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Claire Bell: 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 Claire Bell 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 Claire Bell 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

Rachel Todd, 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, Ms. Todd 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 Bell 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 Bell home, safe and sound.

Claire Bell, 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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sophie
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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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Diesel Back in Focus at Daimler Truck for 2025–2030

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sophie
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Diesel Back in Focus at Daimler Truck for 2025–2030. (Daimler trucks parked side by side in a lot, showcasing the company's commercial vehicle lineup.)

While the transportation industry continues to move toward zero-emission vehicles, Daimler Truck North America (DTNA) is making a strategic shift—renewing its focus on diesel.

According to an internal memo obtained by Truck Stop Canada, the company is redirecting its investments toward diesel powertrains as part of its “Powertrain 25++” initiative.

This decision stems from a clear observation: the adoption of electric trucks is progressing more slowly than anticipated, and large-scale charging infrastructure remains insufficient—especially along major North American freight corridors.

Daimler Truck emphasizes that electric vehicles remain part of its long-term vision, but for the coming years, the priority will shift to diesel innovation and compliance with the next wave of environmental regulations set to take effect after 2027.

This strategic realignment may influence the broader trucking industry, particularly fleets that rely on longer range, fast refueling, and proven performance for long-haul transport.

In a context where real-world operations dictate the pace of change, diesel continues to hold a dominant place in trucking. This direction will allow Daimler to keep delivering a product lineup that meets customer expectations—reliable, efficient, and suited to the realities of the road—while also staying aligned with upcoming regulatory requirements.

Read More : 

Five month after Alexandra Poulin’s death, silence still reigns

What If Truck Driving Became a Certified Trade?

By
sophie
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A semi-truck driving along a Canadian highway, symbolizing the national scope of truck driver training and road safety standards.

In the entrance hall of the First Class Training Centre—a truck driving school based in Winnipeg—a Humboldt Broncos jersey hangs prominently. For owner and instructor Jim Campbell, it’s more than a keepsake; it’s a constant reminder of the dangers truck drivers face on Canada’s roads.

The memory of the 2018 tragedy still resonates deeply. Sixteen people, including several young hockey players from the Humboldt Broncos, were killed when their bus was struck by a semi-truck. The truck was driven by a foreign driver on his very first solo trip after only two weeks of practical training.

For Campbell, the incident was a turning point. Yet despite the national outcry it sparked, he laments that little has changed since.

After more than 40 years on the road—from northern Manitoba to the southern U.S.—Campbell opened his training centre in 2012. A decade later, he founded the Professional Truck Training Alliance of Canada (PTTAC).

His goal: to have truck driving officially recognized as a certified trade, just like electricians or mechanics, through Canada’s Red Seal Program.

The Red Seal Program

The Red Seal is an interprovincial certification standard for skilled trades in Canada. It requires rigorous training, workplace supervision, and standardized exams. Carpenters, bakers, plumbers, and many others must complete a structured learning path with on-the-job experience. The credential is recognized nationwide and serves as a guarantee of competence.

Campbell argues that truck driving should follow this model to eliminate major disparities between provinces. Some drivers obtain their licences after just a few weeks of training, while others undergo more comprehensive instruction. Only a mandatory national standard, he says, can ensure consistent training across the country.

But for the Red Seal to have real impact, it must be required to work in the profession—otherwise, it risks being little more than a symbolic gesture. Moreover, it is not schools that issue the Red Seal certification; even when a training centre follows the Red Seal curriculum, only the government can award the credential after a candidate passes the interprovincial exam.

A Disjointed and Vulnerable System

Currently, the MELT (Mandatory Entry-Level Training) program sets minimum training hours required before obtaining a Class 1 licence—but the standards vary by province. Manitoba requires 121.5 hours, Ontario 103.5, British Columbia 140, and Alberta 113. Quebec, until recently, had no mandatory training at all. According to Campbell, he offers 244 hours of instruction to his students. He estimates the cost at around $9,000, compared to $3,500 to $5,000 in other regions.

This disparity creates an uneven playing field, putting serious schools like Campbell’s at a competitive disadvantage. Why pay more for comprehensive training when it’s cheaper and quicker elsewhere? He also warns of the risks to public safety.

