Safety Recalls Issued for Volvo and Freightliner Trucks

May 14, 2025

Volvo Trucks and Daimler Truck North America have recently issued safety recalls on Transport Canada’s website, affecting specific units in their respective fleets.

Volvo Trucks and Daimler Truck North America have recently issued safety recall notices on Transport Canada’s website, affecting specific units in their respective fleets.

These recalls aim to address defects that could compromise safety or regulatory compliance. Below is a summary of the affected models and the specific issues that led to the recalls.

VOLVO VN 2025

Transport Canada Recall # 2025-214
Manufacturer Recall Number RVXX2504

Issue:
On certain trucks, the turbo idler gear bracket fasteners may not have been tightened properly. As a result, the turbo could fail and cause the engine to stall. If this happens, there could be a loss of power to the wheels.

Safety Risk:
A loss of power to the wheels could increase the risk of a crash.

Corrective Actions:
Volvo will notify owners by mail and advise you to take your truck to a dealership to inspect and, if necessary, replace the turbo.

VOLVO VN 2023, 2024, 2025

Transport Canada Recall # 2025-175
Manufacturer Recall Number RVXX2503

Issue:
On certain vehicles, a software problem could cause the backlight for the hazard light switch not to work, or to turn off while driving. As a result, you may not be able to see the switch in low light conditions.

Safety Risk:
A hazard light switch that is difficult to see could increase the risk of a crash.

Corrective Actions:
Volvo Trucks will notify owners by mail and advise you to take your truck to a dealership to update the vehicle master control unit software.

FREIGHTLINER BUSINESS CLASS M2 2024, FREIGHTLINER CASCADIA 2024, 2025, 2026

Transport Canada Recall # 2025-040
Manufacturer Recall Number F1017

Issue:
On certain electric trucks, the electric vehicle power distribution module (EVDM) may not have been assembled properly. As a result, the connector could separate from the module. If this happens, there could be a loss of power to the wheels. Additionally, certain driver assist functions may not work.

Note: This recall only affects certain eCascadia and eM2 models.

Safety Risk:
A loss of power to the wheels could increase the risk of a crash.

Corrective Actions:
Daimler Truck North America (DTNA) will notify owners by mail and advise you to take your truck to a DTNA authorized service facility to inspect and, if necessary, reinforce or replace the electric vehicle power distribution module.

Volvo Trucks Recall on Nearly 20,000 Vehicles

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

sophie

May 14, 2025

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

Following Prime Minister Mark Carney’s first post-election press conference, during which he announced plans to cap the number of international students and temporary foreign workers, the Canadian Trucking Alliance (CTA) is calling for a more comprehensive reform of immigration policies.

The CTA insists that future federal decisions should not rely solely on numerical limits. According to the organization, more attention must be paid to how newcomers are integrated into the labor market, the industries in which they are employed, and, most importantly, the practices of the employers who hire them.

The Alliance warns of troubling trends observed in parts of the trucking sector, where labor laws and minimum standards are not always upheld—as evidenced by ongoing abuses under the so-called Driver Inc. scheme.

The CTA’s president reiterates that immigration remains a vital solution to Canada’s truck driver shortage. However, this solution must not come at the expense of workers’ rights. The organization reports that cases of abuse—and even forced labor—continue to surface in the industry, and that urgent action is needed to put a stop to them.

A Program for Recognized Employers?

To address these concerns, the CTA is urging the federal government to work with the trucking industry to establish a mandatory recognized employer program.

Such a program would match labor needs with trucking companies that follow employment laws and ethical standards. It would also help protect foreign workers from exploitation by certain immigration consultants, driving schools, and fleet owners who take advantage of loopholes in a flawed immigration system.

The Alliance also references recent investigative reports that have exposed cases of exploitation involving foreign workers in the transport industry. In their view, these reports reflect just the tip of the iceberg in a much broader issue—both in Canada and globally.

