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New Round of Layoffs at Paccar Sainte-Thérèse: Trucking Industry Shaken by Economic Uncertainty

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sophie
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Parked trucks symbolizing the wave of layoffs at Paccar’s Sainte-Thérèse plant in Quebec, where 175 workers will lose their jobs due to economic challenges.

Paccar’s Sainte-Thérèse plant, located just north of Montreal, is about to face another round of layoffs. The Unifor union has confirmed that 175 employees will be let go as of August 4, 2025 — less than a year after 250 workers were laid off in December.

The plant, which assembles medium-duty Kenworth and Peterbilt trucks, is Paccar’s only manufacturing facility in Canada.

This decision comes amid a sharp downturn in demand for commercial vehicles, both in Quebec and across North America. Several economic factors are converging: rising production costs, inflationary pressures, fragile supply chains, and, most notably, uncertainty stemming from new U.S. trade policies. The tariffs imposed under the Trump administration, while not directly responsible for the layoffs, have created hesitation among fleet operators, leading many to delay or cancel truck purchases.

According to statements made to La Presse, the plant’s management reports a nearly 50% drop in production volume over the past year. Paccar, which ended 2024 with over 30,000 employees globally, is now feeling the pressure of a saturated and hesitant market. Experts cited by The Wall Street Journal describe a “prolonged freight recession” driven by historically low shipping rates, truck overcapacity, and widespread reductions in freight demand.

Other major manufacturers are facing similar challenges. Volvo Group announced layoffs affecting 800 workers in the U.S., while Traton SE — parent company of International — eliminated a full shift at its Mexican plant, resulting in 900 job losses. At Mack Trucks, between 250 and 350 positions are being cut in the Pennsylvania region. According to Business Insider, North American carriers are being held back by what analysts call a “tariff fog,” which is stalling short-term investment decisions.

Unifor is urging the Quebec government to intervene and mitigate the impact on workers. Quebec Director Daniel Cloutier is calling for a stronger local procurement policy that would allow public agencies to prioritize vehicles assembled in Quebec. However, two municipalities that attempted to favor specific truck brands in public tenders were recently reprimanded by the Autorité des marchés publics (AMP), limiting flexibility on that front.

In its latest investor communication, Paccar made no mention of the Sainte-Thérèse layoffs. Instead, the company emphasized the issuance of a special dividend to shareholders. This comes despite a sharp decline in profits for the first quarter of 2025 — down from $1.2 billion to $505.1 million year-over-year. The drop is partly due to a $264.5 million one-time charge related to civil litigation in Europe, as well as a steep decline in truck orders across North America.

The market slowdown is also reflected in updated forecasts for Class 8 truck sales. Initial projections for 2025 ranged between 250,000 and 280,000 units, but revised estimates now place that range between 235,000 and 265,000. Several manufacturers have responded by scaling back investments, particularly in research and development, which has also slowed in the current environment.

Some analysts still foresee a modest rebound in the second half of the year, largely driven by the need to replace aging fleets in the U.S. However, for the workers at Sainte-Thérèse, the future remains uncertain. Without meaningful government support and changes to public procurement rules, the outlook for Quebec’s only truck manufacturing facility remains fragile.

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LION Trucks: RCMP Investigates Questionable Sales Practices

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sophie
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A Lion electric truck parked in front of Lion Electric's headquarters building.

Lion Electric, the Quebec-based manufacturer best known for its electric school buses, is now under investigation by the Royal Canadian Mounted Police (RCMP).

Former employees have met with investigators from the RCMP’s Integrated Market Enforcement Team, which is reportedly looking into truck orders publicly announced by the company between 2020 and 2022.

During that period, Lion Electric claimed it had secured major deals with clients such as Amazon, Canadian National Railway (CN), Agropur, and Molson Coors—yet many of these orders were never fulfilled.

Beyond the undelivered trucks, the RCMP is also examining an alleged scheme revealed by investigative reporting. According to media sources, Lion Electric took back defective trucks from customers and replaced them with new ones, while applying for a second round of government subsidies for the replacement vehicles. This practice, if confirmed, would constitute double-dipping into public funds—prohibited under government rules. The total amount of subsidies involved per truck is estimated at around $240,000.

