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Doug Ford Voices Support for Twinning Highways in Northern Ontario

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sophie
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Doug Ford in front of a Northern Ontario highway, with the text

Ontario Premier Doug Ford has reaffirmed his support for twinning key highways across Northern Ontario, particularly the most dangerous sections of Highways 11 and 17.

According to Ford, expanding the Trans-Canada Highway is essential to improving road safety and meeting the needs of remote communities and freight transport in the region.

The province has already committed to twinning the portion of Highway 11/17 between Thunder Bay and Nipigon. Ford stated that an additional 16 kilometres of this stretch should be completed by the end of the year, in addition to work already underway. In April 2022, a $107-million contract was awarded for the construction of a 13.2-kilometre section between Highway 587 and Pearl, scheduled for completion by 2026.

However, little progress has been made between Thunder Bay and Kenora, or east of Nipigon, where the highway remains a two-lane, undivided roadway—with one lane in each direction and no physical separation. Highway 11, between Nipigon and North Bay, shares the same layout, despite rising traffic volumes and a growing number of serious collisions that continue to raise concern in the region.

Ford maintains that road safety remains a top priority for his government. He also pointed out that other areas, such as the Sudbury–Toronto corridor, include similarly risky two-lane segments. Meanwhile, Highway 69 is undergoing a major expansion to four lanes, a $500-million project that will upgrade another 68 kilometres of highway.

In comments reported by BayToday.ca, the premier added that many people living in southern Ontario cities have little understanding of how harsh and dangerous road conditions in the North can be—especially during winter. Ford said he experienced those realities firsthand during the last election campaign, while travelling across the region in heavy snow.

At the same time, plans are underway to upgrade the Thunder Bay Expressway. The Ministry of Transportation is expected to issue a request for proposals in September 2025 for the project’s detailed design. However, construction cannot begin until the Northwest Arterial Road—connecting Dawson Road to Golf Links Road—is completed.

2+1 Highway Model: A Realistic Option for the North?

Meanwhile, the Federation of Northern Ontario Municipalities (FONOM) is proposing a faster and more cost-effective alternative to full highway twinning: the 2+1 road model, widely used in Europe. This configuration includes a central alternating passing lane, with physical separation between directions.

FONOM describes the 2+1 model as a realistic way to improve specific segments of Highways 11 and 17—particularly between North Bay and Cochrane, and on Highway 17 between Renfrew, Sudbury and Kenora.

A Budget Fix That Costs Lives?

However, not everyone agrees. The citizen group “Hwy 11/17 Kills People – La route 11/17 tue des gens” strongly opposes the 2+1 model, calling it dangerous and inadequate. They argue that in these short passing zones, it’s not only cars that race to overtake before the lane disappears—but also heavy trucks competing against each other, creating frustration, aggressive driving and unnecessary risk in an already vulnerable environment.

Highway 11/17 Kills people logoOn top of that, the group highlights the lack of proper training among some new truck drivers—a known and recurring issue in the industry. According to them, this combination of poor training, winter weather and poorly adapted infrastructure creates an explosive mix on roads that are already difficult to navigate.

The group accuses decision-makers of severely underestimating the on-the-ground reality and continuing to expose northern residents, truckers and communities to preventable dangers.

While full highway twinning may seem expensive, members of the group insist that safety should never be a budget line to cut. In their view, only a continuous four-lane divided highway can truly prevent serious accidents and meet the needs of modern freight transport. Until such a solution is implemented, they warn, tragic outcomes will keep piling up.

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Image showing a transport truck on Highway 11-17 in Northern Ontario, highlighting dangerous conditions and inadequate training concerns in the Canadian trucking industry.

Driver Shortage or Retention Crisis in the Trucking Industry?

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sophie
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Black and white image showing several heavy trucks parked under a well-lit service area at night. At the top, the red and white Truck Stop Canada logo is visible. At the bottom, a red and black banner displays the question: “Driver Shortage or Retention Crisis in the Trucking Industry?”

For years, the North American trucking industry has wrestled with a persistent question that remains unresolved: are we truly facing a driver shortage, or is the real issue a crisis in retention?

The debate resurfaced prominently on July 22 during a U.S. Senate Subcommittee hearing on surface transportation, where two major voices in the industry clashed: the American Trucking Associations (ATA) and the Owner-Operator Independent Drivers Association (OOIDA).

The ATA firmly maintains that the shortage is real—and it’s threatening the stability of the U.S. supply chain. ATA President Chris Spear pointed to a 19% increase in driver wages during a freight recession as clear evidence of a deep imbalance between labor supply and demand. In the fall of 2024, the association estimated a shortfall of 60,000 truck drivers in the United States, attributing the problem to retirements, regulatory barriers, and an insufficient pipeline of new entrants.