Recent sanctions by Manitoba Public Insurance (MPI) support his concerns. Between 2023 and 2024, five instructors and four driving schools were penalized for non-compliance, including falsifying records and dishonest conduct. Since launching a MELT compliance program, MPI has received over 50 complaints—in Manitoba alone.

Training as a Tool for Retention and Safety

Campbell isn’t alone in calling for reform. The Insurance Bureau of Canada (IBC) has also linked driver preparedness to the number of heavy truck accidents. Cecilia Omole, IBC’s senior manager of commercial policy, notes that inexperienced drivers are overrepresented in collisions. Her organization is calling for stricter national standards.

Some carriers, such as Bison Transport and Payne Transportation, already exceed basic requirements, investing in extended onboarding programs, intelligent monitoring systems, and certified training. In Quebec as well, many carriers are known for their commitment to continuous training and only recruit drivers who meet high professional and safety standards.

However, these practices remain the exception.

Momentum Builds, but the Debate Remains

For a trade to become officially Red Seal-certified, five provinces must submit a request. PTTAC has opened discussions with Alberta, Manitoba, Ontario, Saskatchewan, and Nova Scotia.

Alberta has already started reforming its model with a tiered approach. The final step could be Red Seal certification, if more provinces follow. Alberta’s Transport Minister, Devin Dreeshen, sees the designation as a way to elevate the profession and attract new drivers—critical when the province is short 4,500 truckers.

Alternative Proposals

Not everyone agrees. According to Aaron Dolyniuk, executive director of the Manitoba Trucking Association, truck driving’s reality—where mentorship happens mostly after licensing—doesn’t align well with the Red Seal model. He suggests a national designation tailored to trucking that would harmonize training without disconnecting from industry needs.

Still, he admits the current system allows prospective drivers to “shop” for the easiest training options nationwide. “If one province sets lower standards, that’s where people will go. The lowest common denominator ends up shaping the industry,” he says.

Sandeep Dhaliwal, a truck driver who completed MELT, has expressed similar concerns in public forums. He believes too many underqualified drivers are on the roads and hopes a more rigorous system would help screen out unmotivated candidates and improve safety overall.

Quebec Moving Toward Reform

Until now, Quebec had no minimum training requirement for obtaining a Class 1 licence—a gap that set it apart from other provinces. However, in June 2024, Transport Minister Geneviève Guilbault announced the introduction of a new standard: 125 hours of mandatory training (85 hours theory + 40 hours practical) aligned with Standard 16 of the Canadian National Safety Code, to be implemented by 2025. This move is also part of broader efforts to combat the “Chauffeur Inc.” scheme and to strengthen pre-licensing oversight.

Quebec also offers publicly funded training. Professional training centres like CFTR and CFTC provide a 615-hour Truck Transport Diploma Program (DEP), which spans approximately five months and is fully subsidized for eligible residents. This advanced training far exceeds the minimum requirement and represents a powerful tool to prepare drivers for the realities of the trade.

If Red Seal certification became the national standard, graduates of Quebec’s public training programs should qualify without needing additional assessment. This would acknowledge their comprehensive education and help unify skill standards across Canada.

Reducing Trade Barriers Through National Standards

As provincial premiers and the federal government continue to explore harmonized training standards to reduce interprovincial barriers and improve labour mobility, Campbell’s proposal deserves serious consideration. Exploring models like the Red Seal may be a concrete step toward professionalizing the trucking industry and improving long-term road safety for all.

Note : Some of the information and figures in this article were originally reported by the Winnipeg Free Press and are presented here with additional context and analysis.

Read More : 

Truck Driver Training: Alberta Replaces MELT with the Learning Pathway

Contrôle Routier Québec Officer Denounces Systemic Failures

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sophie
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Close-up of a Contrôle routier Québec officer’s uniform sleeve showing the official badge logo, symbolizing authority and road safety enforcement in the commercial transport sector.

