Canadian Trucking Alliance

10/21/2026

A driver can lose three hours waiting at a dock and still be expected to make the next appointment on time. ⏱️

Detention is one of the quietest drains on capacity in freight.

Those hours come off the clock whether the wheels are turning or not, so a long wait at the first stop eats into the driver's remaining hours and sometimes ends the day outright.

It also shapes who wants the work, because drivers paid by the mile earn nothing sitting in a yard.

Appointment windows that are actually honoured would put real capacity back into the network without adding a single truck.

📌 Learn more about the work CTA is doing on supply chain and infrastructure: https://cantruck.ca/advocacy/supply-chain/

10/20/2026

A new Class 1 licence should mean the same thing in every province, and it does not always. ⚠️

Mandatory entry-level training set a floor for what a driver has to learn before they are handed the keys.

The gap is in delivery. Hours logged are not the same as skills demonstrated, and two graduates with identical paperwork can arrive at a carrier with very different abilities behind the wheel.

Carriers absorb that difference.

Consistent standards and real oversight of training providers protect the new driver first, and everyone sharing the highway with them after that.

📌 Discover the work CTA is doing on safety and compliance: https://cantruck.ca/advocacy/safety-and-compliance/

10/19/2026

A loaded tractor trailer at highway speed needs roughly the length of a football field to come to a full stop. 🚚

Most of the cars around it are working with a much shorter number.

They move into the gap ahead of the truck, which is the gap the driver was holding to stop safely, then sit alongside the trailer where the mirrors stop working.

If you cannot see the driver's face in their mirror, assume they cannot see you.

A truck swinging wide to the left before a right turn needs that room to clear the corner, so the space on its right is not an opening.

📌 See the work CTA is doing on road safety and compliance: https://cantruck.ca/advocacy/safety-and-compliance/

10/09/2026

EDITORIAL: The Overlooked Casualty of the Fuel Price Crisis: How Economic Pressure Undermines Safety

While the broader macroeconomic consequences are well documented, a more immediate crisis is unfolding on Canada’s highways. The extreme financial pressure facing the trucking sector is no longer just a commercial concern; it is increasingly translating into a direct and quantifiable threat to public safety.

EDITORIAL: The Overlooked Casualty of the Fuel Price Crisis: How Economic Pressure Undermines SafetyBusiness Conditions, Editorials, News Releases, Operations & Safety October 9, 2026 By Stephen Laskowski: The Canadian trucking industry is accustomed to navigating volatile global energy markets. Sin...

10/07/2026

CTA Proposes Collaborative National Framework for Dash-Cam Standards https://cantruck.ca/cta-proposes-collaborative-national-framework-for-dash-cam-standards/

09/29/2026

Decarbonizing a delivery van and decarbonizing a long-haul truck are not the same project, but policy often treats them as one.

A van on a fixed urban route that sleeps at a depot every night is solvable today.

A truck running a 1,000 km corridor isn't there yet.

Battery weight comes out of payload, so the same freight needs more trucks, and the charging capacity along those corridors doesn't exist.

Meanwhile, the reductions available right now go underused: faster fleet renewal, aerodynamics, low-rolling-resistance tires, idle reduction and driver training.

Targets should follow what the equipment and the grid can deliver, so the reductions show up on the highway and not just on paper.

📌 Learn more: https://cantruck.ca/advocacy/sustainability/

09/24/2026

The safest, cleanest truck on the road is usually the newest one, but tax policy decides how many of them Canada gets.

A new tractor brings the current emissions package, the current braking and collision-avoidance systems, and a cab a driver can work in for a decade.

Canadian carriers write that investment off slower than their U.S. competitors, which stretches replacement cycles and keeps older equipment working longer than anyone would choose.

Every emissions target and safety gain that depends on new technology depends on how fast fleets turn over.

CTA's ask is permanent full expensing, so Canadian fleets renew on the same footing as the carriers they compete against.

📌 Learn more: https://cantruck.ca/advocacy/taxation-and-fiscal-policy/

09/17/2026

A driver at the end of their legal hours has to stop somewhere. Too often there’s nowhere to stop.

When rest capacity runs short along a corridor, drivers either burn their remaining hours hunting for a spot or park on a shoulder, which is worse for them and for everyone passing.

Hours-of-service rules assume safe places to stop exist, but whether they do was a highway planning decision made years earlier.

Corridors need rest capacity, truck-friendly interchanges and maintenance funding that keeps up with freight volumes.

📌 CTA keeps that in front of governments at every level. Learn more: https://cantruck.ca/advocacy/supply-chain/

09/16/2026

Replacing a driver costs more than keeping one, and it isn't close.

Trucking HR Canada projects up to 40,400 driver vacancies by 2030, and most of the conversation about that number is about recruiting.

The bigger bill is turnover: sourcing, orientation, training, insurance seasoning, and the weeks of lost productivity while a new hire learns your lanes and your customers.

What drivers leave over is predictable.

Home time they can plan around, dispatch that deals with them fairly, and equipment that isn't fighting them all day.

None of that requires winning a wage war.

The industry will need new people either way. It should stop losing the ones it has first.

📌 Learn more: https://cantruck.ca/advocacy/labour-resilience/

09/15/2026

An operator can fail a safety audit on Friday and be back on the road Monday under a different name.

Chameleon carriers reincorporate to shed a bad safety record, unpaid fines and audit history.

Oversight follows the operating name more closely than the people behind it, so compliant fleets end up bidding against an operator who carries no consequences.

Canada has the rules. Enforcement that follows the officers and directors rather than the letterhead is what makes them count, and that's where CTA spends its policy time.

📌 Learn more: https://cantruck.ca/advocacy/safety-and-compliance/