On the other hand, the OOIDA argues that the so-called shortage is a long-standing myth used to distract from a deeper issue: working conditions that drive drivers out of the profession. Executive Vice President Lewie Pugh noted that turnover rates in the truckload sector can reach 80% to 90%, while unionized carriers such as UPS, ABF, or TForce report far lower turnover—between 10% and 15%. For OOIDA and the Teamsters, represented by Sean O’Brien, the message is clear: when drivers are treated with respect, they stay.

Beyond a Binary Debate

As with many modern debates, the conversation too often falls into a binary: either we believe in a driver shortage, or we focus solely on retention issues. But this black-and-white thinking risks oversimplifying a much more complex reality.

It is entirely possible that both dynamics are at play. The industry may simultaneously struggle to attract new drivers while failing to retain experienced ones. It’s also possible that drivers’ expectations have evolved—and that traditional business models no longer align with the social, familial, and technological realities of the 21st century.

A Generational Shift with Real Consequences

One overlooked element in this debate is the generational shift. Younger drivers entering the workforce today are looking for a better work-life balance. Many want to be present for their children—especially in the context of shared custody arrangements—and are less willing to sacrifice their family life for long stretches on the road.

As a result, carriers often need to hire more drivers to cover the same transport volume, allowing for more flexible schedules and frequent home time. This shift in expectations partially explains why some fleets struggle to stay fully staffed.

Technology can help. Modern tools like Transportation Management Systems (TMS), telematics, and route optimization apps can improve planning and reduce time away from home. However, technology alone isn’t a silver bullet. When poorly implemented or perceived as invasive, these tools can add stress instead of easing the burden. To truly support retention, technology must be embedded in a corporate culture that is transparent, human-centered, and respectful of drivers’ day-to-day realities.

Several studies confirm that lack of recognition, unpredictable schedules, and weak support for family life are among the top reasons drivers leave—especially within the first two years.

The challenge for employers, then, isn’t just recruitment; it’s building a workplace where drivers feel valued, heard, and part of a team.

Shortage and Retention: Intertwined Realities

In this light, the divide between “shortage” and “retention” becomes less clear. These are not opposing issues, but interdependent forces feeding into one another. Addressing them will require solutions that are economic, human, and organizational in nature.

Above all, those solutions must reflect the lived realities of today’s truck drivers.
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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.

Truck intercepted in Stanstead with 44 migrants on board, an unprecedented operation for the CBSA

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sophie
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Black and white photo of a border checkpoint with surveillance cameras and inspection booths at the Stanstead border crossing, featuring the Truck Stop Canada logo and headline: “Truck intercepted in Stanstead with 44 migrants on board.”

Three suspected smugglers and 44 migrants were intercepted overnight from Saturday to Sunday near Stanstead, in the Eastern Townships, as they attempted to cross the Canada–U.S. border illegally in a cube truck.

The operation, described as historic by the Canada Border Services Agency (CBSA), took place amid already high volumes of traffic due to the end of the construction holiday.

The migrants — including men, women, and children — were crammed into the back of the truck without proper ventilation. According to Miguel Bégin, Director of the CBSA’s Eastern Border District, this is the first time in 25 years that he has witnessed an illegal entry attempt of this magnitude. He emphasized that the swift response near the border likely prevented more serious health consequences for those being transported.

The Royal Canadian Mounted Police (RCMP), responsible for monitoring areas between official ports of entry, carried out the arrests with logistical support from the Sûreté du Québec, who assisted in transporting the migrants to the Stanstead border crossing.

Once at the port of entry, the CBSA conducted the initial processing of asylum claims, while an investigation was launched against the three individuals suspected of organizing the illegal crossing. The suspects have been formally charged under the Immigration and Refugee Protection Act (IRPA) for facilitating or attempting to facilitate irregular entry into Canada, as well as for a violation of the Customs Act. They remain in custody until their court appearance scheduled for August 6.

Due to limited capacity at the Stanstead border facility, most of the migrants were redirected to the regional processing centre in Saint-Bernard-de-Lacolle. Each case will be reviewed individually.

About ten individuals who did not meet the exemption criteria under the Safe Third Country Agreement have already been returned to the United States.

This operation comes amid a national decline in asylum claims. By the end of July 2025, there had been 22,237 claims filed across Canada, compared to more than 41,000 at the same time in 2024. In Quebec, the drop is also significant, with 14,874 claims this year, compared to 22,337 last year.

