Harbour Air to Acquire Pacific Coastal Airlines, Creating Major New BC Regional Airline Group

by | Sep 16, 2026 06:37 | Provincial

Deal would unite two of British Columbia’s homegrown airlines under Canadian ownership while preserving their separate brands and operations

British Columbia’s regional aviation landscape is set for a major change as two of the province’s best-known homegrown airlines join forces.

Harbour Air and Pacific Coastal Airlines have announced an agreement under which Harbour Air will acquire Pacific Coastal Airlines, creating a new regional airline group designed to expand air connectivity across British Columbia while keeping both carriers under Canadian ownership.

The proposed transaction would bring together two networks that operate in very different ways. Harbour Air has built its business around floatplane service connecting coastal communities, downtown Vancouver and other destinations, while Pacific Coastal operates conventional wheeled aircraft serving communities throughout the province and its interior.

Rather than immediately merging the airlines into a single carrier, the new group is expected to preserve both brands. Pacific Coastal will continue operating as Pacific Coastal Airlines with its own name, air operator certificate and operating team, while Harbour Air will continue operating under its existing structure. The transaction remains subject to regulatory approval.

A 59-aircraft regional network

The combined organization would have a fleet of 59 aircraft and serve 25 communities across British Columbia, with more than 900 employees between the two airlines. The companies say the structure could support as many as 300 daily flights.

The acquisition brings together two complementary forms of regional transportation.

Harbour Air’s fleet includes approximately 40 floatplanes, giving it access to waterfront terminals and downtown locations that conventional airlines generally cannot serve. Pacific Coastal contributes 19 wheeled aircraft, including Saab 340B and Beechcraft 1900 aircraft, allowing the combined organization to reach inland and northern communities that are outside the practical operating environment of a seaplane network.

That combination is central to the companies’ strategy.

Instead of attempting to replace either network, the new group can potentially use the strengths of both. A passenger travelling between communities on Vancouver Island, the Lower Mainland and the B.C. Interior could eventually have access to a broader range of connection possibilities within the same corporate family.

Vancouver positioned as a key hub

Vancouver is expected to play an increasingly important role in the new group’s network.

The companies say Vancouver will become a key hub, providing expanded connections for British Columbia travellers while also creating opportunities to connect regional passengers with domestic and international services through Vancouver International Airport.

That could be particularly significant for passengers travelling from smaller communities. Regional airlines often serve as the critical first or final link in a trip that ultimately connects through a larger airport.

The new structure could therefore give the combined company a larger role in moving passengers between smaller B.C. communities and the province’s largest transportation hub.

Two very different networks that complement each other

Harbour Air’s network is fundamentally shaped by British Columbia’s coastline.

The airline operates scheduled floatplane services from locations including Vancouver Harbour and Victoria Harbour, while also connecting other coastal destinations. Transport Canada describes Harbour Air as one of the world’s largest scheduled floatplane operators, with more than 500,000 passengers a year according to its regional briefing material.

Pacific Coastal, meanwhile, provides a different type of regional connectivity.

Its network reaches communities across Vancouver Island, the Interior and northern British Columbia. Recent reporting notes service extending from communities such as Masset and Prince George to destinations including Trail and Cranbrook.

The result is a potentially broad geographic footprint covering both coastal and inland B.C.

That distinction could also provide an operational advantage. The airlines say combining their networks should improve connectivity and their ability to respond to some of the operational challenges created by British Columbia’s weather.

What changes for passengers?

For now, very little.

The acquisition has not yet closed, and the companies emphasize that both airlines will continue operating independently while regulatory approval is pending.

Pacific Coastal has specifically told customers that existing bookings are unaffected and flights will continue operating as scheduled. Its name, air operator certificate and operating team will remain in place.

That means travellers should not expect an immediate rebranding of Pacific Coastal aircraft or a sudden restructuring of its routes.

The longer-term changes are expected to involve how the two airlines work together rather than replacing one with the other.

The proposed group is also expected to support the brands with a single loyalty offering, potentially giving frequent regional travellers a way to interact with both networks through one rewards structure.

Investment in infrastructure and fleet

The companies say the transaction will provide a platform for continued investment in infrastructure, fleet renewal, maintenance capacity and modernized systems.

That could become an important part of the deal’s long-term impact.

Regional airlines face different challenges from large national carriers. They must maintain service to smaller markets where passenger volumes can be relatively limited, while also managing aircraft, crews, maintenance facilities and airport infrastructure across a geographically large province.

A larger organization could potentially spread those resources across a broader network.