Despite ambitious projections, Lion’s truck sales fell dramatically short of expectations. While the company once aimed to sell 15,800 units in 2024, it delivered only 36 trucks between 2021 and 2024. Several units were returned by clients such as the SAQ and Hydro-Québec due to technical or performance issues. Even Amazon, which had a purchase option for up to 2,500 trucks, has remained silent on the matter.

The commercial failure was followed by financial collapse. In 2024, Lion Electric filed for insolvency, despite having received close to $200 million in public funding from the Quebec government, the Caisse de dépôt et placement du Québec, and the Fonds de solidarité FTQ. In May 2025, the company was sold for just $6 million to a group of investors, who have since announced a refocus on electric school buses. The remaining trucks were sold at auction for a fraction of their original value.

The Lion Electric case raises serious concerns about oversight of public investments and transparency in corporate reporting. A class-action lawsuit has been filed, alleging that the company misled investors about its financial health and production capacity. If the allegations prove true, the fallout could undermine public trust in Quebec’s electric vehicle industry—an industry seen as vital to the province’s energy transition strategy.

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Wabash Ordered to Pay $462 Million Following Fatal Accident

Truck Tires: Retreading Plants Hit a Wall Amid Surge of Asian Imports

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sophie
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Retreaded truck tires in a manufacturing facility in Quebec, showing the reconditioning process.

Quebec’s retreading industry, which plays a key role in extending the lifespan of truck tires, is facing a major crisis. Flooded by low-cost tire imports from Asia—particularly from China and Southeast Asia—local retreading companies are sounding the alarm.

These imported tires, often of lower quality, are increasingly unsuitable for retreading. This undercuts a business model built on durability and reuse, and threatens the economic viability of a process once seen as both practical and environmentally responsible.

Retreading involves replacing the worn tread of a tire while keeping its original casing. With high-quality new tires, this process can be done up to three times. But the influx of budget tires on the market—many of which can only be retreaded once or not at all—means fewer usable casings are available. As a result, production slows down, orders drop, and companies lose revenue.

Facilities in places like Beauceville and Saint-Jérôme report a 25% to 30% drop in output. Imported tires often have higher defect rates, and more of them are rejected on inspection. This forces plants to operate at reduced capacity, which leads to fewer hours for workers and increased strain on the entire sector.

The situation also raises environmental concerns. According to retreaders, retreading a standard 11R22.5 truck tire can save around 57 litres of oil, 32 kg of rubber, and cut CO₂ emissions by 110 kg compared to manufacturing a new one. But as more non-retreadable tires enter the market, this circular model becomes harder to sustain.

Industry stakeholders are calling for action. Some propose a surtax on low-end tire imports, similar to what’s in place in the United States—where retread plants are reportedly operating at full capacity. Others advocate for financial incentives like those offered in Ontario, where $12 is reimbursed per used casing retreaded.

Without support, Quebec could lose a local industry that, according to its players, supports job creation, waste reduction, and a more circular economy. But gaining widespread buy-in remains a challenge. Many in the trucking world remain skeptical, especially when it comes to safety concerns related to retreaded tires. In the end, choosing high-quality, durable tires—whether new or retreadable—may offer long-term value, but convincing the broader transport sector is another matter.

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The Trucking Profession: Debunking the Public’s Misconceptions

Bill 89: Why Québec Has Become Canada’s Strike Capital

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sophie
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Bill 89 : workers on strike in Québec, holding signs and banners during a demonstration in 2025. The image reflects the province’s record-breaking wave of labour stoppages.

Bill 89: Why Québec Has Become Canada’s Strike Capital | Since 2023, Québec has been experiencing an unprecedented wave of labour strikes. In just two years, the province has recorded nearly 1,500 work stoppages, surpassing the previous record set in 1974.

And the trend is not slowing down—378 strikes were already recorded in the first two months of 2025 alone.