The CBSA reminds the public that anyone involved in organizing illegal border crossings faces serious consequences, including criminal charges, fines, imprisonment, and a criminal record.

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Faced with tariffs, Driver Inc. and double brokering, the trucking sector struggles while elected officials dodge their responsibilities, symbolized by trucks on the highway (image).

Young Worker Dies in Tragic Construction Site Accident

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sophie
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Traffic cones and construction signs at a roadwork site at night, with a somber black and white tone; overlay text reads “Young worker dies on construction site.” Logo of Truck Stop Canada is visible at the bottom.

A tragic construction workplace accident occurred early Monday afternoon on Florimond-Gauthier Street in Terrebonne, Québec.

A 21-year-old man working on road resurfacing and the rehabilitation of water and sewer lines was fatally struck by the bucket of an excavator.

Initial reports indicate that the incident happened shortly before 1 p.m., when the two-ton bucket unexpectedly detached from the machinery and struck the young worker while he was on site with colleagues. Despite being rushed to hospital, he was pronounced dead later that day.

A joint investigation is now underway, led by the Terrebonne Police, with support from Sainte-Anne-des-Plaines and Bois-des-Filion officers, in collaboration with CNESST (the Commission for Standards, Equity, Health and Safety at Work). Authorities aim to clarify the exact circumstances of the incident, including the cause of the bucket’s detachment and the safety measures that were—or were not—in place.

Coworkers who witnessed the event will also be interviewed as part of the investigation.

This incident serves as a stark reminder of the vital importance of strict workplace safety standards, particularly in high-risk sectors like construction. The CNESST’s final report will shed light on any safety breaches or supervisory gaps and may include recommendations to help prevent similar tragedies in the future.

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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.

Illegal Towing Crackdown: Hamilton Targets Abusive Operators

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sophie
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Tow truck parked on a road in Ontario, illustrating the issue of illegal towing in the province.

In Hamilton, Ontario, police have taken decisive action against several illegal towing companies accused of fraud, intimidation, and predatory behavior at crash scenes.

Nearly 40 charges have been laid, 10 towing licenses have been suspended or revoked, and multiple companies have been banned from operating on the city’s roads.

This enforcement effort falls under Project Barrier, a dedicated police operation launched in response to a surge in unsafe and unethical practices by certain tow truck operators.

Yellow caution light in the street at night - Hamilton Police Project Barrier - Illegal Towing.

According to police, the concerns included uninvited tow trucks showing up at accident scenes, pressuring shocked or injured drivers into signing consent forms, and charging excessive or undisclosed fees after the fact.

While these issues aren’t new to Ontario, authorities say the situation has been escalating. Companies named in the investigation—such as Provincial Roadside Services, High Class Recovery, Onsite Towing, Royal Roadside, and Recovery Reliable Towing—are alleged to have developed calculated methods for exploiting drivers in vulnerable moments. The allegations include overcharging, misrepresentation, and even interfering with law enforcement or other legitimate towing providers.

Project Barrier not only seeks to remove these players from the road but also to prevent them from resurfacing under different names. Hamilton Police say they are working closely with the Ontario Ministry of Transportation to permanently revoke the licenses and business credentials of the implicated companies.

Organized Crime, Fraud, and Turf Wars

Hamilton is far from an isolated case. In recent years, the towing industry in southern Ontario has been rocked by escalating tensions and in some cases, outright violence. Project Yankee, a previous investigation, uncovered an organized crime network engaged in arson, shootings, and murder plots as part of an effort to control the lucrative towing market in the Greater Toronto Area.

In the Peel and Brampton regions, another major investigation—Project Outsource—revealed a criminal group tied to companies like Certified Roadside and Humble Roadside. Police allege the group staged dozens of fake collisions to defraud insurers, with each fake claim costing between $80,000 and $100,000. The operation led to 18 arrests and nearly 100 charges.

Further west in Cambridge, tensions boiled over when two tow truck drivers physically fought at a crash scene, resulting in 21 charges. One of the vehicles involved was also pulled from service for being non-compliant with provincial standards.

Similar abuses have been reported outside Ontario as well. In Edmonton, Alberta, police charged 11 owners tied to 10 towing companies for allegedly defrauding insurance providers through inflated billing and unauthorized charges. Investigators reported cases where vehicles were unlawfully held until full payment was made—an act deemed coercive and exploitative.

A Loophole-Ridden Industry

Partial deregulation, the lack of oversight in dispatching and contracting, and the fierce competition to reach crash scenes first have combined to create an industry vulnerable to misconduct.

