Storms in U.S. dis­rupt busy hol­i­day travel sea­son

This article was written by Bloomberg News and was published in the Toronto Star on December 27, 2025 .

Major storms on both U.S. coasts and into the upper Mid­w­est are dis­rupt­ing travel plans dur­ing the busy post­hol­i­day period when many Amer­ic­ans are mak­ing their way back home.

More than 1,600 flights across the United States had been can­celled as of 1:30 p.m. Fri­day, accord­ing to the Flight­Aware web­site. There were more than 19,000 flight delays.

New York City’s three major air­ports — LaGuardia, JFK, and Newark — were hit hard by the dis­rup­tions, with as much as 22 cen­ti­metres of snow fore­cast for the areas. Detroit, Phil­adelphia and Boston air­ports also saw can­cel­la­tions and delays. Heavy rains, mud­slides and flood­ing promp­ted road clos­ures in Cali­for­nia, while the Great Lakes region faces accu­mu­lat­ing ice.

The dis­rup­tions are strik­ing at one of the busiest travel times of the year.

A record num­ber of Amer­ic­ans were pro­jec­ted to ven­ture at least 80 kilo­metres from home dur­ing the Dec. 20­Jan. 1 period, the Amer­ican Auto­mobile Asso­ci­ation fore­cast, up about two per cent from last year.

What’s mak­ing the flood­ing, bliz­zards, snow and ice espe­cially dan­ger­ous is that more trav­el­lers were expec­ted to choose roads over flights this year.

About 109.5 mil­lion Amer­ic­ans were pro­jec­ted to drive for their hol­i­day plans this year, accord­ing to the AAA out­look.

Some eight mil­lion were fore­cast to fly.

The extreme weather comes amid the return of La Niña, the pat­tern marked by a cool­ing of Pacific waters that can dis­rupt eco­nom­ies and trig­ger dis­asters world­wide.

LOOMING CRISIS

Fire­fighter `under­fund­ing and under­staff­ing’ leave province scram­bling

Firefighters carry out a prescribed burn in Northern Ontario. Union says members facing resource, staff shoratges.

This article was written by Marco Chown Oved and was published in the Toronto Star on July 7, 2025.

Halfway through one of the biggest forest fire sea­sons on record, new num­bers show Ontario’s short­age of wild­land fire­fight­ers, equip­ment and staff is worse than pre­vi­ously under­stood.

Thir­teen pilot pos­i­tions and seven air­craft main­ten­ance engin­eer jobs remain unfilled and as a res­ult, accord­ing to OPSEU, the pub­lic sec­tor union that rep­res­ents wild­land fire fight­ers, nearly a third of Ontario’s forest fire avi­ation fleet has been groun­ded.

These short­ages have left the province scram­bling to fight dozens of fires burn­ing sim­ul­tan­eously, includ­ing one that is now the second biggest fire in Ontario’s his­tory, and call­ing on other provinces for help.

“We are in an incred­ible crisis due to cli­mate change, but also due to under­fund­ing and under­staff­ing,” said OPSEU pres­id­ent JP Hor­n­ick.

“We’ve lost fire­fight­ers at the same time that the need for them has increased,” they said. “We have increas­ing num­bers of fires up north. They’re increas­ing in size and intens­ity. But our reac­tion time is slow­ing and the fires are escap­ing con­tain­ment more often.”

Cli­mate change is driv­ing a long term trend toward more and big­ger forest fires and Ontario is cur­rently facing one of its worst fire sea­sons on record. With three months to go, more than 375,000 hec­tares of forest have already burned, the fifth highest total in the past 30 years. In June, three First Nations in the north were evac­u­ated.

Last month, the Star revealed that Ontario is oper­at­ing with more than 100 fewer wild­land fire­fight­ers than it did 10 years ago — field­ing 630 fire rangers, when it used to have 732 — lead­ing to a drop in the num­ber of forest fires brought under con­trol within 24 hours, key to avoid­ing the massive con­flag­ra­tions that con­sume entire com­munit­ies.

New staff­ing num­bers provided by OPSEU show how that 14 per cent reduc­tion in per­son­nel is exacer­bated on the ground, with 27 per cent fewer crews — groups of four or five fire rangers — avail­able to dis­patch to forest fires.