While these labour disruptions affect the daily lives of citizens across the province—including truck drivers who rely on ferry crossings, such as those halted by the current strike at the Société des traversiers du Québec (STQ)—what’s particularly striking is how geographically concentrated they are.

Although Québec accounts for just 22% of Canada’s population, it has been the source of nearly 90% of all work stoppages in the country since 2023.

Essential Services, Repeatedly Disrupted

The majority of these strikes have taken place in the public sector, particularly in education, healthcare, social services, early childhood centres (CPEs) and public transit systems. These are critical services where interruptions can severely disrupt daily life:

  • Parents unable to send their children to daycare
  • Students missing school
  • Patients without access to transportation or care
  • Workers stranded without reliable public transit

A particularly stark example: a long-standing strike at Notre-Dame-des-Neiges Cemetery in Montréal prevented hundreds of families from burying their loved ones, with human remains stored for months—highlighting the deeply personal impact of these conflicts.

A High Unionization Rate and a Growing Trend

Québec’s public sector unionization rate sits at nearly 85%, significantly higher than the private sector average of 23%. In this context, strikes have become not just a last resort, but increasingly a common strategy in collective bargaining. Analysts from the Montreal Economic Institute (IEDM) describe this trend as the “normalization” of work stoppages.

Bill 89: An Attempt to Regain Balance

In response, Québec’s Labour Minister, Jean Boulet, introduced Bill 89, aimed at protecting the public during strikes and lockouts. The bill proposes two major tools:

  • A new framework requiring minimum service levels during labour disruptions in sectors not already covered by essential services legislation.
  • In exceptional cases, mandatory arbitration if a strike causes serious or irreparable harm to the public.

However, the bill currently excludes the public and parapublic sectors from some of its provisions—a major oversight, according to many experts, since these are precisely the sectors most frequently affected by labour disputes.

The IEDM and other observers are urging the government to close this loophole in order to restore a more equitable balance between union rights and public protection.

Controversy and Pushback

Unions reacted swiftly, denouncing what they view as an attack on the constitutional right to strike, which is protected under both the Canadian and Québec Charters of Rights and Freedoms. Minister Boulet insists the bill respects these rights and is only meant to intervene in truly exceptional circumstances.

The government has cited several recent events that prompted the legislation:

  • Vulnerable children losing access to specialized education services
  • Families unable to bury their dead in a timely and humane manner
  • Low-income citizens unable to access hospitals due to transit strikes
  • A strike by Autobus Transco in Montréal in October 2023 that left 15,000 students without school transportation

The government also highlighted potential economic risks, such as when a strike threatens major public events like the Festival d’été de Québec, which draws hundreds of thousands of visitors.

Bill 89 calls for each case to be assessed individually, with interventions allowed only when the legal threshold of “serious or irreparable harm” is met. Oversight would fall to the Administrative Labour Tribunal (TAT), ensuring a neutral and legally sound process.

A Political and Social Turning Point

With Bill 89, Québec appears to be shifting its approach to labour relations. Whether a fair balance can be struck between protecting union rights and shielding the public from excessive disruption remains to be seen. But one thing is clear: this isn’t just a labour issue anymore. It’s a broader societal concern—one that affects every resident of the province.

A Broader Debate on Union Culture

Québec’s position as Canada’s epicentre of labour strikes also raises broader questions about union dynamics and working conditions in the public sector. In some areas, such as healthcare, special education, and early childhood care, workers are undeniably struggling with staff shortages, underfunding, and excessive workloads—all legitimate reasons to sound the alarm.

But other strikes are harder to justify. Some are launched despite seemingly reasonable employer offers, or are repeated with every new negotiation cycle. While high unionization is not inherently problematic, it can grant disproportionate leverage that, if overused, comes at the expense of the general public.

This is not a call to suppress the right to strike, but rather an appeal for a more balanced, responsible use of union power—especially in a province that alone accounts for 90% of Canada’s recent strikes.

At some point, Québec will need to reassess how to balance worker rights with the collective needs of its citizens.