Ottawa towing companies facing allegations under the Towing and Stowage Safety and Enforcement Act, showing a vehicle in tow.Operations like Project Barrier reflect the growing determination of authorities to restore order to a sector that, when left unchecked, can quickly become a breeding ground for unethical and even criminal activity—parallels that some say echo the Driver Inc. controversy that continues to shake the Canadian trucking industry.

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Trump Administration Officially Drops Speed Limiter Mandate for Heavy Trucks

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sophie
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Image of a U.S. highway with semi-trucks in motion, symbolizing the end of the speed limiter proposal for heavy trucks under the Trump administration.

The Trump administration has formally scrapped a long-standing federal proposal to mandate speed limiters on heavy trucks—a decision welcomed by several trucking associations but one that also highlights deep divisions within the industry.

Originally spearheaded by the U.S. Department of Transportation (DOT), the Federal Motor Carrier Safety Administration (FMCSA), and the National Highway Traffic Safety Administration (NHTSA), the regulation aimed to cap truck speeds between 60 and 68 mph (97 to 109 km/h).

The proposal, decades in the making, was ultimately shelved as part of former President Donald Trump’s broader deregulatory agenda, specifically under executive orders titled “Unleashing Prosperity Through Deregulation” and “Enforcing Commonsense Rules of the Road for America’s Truck Drivers.”

Data Considered Inconclusive

According to the official reasoning, federal agencies were unable to clearly demonstrate significant safety or economic benefits from the proposed rule. They also cited inconsistencies with existing speed limits in many U.S. states—some of which allow speeds above 70 mph (113 km/h)—as a complicating factor.

Furthermore, regulators pointed to the growing effectiveness of other safety technologies, such as automatic emergency braking systems, which they say offer more measurable improvements in crash prevention.

Mixed Reactions Across the Industry

The response from the trucking sector has been sharply divided.

The American Trucking Associations (ATA) supported the move, calling it aligned with the pursuit of smart, targeted regulation. The Owner-Operator Independent Drivers Association (OOIDA), a vocal opponent of speed limiters, argued that the mandate would have disadvantaged independent drivers and potentially worsened road safety by increasing speed differentials between vehicles.

The National Private Truck Council (NPTC) echoed those concerns, stating that most private fleets already use speed limiters voluntarily. The group advocated for enforcement of existing laws rather than a federally imposed standard.

On the other side, safety advocacy organizations like the Trucking Alliance, the Truckload Carriers Association, and the Institute for Safer Trucking had supported a mandatory speed cap, citing safety concerns.

A Regulatory Saga Spanning Decades

The idea of mandating speed limiters for large trucks dates back to the 1980s. At that time, Congress commissioned a study on the potential safety benefits of such technology. Released in 1991, the report concluded that while the benefits were modest, trucks were generally less involved in speed-related crashes compared to passenger vehicles.

Interest in speed limiters resurfaced in 2006 after a safety advocacy petition prompted federal agencies to revisit the issue. A preliminary rule was drafted in 2016, but progress stalled amid political shifts and industry pushback.

In 2023, the FMCSA proposed setting the limit at 68 mph before ultimately backing away. The official withdrawal of the rule in July 2025 brings an end to what many describe as a decades-long regulatory saga.

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Driver Inc. Scheme: Ottawa’s Measures Fall Short as the Trucking Industry Struggles

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sophie
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A photo of parked trucks, symbolizing the trucking industry’s struggle under the weight of the Driver Inc. scheme.

As bankruptcies and challenges mount in the Canadian trucking industry, the federal government claims it is taking steps to crack down on the Driver Inc. scheme, while law-abiding carriers continue to lose ground to unfair competition.

Yet on the ground, the reality is different: the measures taken so far remain too limited and too slow to stop a system that’s eroding the very foundation of the sector.

A formal acknowledgment… from the Department of Labour

In response to a request from Truck Stop Canada/TSQ, the Department of Labour—led by Minister Steven MacKinnon at the time of the April 2025 correspondence—confirmed it had implemented measures to fight the improper reclassification of truck drivers as incorporated independent contractors, the very heart of the Driver Inc. model.

The department (ESDC), which oversees the Canada Labour Code, labour standards, wages and employment classifications, stated that it had:

  • Established a national enforcement team dedicated to the trucking sector;
  • Conducted more than 700 inspections and outreach activities since the team’s creation;
  • Issued 362 payment orders totaling nearly $2.5 million in unpaid wages;
  • And entered into a formal partnership with the Canada Revenue Agency (CRA) in March 2025 to improve data sharing and law enforcement.

These are steps in the right direction. But within the industry, stakeholders report that despite the announcements, bad actors continue to operate without visible consequences.