The CTA plans to intensify its advocacy with both the Canadian and U.S. governments to crack down on abusive practices across the trucking supply chain. The ultimate goal: to clean up the system, protect workers, and restore public trust in the industry.

The Quebec Association of Artisan Truckers (ANCAI) Plan Major Protest on May 14

Spring Truck Maintenance: A Seasonal Refresh for Heavy-Duty Trucks

sophie

May 14, 2025

Spring Truck Maintenance: A Seasonal Refresh for Heavy-Duty Trucks, with Shell Rotella!

Spring Truck Maintenance: A Seasonal Refresh for Heavy-Duty Trucks | As winter gives way to spring, now is the perfect time to inspect and maintain your truck to ensure it’s in top condition for the warmer months ahead. Harsh winter weather can take a toll on various components, so a thorough seasonal checkup can help prevent costly repairs and keep your truck running efficiently.

A good place to start is by giving your truck a complete wash, including the undercarriage, to remove dirt and road salt that can lead to corrosion. Pay special attention to your lights—corroded contacts are common after winter exposure, so check that all lights function properly.

Don’t overlook your windshield wiper blades, which can wear out quickly during winter. Replacing them with heavy-duty blades designed for trucks will help maintain visibility in spring showers. Also, inspect your tires for proper inflation and tread wear. Well-maintained tires not only extend tire life but also contribute to fuel efficiency.

On the steer axle, check for even tire wear across the tread. Uneven wear could indicate an alignment issue or a problem with the suspension that should be addressed promptly.

A clean air filter is essential for optimal engine performance and fuel economy, so inspect and replace it if necessary. Additionally, check all fluid levels and ensure they are at the proper levels. Carrying a spare fuel filter is a smart precaution in case a replacement is needed on the road.

Regular oil changes are key to keeping your engine in peak condition. Shell Rotella® offers a full range of synthetic and synthetic blend heavy-duty engine oils that protect both modern low-emission and older diesel engines. Shell ROTELLA® T5 10W-30 Synthetic Blend and Shell Rotella® T6 10W-30 Full Synthetic help improve fuel economy compared to 15W-40 engine oil. Both oils offer enhanced warm and cold-start performance.

Remember to clean debris from the radiator and air intakes to prevent overheating. Check your cooling system to ensure the proper concentration of coolant; maintaining the correct freeze point is crucial year-round. Consider switching to an extended-life coolant like Shell Rotella ELC NF which can help reduce maintenance needs and enhance cooling system performance.

Spring maintenance is essential for keeping your truck operating at its best. By taking the time to inspect and service key components, you’ll help ensure smooth, trouble-free driving.

Check this out on the Shell Rotella website.

Understanding Engine Oils: Synthetic vs. Conventional

Trucking: New Report Challenges Driver Shortage Narrative, Traces Root Cause to 1980s Deregulation

sophie

May 13, 2025

Trucking on an open highway, symbolizing long-haul transport and the challenges discussed in the OOIDA Foundation’s report.

For decades, the trucking industry has claimed to be facing a persistent driver shortage. However, a new report by the OOIDA Foundation—the research arm of the Owner-Operator Independent Drivers Association—argues that this narrative doesn’t hold up under scrutiny.

Released on April 24, 2025, the report titled The Churn traces the high turnover rate in long-haul trucking back to the deregulation of the U.S. trucking industry in the 1980s. At the time, the opening of the market led to a surge in new carriers, intensifying competition. As a result, companies lost the ability to offer meaningful wage increases without jeopardizing their profitability.

According to the OOIDA Foundation, this created an environment where high driver turnover became a standard business model. In their view, the issue is not a labor shortage, but a structural problem deeply rooted in the industry’s economic framework.

The report also takes aim at current policies, including government subsidies for driver training programs, which it says only address the symptoms of the problem. It further criticizes the longstanding exemption from overtime pay regulations, which allows companies to require up to 70-hour workweeks without additional compensation. These conditions result in wages that are lower than those in comparable industries, fueling dissatisfaction and resignations.