For over three months, Contrôle routier Québec officers—Quebec’s designated peace officers for enforcing road safety regulations in the commercial transport sector—have been removed from patrol duties following a landmark ruling by the Administrative Labour Tribunal (TAT). Now restricted to fixed checkpoints, these officers can no longer fulfill the majority of their mandate.

An anonymous open letter, signed by a member of the Fraternité des constables du contrôle routier du Québec (FCCRQ), was sent to us along with supporting documents. It denounces a critical situation with serious consequences for public safety, the transportation industry, and governance.

“As Contrôle routier Québec officers, we have completely lost confidence in our leadership, particularly those tied to the SAAQ. This breakdown of trust was so profound that, within weeks of the TAT ruling, our union—the FCCRQ—formally requested that Contrôle routier Québec be placed under trusteeship, addressing this directly to Minister Guilbault. This exceptional move, prompted by a blatant failure of governance, remains unanswered, highlighting the lack of consideration given to a major public safety crisis.”

“This letter aims to alert both the public and decision-makers to the urgency of resolving a crisis that jeopardizes not only our safety, but that of all Quebec road users and the integrity of our critical infrastructure.”

Crisis in Governance: SAAQclic, Trusteeship and Ministerial Silence

The letter draws a direct link between the failure of the SAAQclic system and the current crisis facing Contrôle routier Québec officers. Originally intended to modernize services, the digital system caused internal chaos, cost overruns, and a collapse of trust—both among staff and the general public.

For many, the SAAQ has become a symbol of disconnected, opaque management, damaging the credibility of those tasked with enforcing authority on the ground. In this climate, Contrôle routier Québec officers struggle to carry out their duties while being attached to a public institution whose image has been deeply tarnished.

Meanwhile, the SAAQ has chosen to challenge the TAT ruling in court instead of addressing the concerns outlined in the judgment. The Tribunal had concluded that controllers faced real dangers while on duty, citing 27 violations related to occupational health and safety—from inadequate equipment to the inability to protect their physical and mental wellbeing. Judge Danielle Tremblay ordered the immediate cessation of these dangerous conditions. Yet the SAAQ opted for legal battles over preventative action, leaving thousands of kilometers of roads without mobile enforcement.

This decision has only deepened the perception among many officers that their employer refuses to listen to its own personnel and disregards their safety. The situation raises broader questions about whether Contrôle routier Québec should be managed by a different ministry, one better equipped to oversee a peace officer corps rather than an overloaded and dysfunctional administrative agency.

Peace Officers Without Weapons: A Misunderstood Role

Contrôle routier Québec officers are recognized peace officers and special constables under their official mandate. They are empowered to act not only under the Highway Safety Code but also the Criminal Code, dealing with impaired driving, theft, and drug transport. Their 21-week training at the École nationale de police covers both road enforcement and criminal investigations.

“Over the years, our role has evolved significantly. As Mr. Daignault noted, ‘We deal with criminal matters, drug trafficking, stolen vehicles. The work environment has shifted dramatically over the past 10 years.'”

Despite their expanded duties and police-level training, these officers work with minimal tools—a baton and pepper spray—leaving them exposed to risks typically faced by armed police. At the same time, SAAQ’s failings and legal choices have increased public confusion. Controllers are increasingly perceived as mere ticket issuers or disgruntled union members, a stark contrast to their true mission of public safety.

“Carrying appropriate defensive equipment is not an excessive demand; it’s a necessity dictated by the evolving nature of our work and our legal duty to intervene in criminal acts. As the TAT recognized, our intervention techniques assume access to tools fit for critical incidents.”

“Integration into the Ministry of Public Security would fully acknowledge the nature of our work, which aligns far more with public safety than administrative transport management. This demand echoes Recommendation 94 of the Police Reality Advisory Committee, mandated by Minister Guilbault.”

“These concerns are shared by many organizations, including the FTQ, and transportation industry associations such as the ACQ and ANCAI, who all recognize our vital role in ensuring public safety.”

What Contrôle routier Québec No Longer Monitors

Since Contrôle routier Québec officers were pulled from patrol, several types of vehicles are no longer subject to oversight. School buses, coaches, taxis, Uber vehicles, and heavy machinery like tractors and excavators now go unchecked.