Read More : 

Potential Border Strike This Thursday: Expected Impacts on Trucking Industry

Contrôle routier Québec Enforcement Officers: 27 Safety Violations Still Unresolved After TAT Ruling

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sophie
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Two Contrôle routier Québec enforcement officers standing beside a parked patrol vehicle.

More than three months after the Quebec Labour Administrative Tribunal (Tribunal administratif du travail – TAT) ordered the suspension of solo patrol operations to protect Quebec enforcement officers, none of the 27 identified safety violations have been fully resolved.

This is according to an update from the Fédération des constables de contrôle routier du Québec (FCCRQ), which represents provincial road safety enforcement officers. The federation’s latest communication presents a concerning status report, raising serious questions about the employer’s ability to implement basic workplace protections.

Delays Despite Deadlines

Out of the 27 safety violations highlighted in the TAT ruling, 15 are currently marked as “in progress.” The remainder are still awaiting review. The employer, Quebec’s automobile insurance board (Société de l’assurance automobile du Québec – SAAQ), was originally given 120 days to address these deficiencies. That deadline has now passed. Although extensions have been granted by Quebec’s occupational health and safety board (CNESST), concrete corrective measures are still pending.

Timeline Extensions

Violations numbered 1 to 6, along with 10, 11, and 25 to 27, have received deadline extensions through January 5, 2026. These involve critical safety failures directly affecting officers in the field.

For example:

  • The first six violations highlight the absence of proper protocols for high-risk interventions, especially in remote areas or during unplanned vehicle stops.
  • Violations 10 and 11 point to failures in communication equipment that hinder or prevent effective emergency response.
  • Violations 25 to 27 concern internal operational issues, undue pressure placed on officers, and lack of coordination between Contrôle routier Québec (CRQ) and law enforcement.

An additional group of violations (numbers 7 to 9, 12 to 14, and 16 to 21) have been extended until September 15, 2025. These relate to supervision, logistics, and training issues.

Key concerns include:

  • No backup support during potentially dangerous situations.
  • Incomplete follow-up procedures after reports of threats or assault.
  • Infrequent or inadequate training programs that fall short of the standards upheld by Quebec’s police academy (École nationale de police du Québec), despite officers facing similar risks to police forces.

Violations 15, 22, 23, and 24 were only recently submitted to CNESST inspectors. No compliance deadlines have been set yet.

Political Decisions Still Pending

According to the FCCRQ, several of the unresolved violations hinge on upcoming government decisions. These include whether enforcement officers will be armed, how CRQ will coordinate with police intelligence via the Centre de renseignements policiers du Québec (CRPQ), and potential reforms to officer training. Many corrective actions cannot be implemented until these matters are officially settled.

Two follow-up meetings with CNESST and the employer are scheduled—one in late July and another in mid-September.

What the Tribunal Ruled

In March 2025, administrative judge Danielle Tremblay ruled that the SAAQ was failing in its obligations under Quebec’s Occupational Health and Safety Act. The decision cited three major deficiencies:

  • Unsafe work methods;
  • Lack of ongoing training adapted to real-world risks;
  • Organizational structures exposing officers to preventable danger.

The tribunal also noted that Quebec’s road safety enforcement officers, while officially designated as peace officers and special constables, are not equipped or supported adequately to deal with violent or aggressive drivers.

A System Under Strain

Although the tone of the FCCRQ’s latest communication is factual, it highlights persistent safety concerns that remain unresolved. Without active roadside patrols, non-compliant drivers are free to bypass weigh stations without consequences—raising the risk of dangerous vehicles or reckless behaviour going unchecked. The lack of targeted roadside enforcement presents a real and growing threat to public safety.

Meanwhile, the SAAQ continues to be embroiled in legal and political turbulence, including lawsuits, unfavourable tribunal rulings, and public inquiries such as the Gallant Commission, which is examining failures in the SAAQclic digital system. These ongoing proceedings are time-consuming and costly for taxpayers, while basic enforcement services—such as those offered by Contrôle routier Québec—remain under-equipped and partially suspended.