Another major driver of turnover is the widespread use of lease-to-own truck programs. Promoted as a path to ownership, these agreements often fall short of delivering what they promise. Many drivers, drawn by the dream of becoming independent business owners, quickly discover that life as an owner-operator can be just as unstable—especially in a market dominated by large carriers with more secure contracts.

The data cited in the report shows that there are roughly three newly licensed commercial drivers for every available long-haul trucking position. Despite this surplus of labor, working conditions have not improved, which, according to the OOIDA, proves the issue lies not in the number of drivers, but in the nature of the work itself. Many drivers choose to leave the industry altogether rather than cycle endlessly from one employer to another without meaningful improvement.

Interestingly, smaller fleets report better retention rates, but often rely on the churn created by larger carriers to recruit experienced drivers. A broad shift in human resource practices could therefore disrupt this perverse cycle, where questionable recruitment practices at the top indirectly feed the rest of the industry.

In conclusion, the OOIDA is calling for deep structural reform. The organization urges a review of current regulations, an end to the turnover-based business model, and a renewed focus on valuing experience. According to the report, only by addressing these root issues can truck driving once again become a stable, respected, and appealing career choice.

While the report primarily focuses on the long-haul segment, where turnover is especially high, many of its findings apply to the broader trucking industry. Issues such as unpaid hours, harsh working conditions, and questionable hiring practices go well beyond long-haul operations.

Read More :

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

Splatsin First Nation Blocks Major B.C. Bridge Project on Hwy 1 Over Exclusion Concerns

sophie

May 13, 2025

Dump trucks from the Splatsin First Nation Development Corporation block the R.W. Bruhn Bridge construction site in Sicamous, B.C., as part of a protest over exclusion from the project.

A conflict has erupted in British Columbia’s Interior as the Splatsin First Nation halted construction on the R.W. Bruhn Bridge replacement project in Sicamous, on Hwy 1.

The community alleges that its workers and businesses have been excluded from meaningful involvement in the $224-million government-funded initiative. On Monday morning, four dump trucks from the Splatsin Development Corporation (SDC) were positioned at both ends of the bridge, bringing construction to a stop.

The protest targets the joint venture responsible for the project—Aecon-Emil Anderson Construction General Partnership (AEGP). Splatsin leaders argue that while the initiative was initially presented as a multi-year opportunity for Indigenous collaboration, only a fraction of that promise has materialized. SDC representatives claim that despite operating within Secwépemc traditional territory, their involvement was reduced to just a few months of substantive work.

Among the grievances raised are the sudden removal of SDC trucks despite an alleged 50/50 partnership in trucking services, the exclusion of Indigenous-run emergency medical services from the site, and erratic scheduling that has contributed to job insecurity. Reports also suggest that Indigenous workers were sometimes dismissed without explanation, and procurement agreements that would have benefited local Indigenous fuel suppliers were reportedly ignored or replaced.

In response, the Ministry of Transportation acknowledged the situation and expressed a desire to work with all parties to find a resolution. A detour route has been established to allow traffic to continue despite the blockade. The province maintains it is monitoring the issue closely and reaffirmed its recognition of Splatsin’s cultural and territorial connection to the project site.

Splatsin leaders view this situation as symptomatic of a broader pattern, where infrastructure contractors across B.C. bypass commitments under Indigenous inclusion frameworks. The Neskonlith Indian Band, another Secwépemc community, has voiced support for Splatsin, citing similar frustrations with the provincial implementation of the B.C. Infrastructure Benefits (BCIB) model.

The Trans-Canada Highway in Sicamous remains blocked at the bridge construction site as of Tuesday. The British Columbia Ministry of Transportation has confirmed that the bridge will remain closed to general traffic until further notice. A detour route is available via Highways 97A and 97B.

