Desi Trucking - July August 2026 (National Edition)

MADE FOR WHERE YOU’RE HEADED.

When the haul is long, every drop of fuel counts. Pioneerʼs enhanced aerodynamics and powertrain deliver up to 11% better fuel economy, engineered to go the distance without compromise.

When regional routes get tight, precision matters. Anthemʼs redesigned frontal profile and reduced bumper-to-cab dimensions keep you in control through every turn, every block, and every delivery.

EXPLORE HIGHWAY

PERFECTED FOR THE ROAD AHEAD.

The pinnacle of Kenworth’s engineering: the T680, a masterpiece of aerodynamics designed for long-haul efficiency. This tractor combines a high-perfomance PACCAR powertrain with durable, easy-to-maintain components for unparalleled uptime. Enhanced with cutting-edge technology, it offers a driving experience that’s both intuitive and safe, reducing driver fatigue. The cabin, akin to the luxury found in top-tier automobiles, elevates comfort to new heights. Welcome to the next level of trucking with the Kenworth T680.

MOVING FORWARD TOGETHER: SUMMER, UNITY, AND THE ROAD AHEAD

As the summer sun hits the highways across the country, the trucking industry enters its busiest, most demanding season. While clear skies and dry roads offer a welcome break from winter’s unpredictability, summer brings its own unique set of hazards. Construction zones are in full swing, traffic volumes swell with holiday travelers, and high temperatures place intense physical stress on both our drivers and their equipment. Staying vigilant, monitoring tire pressures, and ensuring proper rest aren’t just safety tips; they are the baseline for protecting our drivers and keeping Canada's supply chain moving smoothly.

That spirit of resilience and shared responsibility was on full display last month at the APNA Truck Show. Seeing our vibrant community gather under one roof was a powerful reminder of what makes this industry special. It wasn’t just an exhibition of spectacular trucks and cutting-edge logistics technology; it was a showcase of unity. Fleets, owner-operators, and industry

suppliers came together to share ideas, address shared challenges, and celebrate the diverse workforce that drives Western Canada's economy forward.

Looking ahead to the rest of the year, the landscape is shaping up to be one of both transition and adaptation. While freight markets navigate shifting economic cycles, our focus will increasingly turn toward integrating smart safety technologies, addressing regulatory updates, and optimizing fleet efficiency. The road through autumn and winter will undoubtedly bring new challenges, but the collaborative energy we felt at the show proves we are ready to meet them head-on.

None of this would be possible without you. We want to extend a heartfelt thank you to our readers, drivers, and partners for your unwavering support of Desi Trucking Magazine. Thank you for keeping us a part of your journey and stay safe out there on the road.

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Editor-In-Chief

Advertising & Sales Jag Dhatt

Art Director Ranjit Singh (Orangebox Media)

IT Manager Ranjit Singh Bhamra

Cover Design Ranj Bhamra

Cover Photo Credit Anadolu Agency / Contributor

Contributing Writers Jag Dhatt; Michael Howe; Pash Brar; Ray Gompf; Jimmy Gill; Staff Reporters

Translator

Tirath S. Khabra; Jesse Khabra

Cell: 604-767-4433 E: jag@jgkmedia.ca

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G.

TRUCKERS MAKE GOOD MONEY – REALITY OR MYTH?

There was a point in history when truckers made a decent living and not all that’s long ago. Deregulation didn’t help maintain those decent wages, but it was a slower pace of decline than since 2011.

Once upon a time, truck drivers weren’t paid by the mile but by the hour because carriers knew exactly how many hours each driver worked but then the classification “owner

operator” was created and a whole different “by the mile” became the norm for both owner operator contractors and company drivers alike. Hourly wages became a lost consideration for all but a few classifications.

By the mile often produced income below the provincial minimum wage. Back in 1996 I produced a spread sheet to determine my real costs per mile,

and it was near $2.37 cents then. Yet, the average owner operator compensation was often under $1.00 per mile and far too often owner operators couldn’t take their own wages.

I personally recognized that my rate, in the $1.20 range, just wasn’t cutting it, so I got my own insurance coverage, and worked with load brokers I knew and trusted. I refused to take loads under an amount

that wasn’t producing enough revenue to pay for every item on my spreadsheet including my wages.

I was also running produce out of Florida then and rates then were pretty good. Tomatoes and watermelon paid well to the Toronto or Montreal markets so I’d find a load that would cover return fuel plus a bit to Florida and the return load to Canada paid insurance, truck payment, my wages well above minimum wage, tires, maintenance and assorted items. Communication costs were covered back then in those rates. It was a spreadsheet item most guys forgot was costing them a lot.