When one of the province’s largest public-sector employers repeatedly fails to safeguard its own officers, public trust begins to erode. The state’s inability to ensure even the most basic workplace safety protections reflects a system under pressure—one that struggles to deliver the core functions expected of a responsible government.

Read More : 

Contrôle Routier Québec Officer Denounces Systemic Failures

Risky Driving Behaviors on the Rise—Except Among Well-Supported Truck Drivers

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sophie
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A professional truck driver operating a semi-truck while holding a cell phone, illustrating the rise in risky driving behaviors among truckers.

Risky driving behaviors are especially common among truck drivers who lack proper supervision or access to advanced safety technologies.

That’s what a new report reveals after analyzing over 300 billion miles driven—it shows that collisions in the U.S. have been increasing since 2023, reversing the downward trend observed during the pandemic.

Collisions Are Increasing—But They’re Less Severe

From 2023 to 2024, the number of collisions rose by 24% when comparing a consistent pool of vehicles. However, the severity of these accidents has decreased:

  • Severe collisions dropped by 6%.
  • Moderate collisions fell by 59%.

According to data from Lytx, this reduction in severity is largely attributed to better driver monitoring and the use of driver-assistance technologies deployed by professional fleets.

Top 10 Most Dangerous Driving Behaviors

The following behaviors are most commonly observed among drivers involved in high-risk events:

  1. Following too closely (1–2 seconds) — This distance may seem safe but often isn’t enough time to react, especially at highway speeds.
  2. Using a phone while driving — Texting, calling, or interacting with devices significantly increases accident risk.
  3. Not wearing a seatbelt — Despite years of awareness campaigns, this basic safety measure is still frequently ignored.
  4. Speeding — Excessive speed remains one of the top causes of serious crashes.
  5. Tailgating dangerously (less than 1 second) — Even riskier than the previous category, though slightly less common.
  6. Rolling through stop signs — Failing to come to a complete stop is widespread and often underestimated.
  7. Eating or drinking while driving — Even seemingly minor distractions like sipping coffee can impact reaction time.
  8. Driving unbelted in traffic — This behavior is specifically tracked while the vehicle is in motion.
  9. Running red lights or stop signs — More serious than rolling stops, this refers to drivers who completely ignore the signal.
  10. Distraction — This includes daydreaming, looking away from the road, or handling objects unrelated to driving.
More Traffic, More Close Calls

In 2024, heavier road congestion led to a 52% increase in near-miss incidents compared to the previous year. Additionally, the number of drivers following too closely jumped by 19%.

Weather Worsens the Odds

Driving too fast for weather conditions—whether in rain, snow, or ice—quadruples the risk of a serious accident. Fog is especially dangerous, increasing risk by 2.8 times. Overall, winter driving is twice as risky as in other seasons.

When It’s Riskiest to Drive
  • Tuesday is the most accident-prone day of the week.
  • Sunday is statistically the safest.
  • 2:00 p.m. marks the peak hour for collisions.
  • On average, collisions rise by 12% during major holidays compared to similar non-holiday days.
Positive Signs: Safer Habits Emerging

Despite the uptick in collisions, a few encouraging trends have emerged:

  • Speeding time has decreased by 8.7%.
  • Phone use while driving is down by 9%.
  • More drivers are buckling up consistently.

As traffic grows heavier and driving risks evolve, especially during winter and high-traffic periods, monitoring and addressing risky behaviors becomes a critical priority for fleet managers and professional drivers alike.

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Ontario Truck Driver Pleads Guilty Following Fatal Collision in Saint-Philippe-de-Néri

Thunder Valley Semi Races to Debut This August in Mattawa

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sophie
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Official logo of the Thunder Valley Semi Races, the new truck racing event held in Mattawa, Ontario.

As the truck racing season kicks into high gear, a brand-new event is preparing to roar to life in Mattawa, Ontario: the Thunder Valley Semi Races.