The call now is for the government to enforce its Indigenous Opportunities Implementation Plan and ensure that reconciliation is reflected not just in words, but in action.

Truck Driver Training: Alberta Replaces MELT with the Learning Pathway

The Quebec Association of Artisan Truckers (ANCAI) Plan Major Protest on May 14

sophie

May 13, 2025

Over 5,200 Quebec artisan truckers, represented by ANCAI, are preparing to protest in Quebec City on May 14, 2025, denouncing government inaction on bulk transport regulation, corruption, and threats to regional carriers.

Photo: Gaétan Légaré of ANCAI and Premier François Legault

Quebec’s artisan truckers, represented by the Quebec Association of Artisan Truckers Inc. (ANCAI), are preparing a large-scale protest in response to what they describe as the government’s persistent failure to enforce its own regulations—allowing conditions that fuel collusion, corruption, tax evasion, false billing, and environmental non-compliance in public bulk transportation projects.

During public hearings on Bill 62, several experts—including Yves Trudel (President of the Public Procurement Authority), Caroline Rivard (Deputy Auditor General of Quebec), and Martine Valois (a leading authority on public procurement law)—warned that the government’s current approach could revive the same conditions that led to systemic corruption uncovered by the Charbonneau Commission. This risk is especially acute in collaborative or public-private partnership (PPP) projects.

The Commission had clearly shown that bulk trucking, when not properly regulated in public markets, provides fertile ground for money laundering and fraudulent invoicing. Despite this, for-profit brokerage firms—explicitly criticized by the Commission—continue to operate in public procurement, now with apparent government approval.

Since 2012, the Ministry of Transport has allowed contractors to use any transportation company to supplement their own fleets. This has had two major consequences: a loss of local economic benefits when public investments are made in a region, and increased risk of integrity issues in bulk transport spending.

Local artisan truckers, who often respond first in emergencies such as floods and storms, now see external carriers taking over public contracts in their own communities—on projects they’ve waited decades for.

Recent media reports have also revealed that over 600 Quebec companies, including many in the transport sector, are linked to Mexican cartels and are allegedly used for money laundering operations.

ANCAI has made repeated submissions to the Ministry of Transport, the Treasury Board, and the Minister of Infrastructure, urging changes to ensure that only non-profit brokerages accredited by the Quebec Transport Commission (CTQ) are authorized to handle bulk trucking brokerage in public markets. This was also the Ministry’s stated position in a 2013 trucking bulletin.

Despite these warnings, the government continues to open public procurement to unregulated for-profit brokers. The SQI (Société québécoise des infrastructures) has unilaterally removed a long-standing clause from its tenders and contracts that had, for the past 15 years, ensured a minimum share of work for regional truckers. This directly contradicts Premier François Legault’s own 2019 statement:

“I believe we should always prioritize hiring people who live in the region. Nobody likes fly-in fly-out. We’re better off using people who are there permanently.”

ANCAI is now calling on Premier Legault to personally intervene. The association asserts that the solution is simple: the government must enforce its existing regulations on bulk trucking brokerage by requiring contractors to work exclusively with accredited non-profit organizations. These organizations are bound by fiduciary trust account rules that ensure full financial traceability—eliminating the risk of corruption, under-the-table payments, and fraudulent billing.

Importantly, ANCAI emphasizes that its proposed changes would not increase government spending. Truckers themselves cover the administrative costs of compliance under this model.

Frustrated by repeated government inaction despite numerous warnings, ANCAI’s board of directors has decided to escalate publicly.

During the organization’s annual congress in Saguenay from May 8–10, 2025, final plans will be set for a mass protest on May 14, with over 5,200 truckers expected to take to Quebec’s roads and gather at the National Assembly in Quebec City.

For ANCAI members, this protest is not only about protecting their economic survival—it is a call to uphold the integrity of public institutions and restore fairness to Quebec’s infrastructure procurement system.