School zones and construction sites, previously monitored with speed radar by these officers, are now left without coverage, posing direct risks to children and road workers.

Critical infrastructure is also at risk. Without mobile inspections, overweight trucks are circulating unchecked, potentially damaging already vulnerable roads, bridges, and tunnels. The Louis-Hippolyte-La Fontaine Tunnel, the Île-aux-Tourtes Bridge, and many regional secondary roads are particularly exposed. According to the letter, the absence of enforcement accelerates premature infrastructure decay. One single overweight truck, it notes, can inflict as much damage as thousands of compliant vehicles.

The trucking industry has not been spared. With no mobile enforcement, trucks avoiding weigh stations face little risk. Yet many may be operating with major mechanical issues, underqualified drivers, or even illicit cargo. While police can intervene, Contrôle routier Québec officers are specifically trained and mandated for these inspections.

A Call to Immediate Action

“Contrôle routier Québec officers deserve to be treated with the respect due to their status as peace officers and special constables, and to be equipped with the tools needed to carry out their mission safely.”

“Therefore, I call upon:

The Government of Quebec to accelerate the implementation of real solutions to allow the safe return of road controllers to patrol duties;

The Ministers of Transport and Public Security to take a public stance on the future of Contrôle routier Québec and to act on the Police Reality Advisory Committee’s recommendation regarding their status;

The SAAQ to acknowledge the legitimacy of the safety concerns raised by Contrôle routier Québec officers and to cooperate in resolving the situation rather than pursue legal challenges to the TAT ruling;

Municipalities to pressure the government to restore patrol coverage and the specialized services they regularly relied upon;

Media organizations to pay close attention to this critical issue, which affects the safety of all road users.”

This anonymous letter echoes widespread concerns in the road transport industry. The lack of oversight, confusion over Contrôle routier Québec’s mandate, and broader issues of governance all raise serious questions about the current state of road safety in Quebec. Without a clear response from authorities, some fear the situation will continue to deteriorate—until a serious incident once again forces us to confront the consequences of a broken system.

Note : The quotations included in this article were translated from French to English to the best of our understanding and with the utmost care to preserve their original meaning.

Read More : 

No Patrolling by Contrôle Routier Québec’s Agents on Highways Until 2026?

Trial of Steeve Gagnon: “You want to piss me off? Your kids are dead”

By
sophie
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Steeve Gagnon, former truck driver, charged with the March 2023 ramming attack in Amqui.

The trial of Steeve Gagnon, accused of the fatal vehicle attack in Amqui in March 2023, continues at the Rimouski courthouse. A former truck driver who had been on medical leave for back pain, Gagnon is facing charges of premeditated murder in connection with a tragedy that left three people dead and nine others seriously injured.

On Wednesday, the court resumed without the presence of the accused. Gagnon followed the proceedings by videoconference, after being removed for his outburst the day before. During the testimony of Dr. Denis Normand Boucher, who described a tense consultation with Gagnon in January 2023, the accused had insulted both the witness and the judge. Justice Louis Dionne reminded the jury to base their verdict solely on the evidence, regardless of the accused’s courtroom behaviour.

Dr. Boucher portrayed Gagnon as distrustful, emotionally distressed, and demanding surgery despite medical evaluations not justifying it. When the physician attempted a physical examination, Gagnon reportedly stood up, shouted insults, and left the clinic violently, knocking over furniture. The doctor also noted signs of irritability and psychological distress.

Evidence presented by the lead investigator painted an even darker picture. Two days before the tragedy, Gagnon had filmed himself outlining a deliberate plan to run over children in schoolyards. These videos, recorded on March 11, 2023, reveal a man fully aware of his actions, even calculating the police response time. In one of the videos, he states: “You want to piss me off? Your kids are dead.”

The revelations are particularly alarming given the broader context. In the months leading up to the event, Gagnon placed over 100 calls to his medical clinic, contacted Service Canada 64 times in under two months, and expressed growing frustration toward doctors, institutions, and the system in general. He reportedly stopped taking his medication due to financial difficulties, which may have worsened his condition.

