June 27: 

Twenty-ninejoined this ASK Salt Spring gathering to welcomeBC Ferries’CEO/President Nicolas Jimenez and Vice President of Public Affairs and Marketing, Lindsay Matthews. Salt Springers came to learn and ask questions, including our elected officials as well many current and former ferry employees. Our guests received the full Salt Spring experience as Lindsay was slightly tardy due to the Ganges Hill construction as was Nicolas due to a mechanical issue on the Crofton Ferry. They both arrived with smiles on their faces, glad to be with us for this ASK Salt Spring gathering. 

After offering our Land Acknowledgement, Nicolas began by telling us that BC Ferries is a huge system and that many decisions address systemwide concerns. While win/win solutions are always sought, there are times when the best solution for the entire network is not the best for one of the components of this network.

The first question referenced the recent dissolution of the Ferry Advisory Committees (FACs). We learned that these FACs had been functioning, largely unchanged, since their establishment 30 years ago. Nicolas remarked that there are very few things in our world that have remained unchanged for three decades; the intent of this dissolution was to increase community engagement rather than reduce it.

Seeking to refresh outreach to the many communities served by BC Ferries, the intent of this change was not to detach BC Ferries from their communities but to develop multiple points of contact. Rather than relying upon FACs as the single point of contact, the plan is to interact with communities with both online and in person engagement initiatives. 

NOTE: Although our ASK Salt Spring conversation did not go into this detail, the following information was offered by BC Ferries staff during the report editing process: “FACs were notified last November that BC Ferries would be developing a new engagement model. From January to March, BC Ferries held group workshops (including with FAC members), followed by an online survey, and in-person engagement at terminals and on ferries. BC Ferries heard from over 400 people who travel the Salt Spring Island routes. The FAC model came to an end on April 30 and the new engagement model took effect on May 1. Since May 1, people have been signing up to participate in project feedback groups and subscribe for new quarterly newsletters about BC Ferries engagement opportunities and outcomes in their area.”

To participate, Lindsay suggested we check out the BC Ferries website, particularly the Community Engagement option (https://www.bcferries.com/community-engagement).

Determined to offer far more in-person engagement opportunities, BC Ferries plans to be in our communities more, not less. When asked whether they would attend our Fall Fair, September 6 and 7 (https://www.ssifi.org/fall-fair), the answer was an enthusiastic “Yes. . . hopefully!” 

While much of this community engagement, both online and in-person, will focus on more general information gathering and giving, we were assured that with projects involving specific communities, residents would be given the opportunity to offer specific feedback both in person and online. 

A participant questioned whether this diffused community engagement could adequately replace the voice offered by our FAC. It was pointed out that Salt Spring’s FAC met regularly four or five times every year and had local members representing  nonprofits, elected officials, Improvement Districts, and community members. The FAC allowed this group to have regular conversations with BC Ferries decision-makers. This participant suggested that it was not, in his opinion, a wise idea to dissolve our long-standing FAC. 

Nicolas and Lindsay replied that, while Salt Spring’s FAC may have been widely-representative, that was not true of all FACs. Concerned that local government was not adequately-represented in some FACs, the Ferries’ plan to refresh and reinvent community engagement will include an annual meeting with local governments.

While it was suggested that once a year contact with local governments was not frequent enough, the door was not closed on BC Ferries staff attending some Local Community Commission/Local Trust Council joint meetings. There might also be a possibility of attendance at several of the Local Community Commission meetings each year. 

As the conversation about the dissolution of the FACs and plans for enhanced community engagement drew to a close, Nicolas noted that the focus of this outreach will to be on issues that are within the control of BC Ferries and for which action could make a positive difference. Rather than spinning around on things BC Ferries cannot fix, he hopes that this refreshed engagement plan can focus on solvable problems and viable solutions. 

Our conversation then launched into what turned out to be the major focus of our time together: BC Ferries’ decision to overnight berth both of the two Crofton/Vesuvius vessels in Crofton when they are deployed in 2027. We were told by Nicolas that this decision was a business decision based on what was best for the entire system. He recognized that decisions of this magnitude, while best for the entire system, can be less than optimal for specific communities within this system. 

Nicolas cited staffing challenges on Salt Spring resulting in the inability to recruit and train enough staff on Salt Spring to serve the route adequately. He also referenced poor retention rates for the Salt Spring staff. Recognizing that limited housing options and high costs on Salt Spring were a major factor in these staffing challenges, he maintained that his responsibility was to the reliable and efficient functioning of the system. It had been determined that berthing of both vessels in Crofton was the best decision for the functioning of the system. Nicolas also said that, in talking to staff, (while a sentiment not shared by Salt Spring staff) berthing at Crofton was strongly preferred by many (though clearly not all) workers on this route. 

Not unsurprisingly, Nicolas got some strong criticism for this decision. Disappointment with this decision appeared to be shared through the room at this ASK Salt Spring gathering. Some of the reasoning for this frustration included: 

• Sadness by some Salt Spring ferry employees whose lives on Salt Spring – and that of their families – are being upended by this decision,
• Deep frustration that this decision was made without consultation with Salt Spring employees nor elected officials,
• Anger that this decision appeared to have been made with no consideration of what some saw as a devastating impact upon both ferry employees and the Salt Spring economy (though Nicholas stated that there will be no job losses for current employees), and
• Bewilderment about the apparent dismissal of a seemingly easy compromise utilized on the Galiano/Nanaimo route of berthing one vessel in each location overnight. 