This year, Ontario is short 53 of the 190 crews it used to oper­ate, with only 60 out of 101 crews in the North­w­est Region, west of Mara­thon, and 77 of 89 crews in the North­east­ern Region, stretch­ing from Mara­thon down to the French and Mat­t­awa Rivers.

Short­staff­ing means that wild­fire fight­ers are being worked to the bone, said Noah Freed­man, vice­pres­id­ent of OPSEU Local 703.

Fire Rangers have been work­ing flat out since early May, he said. They’ve just fin­ished their third 19day shift in a row, with only two days off between shifts, and they’re get­ting burned out.

“The young people, the lack of exper­i­ence. As fatigue builds, you have people who already don’t know what they’re doing mak­ing poorer and poorer decisions,” said Freed­man.

Nat­ural Resources Min­is­ter Mike Har­ris Jr. declined an inter­view request and sent a state­ment in response to ques­tions from the Star.

“Ontario works with pro­vin­cial, fed­eral, and inter­na­tional part­ners to ensure the neces­sary resources are deployed to keep com­munit­ies in our province, and across North Amer­ica, safe,” the state­ment read. “These mutual aid part­ner­ship agree­ments enable the shar­ing of addi­tional per­son­nel, equip­ment, and air­craft.”

The province has already received aid from Que­bec and B.C., which have sent two water­bombers and more than 100 fire­fight­ers this sea­son, accord­ing to data from the Cana­dian Inter­agency Forest Fire Centre.

The Min­istry of Nat­ural Resources (MNR) said nine water­bombers are avail­able this sea­son, though it was unclear whether this total includes the water­bombers on loan from Que­bec.

Har­ris Jr.’s office dis­puted the notion that the Avi­ation, Forest Fire and Emer­gency Ser­vices branch (AFFES) is under­staffed, say­ing there isn’t an ideal num­ber of fire rangers but a tar­get “range” for hir­ing.

“We’re com­fort­able with the num­ber of crews we have,” said an offi­cial in the min­is­ter’s office, whom the Star agreed not to name so they could speak on back­ground. “We have a lot of con­fid­ence in our fire rangers.”

“It would be ideal to be fully staffed, but we’re not there,” the offi­cial added. “We’d hire more if there were more applic­a­tions.”

OPSEU says AFFES staff are leav­ing for more luc­rat­ive jobs because Ontario’s water­bomber pilots are the worst paid in the coun­try and the fire rangers are among the worst paid.

Start­ing pay for Ontario wild­land fire­fight­ers is $25.38 an hour.

While Premier Doug Ford has announced the pur­chase of six new water­bombers, the half a bil­lion dol­lars asso­ci­ated with their pur­chase and staff­ing has not been alloc­ated in the budget.

Due to a back­log in orders, the planes would not be delivered for nearly a dec­ade.

But Hor­n­ick said there’s no use in buy­ing new water­bombers if we can’t staff the ones we already have.

Fewer pilots means the ones on staff are being worked to the bone. Work­ing shifts that last 10 days, pilots are get­ting sick and planes are being groun­ded when they’re unavail­able to fly, Hor­n­ick said. This was the case in June when two water­bombers were groun­ded due to pilot ill­ness as blazes grew across the north.

That’s in addi­tion to another water­bomber groun­ded due to lack of crew, bring­ing the total to three water­bombers, three heli­copters, two Turbo Beaver bush­planes and one Twin Otter float plane groun­ded this sea­son, OPSEU num­bers show.

This rep­res­ents nine of the 28 air­craft oper­ated by the Avi­ation, Forest Fire and Emer­gency Ser­vices branch (AFFES) of the Min­istry of Nat­ural Resources.

The loss of exper­i­ence through retire­ment is being felt throughout the AFFES, said Hor­n­ick. The chief heli­copter pilot retired two years ago and hasn’t been replaced, they said. (The MNR says “a tem­por­ary Chief Rotary Wing Pilot is in place.”) Twenty of 46 air­craft mech­an­ics have left in the last five years.

Over­all, there’s a 40 per cent turnover at the AFFES, lead­ing to younger and less exper­i­enced staff being pro­moted into pos­i­tions of respons­ib­il­ity, Hor­n­ick added.

The MNR said it has brought in a num­ber of meas­ures to reduce turnover, includ­ing estab­lish­ing 100 new year­round sup­port jobs, reim­burs­ing train­ing costs and expand­ing standby pay and on­call bene­fits.