What ANCAI Artisan Truckers Are Demanding :

For several years, ANCAI members have been calling for a comprehensive reform of Quebec’s bulk transportation system. Their key demands include:

Restricting bulk brokerage to non-profit organizations accredited by the Quebec Transport Commission, including in collaborative and public-private partnership (PPP) projects, to prevent circumvention of the rules;
Reintroducing clauses in public tenders—especially those managed by the Société québécoise des infrastructures (SQI)—that prioritize the hiring of regional truckers;
Strengthening oversight of public project managers by enforcing the recommendations issued by the Auditor General of Quebec and the Public Procurement Authority;
Combating tax evasion and illegal practices by requiring that all transport providers follow the same compliance standards;
Protecting the integrity of public markets by ensuring that bulk transport remains a transparent, fair, and regionally anchored sector;
Officially recognizing the role of artisan truckers in emergency response situations—such as floods or snowstorms—by integrating them into government response plans and acknowledging their critical contributions;
Addressing the economic imbalance between large private firms and artisan truckers, in order to protect small regional businesses and maintain fair competition in the bulk transport industry.

Read More :

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

Bill Introduced in U.S. Senate to Block Mandatory Speed Limiters on Heavy Trucks

sophie

May 13, 2025

On May 8, 2025, Senator Steve Daines (Republican – Montana) introduced a new version of the Deregulating Restrictions on Interstate Vehicles and Eighteen-Wheelers Act (DRIVE Act) in the U.S. Senate, targeting the potential federal mandate requiring speed limiters on heavy-duty trucks operating across state lines.

The bill follows a similar proposal introduced in the House of Representatives in April by Representative Josh Brecheen (Republican – Oklahoma).

The DRIVE Act was originally introduced in Congress in 2023 but failed to pass before the end of the legislative session. As a result, it had to be reintroduced in 2025 to restart the legislative process. The text of the bill clearly states that the Federal Motor Carrier Safety Administration (FMCSA) would be prohibited from issuing any regulation requiring commercial vehicles to be equipped with speed-limiting devices. This initiative comes as the FMCSA is reportedly preparing to release a rule in May 2025 that would mandate such devices on heavy trucks.

Several industry and agricultural organizations, including the Owner-Operator Independent Drivers Association (OOIDA), the National Association of Small Trucking Companies (NASTC), the American Farm Bureau Federation, and the National Cattlemen’s Beef Association, have voiced their support for the bill. These groups argue that enforcing a uniform speed limit for trucks could lead to more dangerous road conditions by creating greater speed differentials between vehicles.

They further point out that most truck-involved crashes occur in areas where the speed limit is below 55 mph (88 km/h), which undermines the relevance of a federal speed limiter mandate. “Maintaining the flow of traffic as defined by state law is essential to safety—unlike a one-size-fits-all speed cap imposed by a bureaucrat in Washington,” said Representative Brecheen. He illustrated this with the example of a rancher hauling cattle across state lines who, under such a rule, would be required to use a speed limiter if the vehicle exceeds 26,000 lbs. “Out-of-touch bureaucrats are trying to impose absurd regulations on Americans simply trying to make a living,” he added.

The FMCSA has considered the Canadian experience—particularly from Ontario and Quebec—while deliberating on speed limiter regulations. Canadian studies have shown that such devices can improve road safety, reduce fuel consumption, and lower greenhouse gas emissions. However, the FMCSA has also acknowledged some of the challenges observed in Canada, such as speed disparities between trucks and passenger vehicles that can increase the risk of collisions in congested areas.

The Canadian Perspective

While the U.S. debate continues, several Canadian provinces have already implemented mandatory speed limiter rules. Ontario was the first, requiring speed limiters set at 105 km/h (65 mph) for heavy trucks as of 2009, followed by Quebec and British Columbia.