Today, with fuel prices triple from the early 2,000 years, rates out of the produce belts, like Florida, are now less than half of what they were back then. Basically, those carriers that did well, started to stop eating losses and smaller carriers operating on the concept of “if the wheels are turning you can keep it in the black”. Frankly they can only keep it in the black by watching every penny of cost and simply stop maintaining

equipment. Cutting wages. Run tires to bald praying they aren’t called in for any kind of inspection. Then the hiring of illtrained operators, all to cut costs.

Truly, those that cut too much muscle can only sustain until something goes haywire. Wages are a calculable number for which budgeting will sustain. Maintenance and repairs also is quite calculable and must be sustained by an adequate budget.

Flat out though, if the rate isn’t there the budgets get cut. If the budgets get cut, then the stability of the operation slips into the questionable category.

He who does not operate on a strict budget, knowing fully what his numbers are, all of them, is destined for an appointment with an insolvency trustee. He who takes under-priced freight ever, is deluding himself. Freight moved must pay enough for at the very least one penny of profit per mile, or it should sit on the shipper’s dock, forever if need be.

Frankly, it doesn’t matter whether you’re a one truck operation or a thousand truck operation, no one can move freight below cost for very long. He who works for a carrier who consistently uses cheap freight to keep the wheels turning should start to look for another carrier for which to work, who doesn’t.

There is good freight out there that pays very well. As a small business owner operator trucker, you don’t have the time or energy to find it so you may have to rely on load brokers. Like any competitive business there are good load brokers who understand their necessary position in the supply chain and then there are those load brokers who want to cover their entire costs with a single load. It’s a trial-and-error thing, but keep immaculate records of who you call, the result of that experience. If you find people using your equipment to finance their lavish lifestyle, find another that understands without you performing well, they are merely another link in the supply chain.

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U.S. - IRAN DEAL REOPENS CRITICAL SHIPPING LANES: RELIEF FOR NORTH AMERICAN TRUCKING

Amajor diplomatic breakthrough on the global stage is poised to deliver significant financial relief directly to the wallets of North American truck drivers and independent owner-operators. Following an interim agreement between the United States and Iran, a 60-day ceasefire has led to the lifting of the U.S. naval blockade, officially reopening the Strait of Hormuz. As the world’s most critical maritime chokepoint for petroleum transit reopened, energy markets reacted instantly. Brent crude plunged past the $100 threshold to settle around $77 a barrel, while West Texas Intermediate futures dipped past $74. With millions of barrels of previously gridlocked oil now cleared for international waters, the massive geopolitical risk premium driving up fuel prices for the last four months is finally deflating.

For commercial drivers pulling up to the pumps today, the financial impact will not be immediate, as retail diesel prices historically lag behind raw crude market drops. Industry experts project that this sharp decline in oil will take two to three weeks to fully materialize at truck stops across Canada and the United States. Once that lag time clears, drivers can expect a steady downward adjustment in per-gallon and per-liter pricing, providing a much-needed reprieve from the brutal operating overhead that has squeezed the transportation sector since late winter.

of the trucking community in distinct ways, heavily influencing the bottom line of company drivers and independent operators alike. For company drivers, who do not pay for fuel out of pocket, the market shift offers crucial job stability. Lower fuel volatility means fleets are not forced to aggressively cut variable expenses elsewhere, which helps protect driver performance bonuses, keeps equipment

rapid drop in base diesel costs means significantly less capital is tied up in filling tanks, which immediately frees up vital cash flow and improves net margins per mile for those who own and run their own equipment.

For leased owner-operators, navigating the mechanics of the fuel surcharge will be critical in the coming weeks. Because fuel surcharges are pegged to weekly national averages and calculated on trailing data, they act as a double-edged sword. As pump prices drop, surcharge revenue will eventually adjust downward as well. However, due to the natural lag time in these calculations, operators will likely experience a brief, profitable window where their actual outof-pocket fuel costs drop faster than their surcharge revenue declines, offering a temporary boost to net earnings.

maintenance schedules on track, and ensures consistent mileage as freight demand steadies.

This shifting energy landscape will impact different segments

The biggest winners in this scenario, however, are the independent owner-operators. Because fuel represents an owner-operator's single largest variable expense, recent market volatility severely compressed take-home pay, particularly when out-of-pocket pump prices rose faster than standard fuel surcharges could adjust. A

Beyond immediate pump relief, the deal injects desperate predictability back into the broader North American supply chain. More stable oil prices mean manufacturers and retailers can confidently lock in long-term shipping agreements instead of relying on a volatile spot market. This translates to more consistent lane availability and predictable freight volumes for carriers. While industry analysts urge cautious optimism given the temporary 60-day timeline of the framework, the reopening of these shipping lanes gives North American truckers a prime opportunity to rebuild the profit margins that the recent energy squeeze took away.

DID YOUR DAUGHTER NEED AN EXPENSIVE CAR?