CRA remains tight-lipped

The CRA, also contacted by Truck Stop Canada, acknowledged that some companies may fall under the definition of a Personal Services Business (PSB)—a tax classification used when an incorporated worker is effectively functioning as a disguised employee.
However, no concrete data was shared to demonstrate the reach or impact of current enforcement.

The CRA declined to:

  • Disclose how many transportation companies had been audited;
  • Reveal the penalties imposed;
  • Or confirm whether any funds had been recovered from non-compliant companies.

Citing confidentiality, the agency insisted that enforcement is happening, just not publicly. Yet, for those watching honest carriers pushed out of the market by rule-breakers, this lack of transparency leaves a bitter impression.

Finance Canada silent on legislative gaps

While the Department of Finance does not enforce tax laws, it plays a crucial role in shaping the legal frameworks that either enable or prevent schemes like Driver Inc. from flourishing. Still, no targeted announcements or formal commitments have been made to close current loopholes.

The scheme allows carriers to cut operating costs by 20–30% through tax avoidance, skipping employment standards, and reducing insurance and payroll obligations. In Québec, compliant carriers report losing an average of 13.8% in competitiveness—some over 20%.

An ongoing crisis with real consequences

While federal authorities unveil action plans, companies like Trans-West—recognized for compliance and excellence—are forced to lay off staff. Others have already shut down. Fleet owners say they’ve lost clients to firms using Driver Inc. to offer rates that are impossible to match legally.

The consequences are tangible:

  • Undertrained, unprotected drivers are sent out on the road;
  • Wages are avoided, taxes go unpaid, and private pension and insurance funds are deprived of contributions;
  • And in the most tragic cases, lives are lost due to unsafe practices enabled by this system.

The Association des professionnels du dépannage du Québec (APDQ) has reported a rise in incidents involving inadequately trained drivers since early 2025—many recruited under Driver Inc., sent out without proper guidance or safe vehicles. A March 2025 news report exposed the situation, calling it a “time bomb on our roads.”

Far from improving, the crisis continues to strain emergency services.

A national movement pushing back

Marc Cadieux, Réjean Breton and Jean Chartrand speaking at a joint press conference in Montreal about the impacts of Driver Inc. on Quebec's trucking industry.
Marc Cadieux, Réjean Breton and Jean Chartrand speaking at a joint press conference in Montreal on January 9, 2025 about the impacts of Driver Inc. on Quebec’s trucking industry.

Despite a firm letter sent by Truck Stop Canada to the CRA and Finance Canada, accompanied by extensive documentation—including testimony from managers, associations, exclusive interviews and concrete examples—no clear commitment has been made. Copies were also sent to various federal and provincial ministers and MPs.

At Quebec’s National Assembly, MNA Monsef Derraji introduced a bill to amend the Highway Safety Code, allowing the SAAQ to partner with other departments to enforce laws related to taxes, immigration, labour standards, occupational safety, and transportation.

Meanwhile in Ottawa, federal officials limit their response to inviting industry stakeholders to submit proposals for the pre-budget consultations, sidestepping questions about widespread tax abuse:

“As the 2025 Pre-Budget Consultations are underway, we would encourage the trucking industry as well as the trucking community, to send us a formal submission at [email protected].” — Department of Finance Canada

“The Government of Canada recognizes the concerns raised by the trucking industry on the subject of tax compliance and driver misclassification in the trucking sector and is taking action to address these concerns.” — CRA

“Incorporating and being hired by another company is not an illegal practice under the Income Tax Act.” — CRA

“The CRA is not able to provide statistics pertaining to payer-worker relationships in the trucking industry.” — CRA

“While enforcement may not always be visible, it is actively taking place. Due to confidentiality and privacy considerations, we are not at liberty to disclose specific enforcement actions or outcomes.” — CRA

And yet, calls to action are growing louder across Canada. Responsible companies are raising the alarm. Provincial and national groups such as the Association du Camionnage du Québec (ACQ), Teamsters Canada, and the Canadian Trucking Alliance are calling for urgent intervention. Professional drivers like Guillaume Lecours have taken to the public stage, writing letters, launching campaigns, giving interviews, and spearheading regional movements to demand an end to regulatory and fiscal impunity.

Even in Brampton, widely seen as the epicenter of the scheme, drivers have taken to the streets to protest exploitative conditions, wage theft, and misclassification tied to Driver Inc.

A competitive edge that kills fairness

The numbers are striking. A nationwide survey by the Canadian Trucking Alliance (CTA) of 83 companies operating over 10,600 trucks found that more than one-third of driver applicants requested to work under the Driver Inc. model—even without owning a truck or assuming the costs of self-employment.