Over time, enforcement in Ontario has become more flexible. In 2019, the province discontinued the use of the EzTrac device for verifying compliance due to compatibility issues with newer engines. Since then, enforcement has relied on a presumption of non-compliance for trucks exceeding 115 km/h (71 mph). This change has led to a dramatic drop in violations—from 1,173 in 2010 to just 36 in 2021.

Despite the lighter enforcement, Ontario authorities report a 34% reduction in fatal collisions involving heavy trucks since the regulation came into effect. A study by Transport Canada, which included data from Ontario’s Queen Elizabeth Way (QEW), found a 16% safety improvement on highway segments with smooth traffic flow thanks to speed limiters. However, in high-traffic areas, the safety benefits were reduced or nonexistent due to frequent passing and speed variation between vehicles.

While Canada’s experience has provided valuable insights, the FMCSA continues to analyze its applicability in the U.S. context before finalizing any mandatory speed limiter rule for commercial trucks.

Trucking Industry: The Worst Changes According to Truck Drivers

This article was translated from French using a translation tool; errors may have occurred.

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

sophie

May 12, 2025

Alexandra Poulin accident scene, 26, who died after her car was hit by an overloaded truck in Vallée-Jonction. The tragedy sparked calls for greater road safety, still unanswered five months later

On December 28, the family of Alexandra Poulin, along with citizens and members of the trucking community, gathered in Vallée-Jonction to denounce the dangers of Route 112 and the systemic failures they believe led to a preventable tragedy.

Alexandra, 26, lost her life when her vehicle was crushed by an overturned heavy truck on a slope where vehicles over 15 tonnes were prohibited. The truck was overloaded. Five months later, the pain remains, but it’s the government’s inaction that fuels the growing frustration of her mother, Nathalie Poulin.

In an interview with Noovo Info, Ms. Poulin stated that she received only a single phone call from the provincial Minister of Transport and Sustainable Mobility Geneviève Guilbault in December and a follow-up email in April. That message highlighted improved road safety statistics over the past 30 years and noted that the pandemic had helped people “recognize the importance of trucking.” For many, including the Poulin family, such justification missed the point entirely. Where was the Ministry before the pandemic?

Truck Stop Canada was present during the recording of this interview at the Truck On – Le Podcast studio in Beauce. Like many, we were struck by how a tragedy of this magnitude was seemingly brushed aside with generic comments about the value of transportation.

Some of the statements in the email deeply upset Ms. Poulin, and rightfully so.

“No one is held accountable. The company that hired this driver faces no consequences. It’s as if public safety is a hot potato no one wants to handle,” she said.

Since the accident, a single stop sign has been added at the bottom of the Vallée-Jonction hill. Ms. Poulin acknowledges the gesture, but it falls short of the meaningful measures needed to prevent further tragedies. The Sûreté du Québec investigation remains ongoing.

Another warning ignored?

During the night of April 29 to 30, another heavy truck veered off the road in Beauceville, near the intersection of Route du Golf and Route Président-Kennedy. The vehicle landed more than 200 feet off the road, narrowly missing a bike path. Fortunately, no one was injured. Still, this incident, occurring just months after Alexandra’s death, further underscores the urgent need for action.

The Ministry of Transport and Sustainable Mobility has promised a reform: implementing a minimum 125-hour training requirement to obtain a Class 1 driver’s license. But many consider this measure far from adequate—especially for foreign drivers with no winter driving experience.

Let’s be clear: the issue is not about a driver’s origin. It’s about lax practices, poorly maintained vehicles, licenses issued too easily, and the reckless hiring of unqualified candidates. It’s also about the dangerous tolerance for those who bypass the rules. Regardless of who is behind the wheel, every life has equal value.

Standing up for safety is not an attack on truckers or the transport industry. It’s a refusal to normalize negligence. And clearly, that message still hasn’t resonated with those responsible for legislation. That is what we take away from the Ministry’s response to Ms. Poulin.

After Alexandra Poulin’s death, outrage is not enough

Alexandra Poulin was not a statistic. She was a vibrant, ambitious young woman, deeply loved. Her death should be a wake-up call. Her name must become a symbol of the change we are still waiting for.