A childhood friend of the accused also testified, recalling bitter remarks Gagnon made about society and the medical profession. The court also heard that hundreds of personal videos were recovered from the accused’s phone, some showing him ranting about current events or sports, often in a conspiratorial tone.

With the conclusion of testimony from investigator Bolduc, the Crown has officially closed its case after hearing from 46 witnesses. The defence is expected to begin its presentation next Wednesday. The jury will eventually have to weigh Gagnon’s criminal responsibility in light of both the evidence and the psychological state he was in at the time of the events.

The case has raised difficult questions. Gagnon had been off work for months, suffering from physical pain, psychological distress, financial insecurity and social isolation. Given the number of warning signs he left behind, how did no system—medical, social or otherwise—intervene in time?

While the trial rightly focuses on the accused’s responsibility, it also sheds light on potential systemic failures. The disturbing videos, the escalating distress, and the absence of follow-up point to a trajectory that, in hindsight, seemed headed toward disaster.

If you hear someone expressing alarming thoughts or notice someone in distress, don’t remain silent. Call 911 if there’s immediate danger. It’s better to act early than too late.

Read More : 

Vallee-Jonction, QC: Five Months After Alexandra Poulin’s Death, Silence Still Reigns

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

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sophie
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Gurjinder Singh, a 34-year-old truck driver from Ontario, pleaded guilty on Monday at the Rivière-du-Loup courthouse in connection with a fatal accident that occurred in April 2024. (Photo : Trucks on a highway).

Gurjinder Singh, a 34-year-old truck driver from Ontario, pleaded guilty on Monday at the Rivière-du-Loup courthouse in connection with a fatal accident that occurred in April 2024.

Singh admitted to the charge of failing to stop after a collision resulting in death, in a case that continues to raise serious questions.

The incident took place during the night of April 14, as Singh was driving eastbound a heavy vehicle on Highway 20, in Quebec, accompanied by a sleeping co-driver. At approximately 12:49 a.m., the truck allegedly struck Stéphane Thibault, a 45-year-old man who reportedly ran into the path of the truck, which was travelling at close to 100 km/h.

Singh and his co-driver are believed to have briefly returned to the scene but did not contact emergency services immediatly.

It was only after an employee at New Way Trucking Canada, the company Singh worked for, reviewed the truck’s dashcam footage that the collision was confirmed and emergency responders were called. This delay deeply affected the victim’s family, one member of whom was present in court. A relative questioned whether earlier intervention could have saved Mr. Thibault’s life.

Monday’s hearing also highlighted significant language barriers. Singh appeared to have difficulty understanding English and nodded in agreement multiple times without asking questions.

He will be provided with a Punjabi interpreter for his next court appearance, scheduled for November 20.

At that time, members of the victim’s family are expected to testify about the impact of the tragedy.

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Temporary Foreign Worker Program in Trucking: A System Ripe for Abuse

Temporary Foreign Worker Program in Trucking: A System Ripe for Abuse

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sophie
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A long-haul truck on a Canadian highway, symbolizing the growing reliance on foreign labour in the trucking industry.

Federal data reveals a growing concern in Canada’s trucking industry: a disproportionate number of violations under the Temporary Foreign Worker (TFW) Program originate from the sector itself.

Since 2020, over 80 violations involving trucking companies have been documented—accounting for more than 10% of all TFW-related infractions across all industries. Alarmingly, more than half of the fines issued to these companies remain unpaid.

Despite the severity of the penalties, many of the sanctioned companies continue to operate on Canadian roads. Due to the absence of a federal mechanism to automatically suspend a company’s operating license, these sanctions only restrict access to the TFW Program. As long as they comply with other applicable laws, companies can legally remain active—even if they’ve failed to pay fines or have a history of mistreating foreign workers.

Some companies have faced significant penalties. One Manitoba-based carrier was fined $258,000 and barred from the program for five years. In Ontario, Brampton-based Samhil Logistics was fined $100,000 and issued a ten-year exclusion.

Other carriers in Alberta and British Columbia have also accumulated numerous violations, mainly for failing to provide required documentation during inspections.