In Ontario, the trend is worse: nearly 50% of applicants apply exclusively under this model, and two-thirds walk away if told the company operates legally.

As CTA President Stephen Laskowski put it: “Government inaction has made legality feel almost abnormal.” The result: compliant carriers are pushed out, while rule-breakers dominate.

The industry is asking for fairness—not favours

Trucking professionals aren’t asking for the moon. They’re simply asking for the law to be enforced—fairly and visibly. For rule-breakers to be identified, penalized, and removed from the market if they persist.

Because as long as the federal government allows the Driver Inc. model to spread unchecked, honest carriers, skilled drivers, road safety, tax fairness—and all Canadians—will keep paying the price.

“Fraudsters continue to operate illegally with impunity in Québec. They threaten not only the economic health of our companies but also the safety of road users.” — Marc Cadieux, President of the Association du camionnage du Québec (ACQ)

This is no longer a technical or fiscal debate. It’s a matter of justice, safety, and economic survival for a critical part of the Canadian transportation sector.

How far must we go before the lived reality of compliant carriers, honest drivers, and exploited foreign workers is finally heard—and taken seriously? When government action feels like motion without impact, can we still call it commitment?

Meanwhile, both small family businesses and established fleets that follow the rules are being forced to downsize or shut down. Skilled truckers are replaced by undertrained workers sent onto the roads without support. Accidents are rising. Billions in unpaid taxes, pensions, and insurance contributions are lost annually.

If nothing changes—who will answer for this negligence?

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Freedom Convoy: Up to 7 and 8 Years in Prison for Lich and Barber?

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sophie
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Tamara Lich and Chris Barber stand in front of a convoy of trucks during the 2022 Freedom Convoy protest in Ottawa.

Tamara Lich and Chris Barber, two prominent organizers of the 2022 Freedom Convoy that brought downtown Ottawa to a standstill, could face up to seven and eight years in prison respectively, after being found guilty of mischief.

And the controversy surrounding their proposed prison sentences continues to escalate.

The Crown argues that their roles in orchestrating the weeks-long protest merit significant punishment. But several Conservative MPs, including Pierre Poilievre, Melissa Lantsman and Jeremy Patzer, are calling the proposed sentences disproportionate. They argue that Lich and Barber are being treated with unusual severity, especially compared to cases involving violence or assault, which sometimes result in lighter sentences.

For these critics, the case has taken on the appearance of politically motivated prosecution. They suggest that the justice system is applying harsher treatment to individuals whose actions oppose the current Liberal government, raising concerns about selective enforcement and judicial overreach.

The controversy has reignited broader debates about freedom of expression, the legitimacy of protest movements, and the role of the courts in politically charged matters. While Conservative leaders openly support the defendants, many legal experts caution that such public interference in ongoing judicial processes risks undermining public trust in the system.

Legal scholars also emphasize the seriousness of the disruptions caused by the convoy, pointing to the economic and social consequences for Ottawa residents and Canadian institutions. The Crown maintains that the mischief in question goes far beyond civil disobedience and constitutes a serious threat to public order.

Justice Heather Perkins-McVey, who presided over the case, noted that Lich and Barber continued encouraging protesters to hold the line despite clear evidence of the impact on the city. That persistence, in the Crown’s view, elevates their actions to a level deserving of a significant custodial sentence.

As the final sentence is expected soon, the case has grown into more than a legal matter—it has become a political flashpoint. For some, Lich and Barber represent a symbol of political resistance. For others, the trial embodies the importance of defending the rule of law against prolonged civil disobedience.

The outcome of this case will carry weight not only in the courtroom, but in Canada’s political landscape for years to come.

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Trucking Industry Under Pressure: Tariffs, Driver Inc, Double Brokering and Political Inaction

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sophie
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Faced with tariffs, Driver Inc. and double brokering, the trucking sector struggles while elected officials dodge their responsibilities, symbolized by trucks on the highway (image).

Since the pandemic, the trucking sector has faced blow after blow: a persistent labor shortage, skyrocketing operating costs, plunging freight rates, and chronic overcapacity.

In simple terms, there have been more trucks than goods to move for years. Too many carriers are chasing too little freight, forcing companies to accept money-losing contracts just to keep wheels turning.

In this fragile environment, every economic shock—whether inflation, tariffs, or falling demand—now triggers a new wave of layoffs and shutdowns across the continent.

A Crisis That Didn’t Start Yesterday

The driver shortage isn’t new, but the COVID-19 crisis made it worse. Thousands of truckers left the industry, discouraged by isolation, long hours, border closures, and a lack of support. Younger workers haven’t stepped in to replace them, and the workforce is aging fast.