Set to take place from August 1 to 3, 2025, the event marks a fresh beginning for an organization that originally intended to relocate the well-known Rodéo du Camion from Notre-Dame-du-Nord.

The idea of relocating the iconic Quebec event emerged following safety concerns raised by the provincial Ministère des Transports after a citizen’s complaint. In response, organizers explored a new location in Mattawa, Ontario, showcasing its potential to host a large-scale semi-truck racing event.

However, due to growing controversy surrounding the move, landowners Garry and Jenn Anderson decided to establish their own independent truck racing festival, separate from the Rodéo du Camion.

Despite being held in Ontario, the Thunder Valley Semi Races adheres to the standards set by the Fédération des événements de courses de camions lourds du Québec (FECCLQ). This ensures consistency in rules and safety protocols across all sanctioned events within the circuit.

The track has been designed to echo the thrill of the legendary incline from Notre-Dame-du-Nord. The site has already undergone significant work, including land clearing and campground development. Final paving of the racing strip is underway to prepare for the inaugural competition.

Organizers say they’re thrilled with the response so far. Numerous drivers from Quebec, Ontario, and the United States have already signed up to race. The venue can accommodate up to 80 participating trucks, and the event is expected to draw approximately 10,000 spectators throughout the weekend.

All signs point to a loud and exciting first edition — one that’s fully fueled by the passion and pride of the trucking community.

Read more : 

Rodeo du Camion Truck Racing is Coming to Ontario in 2025!

Claire : A Call to All Truck Drivers and the Public in a Vital Search

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sophie
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Photo of 3-year-old girl alongside an image of a grey 2007 Ford Escape with a “Baby on board!” sticker on the rear windshield. Both are central figures in an active police search.

Since the disappearance of 3-year-old young Claire on Sunday morning in LaSalle, a major search operation has been underway across Quebec and Ontario to find the missing child.

Last seen around 9:45 a.m. in the Montreal borough of LaSalle, Claire has not been heard from since. The circumstances surrounding her disappearance remain unclear.

Truck Drivers May Hold Crucial Clues

The Sûreté du Québec (SQ) is asking the public for help in tracing the movements of a 2007 grey Ford Escape, license plate K50 FVE, with a yellow “Baby on board!” sticker on the rear window.

Anyone who traveled on Sunday, June 15, between 9:45 a.m. and 3:00 p.m., on Highway 30, Highway 20, or surrounding secondary roads between Montreal and Ontario, is urged to check dashcam footage.

Even a brief sighting of the vehicle may provide a valuable lead. Information can be reported confidentially to the SQ’s dedicated line at 1-800-659-4264, or directly to 911 if a live sighting occurs.

Child Abandonment Charge Laid

Claire’s mother has been charged with child abandonment under Section 218 of the Criminal Code, which carries a maximum penalty of five years if the child’s life or health was endangered. The 34-year-old woman, who first appeared in court by phone late Monday night, is expected to return to court on Tuesday, likely in Salaberry-de-Valleyfield.

According to the SQ, the mother showed up at a souvenir shop in Coteau-du-Lac around 3:30 p.m. Sunday, stating that she had lost her daughter and didn’t know where she was. This leaves a troubling six-hour gap between the last known sighting of Claire and when she was reported missing.

Major Search Operation in Place

Police searched the mother’s apartment in LaSalle, sealing it with “Protected Scene” tape. On the ground, intensive efforts have been deployed: drones, helicopters, canine units, ATV patrols, specialized officers, and civilian search teams have covered large areas including Coteau-du-Lac, Vaudreuil-Dorion, and Saint-Polycarpe.

Tragically, a chihuahua resembling the family’s dog was found dead Monday afternoon near Highway 30, close to where the disappearance was reported. While not yet formally identified, the discovery adds to the growing concern without providing clear leads on Claire’s whereabouts.

No AMBER Alert Issued

Many citizens have expressed confusion and frustration over the lack of an AMBER Alert. However, according to the SQ, the strict criteria for such an alert were not met: there was no clear indication of abduction or immediate risk of death or serious injury. Instead, the case has been classified as a media alert, relying on widespread coverage across traditional and social media.

