
Nova Scotia-Maine ferry sees ‘significant drop' in Canadian bookings
Bookings on the Nova Scotia-Maine ferry have increased so far this month, though not as many Canadians are on board.
Bay Ferries Limited (BFL) says 24,613 bookings for The CAT had been made as of Tuesday, compared to 19,308 on June 12.
However, Bay Ferries says there has a 'significant drop' in Canadian passenger bookings, which is a major factor in its overall year-to year booking decline.
This time last year there were more than 30,000 booked for travel on The CAT.
'We are pleased to see this year's bookings going up as the year progresses, despite significant headwinds as many Canadians are choosing not to travel to the United States,' said Mark Wilson, BFL's chief executive officer, in a Friday news release.
'We remain committed to welcoming passengers from around the world on this unique transportation link between New England and the Maritimes.'
Wilson hosted Maine Gov. Janet Mills on the ferry from Yarmouth to Bar Harbor, Maine, last month. She went on to visit both Nova Scotia and New Brunswick to encourage Maritimers to visit her state.
'Having received such strong support from the Government of Nova Scotia over the years, we are grateful that Governor Mills took the time to experience this ocean connection to her state,' Wilson added.
The CAT has completed 37 round trips so far this year. Seven round trips were cancelled due to poor weather conditions in May and June.
The sailing season started on May 15, with the service operating five days per week until June 18. Daily service began the next day and will last until Sept. 22.
The ferry will then operate five days a week from Sept. 25 to the end of the season on Oct. 15.
BFL says it will continue to release monthly traffic reports this season, with the next one expected no later than mid-August.
For more Nova Scotia news, visit our dedicated provincial page
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CTV News
5 hours ago
- CTV News
In Lunenburg, N.S., boatbuilders carve out niche markets in challenging times
Shipwrights work at the Big Boat Shed where traditional wooden boats are built on the historic waterfront of Lunenburg, N.S., on Monday, July 7, 2025. Located on the Smith and Rhuland boatyard which opened in 1900, the workshop was the main boatbuilding facility where more than 270 boats were built — including the Bluenose II. THE CANADIAN PRESS/Darren Calabrese LUNENBURG — At a wharf where oceangoing yachts tie up for repairs, Paul Baskett — a boatbuilder and owner of Lunenburg's Old Town Boatworks — says his craft is showing signs of renewal amid challenging times. 'Lunenburg in the boatbuilding repair world is bustling,' he said, standing alongside a varnished wooden mast from a vintage sloop he's carefully restoring. Baskett, 53, came to the community to be part of what he called 'the working waterfront' about 20 years ago, after becoming an avid sailor in his teenage years, and apprenticing as a shipwright in England. But survival in this industry hasn't been easy in recent years, as boatyards have had to shift to a creative mix of filling niche markets — ranging from rebuilding classic sailing yachts to fabricating uncrewed vessels with laser-cut sheets of aluminum. Twenty-three years ago, a 2002 study for the Nova Scotia Boatbuilders Association noted, 'this sector has the potential to create significant benefits for rural Nova Scotia. From a strategic planning perspective ... the sector is a star performer.' However, Transport Canada data compiled by the association shows new vessel registration in the province peaked around 2003 at about 200 boats and declined to less than 50 boats in 2023. Boatbuilders have moved increasingly to repairs and refits as new construction lagged. Jan Fullerton, executive director of the association, said in a recent email the hurdles have included rising costs during the pandemic, persistent labour shortages and increasing regulatory requirements. Lately, there's also been the rise of tariffs and trade barriers, which 'impacts manufacturing costs (and) ... affects the affordability of custom and semi-custom boats,' she adds. But part of the answer appears to lie in combining the town's favourable geography with its reputation as a hub for marine industry expertise. 'Lunenburg is on the way to everywhere if you're on a boat,' said Baskett. 'This is where people stop in.' Last week at his dock, the arrival of a seagoing yacht from the southern Caribbean drew a network of boatbuilding tradespeople, including riggers, sailmakers, diesel mechanics, marine electricians and shipwrights. The specialists will spend months refinishing teak wood decks, adjusting stays and upgrading sails. Baskett says each job varies in scope and revenues, with some bringing in $80,000 over a few months, while larger jobs may provide up to $2 million to the local tradespeople over two years. 