To fill the gap, governments accelerated immigration programs, helping bring in new talent—but also creating new vulnerabilities. Unscrupulous companies exploited foreign workers, imposing illegal or precarious conditions. Questionable driving schools handed out licenses to undertrained drivers, putting public safety at risk. In this climate, shady practices like the Driver Inc model spread rapidly, taking advantage of regulatory confusion and urgent hiring needs.

Meanwhile, operating costs exploded. Fuel, parts, insurance, and maintenance are at record highs, while freight rates continue to plunge. Between 2022 and 2024, an all-out price war emerged, forcing carriers—especially smaller ones—to haul freight at a loss or leave trucks parked. Staying profitable has become a daily struggle.

When Climate Change Becomes a Supply Chain Risk

The trucking industry doesn’t operate in a vacuum. Climate instability is now a supply chain issue. In California, extreme droughts and erratic weather have damaged fruit and vegetable production, leading to temporary shortages and shaky logistics. Fewer goods to move means more uncertainty and less revenue for cross-border carriers already fighting to stay afloat.

Adding to the strain is a growing movement among Canadian consumers and businesses to boycott American products—whether for political, environmental, or economic reasons. While still partial, this shift reduces import volumes and cross-border shipments, tightening the squeeze on trucking companies operating in both countries.

The Dangerous Rise of Double Brokering

Double brokering—when a carrier accepts a shipment and illegally reassigns it to another without the shipper’s knowledge—is making things worse. This unauthorized subcontracting muddies the chain of accountability and complicates insurance claims when incidents occur.

But the financial impact is just as damaging. Each middleman takes a cut, and by the time the actual carrier is paid, the rate is often too low to cover their operating costs. Honest companies lose out, and the system rewards bad actors.

Driver Inc: A Parallel System That Undermines the Industry

The Driver Inc scheme is one of the most damaging problems in Canadian trucking. It involves companies misclassifying employees as independent contractors—drivers who, in reality, operate under the company’s full control. Unlike legitimate owner-operators (or brokers), these drivers don’t run their own businesses. The model lets companies avoid paying employment insurance, pension contributions, workers’ compensation, and other legal obligations.

Most of the time, the drivers affected—often newcomers to Canada—don’t realize they’re being shortchanged. They end up with no benefits, no paid leave, and no safety net if injured.

This widespread abuse is destabilizing the entire industry. Compliant companies that respect labor laws, safety regulations, and tax obligations can’t compete with carriers offering rates up to 30% lower by bypassing legal payroll requirements. It’s a race to the bottom—one that erodes wages, working conditions, and public safety.

Government agencies lose out too. According to the Canadian Trucking Alliance (CTA) and the Quebec Trucking Association (ACQ), Driver Inc costs hundreds of millions of dollars annually in unpaid contributions. And the model is no longer underground: in provinces like Ontario and Quebec, it has become so normalized that some recruiters and driving schools openly push new arrivals toward incorporation.

Meanwhile, ethical carriers who invest in safety, vehicle maintenance, and fair working conditions are being squeezed out of a market where the cheapest bid wins—regardless of legality or ethics. Shippers and brokers routinely turn a blind eye, awarding contracts to the lowest bidder even when warning signs are obvious.

As long as governments tolerate two tax systems within the same industry—one legal, one not—the sector will remain trapped in a destructive cycle. Stronger enforcement, real penalties, and structural reform are urgently needed.

A System That Punishes the Honest

In 2024, Réal Gagnon, founder of Trans-West, publicly denounced the Driver Inc model, becoming one of the first major voices to break the silence. The ACQ continues to pressure government officials for decisive action. But so far, little has changed.

Trans-West, known for its focus on safety and customer service, had to lay off staff and sell 25 trucks. And they are far from alone.

The new tariffs introduced in 2025 dealt another blow. McKevitt Trucking, a family business in Thunder Bay founded in 1948, closed after 76 years—cutting 81 driver jobs. A symbol of longevity, now gone.

In Brampton—ground zero for Driver Inc—the outlook is grim. A March 2025 survey found that nearly one-third of local carriers had already initiated layoffs, and over 60% were expecting more cuts without government intervention. Cross-border shipping has slowed, rates are stagnant, and costs are rising.

Truck manufacturing isn’t immune either. In Sainte-Thérèse, Québec, the Paccar plant that assembles Kenworth and Peterbilt trucks is laying off 175 workers in August—on top of 250 already cut in December. Union reps cite falling orders and raw material tariffs as major concerns.