The transport industry needs rigour, not shortcuts. We need frequent inspections, serious oversight of driving schools, a strong presence of enforcement officers, and zero tolerance for companies that put profit before safety—regardless of their name or who they employ.

Words are not enough. Concrete actions must follow. One simple preventive step would be to install cameras at brake check areas. In a digital age, there is no valid excuse not to.

These cameras would identify drivers who skip this crucial safety check. More than a fine, every infraction should trigger a follow-up inspection within the company. A government inspector could then assess vehicle conditions and ensure the carrier truly prioritizes safety. Tough, consistent enforcement might finally bring change.

Every preventable tragedy is a collective failure. When licenses are handed out too easily, signs go ignored, or inspectors lack resources, lives are put at risk. And in the end, it’s families like Nathalie Poulin’s who suffer the consequences.

Alexandra’s name must live on—not to reopen wounds, but to remind us that urgent change is needed. She deserves more than words. The entire industry—authorities, unions, drivers, and citizens—must unite. This isn’t about taking sides. It’s about a basic truth: no life should ever be unjustly lost.

Tragedy in Vallée-Jonction: Young Woman Killed in a Crash Involving a Truck

ISAAC Now Certified by the U.S. Department of Defense

sophie

May 12, 2025

Jacques DeLarochelliere, CEO of ISAAC, with team member Sam Sussenguth, ISAAC’s Chief Sales and Marketing Officer, announcing DoD certification

ISAAC Instruments has reached a significant milestone: its telematics platform with satellite communication has been officially certified by the United States Department of Defense (DoD) for use in transporting sensitive military freight.

This certification places ISAAC among a select group of technology providers capable of meeting the stringent requirements of the Defense Transportation Tracking System (DTTS) program.

Granted in mid-April, the certification confirms that ISAAC has met rigorous criteria, including HERO (Hazards of Electromagnetic Radiation to Ordnance) certification, ensuring the equipment does not interfere with sensitive munitions. Extensive testing was conducted to verify the platform’s robustness and reliability.

“ISAAC is honored to achieve this certification and considers it a tremendous privilege to be a trusted technology partner by the U.S. Department of Defense,” said Jacques DeLarochelliere, ISAAC’s CEO and co-founder. “Our team strives every day to help simplify trucking and develop innovative ways to make highways safer.”

More than just an ELD (Electronic Logging Device), ISAAC offers an all-in-one solution that includes a tablet, software, camera, charging dock, and integration tools. Its real-time in-cab assistant, ISAAC Coach, supports drivers in adopting safer and more fuel-efficient driving habits while reducing unnecessary clicks during daily operations.

The DTTS program is reserved for a limited number of carriers authorized to move sensitive or hazardous materials such as weapons, ammunition, and explosives. This closed monitoring system is overseen by the Military Surface Deployment and Distribution Command (SDDC), which ensures continuous tracking and rapid response in emergencies.

Two DTTS-authorized fleets conducted pilot projects with ISAAC to validate the platform’s performance in this highly critical context. These trials played a key role in the success of ISAAC’s certification application.

“It takes tremendous sophistication for motor carriers and technology providers to serve the U.S. military and move these critical shipments,” said Sam Sussenguth, Chief Sales and Marketing Officer at ISAAC. “At ISAAC, we know every shipment is critical for our clients. The ability to obtain DTTS certification highlights the expertise and reliability that ISAAC can offer trucking fleets, regardless of what they are hauling.”

This recognition from the U.S. Department of Defense highlights Canada et Quebec’s technological expertise and reinforces ISAAC Instruments’ growing presence across North America.

Visit ISAAC Instruments.

Reliable, Durable ISAAC Hardware Helps Trucking Fleets Reach New Heights

Truck Driver Training: Alberta Replaces MELT with the Learning Pathway

Truck Stop Canada

Apr 30, 2025

Alberta has replaced the MELT program with the Learning Pathway, a new approach to obtaining a commercial truck driver’s licence.