The companies also point to the combined workforce of more than 900 employees as an opportunity to create additional career development opportunities within the group.

A significant moment for two longtime B.C. airlines

The transaction also brings together two companies with deep roots in the province.

Harbour Air was founded in 1982, while the current Pacific Coastal Airlines was established in 1987. Both companies developed in British Columbia’s highly specialized regional aviation market, where geography has made reliable air service particularly important to communities separated by mountains, waterways and long distances.

Pacific Coastal President Quentin Smith is the son of the airline’s late founder, Daryl Smith, and has described the acquisition as an opportunity to invest in growth while maintaining the Pacific Coastal brand and strengthening the airline for the communities it serves.

Harbour Air CEO Bert van der Stege similarly described the two airlines’ networks as highly complementary and said the company intends to invest in building a major regional airline group in Western Canada.

The regulatory process comes next

The proposed acquisition is not yet a completed transaction.

Regulatory approval is required before the deal can close, and the companies have not announced a final closing date or detailed timeline. Until that process is completed, Harbour Air and Pacific Coastal will remain separate and independent airlines.

The transaction comes at a time when Canada’s airline industry has undergone considerable consolidation and restructuring. The federal Competition Bureau has identified the importance of regional carriers in connecting Canadians to smaller and remote communities; its recent airline competition analysis lists Harbour Air and Pacific Coastal among Canada’s domestic carriers.

What the deal could mean for B.C. aviation

If approved and ultimately implemented as announced, the acquisition would create one of the most distinctive regional airline groups in Canada.

Its strength would not simply come from the number of aircraft. The more significant change could be the combination of two different types of regional networks: Harbour Air’s ability to operate from waterfront locations and Pacific Coastal’s conventional airport network.

For passengers, that could eventually mean more opportunities to connect between coastal, island, Interior and northern communities without relying entirely on larger national carriers.

For the airlines, the transaction provides a larger platform for investment, fleet planning, maintenance and technology while preserving two recognizable B.C. aviation brands.

And for British Columbia’s smaller communities, the central question will be whether the new group can use that expanded scale to maintain and grow the regional air links that many communities depend on.

For now, however, the message from both airlines is straightforward: the deal has been announced, but operations continue as normal while regulatory approval is sought.

The bigger changes, if the transaction receives approval, will come afterward.

A Back to School Poem

by | Sep 9, 2026 13:50 | Local

New backpack, zippers tight,
Pencils sharpened, lined up right.

Hallways buzz, the lights are bright,
Summer fades to morning light.

Names on desks, and friends anew,
Chalk dust in the air so blue.

Books will open, minds will grow,
Lessons fast and lessons slow.

Shoes that squeak on polished floor,
Every year we learn a little more.

Highway 19A Study Identifies Potential Safety Improvements Between Oyster River and Campbell River

by | Sep 8, 2026 01:54 | Local

OYSTER RIVER — A new transportation study is pointing to a number of potential improvements along Highway 19A, with a focus on making the corridor safer and more accessible for drivers, pedestrians, cyclists and transit users.

The study, completed by Urban Systems Ltd. for the B.C. Ministry of Transportation and Transit with support from the Strathcona Regional District, examined portions of Highway 19A between Oyster River and Jubilee Parkway in Campbell River.

The corridor is an important connection for residents travelling between rural communities, neighbourhoods, schools, businesses, parks, beaches and other destinations. For people in the Sayward area, Highway 19A is also part of the route used to reach services and communities farther south.

According to the Strathcona Regional District, the study identified opportunities involving road safety, access management, active transportation and signage. It also identified locations where additional technical work could help determine which improvements should move forward.

A focus on safer connections

The study looked beyond vehicle traffic alone. Recommendations and opportunities identified through the work include improving connections for people walking and cycling, addressing access along the highway and making travel safer for transit users.

The Ministry and regional district developed the study with input from local First Nations, School District 72, BC Transit and other community and government partners.

That broader consultation is important because Highway 19A serves a wide range of users—from commuters and commercial traffic to people walking, cycling or taking public transit.

Strathcona Regional District Area D Director John Rice said improving safety along Highway 19A has been a longstanding concern for residents.

The completed study now provides a clearer picture of the corridor’s transportation challenges and potential solutions, while creating a foundation for future investment.

Study does not mean construction is imminent

While the findings identify possible improvements, residents should not interpret the study as a commitment that all of the proposed changes will immediately be built.

The regional district says some opportunities will require additional technical analysis, design work, consultation and funding before implementation can be considered. The study itself is not currently available online.