'The money all stays in (Lunenburg) county. It's quite amazing actually,' he added. As he speaks, Doug Theobalds, a retiree who spent about 30 years in the marine paint and varnish industry in Maine, strolls into the yard where he has several wooden boats being meticulously restored. Theobolds said he expects repairs to his William Fife III double-ended sloop — named for the Scottish boat designer who conceived its elegant proportions in 1938 — will be true to the first version of the yacht. 'I get it done here because of Paul (Baskett's) philosophy toward wooden boats ... restoring them as close to the original as possible,' he said, pointing out the reworked mahogany doors that open into the main cabin. 'Maine and Nova Scotia both have traditions of wooden boats, but Lunenburg is a little closer to the past than Maine. ... The focus in Lunenburg is its history and its association with the past,' said Theobalds. A widening circle of boat owners are also noticing pricing in Nova Scotia is lower for retrofits than in the U.S., while quality is comparable, said Michael Moreland, the owner of Ironbound Rigging Co. — one of the subcontractors who often helps repair yachts tied to the Old Town Boatworks wharf. 'It's the busiest June over the past six years. It's been on a steady climb ... Our dollar is good value compared to the U.S. or the euro,' he said. Meanwhile, on the opposite side of the harbour, Colin Ross, the research director of ABCO Industries — which had built vessels for the Coast Guard and the Royal Canadian Navy — said he's aiming to marry the yard's historic knowledge of boats to modern manufacturing techniques. In one of the fabrication buildings, the 38-year-old physicist stands before a gleaming, all-aluminum, uncrewed service vessel, explaining how it will carry out hydrographic surveys of the ocean bottom. 'Instead of sending out a large harvest vessel with a full crew and the fuel bill associated with it, you can send this and ... provide the harvest vessel all the information needed to target the species they're looking at,' he said last week. 'We are ramping up into a lot of new products,' said Ross, gesturing to a nearby all-electric vessel. But returning boatbuilding to its heyday of the past century — when Nova Scotia designers were world famous and marine construction was a mainstay in rural towns — is still a long way off. Baskett said Lunenburg must build more, lower priced housing for workers on a lower middle-class salary, while ensuring that a gentrified town is more accepting of the noise and dust that a modern boatbuilding shop generates. 'Some aspects of our community are still obsessed with the 1800s and I'm more interested in the 2030s and the 2040s because there are really skilled people here and they are skilled people who want to live and work here,' said Baskett. Brad Boutilier, owner of the Lunenburg Shipyard, said in a recent interview he's struggled to take the yard towards profitability even as it provides the marine railways and lifts that allow the local industry to remove boats from the water. Still, Boutilier is optimistic prosperity is on the horizon for his industry. 'My long-term goal is we're going to make a modern, innovative shipyard,' he said, adding he may partner with other firms to build an indoor facility. Amid the diverse approaches to survival, Baskett said the key for the town will be nurturing and growing a network of specialists and experts, ready to take on a variety of jobs. 'Boatbuilding here is very niche ... It's like guitars. Some want a new instrument and some want an antique Stratocaster,' he said. This report by The Canadian Press was first published July 14, 2025. By Michael Tutton


CBC
5 hours ago
- CBC
Halifax tenants in 'precarious housing situations' band together to fight renovictions
Late last year, multiple tenants in small apartment buildings around Halifax got similar letters from their new landlord, stating their leases would soon be terminated. But no reasons were given. This didn't sit right with Amanda Rose, who has been renting her one-bedroom apartment in the city's north end for almost six years. "It seemed targeted," Rose said in a recent interview at her Cunard Street apartment. "It seemed like it was targeted toward the tenants who had been here the longest and were paying the lowest rent amount." Rose knew four people in her eight-unit building had received the letter. When she knocked on some doors, she found tenants in four other buildings recently purchased by the same landlord, PreCor Property Management, were facing eviction attempts as well. Rose said they started communicating in an email chain and offering information and support to others in "precarious housing situations." Some contested the legality of letters, which were withdrawn by the landlord. Then came renoviction attempts for Rose and others. Six months later, Rose is still living in her unit, fighting her renoviction. A residential tenancy officer ruled in her favour in May, saying the renoviction did not appear to be in good faith. But her landlord appealed the decision to small claims court. A new hearing will occur in the coming months. "Fighting these renovictions, it's not only something that I'm