As of April 1, 2025, Alberta has replaced the MELT program (Mandatory Entry-Level Training) with the Learning Pathway—a new approach to obtaining a Class 1 commercial driver’s licence and becoming a professional truck driver.

Originally introduced in the aftermath of the Humboldt Broncos tragedy, MELT aimed to improve road safety. However, it did not deliver the expected reduction in insurance claims. In response, the Alberta government consulted stakeholders across the transportation industry to design a model that better reflects real-world trucking conditions.

The new program is open to anyone seeking to become a commercial truck driver and offers a more flexible training process tailored to each candidate’s experience and needs.

The Learning Pathway includes several components:

Introductory Training: 40 hours of online instruction to cover basic knowledge;
Core Practical Training: 60 hours of in-cab and yard-based training;
Air Brake Endorsement: 8 hours, if the candidate does not already hold this qualification;
Skills Development Module: 17 to 25 hours of targeted training based on a road test assessment.

Depending on the candidate’s background and skill level, the total program can require up to 133 hours of instruction.

In addition, since last year, a specific exemption allows farmers and their immediate family members to obtain a restricted Class 1 licence for farm-related use without completing the full training program. They must still pass all required knowledge and road tests, along with medical and vision assessments. This restricted licence is not for driving tractors in fields, but for operating heavy trucks on public roads for agricultural purposes only. It is valid solely within this limited context.

To support these initiatives, Alberta is investing $54 million over three years in training, recruitment, and driver retention grants. These efforts aim to improve road safety, address the ongoing truck driver shortage, and provide practical support to farm families.

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

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Volvo Trucks and Daimler Truck North America have recently issued safety recall notices on Transport Canada’s website, affecting specific units in their respective fleets.

These recalls aim to address defects that could compromise safety or regulatory compliance. Below is a summary of the affected models and the specific issues that led to the recalls.

VOLVO VN 2025

VOLVO VN 2023, 2024, 2025

FREIGHTLINER BUSINESS CLASS M2 2024, FREIGHTLINER CASCADIA 2024, 2025, 2026

Following Prime Minister Mark Carney’s first post-election press conference, during which he announced plans to cap the number of international students and temporary foreign workers, the Canadian Trucking Alliance (CTA) is calling for a more comprehensive reform of immigration policies.

A Program for Recognized Employers?

For decades, the trucking industry has claimed to be facing a persistent driver shortage. However, a new report by the OOIDA Foundation—the research arm of the Owner-Operator Independent Drivers Association—argues that this narrative doesn’t hold up under scrutiny.

A conflict has erupted in British Columbia’s Interior as the Splatsin First Nation halted construction on the R.W. Bruhn Bridge replacement project in Sicamous, on Hwy 1.

What ANCAI Artisan Truckers Are Demanding :

The bill follows a similar proposal introduced in the House of Representatives in April by Representative Josh Brecheen (Republican – Oklahoma).

The Canadian Perspective

On December 28, the family of Alexandra Poulin, along with citizens and members of the trucking community, gathered in Vallée-Jonction to denounce the dangers of Route 112 and the systemic failures they believe led to a preventable tragedy.

Another warning ignored?

After Alexandra Poulin’s death, outrage is not enough

ISAAC Instruments has reached a significant milestone: its telematics platform with satellite communication has been officially certified by the United States Department of Defense (DoD) for use in transporting sensitive military freight.

This certification places ISAAC among a select group of technology providers capable of meeting the stringent requirements of the Defense Transportation Tracking System (DTTS) program.

As of April 1, 2025, Alberta has replaced the MELT program (Mandatory Entry-Level Training) with the Learning Pathway—a new approach to obtaining a Class 1 commercial driver’s licence and becoming a professional truck driver.

The Learning Pathway includes several components:

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