BC Ferries, like Fortis and BC Hydro, are almost sole providers of a service or commodity. Fortis and BC Hydro are regulated by the British Columbia Utilities Commission. Neither utility is permitted to unilaterally impose a change in terms and conditions on the communities they serve without a review before the BCUC, in which the public is allowed to fully participate. The decision of the BCUC is final and binding on all parties.
In practical terms, BC Ferries is the sole supplier of non-commercial vehicle and passenger service between the GVRD and the Sunshine Coast, yet it is not subject to such review. There are two part-time BC Ferry Commissioners, but their mandate is to review the aggregate revenue earned by BC Ferries to ensure that it does not exceed a pre-determined route rate cap. BC Ferry Commission does not review schedules or consider whether the services are convenient or suitable for the ferry user. The aggregate level of service is contained in the Coastal Ferry Contract, but scheduling and tariffs, subject to the price cap, are decided by BC Ferries. The only recourse for the ferry user to encourage BC Ferries to provide services, when the ferry user requires them, is by public pressure on the various political bodies that might force BC Ferries to respond to the needs of the ferry user.
BC Ferries’ recent proposed trial for Route 3, Horseshoe Bay to Langdale, and Route 30, Tsawwassen to Duke Point, are similar. However, the make-up of Route 3 travellers is different from those of Route 30. Very few Route 30 users are travelling for medical reasons, or are daily commuters, or are regular weekend visitors. The make-up of Route 3 travellers is similar to travellers between Bowen Island and HSB, or Nanaimo and Gabriola, or Swartz Bay and Fulford Harbour. If ferry users to Bowen, Gabriola, or Salt Spring had been offered a similar trial, I suspect their reaction would have been the same, if not more extreme, than the response of Route 3 customers.
Where do we go from here?
My suggestion, given the complete breakdown in trust and goodwill between the community and BC Ferries, is to retain an impartial mediator to work with BC Ferries and the community on a schedule and tariff arrangement that addresses not only BC Ferries’ needs but equally those of the ferry user. I suggest that this process start soon, so that by this time next year, we have a clear schedule, known tariffs, established conditions and a plan for the future that identifies the vessel types which will best accommodate the needs of Route 3 and associated routes, Bowen Island and Nanaimo.
David Dick was a member of the Southern Sunshine Coast Ferry Advisory Committee for 10 years (2006-16) and is the owner of a very small BCUC-regulated utility.