The announcement comes as transportation improvements continue elsewhere along the Highway 19A corridor.

In Campbell River, the city’s 2026 Master Transportation Plan includes transportation safety and connectivity projects, including planned safety improvements at the Highway 19A and Shoppers Row intersection, as well as additional pedestrian and cycling infrastructure.

The province has also scheduled resurfacing work on Highway 19A in the Royston Road and Campbell River area as part of a $102.5-million 2026 investment in road improvements across B.C.’s South Coast.

What it could mean for the North Island

For communities farther north, the study is significant because Highway 19A is more than a Campbell River commuter route. It is part of the transportation network connecting rural communities with the services, employment, schools, health care and businesses concentrated farther south.

Any future improvements that make the corridor safer or easier to navigate could therefore have benefits well beyond the immediate study area.

For now, however, the study represents a planning step rather than a construction announcement.

The Ministry of Transportation and Transit and its regional partners will need to determine which recommendations should be advanced, how they should be designed and how future projects will be funded.

For residents who regularly travel Highway 19A, the completion of the study is nevertheless an important development: after years of concerns about safety and connectivity, government planners now have a more detailed assessment of where improvements could make the biggest difference.

Canadian Students Are Paying More to Get Ahead — and the Debt Is Following Them

by | Sep 6, 2026 23:44 | National

The price of a Canadian education is no longer just tuition. For many students, housing, food, transportation and debt are turning post-secondary education into a financial gamble.

For generations, Canadians have been told that post-secondary education is one of the safest investments a young person can make.

A degree or diploma is supposed to open doors, increase earning power and provide a path toward a more secure future.

But that calculation is becoming increasingly complicated.

The latest numbers from Ottawa show that the federal student-loan system is carrying tens of billions of dollars in outstanding debt, while government projections indicate that billions more could ultimately be written off through defaults.

At the same time, students are entering classrooms facing not only tuition bills, but also dramatically higher costs for housing and everyday necessities.

The result is a growing question for Canadian families: How much should a student borrow for an education, and how certain is the payoff?

Tuition is only the beginning

Statistics Canada estimates that the average Canadian undergraduate paid $7,734 in tuition for the 2025–26 academic year.

That national average hides enormous differences.

Average undergraduate tuition was approximately $8,958 in Ontario, $9,863 in Saskatchewan, $9,938 in New Brunswick and $9,988 in Nova Scotia.

By comparison, average undergraduate tuition was just $3,963 in Quebec and $3,746 in Newfoundland and Labrador.

And tuition is only one line on a student’s budget.

A student living away from home also has to pay for rent, food, transportation, books, technology, utilities and other necessities.

For students in Canada’s most expensive housing markets, accommodation can easily become one of the largest costs of attending school.

That means the real price of obtaining a degree can be several times higher than the tuition figure printed on a university website.

Ottawa has increased student assistance — but so has the debt exposure

The federal government has responded to affordability concerns by substantially increasing student assistance.

For 2026–27, the maximum Canada Student Loan for a full-time student remains $300 per week, while the maximum Canada Student Grant for full-time students is $525 per month of study.

Those measures are designed to make post-secondary education more accessible.

But loans still have to be repaid.

And Ottawa’s own actuarial figures show just how large the system has become.

As of July 31, 2026, the federal direct student-loan portfolio stood at approximately $32.1 billion.

The Office of the Chief Actuary projects that the portfolio could grow to approximately $48.2 billion over the projection period.

It also estimates a long-term net default rate of 7.1%.

That doesn’t mean 7.1% of today’s entire student-loan portfolio will suddenly disappear.

Student-loan defaults occur over time, and the government’s calculation accounts for repayments, rehabilitation, recoveries and eventual write-offs.

But the direction is significant.

The actuarial report projects the balance of defaulted direct loans increasing from approximately $2.76 billion in 2025–26 to $3.14 billion by 2029–30, before continuing higher in subsequent years.

Not every student faces the same risk

One of the most important details gets lost when Canada’s student-debt problem is reduced to a single national number.

The risk of default varies substantially depending on where a student studies.

Federal statistics show that the latest published three-year default rate for full-time direct-loan borrowers was 4.8% for university students, compared with 9.0% for college students.

For students attending private institutions, the rate was 15.8%.

Ottawa has subsequently highlighted a similar disparity while explaining changes to federal student assistance.

The government says student-loan default rates at private for-profit post-secondary institutions are approximately 16%, compared with about 5% for university students and 9% for public college students.

That difference matters.

It suggests that the financial risk of borrowing for education isn’t determined solely by how much a student borrows.

