This road connects Hyder, Alaska, with its seaplane base, in September 2018. (Photo by Bun Lee/Getty Images)
Southeast Alaska has not had any ferry service to the mainland road system in British Columbia since 2022 and for the five years prior to that, what it had was unreliable and spotty. This was despite some Alaskans voicing a strong preference for a ferry to Prince Rupert, B.C., over Bellingham, Washington.
However, efforts to restart a ferry to Prince Rupert have proven to be very problematic. The problems involve the repairs to the ramp and dock, plus a renovation of the terminal. Canada requires the use of steel made in Canada while the U.S. requires that the steel used for these repairs be made in the U.S. Neither country is willing to allow an exemption from the requirement. Since the dock, ramp, terminal and staging area is all on Canadian soil, it is reasonable that Canada would enforce her own rules on docks and ramps in her own harbors.
Another problem is that any foreign vessel that docks in Canada must be equipped and crewed to comply with the International Convention for the Safety of Life at Sea. Alaska has only one ferry that is SOLAS compliant, the Kennicott, which is assigned to serve the Bellingham-to-Haines mainline route. Renovation to add the necessary equipment for other ferries in the fleet to comply with the SOLAS requirement is very expensive and not in the ferry system budget.
Additionally, the ferry system lacks enough SOLAS-trained crew to operate a SOLAS vessel, so the Kennicott cannot dock in Prince Rupert even with the required equipment installed.
Alaska signed a 50-year nonexclusive prepaid lease on the use of the Prince Rupert ramp, dock, terminal and staging area in 2013, at a cost of $3.3 million plus ongoing costs for electricity, taxes and maintenance.
Hyder is a better location than Prince Rupert, in part because it would remove all the problems that have so far prevented restarting Prince Rupert as a ferry route. American steel could be used for the ramp and dock repairs. SOLAS rules do not apply for Alaska ferries to dock at a U.S. port. Our Alaska customs agent could wear sidearms for their own protection. Alaska would not have to sign a lease with a foreign government on the ramp, dock, terminal and staging area.
Use of Hyder rather than Prince Rupert would situate the dock, terminal and vehicle staging area on Alaska soil, owned by the state, instead of on Canadian soil, removing all the risks associated with contracts, leases and potential disputes with the Canadian government. Given the relationship the U.S. now has with Canada, this may be the biggest issue facing Alaskan efforts to restart a ferry route to Prince Rupert.
Another advantage to Hyder is that although it is slightly longer by sea than Prince Rupert, it is much farther inland than Prince Rupert, which is on the coast. Hyder is at the end of Portland Canal, about an hour and a half inland. It also avoids having to cross Dixon Entrance, which can be dangerous, with big seas and storm conditions. Portland Canal is calmer water than Dixon Entrance in a storm. The actual difference in distance is about 90 sea miles to Prince Rupert and 143 sea miles to Hyder. At an average speed of 14 knots, that is a trip of about 7 hours to Prince Rupert and 10 hours to Hyder, but landing in Hyder puts the traveler 1.5 hours farther inland than does Prince Rupert, without crossing into Canadian waters.
At present, the Alaska Department of Transportation has not indicated a preference for Hyder, but by setting a September deadline for a decision, the Alaska Marine Highway Operations Board has shown their desire to move forward to restore ferry services to Ketchikan and southern Southeast Alaska folks seeking a convenient and affordable way to access the British Columbia road system. After seven years of waiting, this is long overdue and would be more than just welcome. It would energize the economies of Southeast Alaska towns and villages, as well as provide access to families, friends and recreation across the north.
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