Six months after Greyhound Canada ceased most of its service in western Canada and northern Ontario, the companies that have taken its place are still facing a bumpy road full of unexpected twists and turns.
And they acknowledge that the level of service they offer is nowhere near what Greyhound offered before it decided to give up what it calls a money-losing business.
Bus companies report strong competition on profitable routes with good passenger numbers, while long-distance routes with fewer numbers are usually not served at all or are served less frequently or less reliably, often on smaller vehicles or those that do not accommodate disabled passengers.
READ MORE: The bus that replaced Greyhound did not meet the requirements for daily travel
“When you’re in the major markets, you definitely have options and there are good airlines out there that are reputable,” said John Stepovy, director of business development for Pacific Western Transportation in Calgary, which serves Red Arrow and Ebus Alberta and Canada operates BC
“Once you start going to smaller markets or traveling inter-provincial, the market is much more dispersed and the traveling public is forced to plan their own trips. Previously, you only needed a ticket for Greyhound. “
About a year ago, Pacific Western was hired by the Province of British Columbia to run the BC Bus North service after Greyhound canceled routes to communities like Prince Rupert and Dawson Creek.
Since Greyhound’s major shutdown on October 31, the company has added more than a dozen buses when it first launched intercity services in BC through its own brands and expanded the service to Alberta as well, including the acquisition of Edmonton-Camrose and Medicine Hat-Lethbridge routes supported by the Alberta government.
Losing greyhound means it can be difficult or impossible for passengers to find connecting bus routes, said Joe Jansen, executive vice president of Wilson’s Transportation of Victoria, which carries passengers by bus and ferry between downtown Victoria and Vancouver.
There was an interline agreement with Greyhound that allowed him to sell tickets in Victoria to almost every location in Canada, but it ended with Greyhound’s withdrawal.
“Greyhound was the only airline in western Canada that connected everything from Winnipeg to Victoria. We don’t have that anymore and that can’t possibly be positive, ”said Jansen, adding that it is difficult to quantify the setback after a winter full of results.
Wilson’s stabilized sales by acquiring Tofino Bus Lines last fall to become the primary operator of bus routes on Vancouver Island.
It applied for and received BC licenses for the former Vancouver-Kelowna and Vancouver-Kamloops greyhound routes, but was then dismayed to learn that licenses had also been granted to rival Pacific Western – the company is now reviewing the feasibility of continuing to offer these services Said Jansen.
In Edmonton, Cold Shot Bus Services President Sunny Balwaria says his business is growing slowly but is unable to accommodate passenger needs for expansion.
“I don’t have deep pockets like (some competitors) and there is no government support. Maybe I’ll expand next year after I see what I have in hand,” he said.
Cold Shot had partnered with Greyhound to operate four routes in northern Alberta. When Greyhound departed, the company decided to expand to emptier Greyhound routes with smaller buses that could carry 20 passengers with a cheaper option.
However, competition is fierce, says Balwaria. For example, there are now three companies operating the Edmonton-Grande Prairie route previously only served by Greyhound.
Cold Shot decided to end its Edmonton-Camrose service last year when Pacific Western was selected to provide the subsidized service. But it was expanded to begin its first service in BC for the northeastern ward of Fort St. John.
Regina-based Rider Express, which operated a handful of 15-passenger minibuses for short-haul routes in Saskatchewan, had high hopes last fall of replacing some of Greyhound’s long-haul routes with six full-size buses.
It didn’t work out as expected, said owner Firat Uray.
The driver started the daily service from Vancouver to Calgary, downgraded it to once a week, then went back to three days a week in early April and is now considering resuming daily service as the warmer temperatures bring out more travelers.
A Calgary-Winnipeg service was also launched last fall, but it was discontinued within a few weeks as few tickets – and sometimes none – were sold on each run.
He said he had identified potentially profitable short haul routes in BC but was frustrated with how long it takes to gain licenses there.
In the meantime, he plans to add an Edmonton-Calgary service later this spring.
“Where people have more time than money, bus services thrive,” said Barry Prentice, professor of transportation economics at the University of Manitoba’s Asper School of Business.
He was not surprised that longer routes in the south of the west were being called into question as they would have to compete with inexpensive air transport and an abundance of passenger cars.
In Manitoba, Mahihkan Bus Lines are indigenously owned Maple Bus Lines and Thompson Bus and Freight in service between Winnipeg and the northern parish of Thompson.
Suzanne Barbeau-Bracegirdle, CEO of Mahihkan, says the bus system does not meet the needs of Manitoba’s indigenous people and she is not happy about it, but her company must have a conservative business plan to survive.
“We want to offer this service where they can go to Winnipeg for their medical services,” she said.
“But we have our schedules and follow the schedules to the tee.”
Dan Healing, the Canadian press
Like us on Facebook and follow us on Twitter
Get local stories you won’t find anywhere else straight to your inbox.
Sign in here