Recognizing that this BC Ferries decision to berth both planned Vesuvius/Crofton vessels in Crofton has created deep resentment on Salt Spring, Nicolas did what he could do in the moment: he listened. He promised to take this unified, negative feedback to his planners. He also committed to provide us more information concerning this locally unpopular decision and presumably also options, if any, resulting from this dialogue. He will also clarify the process by which this decision was made, including who was consulted and when. This promised feedback will be published in the ASK Salt Spring report format. 

When it was suggested that BC Ferries work with us, like other large local employers, to address our housing challenges, Nicolas agreed that BC Ferries should be part of the planning and thinking. But, he also countered with the reality that our huge ferry system is struggling to do just the bare minimum. Did you know that only one route actually makes a profit; all other routes run at a deficit, an overall operating shortfall?

Unlike service systems like TransLink which are highly government subsidized, only one quarter of BC Ferries’ operational costs are paid by the Province, and the remaining 75% is paid by ferry users. Nicolas noted that, without more provincial subsidies, riders will face significantly-increased costs estimated at more than 30% by the next performance term in 2028. He recognizes that this would be very challenging for ferry users. To avoid this increase, Nicolas indicated that BC Ferries would be working with the province as it prepares its next regulatory filing (late 2026) where these funding issues will be front and centre.

As we shifted the conversation to other topics, it was clear that many were still disappointed, some criticizing BC Ferries for an unhappy workforce. On that topic Nicolas responded with passion: He rides the ferries day after day, week after week, talking with employees. Despite all the challenges with his job, the one thing that makes him most happy is his conclusion from these conversations that the huge majority of BC Ferries’ 5,500 staff like their jobs, that critical work of safely transporting over 23 million people a year. 

While much of our energy had been taken with the berthing decision, a participant reminded Nicolas that BC Ferries is car-centric and that walk-on passengers and cyclists deserve support as well. Nicolas agreed, noting that even the locations of the terminals made decades ago reinforced this reliance upon cars. He did remind us that BC Ferries, BC Transit, and Translink work together to coordinate schedules as well as to improve infrastructure to make it more comfortable for walkers and cyclists awaiting the bus. 

Also, ferry crew on certain routesroutinely coordinate with bus systems in the event of major system delays to address scheduling issues. When asked whether this information was radioed to Salt Spring bus drivers, Nicolas was not sure and promised to get us that information.

A representative of The Diverse Village, serving neurodiverse Salt Spring children and youth, spoke briefly about the huge costs to parents who must regularly drive their children off-island to get the services they need. This often costs a family over $5,000 a year, money they cannot afford. Nicolas responded that this was his first time for this conversation, but that he could deeply appreciate this due to personal experience. Although the decision about who receives a Travel Assistance Pass, TAP, (https://www2.gov.bc.ca/gov/content/health/accessing-health-care/tap-bc/travel-assistance-program-tap-bc) is a provincial one, he and Lindsay promised to connect this participant with those who could review decisions about those who qualify for TAP. 

When a participant asked why ferry workers did not enforce the “No Idle Rule,” Nicolas responded that these workers were focused on critical docking and unloading procedures. A ferry employee agreed, adding that workers were careful about telling drivers to do something they do not want to do. In his experience, Salt Spring drivers are not always the kindest nor compliant passengers. It was suggested that we passengers work to get other drivers to comply to this important environmental and health issue.

When asked about safety concerns at the Fulford terminal, Nicolas agreed that it was a big issue, like so many other busy terminals fed by inadequate roads, cycling lanes, and pedestrian pathways. He also noted that this issue is made even more complex by the numerous stakeholders involved. The road leading to Fulford terminal involves stakeholders that include Ministry of Transportation and Transit (MoTT), BC Ferries, the Local Trust Council as the land use regulator, the Local Community Commission with its pathway and bus responsibilities, Island Pathways with its current focus on cycling lanes, Fulford Water District. . . and the list goes on. In Nicolas’ opinion, traffic control is one operational solution. That said, there is an openness to a conversation about improving access to the Fulford terminal.

As our time together was nearly over, a participant spoke briefly about the Islands’s Trust mandate to preserve our islands for the enjoyment of all British Columbians. The cost to provide this province-wide enjoyment is largely born by local taxpayers, both for the majority of the funding of the Islands Trust as well as the infrastructure used by these visitors. Other industries pay taxes. While our tourists fuel the economy through their accommodation, retail, and restaurant expenditures, they provide no funding for the infrastructure they use. Why can’t we charge a small fee to all visitors arriving by ferry to defray some of our increasingly-expensive costs for infrastructure and services? 

While Nicolas could see the appeal of this minimal surcharge to many small communities like Salt Spring, he reminded us that it was not entirely a BC Ferries decision. When asked if he would support this idea if it were supported by MoTT’s Minister Farnworth, Nicolas reminded us of the daunting processes that would be needed were this idea supported. While not a “Yes,” proponents of this option remained undaunted, promising to speak next to Minister Farnworth. 

Our time together over, most recognized that we had been heard, appreciating the attention given to our most important BC Ferries issues. There was recognition of Nicolas’ willingness to find answers and Lindsay’s enthusiasm for the reinvigorated community outreach. We also left with a better understanding of the deeply complex BC Ferries issues. Many were pleased that Nicolas said he would love to come back again, grateful for the opportunity to speak our mind and seek solutions. (Thank-you Nicolas and Lindsay!)  

Just in case you are interested. . . .This report has been written by Gayle Baker, founder of ASK Salt Spring, currently also a Salt Spring Local Community Commissioner. It has been reviewed and edited by Nicholas and his Team.