The U.S. Trucking Crisis Mirrors Canada’s

South of the border, the picture is just as bleak. UPS, often seen as an economic bellwether, announced 20,000 job cuts and plans to close 73 facilities. CEO Carol Tomé cited global trade uncertainty, low consumer confidence, and weak volumes, especially from small businesses.

Across the logistics sector, layoffs and closures are accelerating: LSC Communications, Americold, Lightspeed Logistics, CarParts.com, MacMillan-Piper, and GSC Enterprises have all slashed operations. Manufacturers like Cleveland-Cliffs, Smurfit Westrock, and Georgia-Pacific are scaling back as demand falls sharply.

Automation adds another challenge. At UPS, over 64% of packages now move through automated hubs—with robotic sorting, automatic labeling, and mechanical loading. Productivity is rising, but thousands of stable, unionized jobs are disappearing.

A Sector Near Collapse

North American trucking is caught in a perfect storm of post-pandemic fatigue, rate erosion, systemic fraud, political inaction, and now trade warfare. Every warning light is flashing red—and yet, meaningful reforms are nowhere in sight.

Carriers are folding. Brokers are struggling. Truckers are being laid off. Manufacturers are reducing production. The supply chain is weaker. Roads are less safe.

Allowing this crisis to fester punishes the honest, rewards the fraudulent, and jeopardizes an industry that is the backbone of our economy.

Why do compliant carriers keep losing while Driver Inc thrives under a parallel tax system—with the tacit blessing of regulators?

The time for timid action is over. Canada and the U.S. need strong leadership, clear rules, real enforcement, and public contracts that prioritize ethics—not just price.

If we fail to act, it won’t just be trucks left idle—it will be an entire sector stuck in reverse.

Read More : 

Federal Inaction Forces Massive Layoffs at Trans-West

Federal Inaction Forces Massive Layoffs at Trans-West

By
sophie
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Two Trans-West trucks parked at the company’s Lachine terminal, with the words “LAYOFFS – FEDERAL INACTION – DRIVER INC” overlaid on the image, highlighting the impact of a major crisis in the trucking industry.

Trans-West, a well-respected name in the trucking industry known for its commitment to safety, customer service, and professionalism, has announced a series of painful measures—including layoffs and pay cuts—in response to a growing crisis that continues to destabilize the transportation sector.

In a memo sent to employees, company leadership explained that despite every effort to avoid such actions, the situation has become unsustainable.

Since the end of the pandemic, Trans-West—like many other carriers—has faced what it describes as unfair competition from incorporated drivers, commonly known as “Driver Inc.” Often operating out of Ontario, these drivers bypass standard payroll deductions and social charges, allowing them to offer services at significantly lower costs than compliant companies. The result: clients increasingly choose the lowest bidder, forcing Trans-West to reduce its rates just to retain U.S.-bound contracts.

“The market is flooded with Driver Inc. They pay their drivers 60 cents net per mile, while we have to cover taxes, CNESST, employment insurance… We just can’t compete,” said the founder Réal Gagnon in the statement.

The crisis is further compounded by external factors such as tariffs, a looming recession, and the boycotting of U.S. agricultural products—particularly fresh fruits and vegetables. Altogether, these pressures have made this one of the most challenging seasons in the company’s 45-year history.

In response, Trans-West has announced a reduction of 25 trucks in its fleet by September 1st, layoffs among recently hired drivers, a wage cut for team drivers, and the elimination of certain bonuses. The company is also lowering management salaries and plans to sell surplus equipment in an effort to preserve financial stability.

Despite repeated outreach from major industry associations, Trans-West denounces the federal government’s complete silence. “The government hasn’t acted and continues to ignore all our requests,” the company states.

As a final note, the company encourages concerned employees to contact their federal MP directly to voice their concerns.

When Excellence Isn’t Enough
Trans-West trucks at their terminal in Lachine, QC.
Trans-West terminal, Lachine-QC

Trans-West is not just another carrier. Recognized across North America for its unwavering commitment to safety, operational excellence, and the well-being of its drivers, it stands as one of the most respected and human-focused companies in the trucking industry.

Its multiple accolades from the Truckload Carriers Association’s Fleet Safety Awards speak volumes: even in the most turbulent times, Trans-West upholds some of the industry’s highest safety standards. It is this consistency, transparency, and deep respect for drivers that make Trans-West a benchmark in the field—and that render the inaction of policymakers all the more unacceptable in the face of a crisis threatening a vital sector of our economy.

If even a company as well-structured, reputable, and forward-thinking as Trans-West is forced to make cuts, what hope is left for the rest?

Read More : 

Réal Gagnon Denounces the Unfairness of the Driver Inc Model and Calls for Trucking Industry Regulation

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