The institution, program, employment prospects and eventual income can all influence whether that debt becomes manageable.

Ottawa is increasingly worried about the institutions receiving the money

The federal government has also been examining whether public student assistance is flowing toward programs that produce sufficiently strong outcomes.

In documents supporting changes to Canada’s student-assistance system, Ottawa says the number of grant and loan recipients at private for-profit post-secondary institutions more than doubled between 2018–19 and 2023–24.

During the same period, the number of recipients at universities remained relatively stable, while college recipients declined.

The government also says the number of recipients of the Canada Student Grant for Full-Time Students at private for-profit institutions nearly tripled, from approximately 23,000 in 2018–19 to 66,000 in 2023–24.

That growth has prompted Ottawa to change eligibility rules for some federal grants beginning in the 2026–27 school year.

The federal government argues that public funding should be concentrated on institutions and programs that provide stronger outcomes and reduce financial risk for both students and taxpayers.

The $31,700 number needs some context

The headline figure circulating in the current debate — $31,700 — deserves careful interpretation.

It is not the average amount every Canadian student spends each year.

Nor is it the average student-loan balance.

The actual cost of education varies dramatically depending on the province, institution, program and whether a student lives at home.

For example, a student living with parents in Quebec can face a radically different annual bill from a student renting an apartment in Toronto, Vancouver or another high-cost city.

The important point is therefore not that every student faces a $31,700 annual bill.

It is that the financial commitment associated with post-secondary education can be far greater than tuition alone suggests.

And when that additional cost is financed with borrowed money, students aren’t simply paying today’s expenses.

They’re committing part of tomorrow’s income.

Education still pays — but the numbers matter

None of this means Canadians should abandon post-secondary education.

There is strong evidence that education can improve lifetime earning potential.

The federal government says 2021 Census data show that Canadians with bachelor’s degrees had median incomes 38% higher than high-school graduates, while those with college diplomas had median incomes 14% higher. People with education beyond a bachelor’s degree had a median-income advantage of approximately 50% over high-school graduates.

The problem is that averages don’t guarantee individual outcomes.

A student can graduate with a credential and still struggle to find well-paid work.

A program can be academically valuable without producing enough income to comfortably service substantial debt.

And a student who spends four years paying tuition and living expenses may emerge into the workforce with thousands of dollars in obligations before making their first full-time salary.

That makes the choice of program increasingly important.

The real question for students

The debate over student debt shouldn’t simply be about whether governments should provide more money.

It should also be about whether students are getting enough information to determine when borrowing makes financial sense.

Before taking on debt, students and families should be asking:

  • What will the entire program cost — not just tuition?

  • Will I need to borrow for housing and living expenses?

  • What jobs does this program realistically lead to?

  • What do graduates in those occupations typically earn?

  • How long could it take to repay the debt?

  • Could I complete the program while living at home?

  • Is there a less expensive institution offering comparable training?

  • What happens financially if I don’t complete the program?

Those questions aren’t anti-education.

They’re basic financial planning.

Canada’s student-debt problem isn’t going away

Ottawa’s own projections make one thing clear: Canada’s student-loan system is enormous and expected to remain so.

The government estimates that roughly 720,000 students will benefit from the continuation of enhanced federal student assistance during the 2026–27 academic year.

The same regulations are expected to generate approximately $1 billion in additional student loans during that year alone.

The government estimates a roughly 6% risk provision on those additional loans, reflecting the possibility that some will not ultimately be repaid.

Meanwhile, the federal actuarial report expects the overall student-loan portfolio to continue growing and projects billions of dollars in future defaults.

For students, that creates a difficult balancing act.

Education can still be one of the best investments a young Canadian can make.

But an investment is only a good investment when the expected return justifies the cost.

As tuition, housing and other expenses continue to shape the price of a post-secondary education, students and families may need to think less about whether they can somehow afford to attend — and more about whether the particular education they are buying is worth the debt required to obtain it.

That may be the most important financial lesson of all.

Artisan Eat-More Bars by Island Girl Organics

by | Sep 4, 2026 01:16 | Local

There’s something about roasted Virginia peanuts and good chocolate that just works.

These Eat-More bars are made with roasted Virginia peanuts and Callebaut 811 semi-sweet chocolate — rich, nutty, chewy, and just the right amount of sweet.

The delicate colours and textures of the hollyhock petals look vibrant against the deep chocolate. They make something already delicious feel a little bit like edible art.

Sometimes the prettiest ingredient isn’t the one you taste — it’s the one you see.