doing because it's in my best interest and it allows me to have that safe, stable, secure housing, but it also is to protect the right to housing for all of my neighbours, too," she said. Sydnee Blum, a community legal worker with Dalhousie Legal Aid Service in Halifax, said she's representing one of the tenants in the appeal. Blum estimates up to 24 tenants of PreCor Property Management are impacted. "When it's happening to multiple buildings at a time, this is, to us, part of a systematized effort to evict long-term tenants, do cosmetic upgrades on a building and then rent them for higher rents," Blum said. "And this is what we see in the classic renoviction, or flipping of apartment buildings." Nova Scotia's Registry of Joint Stocks shows the director, president, and secretary of PreCor Property Management is Mitchell Hollohan, whose business address is listed in Halifax. Property records show Hollohan owns at least 21 properties under his own name and under various numbered companies. Hollohan did not respond to an interview request about the evictions and the condition of the buildings where renovations are planned. Asbestos claims Rose said the landlord approached some tenants in February and asked them to sign an agreement to end their tenancy for renovations, stating an environmental assessment found asbestos in the building. He offered the compensation required by the Nova Scotia government, and some additional money. Rose, who pays just over $1,000 monthly for her unit, knew she wouldn't be able to find a new rental anywhere close to that amount. She didn't sign the agreement and asked for a copy of the asbestos report and the building permits. "I've been living here for six years, the building has had lots of renovations done throughout that time," she said. "The unit downstairs was converted into an Airbnb.... There was new backsplash put in, new sink, new counters, walls were painted. "Never once was asbestos mentioned to us in that time." Rose said she still hasn't seen the landlord's report, just an email saying asbestos was found, sent from an inspector who previously worked for Hollohan. In early May, Rose paid $425 for independent asbestos testing in the building. CBC News reviewed the report, which found no asbestos. CBC also requested a copy of Hollohan's report, but did not receive a response. The actions appear to be an attempt to displace lower-paying tenants, make cosmetic upgrades, and subsequently re-rent the units at higher rates. - Residential tenancy officer Lori Prest After Rose and another tenant took their dispute with PreCor Property Management to the province's Residential Tenancies Program, the residential tenancy officer dismissed the renovictions. "The actions appear to be an attempt to displace lower-paying tenants, make cosmetic upgrades, and subsequently re-rent the units at higher rates," Lori Prest wrote in her decision, which Hollohan appealed. The tenants are now awaiting the appeal hearing to be held in the coming months. Numbers in dispute According to data gathered by Nova Scotia's Residential Tenancy Program, renovictions are becoming less common. The program only counts renovictions if a hearing is applied for, not if tenants agree to leave and end their tenancy. Still, there have only been 19 applications so far this year. In 2024, there were 84 renoviction hearing applications, compared to 152 in 2023 and 123 in 2022. A department spokesperson said the decline "is largely due to the amendments introduced in 2022 to protect tenants in instances where their landlord tries to use renovations as a reason to terminate a tenancy." "There is very strict legislation in place now about compensation, notice periods, proof that a landlord must provide and penalties for a landlord who doesn't follow the process," spokesperson Susan McKeage said in an email. However, Blum said renovictions are still common, they just aren't always counted in the data. "So, it doesn't capture tenants who are just agreeing to leave. And then it doesn't capture tenants who are on fixed-term leases that are terminated, or who are given illegitimate eviction notices and don't know that they can fight that," Blum said. "There's definitely been a spike this summer in the reports that we're getting of renovictions." Rebecca Hartery lives in another one of PreCor Property Management's buildings. She contested the eviction letter last winter. She said the landlord told another tenant that renovations are coming. She noticed workers recently taking samples from the walls. She said she checks every day if building permits have been issued for her address, waiting for another eviction attempt, while continuing to communicate with the landlord's other tenants. "It feels really frustrating, but it also feels really motivating to make sure that people know their tenant rights and to talk to the people that you live with," Hartery said. "I feel a lot more security and stronger with us communicating and being able to let each other know what's happening because I think it just builds a stronger case."