Ontario is not immune to this troubling trend. In addition to the companies already penalized, the Ontario Trucking Association (OTA) reports a sharp rise in open work permits granted to foreign drivers—often issued when workers attempt to flee abusive employers. Between January and March 2025, 435 such permits were issued, compared to just 45 during the same period in 2024—a staggering 867% increase. This surge points to a broader climate of distress among foreign drivers.

Stephen Laskowski, president of the Canadian Trucking Alliance (CTA), argues that the system is in urgent need of reform, not abandonment. He recommends a strict accreditation process for employers before they are allowed to recruit foreign workers, coupled with ongoing compliance audits. Repeat offenders, he says, should even lose their right to operate commercial vehicles in Canada.

Some companies—such as Eassons Transport, based in Nova Scotia—prove the system can work ethically. With about 70% of its drivers recruited internationally, Eassons handles the entire hiring process in the workers’ home countries, including interviews, road tests, and biometric data collection. The company has condemned the exploitative practices of intermediaries that charge workers up to $50,000 in fees that should be covered by the employer.

Industry leaders agree on the need for higher standards and stronger oversight. Pilot programs, like Nova Scotia’s initiative to certify trusted employers, could serve as a national model.

The goal is clear: to protect vulnerable workers from exploitation while maintaining a legal, reliable pathway to address the ongoing labour shortage in the trucking sector.

The current system is far too lenient. To truly protect foreign workers—and, by extension, preserve the integrity of Canada’s trucking industry—companies found guilty of serious abuse must face the harshest penalties, including the loss of their right to operate. After all, those exploiting the TFW Program are often the same ones misusing the Driver Inc. loophole, fuelling unfair competition across the transport sector.

Read More : 

Canadian Trucking Alliance Urges Ottawa to Better Regulate the Hiring of Foreign Students and Temporary Workers

NDP MPPs Introduce Northern Highway 11 and 17 Safety Act, 2025

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sophie
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Three New Democratic Party Members of Provincial Parliament (MPPs) representing Northern Ontario have tabled a bill to boost safety on Highway 11 and 17, a crucial yet hazardous corridor.

Three New Democratic Party Members of Provincial Parliament (MPPs) representing Northern Ontario have tabled a bill to boost safety on Highway 11 and 17, a crucial yet hazardous corridor.

Guy Bourgouin (Mushkegowuk–James Bay), John Vanthof (Timiskaming–Cochrane) and Lise Vaugeois (Thunder Bay‑Superior North) aim to reduce daily risks faced by all road users, including truck drivers.

“Highways are a lifeline in the North. Residents of Northern Ontario deserve the same level of highway safety and oversight as any other part of the province,” said Bourgouin. “This bill is about saving lives and ensuring our communities are not treated as second-class citizens.”

For Mr. Vanthof, it’s common sense:

“This is a commonsense, non-partisan issue. For too long, Northern Ontarians have had to live with risk that would never be tolerated elsewhere. We need to take action before more lives are lost on roads that are essential to our communities, industries, and First Nations.”

Suzanne Kukko, mayor of Nipigon, supports the initiative.

“As a non-partisan Northern mayor, I support this private bill. In the North we see many serious accidents caused by commercial vehicles. With better checks and balances proposed through this bill, there’s no question it would save lives.”

The bill — officially titled the Northern Highway 11 and 17 Safety Act, 2025 — was introduced for first reading in the Ontario legislature on June 4, 2025.

Key proposed measures include:
  • Mandatory operation of weigh stations and inspection sites for at least 12 hours daily;
  • Strengthened enforcement of the Highway Traffic Act;
  • Return of winter maintenance on Highways 11/17 under direct responsibility of the Ontario Ministry of Transportation (MTO);
  • Requirement for MTO‑certified examiners to conduct commercial truck driving tests.

This legislative effort addresses long-standing safety concerns on this major Northern Ontario route—and key segment of the Trans‑Canada Highway—which has often been criticized for its dangers.

Video : facebook.com/guybourgouinmjb

Read More : 

Ontario’s Highway 11-17: Crashes, Broken Lives… and Government Neglect

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