Although the decision has upset many, we must work within the current system and rely on collective solidarity. Every citizen can play a key role by sharing information widely, reviewing dashcam footage, and staying alert to anything unusual. It is through vigilance and public mobilization that a difference can be made.

A Widespread Effort Across Regions

Solidarity has spread far beyond LaSalle and Vaudreuil. Regions such as Mauricie, Centre-du-Québec, Estrie, Montérégie, and eastern Ontario have joined in spreading the missing child alert. Citizens are encouraged to check their property, backyards, sheds, garages, or any unusual location that may offer clues to investigators.

Claire is approximately 90 cm (3 feet) tall, weighs 16 kg (35 lb), has brown hair and brown eyes. She was last seen wearing a white long-sleeved shirt with a red collar and grey pants, and was not wearing shoes.

A Race Against Time

This is a race against time that calls for unity and awareness. Despite challenging terrain, hot temperatures, and wide areas to cover, the search continues with intensity. As investigators press on, everyone shares the same hope: to bring Claire home, safe and sound.

Claire, missing

Truck Driver Training in Canada and the U.S.: A Scandal Still Too Widely Tolerated?

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sophie
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Truck Driver Training in Canada and the U.S.: A Scandal Still Too Widely Tolerated?

The Federal Motor Carrier Safety Administration (FMCSA) appears to be cleaning house in its official registry of truck driver training providers after mounting criticism over its lax oversight of non-compliant schools.

In April, two influential organizations—the Commercial Vehicle Training Association (CVTA), which represents private schools, and the National Association of Publicly Funded Truck Driver Schools (NAPFTDS)—called out both the Department of Transportation (DOT) and the FMCSA for failing to act. They described non-compliant training centers as a “threat” to the industry, accusing them of exploiting aspiring drivers, undermining legitimate institutions, and endangering public safety by putting undertrained drivers on the road.

The situation feels all too familiar in Canada, especially in Ontario, where similar problems have surfaced, suggesting this is part of a broader North American trend.

A Late But Sweeping Response

Until April 2025, only four schools had been removed from the Training Provider Registry (TPR) since 2023—three of them under emergency conditions—despite hundreds of complaints from citizens and state agencies.

Under pressure, the FMCSA has stepped up its efforts. Nearly 60 driving schools were delisted from the TPR in recent weeks. This database is critical: since 2022, under the Entry-Level Driver Training (ELDT) rule, anyone seeking a commercial driver’s license (CDL) must attend a school listed in the registry.

Gaps Remain in the Registry Cleanup

Martin Garsee, Executive Director of the NAPFTDS and owner of a Houston-based training center, welcomed the FMCSA’s action but pointed to troubling inconsistencies. According to him, 47 of the 57 schools removed were based in just four states: Michigan, Rhode Island, Ohio, and North Carolina—indicating that many jurisdictions are not reporting their problem schools at all.

Moreover, several delisted institutions had not offered CDL training for years. One claimed to have ceased operations as early as October 2022, shortly after the ELDT rules came into effect. Others included trucking companies that had once provided internal training or community colleges now inactive, raising questions about whether all removals were voluntary or enforced.

As of June 2025, over 8,200 training providers remain listed in the TPR, including in-person, online, and mobile options. But many industry stakeholders believe much more needs to be done.

Fast-track, questionable programs that “sell CDLs for fast cash” are still a serious concern—especially in a climate where some new drivers, particularly newcomers or those who do not speak English, face increasing mistrust.

A Known Issue in Canada

Several Canadian provinces have also tightened their oversight of truck driving schools. In Ontario, despite the MELT (Mandatory Entry-Level Training) program being in place since 2017, major inconsistencies in enforcement have led to the revocation of all private college approvals. To retain accreditation, schools must now submit a detailed training plan by July 2025.