CBC
5 hours ago
- CBC
MacKay Bridge's lifespan is almost up, but what happens next isn't clear
Social Sharing The A. Murray MacKay Bridge that spans Halifax harbour is wearing out, leaving some big decisions ahead over the next few years. The commission that runs the bridge that opened in 1970 says gridlock-inducing closures for repair work will become more common the longer it's in use, but it's still not clear whether the bridge will be replaced or refurbished. "We're predicting maintenance to substantially increase over the next couple of years, just cause it was designed as a 50-year bridge and now we're in year 55," said Tony Wright, the chief executive officer of Halifax Harbour Bridges. "It's nearing the end of its service life. And so by 2035, 2040, we anticipate the level of maintenance required to keep it operational, we'll be getting little value for money at that point. So we're really looking at the long term." Wright said work will be done at night or by closing one lane at a time whenever that's possible, but some full shutdowns are inevitable. There is a weekend closure for maintenance starting July 25, one of four expected this year. Unclear if toll removal impacting traffic Upwards of 115,000 vehicles typically cross the two suspension bridges connecting Halifax and Dartmouth every day — with more than half of them using the MacKay, which shoulders the heavier commercial traffic. When the premier announced earlier this year that the bridge tolls would be removed, some experts cautioned that the move would drive up traffic. Wright said it's not yet clear whether that has happened since the tolls came off March 17 because they're still validating data gathered by new cameras. Halifax Harbour Bridges used to monitor traffic through the tolling system. More important than the number of vehicles though, Wright said, is installing a system to measure the amount of weight crossing the bridges because the load "impacts features like the integrity of the deck system." "We're really interested in understanding any changes in commercial traffic growth. We know the city has adopted electric buses. Those vehicles weigh almost twice as much as traditional buses … and vehicles are getting heavier," he said. This means any increase in commercial traffic will increase the wear and tear on the bridge and speed up the need for maintenance. Kathryn Morse, the councillor for Halifax-Bedford Basin West who sits on the bridge's board of commissioners, said she is concerned about that happening and is looking forward to seeing data when it's available. "The bridges are the most critical piece of transportation infrastructure in the city, they are really key to getting a handle on all our traffic issues," she said, adding that it's also important to know the long-term plans for the aging structure. "One recent example, it's difficult to plan the Windsor Street exchange without knowing the implications of what's happening with the bridge," Morse said. New bridge versus retrofit A 2018 feasibility study by the engineering consulting firm COWI North America looked at nine different scenarios for extending the bridge's use or building a new structure. It recommended constructing a new, slightly longer bridge north of the existing bridge, with six lanes of traffic and two active transportation lanes. But Wright says that report was "very high level." Aecon Group, a construction and engineering company, was hired subsequently to study what exactly refurbishing the bridge would involve. "What we're talking about here now is doing … some preliminary engineering. How would you do a rehab of the deck? How would you do the Big Lift? What are your options?" he said. "That's a much more in-depth analysis. And I think we need to do that … because we're dealing with such a significant cost here." Though the study isn't done, Wright said it's clear upgrading the structure would be complex — the approach spans need work and the deck's thickness is well below the current Canadian standard. "You would have to fortify, strengthen the main towers, you'd have to make sure the foundations can withstand that additional loading. You'd have to install a new main cable or supplementary main cable. and then you're ready to do your big lift, none of which had to happen on the Macdonald." A retrofit could cost between $600 and $700 million, while a new bridge could be double that, he said, but called any estimates "a little premature." "Eight lanes, six lanes, four lanes, what does it need to carry really drives the cost. We don't have that information yet. So, I think estimating new bridge costs today is a little premature.… This is why we need to get on with this business case." Those aren't the only two options considered, either. Wright said a firm specializing in tunnels found one under the harbour would have to start at Highway 111 near Burnside and go all the way to the Windsor Street exchange — meaning it would be three times as long as the MacKay Bridge, and tunnels are typically five times as expensive to build. Ultimately, it'll be up to the province to consider the costs, the impact on traffic disruption and the lifespan of the new project when choosing the best route, he said. Any option will take time. Planning and procurement can take three to five years and construction work could take another six to 10 years, impacted by the availability of specialized labour, Wright said, which puts the timeline at the end of the MacKay's service life. "I don't want it to go too much beyond that because then you're really essentially forced into a rehab situation that you're not planning for and that's what we're trying to avoid," he said. WATCH | Replace or refurbish? Fate of MacKay Bridge yet to be decided: MacKay Bridge approaching end of projected lifespan 5 minutes ago Duration 2:55