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Truck Driver Caught Driving Double-Trailer Rig With Blood Alcohol Level Nearly Five Times the Legal Limit

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A transport truck, representing the case of a drunk truck driver caught with nearly five times the legal blood alcohol limit.

A Nova Scotia truck driver pleaded guilty this week to charges of dangerous driving and impaired operation after being stopped behind the wheel of a fully loaded tractor-trailer with a blood alcohol level nearly five times the legal limit.

Drew Victor Macdonald, 34, admitted to the offenses at the Quebec City courthouse on Wednesday, narrowly avoiding the start of a scheduled two-day trial.

The charges stem from a disturbing incident that occurred on the morning of March 23, 2024, when concerned motorists reported a swerving double-trailer truck heading toward the Pierre-Laporte Bridge.

Erratic Driving Caught on Highway Cameras

A transportation ministry camera operator spotted the rig, which was towing two 53-foot trailers, weaving dangerously in traffic. The employee continued monitoring the vehicle and coordinated with local police to track its movements through city streets.

Officers with the Sûreté du Québec located the vehicle on Charest Boulevard as it turned onto Avenue Saint-Sacrement. The truck then mounted a sidewalk right in front of a patrol car, prompting immediate intervention.

Signs of Severe Impairment

Macdonald, a heavy-set man, reportedly had bloodshot, glassy eyes and struggled to maintain balance as he stepped out of the cab. Officers noted that he was slurring his speech, swaying, and had to hold onto the truck door to avoid falling.

When asked about his condition, Macdonald initially told the officer he had only smoked a joint. However, the strong odor of alcohol and his unstable behavior told a different story.

Inside the cab, officers found a 1.75-litre bottle of whisky, mostly empty, and three empty vodka-based ready-to-drink cans. The truck itself reeked of alcohol.

Macdonald required assistance to get into the police cruiser. At the station, he had to be held upright to prevent him from collapsing during the breathalyzer process, which was delayed due to repeated belching.

Blood Alcohol Level of 0.38

At 8:44 a.m., nearly two hours after the first 911 calls, Macdonald’s blood alcohol concentration measured 0.38 mg/100 ml, according to the court record — that’s 4.75 times the legal limit of 0.08.

Macdonald has no prior criminal record. His lawyer, Me Richard Philippe Guay, requested a pre-sentencing report to guide the court ahead of a sentencing hearing scheduled for November.

The case has raised fresh concerns about impaired driving in the commercial transport sector, especially given the potential scale of harm had the incident resulted in a collision.

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Arthur Fortin Walks 952 km in Memory of His Brother, Raises $32,000 for Cancer Research

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Truck Driver Arthur Fortin Walks 952 km in Memory of His Brother, Raises $32,000 for Cancer Research.

He did it. After 53 days and nearly 1,000 kilometers on foot across Quebec, Arthur Fortin—known as Arthur Le Marcheur—reached Cap-Gaspé on July 5, a symbolic date marking the birthday of his brother Cyrias, who passed away from cancer in 2022.

Departing from Saint-Lambert-de-Lauzon on May 13, the anniversary of his brother’s death, Arthur completed an extraordinary journey dedicated to Cyrias’ memory and to raising funds for cancer research.

With unwavering determination and the support of the public, he raised an impressive $32,636 for the CHU de Québec Foundation.

A professional truck driver with Groupe Bernières, Arthur temporarily swapped his steering wheel for hiking boots, channeling his passion for long-distance walking into a deeply human mission. “Why not use my passion to serve a greater cause? Why not turn every step into hope for those who need it?” he said. What began as a personal tribute quickly grew into a collective movement of solidarity.

Along the way, he walked through dozens of towns, meeting elected officials, fellow truckers, and everyday citizens moved by his story. Every word of encouragement gave him the strength to keep moving forward on the road of hope.

“Arthur is a colleague we truly value for his discipline and generosity, but what he has accomplished goes far beyond what any of us imagined. Walking nearly 1,000 kilometers out of love and solidarity is a truly powerful human act. He represents the heart and commitment we all strive for at Bernières,” said Pierre Labrie, who met Arthur along the way to offer his support. “I followed his journey every day. I’m proud of him. He’s more than a colleague—he’s a friend.”

An experienced hiker for over a decade with long-distance treks abroad under his belt, Arthur chose this time to walk across his home province. It was his way of giving back to his community and directly raising awareness about the need to fund medical research here in Quebec.

Even harsh weather couldn’t slow him down. Scorching heat, rain, and wind—every step became a tribute, every hill a reminder of his brother’s battle, every breath a call for generosity.