In Alberta, MELT has been replaced by the new Class 1 Learning Pathway, backed by a $54 million investment over three years to enhance instruction quality and support recruitment. Schools must now meet strict requirements, including maximum student-to-instructor ratios, proper facilities, and clearly defined course content, both in-class and in-truck. Schools that fail to comply risk suspension or permanent delisting.

In Manitoba, a sharp increase in registered schools since 2019 has led to stricter licensing criteria, including standards for facilities, insurance, instructor ratios, and curriculum.

In contrast, Québec has yet to implement mandatory training for future truck drivers, despite public commitments from Deputy Premier and Transport Minister Geneviève Guilbault.

Systemic Laxity or Lack of Political Will?

These efforts show a broader attempt to restore integrity in a sector where foundational training is critical to public safety. Although some bad actors have been penalized, many drivers and industry professionals are calling for significantly more inspections and tougher, more dissuasive sanctions.

Evidence from the road suggests that lax practices—and even outright fraud—in licensing and training persist. The blame does not lie solely with training centers; some trucking companies hire in haste, exploiting every possible loophole, including those related to inadequate training.

In both Canada and the U.S., the pressure is on for governments to take bolder action in a field where training quality directly impacts highway safety—and, by extension, public safety. Properly training commercial drivers isn’t a luxury. It’s a collective responsibility. Lives—our own and our children’s—depend on it.

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WTFC Leads Human Trafficking Awareness at Crime Stoppers Conference

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The Women’s Trucking Federation of Canada (WTFC) took part in the annual Ontario Association of Crime Stoppers (OACS) conference held in North Bay on June 6–7, 2025, to raise awareness about a critical issue affecting highways across Canada: human trafficking.

The Women’s Trucking Federation of Canada (WTFC) took part in the annual Ontario Association of Crime Stoppers (OACS) conference held in North Bay on June 6–7, 2025, to raise awareness about a critical issue affecting highways across Canada: human trafficking.

Standing alongside Fiona Stone from Know Human Trafficking, WTFC representative Samantha Clarke delivered a presentation highlighting the organization’s outreach efforts. Clarke also brought the WTFC’s powerful awareness campaign to life with a branded trailer carrying a clear, impactful message about fighting human trafficking — a message seen by thousands of road users.

Their presence at this public safety-focused event served as a strong reminder of the key role the transportation industry plays in identifying and reporting trafficking-related activity.

Truck Drivers: Frontline Allies in the Fight

The WTFC has long been committed to combatting human trafficking through education and training for professional drivers. Back in October 2021, the organization launched an online training course designed to help truckers recognize the warning signs of human trafficking and know how to respond safely and effectively.

Drivers are often the eyes and ears of our nation’s highways. With their regular presence on major routes and in truck stops, they are in a strategic position to spot red flags and alert law enforcement. Through awareness campaigns, police partnerships, and ongoing community involvement, the WTFC continues to promote a culture of vigilance and proactive action across the industry.

Building Momentum

The WTFC recently hosted its inaugural Bridging the Barriers Western Conference in Calgary on May 27, 2025, bringing together transportation professionals to discuss not only gender equity in the industry but also urgent safety concerns like human trafficking.

Looking ahead, the federation will continue its mission at key upcoming events, including:

  • The PMTC Annual Conference in Niagara Falls (June 17–19)
  • The Bridging the Barriers Ontario Conference in Mississauga (September 15–16)

These gatherings provide vital platforms to engage, educate, and collaborate across the trucking sector on issues that affect both industry and society.

Pembroke/Renfrew Crime Stoppers Recognized

On the sidelines of the conference, the Pembroke/Renfrew County Crime Stoppers program was honored for its dedication to community safety with three awards presented by the OACS:

  • Best Print Communication for a striking billboard installed along Highway 17
  • Special Project Award for its creative “Grinch in Jail” float at the 2024 Pembroke Santa Claus Parade
  • Civilian Achievement Award awarded to Bennett Blackwell, the organization’s volunteer board chair, for his leadership and commitment

These awards reflect the ongoing efforts of volunteers and organizations working to keep Ontario’s communities safe.

Survivor-led Human Trafficking Detection Training – for Professional Drivers

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