety training of the crew; and on-board safety information for passengers.
This is validated through TC's inspections and the operator's annual certification of compliance with the Canada Shipping Act and aforementioned certifications for vessel and terminal maintenance and repair. Based on the Program information, regulatory inspections were conducted; and safety issues were addressed through the agreement frameworks.
During the evaluation period, the ferries had six reportable occurrences. Transportation Safety Board's data showed the following records:. During the same period, there were a total of occurrences involving ferries in the Atlantic Region Chart 8. The four ferries made, on average, more than 4, trips each year. Considering the level of service offered by the Operators, the ferry operations had relatively robust safety records.
The figure displays stacked bar graphs over time. There are nine stacked bars for nine years from to Each bar shows the number of incidents stacked on the number of accidents, the combined number indicating the total number of reportable safety occurrences. In , there were 22 occurrences in the Atlantic Region, including 15 accidents and 7 incidents. Of these, 1 accident and 2 incidents were attributed to the Program's ferries.
Between and , there were a total of occurrences in the Atlantic Region. The six occurrences were attributed to the Programs' ferries as provided in Table 8. We therefore adopted a calibrated approach. Our rationale was that the fundamental issue related to this program is well-known and well-documented, and our evaluation would not generate additional findings.
In the last decade, the cost of delivering the program has significantly increased nearly three-fold almost entirely due to having to maintain an aging fleet of vessels and terminals owned by TC.
There is a high degree of likelihood that these costs will continue to increase. It is also well documented that a long-term, sustainable approach to supporting these services is needed. Against this backdrop, our evaluation focused mostly on the performance of the ferry services.
We also examined the relevance of the program — as this is a Financial Administration Act requirement. In terms of relevance, we reiterate the finding already flagged by the last two evaluations that the funding program does not align well with TC's policy framework, as two of the three services currently being funded are neither remote nor constitutionally mandated.
On the performance side, data shows the traffic levels have remained more or less stable during the evaluation period. Screening of commercial passenger flights to, from and within Canada to prevent security threats. A joint program with Public Safety Canada. Abandoned Boats Program. Funds projects that remove abandoned and wrecked small boats or that promote boat recycling and environmental awareness. Boating Safety Contribution Program.
Community Participation Funding Program. Funds Indigenous groups and members of local communities who wish to participate in planning changes to marine transportation in Canada. Funds the centre's research and promotion of best practices for transporting oil and LNG by water. Ferry Services Contribution Program. An ongoing grant to help British Columbia run coastal ferry services that provide transportation links to various regions and isolated areas. Supports long-term, ongoing involvement of local and regional groups in activities under the Oceans Protection Plan.
Marine Training Program. Funding to provide marine training to Indigenous people and adapt training to include Traditional Knowledge and culturally appropriate materials. Ports Asset Transfer Program. National Aerial Surveillance Program. Navigation Protection Program. Program that assesses whether there are risks to navigation in waterways, and whether boats may be removed as wrecks or abandoned boats.
Small Vessel Compliance Program. Voluntary program for owners of small commercial vessels to help them comply with safety and environmental standards. Clean Rail Academic Grant Program. Rail Safety Improvement Program. Outaouais Road Agreement. Funds projects that help advance new technology for transportation such as self-driving or data-sharing vehicles.
Transportation Association of Canada. Helps fund the association's work to improve transportation efficiency, roads, and highway infrastructure, and harmonize best practices across Canada. Transportation Assets Risk Assessment Program. Funding for projects that assess risks and vulnerabilities for federal transportation assets, such as airports, due to climate change. Northern Transportation Adaptation Initiative Program. Funding for research and development, testing of technologies and training to help adapt northern transportation systems to the changing climate.
Fund to enable Indigenous groups to attend meetings, gather information on proposals, and inform decision makers. Shore Power Technology for Ports. Testing of new vehicle technology safety, environmental impact and driving performance passenger cars, heavy-duty trucks. This program funds projects to help reduce air pollutants and greenhouse gas emissions in the aviation, marine and rail sectors. Supplemental pension payments for Newfoundland employees whose pension benefits weren't fully covered by Canadian National Railways.
National Trade Corridors Fund. Funding for infrastructure projects that increase the flow of people and goods, or help adapt transportation systems to climate change and new technology. Remote Passenger Rail Program. Helps fund rail services, both capital and operating costs, for passengers in remote communities. Screening program for transportation workers with certain responsibilities to ensure they aren't security threats.
In response, we have issued some transportation-related measures and guidance. Please check if any of these measures apply to you. You may experience longer than usual wait times or partial service interruptions. If you cannot get through, please contact us by email. Transport Canada Web sites do not automatically gather any specific personal information from you, such as your name, phone number or email address.
You will not receive a reply. For enquiries, please contact us. From: Transport Canada. Non-funding Aviation Pre-Load Air Cargo Targeting Program An initiative to identify and mitigate risks to aviation security, and assess pre-load air cargo information PLACI submitted by air carriers prior to loading onto inbound international aircraft. Funding Aviation Airports Capital Assistance Program Funds regional airports' projects to improve safety, protect airport assets and reduce operating costs.
Funding Aviation Airports Operations and Maintenance Subsidy Program Helps fund remote airports, ensuring year-round, safe transportation links to isolated communities. Non-funding Aviation Air Cargo Security Program A system for keeping cargo secure during its journey, preventing tampering and reducing airport delays. Non-funding Aviation Passenger Protect Program Screening of commercial passenger flights to, from and within Canada to prevent security threats.
Funding Marine Abandoned Boats Program Funds projects that remove abandoned and wrecked small boats or that promote boat recycling and environmental awareness.
Funding Marine Boating Safety Contribution Program Funds projects that promote safer boating or that study ways to change boating behaviours.
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