By
Rebecca Gibson |
Canada’s ferry network transports more than 70 million passengers every year, serving a wide range of needs for tourists and people living in urban, rural and remote communities across the country.
Ferries on inland waterways and the Saint Lawrence River, for instance, act as critical ‘bridges’ between communities, enabling Canadians to live and work where they choose. Similarly, they become a vital lifeline in the Northern and Prairie regions each spring when the ice bridges melt and it is no longer safe for people to travel across the frozen waterways. Meanwhile, Vancouver’s SeaBus serves millions of commuters annually and provides essential transportation support during major events, such as the 2010 Winter Olympics. In total, passenger, freight and mixed-use ferries operate more than 180 publicly and privately operated routes across Canada.
“The ferries carry Canadians to work, school and medical appointments, and they support tourism by offering dependable transportation,” says Serge Buy, CEO of the Canadian Ferry Association (CFA). “Many communities, such as those living on Newfoundland, rely on ferries to deliver groceries, building supplies and other necessities. It’s therefore essential to have a safe, efficient and reliable ferry system across Canada.&rdquo
Promoting the development of safe and dependable ferry services is the overarching goal of the CFA, which represents over 90 Canadian ferry owners, operators and industry stakeholders.
“CFA is the national voice of Canada’s ferry sector and advocates for the industry on the issues that matter most,” says Buy. “We engage directly with the federal government on topics such as safety, infrastructure and operational funding, the approval of new products and innovation. Plus, we collaborate with Canadian companies and organisations – and international partners – who provide goods and services to the ferry sector.”
One of CFA’s priorities is to strengthen Canada’s capacity to build and repair ferries domestically. While a “good portion” of smaller ferries are already produced in the country, medium to large vessels are often constructed abroad. Buy attributes this to three key challenges: severe shortages of skilled labourers, significantly higher construction costs, and large shipyards already being at capacity due to the federal government’s current shipbuilding strategy. However, he believes there are “several promising avenues” for sustainable growth. One is to increase collaboration between international and domestic suppliers.
“By fostering deeper partnerships, Canadian suppliers can enhance their ability to serve existing customers while gaining access to new markets,” says Buy. “CFA will continue to explore potential collaborations with both domestic and international suppliers to help deliver innovative, cost effective solutions for ferry operators while maximising economic benefits for Canada.”
Another avenue for growth is for the government to recognise trade as a “foundational element” of Canada’s economy and “reinforce existing areas of domestic capability”, rather than creating industries dependent on ongoing government funding. “This could deliver stronger, more sustainable results,” says Buy. “A ferry is built once, but it must be maintained and repaired many times throughout its operational life. Therefore, it’s vital to invest in Canada’s ship repair and maintenance capacity. We should also focus on ferry decommissioning – there are very few Canadian facilities capable of this today, but there’s an urgent need for this service on the West Coast.”
The sector must develop long-term fleet renewal plans too, adds Buy. “We already know when many ferries are due for replacement and announcing newbuild timelines well in advance would give shipyards the predictability they need to plan capacity and investments more efficiently,” he says. “Of course, the challenge lies in funding. Canadian ferry operators often depend on government support, making long-term financial commitments more complex.”
Buy predicts it will become increasingly difficult to secure federal investment to build new ferry infrastructure as geopolitical uncertainty continues to change Canada’s relationships with international partners and negatively impact the broader economy. While he acknowledges governments are reluctant to provide the substantial capital needed to build a modern ferry during a period of fiscal constraint, he warns procrastination on such investments can be detrimental.
“Delaying these decisions and extending the life of aging vessels isn’t a viable long term strategy: it undermines service reliability and creates ripple effects throughout the economy,” he says. “CFA advocates for federal investment in newbuild construction and operational funding for ferry systems. At a time when the efficient movement of people and goods is critical, Canada should consider creating a national ferry contribution programme that extends operational support to all ferry services across the country, including those that are non-constitutionally mandated.”
With the federal government facing budgetary pressures, now is also the opportune time to modernise programmes and explore new technologies that can deliver better outcomes at lower cost. “CFA will work with Transport Canada to identify opportunities for efficiency and innovation within regulatory frameworks,” says Buy.
“We’ve also launched a study to fully explore the challenges and opportunities of building, maintaining, repairing and recycling more ships in Canada and hope to disseminate the results in spring 2026 and follow up with a presentation at our conference in Ottawa on 20-22 September.”
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