Follow Arthur’s journey on Facebook: facebook.com/arthurlemarcheur

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Ontario Truck Drivers Ordered to Retake Licensing Tests Following Audit of Driving School

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Two semi-trucks driving down the highway under a blue sky, with a headline overlay about Ontario truck drivers being required to retake their licensing exams.

The Ontario Ministry of Transportation (MTO) has issued letters to certain A/Z-class commercial truck drivers, requiring them to retake their knowledge, vision, and road tests.

This follows an audit that uncovered irregularities at a truck driving school.

According to a letter obtained by Trucknews.com, the ministry states it cannot confirm whether the tests administered by the provider met Ontario’s licensing standards, due to failures identified during the audit.

Affected drivers must now retake their vision and A/Z knowledge tests within 60 days, and complete a road test within 120 days at an official DriveTest centre. For the practical exam, drivers must supply their own Class A vehicle equipped with a full air brake system.

The MTO clarified that the audit was part of routine oversight under the Driver Certification Program, designed to ensure all training and testing institutions comply with current regulations and standards. The investigation reportedly revealed that certain assessments were not conducted in accordance with MTO requirements.

The ministry is invoking Section 32(5) of Ontario’s Highway Traffic Act and Section 15 of Regulation 340/94 to justify the retesting directive.

All exam-related costs must be covered by the drivers, who must also arrange for a qualified accompanying driver for the road test. Failure to comply with the timelines or to pass the exams will result in their A/Z license being downgraded to the highest class they’re eligible for without additional testing.

However, drivers impacted by this decision will have the opportunity to regain their A/Z license by completing the full testing process again at a later date.

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Natural Gas Trucks: Full of Potential, But Not Yet Ready to Take the Lead

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A Freightliner eCascadia electric truck parked in an industrial setting, representing the future of zero-emission trucking. Text on image: “Diesel, natural gas, electric, or hydrogen: which fuel will truly drive the future of trucking?”

The company L. Fournier et Fils has reached a symbolic milestone by putting its very first natural gas-powered truck to the test.

This is one of the first Kenworth units sold in Quebec equipped with the Cummins X15N engine—a powertrain that offers up to 1,500 kilometers of range and delivers performance on par with diesel, while significantly reducing harmful emissions.

The X15N provides 10% better fuel economy and lower greenhouse gas emissions compared to the ISX12N, all while delivering an impressive 1,700 lb-ft of torque at just 900 RPM in its 500 hp / 1,850 lb-ft configuration. Maintenance has been simplified, with synchronized oil changes and spark plug replacements. Its upgraded exhaust aftertreatment system requires no additional fluids or scheduled servicing—a real step forward in making natural gas more viable for heavy-duty trucking.

For the Val-d’Or-based carrier, choosing natural gas is both an environmental and economic decision. With tougher emissions standards set to come into effect in 2027, the company anticipates higher costs for diesel vehicles. Exploring alternative solutions is becoming a strategic necessity.

Still, the transition won’t happen overnight. While natural gas trucks offer benefits in terms of fuel economy, maintenance, and driver comfort, their purchase price remains significantly higher—up to $150,000 more than diesel counterparts. And although long-term fuel savings are possible, limited refueling infrastructure remains a major hurdle. Currently, only a handful of stations—like those between Val-d’Or and Montréal—support the route served by L. Fournier et Fils. A broader rollout will require stronger infrastructure coverage.

And that’s where the North American picture becomes more complex. One of the world’s largest truck manufacturers, Daimler Truck, is shifting its focus. At its 2025 Capital Market Day, the company announced it would scale back investments in alternative powertrains, including battery-electric and hydrogen fuel cell technologies.

Instead, Daimler is doubling down on diesel engine development, citing market immaturity, infrastructure limitations, and fading enthusiasm for zero-emission solutions—particularly in North America.

According to Daimler Truck North America’s leadership, diesel remains the most viable option for the vast majority of heavy-duty applications. Internal combustion technology, still evolving, is set to see further advancements starting in 2026. The company says it’s ready to build both diesel and zero-emission trucks on the same production lines—adjusting to market demand without forcing the pace.

Within this context, L. Fournier et Fils is taking a measured and exploratory approach. The company isn’t ruling out a broader shift in its fleet, but it intends to first assess real-world results, gather driver feedback, and wait for infrastructure to catch up.

As the company’s president pointed out, it’s a classic chicken-and-egg dilemma: stations won’t expand without trucks, but fleets won’t invest in trucks unless the stations are there.

Ultimately, natural gas highlights the complex reality facing many carriers today—a strong desire to reduce environmental impact, growing regulatory pressure, but also real economic and logistical limits that demand strategic caution.

The future may belong to alternative fuels—but for now, diesel isn’t going anywhere.

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

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

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

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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.

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

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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.

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

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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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