At the same time, however, recruit­ment num­bers have plummeted, Hor­n­ick said, mak­ing it harder to train up the next gen­er­a­tion of fire­fight­ers.

“We’re see­ing fewer and fewer applic­a­tions,” they said. “Anec­dot­ally, I’ve heard stor­ies about lit­er­ally try­ing to recruit people off the street to apply.”

Labrador airport eyes energy deal with Quebec

This article was written by Sarah Smellie and was published in the Globe & Mail on January 1, 2025.

An Air Borealis twin otter is seen on the landing strip in Nain, in northern Labrador, in 2023. Flight costs in the region have climbed at more than three times the national rate.

Pact could help attract competing company to region, lower flight costs, executive says

An airport executive in Labrador hopes a new energy deal with Quebec could help attract a competing airline company to the northern region, where flight costs have climbed at more than three times the national rate.

But even if another airline company is enticed to operate in Labrador, Rex Goudie, the Goose Bay Airport Corporation’s chief executive officer, believes it will still take work and government action to make airfares in the region more affordable.

“I don’t think there’s any one solution,” Mr. Goudie said in a recent interview.

“Particularly for northern regions, like here in Labrador, which is so remote, is that air travel is not a luxury, it’s an essential service,” he added. “And so one would think there would be programs or policies put in place that would reflect that.”

Flight costs in Labrador have increased by 33 per cent since 2019, compared with just 9 per cent across Canada, according to an October report commissioned by the Goose Bay Airport Corporation. A return flight from Nain, in northern Labrador, to the provincial capital of St. John’s is nearly $2,500.

The southern part of Labrador is served exclusively by PAL Airlines, while Air Borealis, in which PAL is a partner, is the only carrier offering flights in northern Labrador.

Earlier this month, Quebec and Newfoundland and Labrador signed an agreement in principle to build new hydroelectric facilities along the Churchill River in Labrador that could bring thousands of jobs to the region. If the work goes ahead, a competing carrier may be enticed to set up shop in Labrador to serve what may be a large number of rotational workers needing flights, Mr. Goudie said.

He and his team are studying the market opportunities available to interested airline companies, but it’s a “bit of a balancing act,” he said: “If we’re looking for new entrants, we don’t want to negatively impact our other, existing carriers.”

In the meantime, Labrador Affairs Minister Lisa Dempster said she met in October with the Competition Bureau, the federal business watchdog, about flight costs in the region. Her department has also submitted a brief to the bureau’s ongoing study of competition in Canada’s airline industry, she said in an interview Monday.

“We have an airline carrier that has a monopoly right now in Labrador, which is never good for the consumer,” she said.

Ms. Dempster and Mr. Goudie also provided submissions to the federal standing committee on transport, infrastructure and communities as it reviews the Competition Act and air travel in northern, rural and remote parts of Canada.

Mr. Goudie said his group has asked the Newfoundland and Labrador government to consider launching something mirroring Quebec’s regional air access program, which allows air travel between smaller, remote regions of the province and larger provincial centres for $500 return, with some conditions.

Documents obtained through an access to information request show that an information note on Quebec’s program was prepared for Ms. Dempster in May. Her department has had “conversations” about a pilot program, “with some parameters, to see how that would go,” she said Monday.

The Newfoundland and Labrador government has an agreement with WestJet Airlines Ltd. supporting direct flights between Europe and St. John’s. As of Tuesday, a round-trip ticket for some dates in May was about $600, according to the airline’s website.

“The flights to Europe [are] frustrating for someone like me, who represents Labrador,” Ms. Dempster acknowledged. When asked if a similar arrangement could be struck with PAL, she said the agreement with WestJet is not a direct subsidy but a “guaranteed revenue” contract for the company.

“It’s a little bit tough to go out subsidizing a private airline company when they’re already making profits,” she said, referring to PAL.

Ms. Dempster said federal departments could help by lowering costs such as landing fees. And she agrees with Mr. Goudie that the pending energy deal with Quebec could attract more competition.

“I do believe that an all-of-government approach, all levels of government, is needed to address this right now,” she said.

Quebec and Newfoundland and Labrador are hoping to formalize their agreement in 2026. A final report from the Competition Bureau’s study on airline competition is expected by June 30, 2025.