Igot a call from a long-time client wanting to replace his existing truck. He said he was getting pulled into the scales a lot and needed a different truck. I received all his documentation and then when I saw his credit I was shocked. There was so much debt, with credit cards and a line of credit. But one debt stood out to me. It was a car loan for $100,000. I called the client and asked what the car was. He said it was for his daughter, who was only a few years out of high school. The girl had tried to get a car loan, but was declined, so dad got the loan. Does a girl this age really need an expensive car?

As I told the client, I never had a $100k car, so why does a girl in her early 20’s need one? He said his daughter insisted on getting the car. She was making the payments, while dad carried it on his debt load. The payment was $1400! First, that’s a lot for a young person to pay, and I’m sure the insurance is a few hundred a month as well. The girl cannot save money, and has nothing left after making the payment and insurance. With gas at over $2/ litre, there goes the rest of her pay cheque.

I told the dad that due to him carrying this car loan for his daughter, now it would be extremely difficult to finance his truck. I said his own work; his livelihood, is now affected by his daughter’s expensive taste in cars. He was surprised. When I finally found a bank to take his truck deal, the rate was very high, and the bank too was questioning the car loan.

A rule my dad taught us was ‘if you don’t have the money, then

don’t buy it.’ Only a home is the exception to the rule. So, if you want a car, you better have the cash to pay for it. At age 18 my dad made me pay car insurance in one yearly payment. I was not allowed monthly installments. So, if I wanted to continue driving, I had to pay the insurance for the whole year in one lump sum. I will tell you, this rule made me work much harder.

I deal with financing people every day and I am always surprised by the amount of debt they carry. They drive fancy cars, wear expensive clothes and have huge houses. Yet none of these items are paid. There are huge amounts owing on credit cards, lines of credit, and the house is not paying down because they have a line of credit mortgage instead of installment loan. So, they cover the payment of this mortgage by depositing a pay cheque, but the mortgage never pays down. As soon as the cheque goes in, it gets eaten up by daily expenses, bills, credit card payments and then the interest. The mortgage doesn’t move. It’s a real shame because it goes on like this for years.

I spoke to another client who

has been turned down by every bank for a loan. His credit cards and line of credit are maxed out, but he does have some equity in his home. I asked him how much he puts on his line of credit which is owing $50k. He said $500 a month. $400 of that goes toward interest. So, he’s paying down only $100/month. It will take him over 41 years to pay that line of credit off at that rate. I suggested rolling that debt in to his mortgage which is coming due in in 6 months. He feels hopeless, but glad that I took the time to explain how no bank wants deal with him and why. His solution is to hopefully find a strong co-signor to secure his loan for the truck loan he wants. This situation will take a long time to fix and he knows it.

With trucking being slow for so many years, I feel that it is getting more and more difficult to get approvals to purchase equipment. Income is lower, but the biggest obstacle is large amounts of debt. Listen to my dad. If you cannot pay for it with cash, then do NOT buy it. Save first. You don’t have to show off with expensive things and be in endless debt. In this economy, and with trucking being so slow, all of us in the industry should buy with caution. I have told many a driver to repair and hold equipment because they cannot afford the payment to buy new. Some unethical people may encourage a purchase you cannot afford, but I hope you will only buy out of necessity for work, and not to impress others. Fancy things don’t prove anything to anyone, and I hope you will teach your kids that unless they have the cash saved, don’t try to buy a $100k car.

KINGSTON’S MUNICIPAL FLEET WELCOMES MACK LR ELECTRIC REFUSE TRUCKS

BY: JAG DHATT

The City of Kingston, Ontario, is turning its ambitious vision of becoming “Canada’s Most Sustainable City” into tangible, quiet reality on its streets. In a major stride toward its green transit goals, the municipality has successfully integrated two fully automated Mack LR Electric battery-electric vehicles (BEVs) into its municipal solid waste (MSW) fleet, marking a milestone for the city's environmental stewardship initiatives.

Introduced last July to coincide with Kingston’s transition to automated, cartbased roadside collection, the zero-emission side-loaders have officially crossed the one-year service milestone. Operating five days a week, the heavyduty electric trucks have faced the full gamut of Canadian seasonal weather, proving that electrification is viable even for demanding municipal duty cycles.

For municipalities hesitant about the transition from traditional diesel powertrains to electric, Kingston’s real-world data offers strong reassurance. According to Karen Santucci, Kingston's Director of Public Works and Solid Waste, the vehicles have seamlessly matched the rigorous demands of daily route collection.

“Their performance is top-notch,” Santucci noted, highlighting that the reception from both the public and solid waste operators has been overwhelmingly positive. Operators benefit from a drastically quieter cabin

environment and reduced vibrations, while residents enjoy a significantly lower noise profile during early morning collection rounds.

While urban transit buses often dominate green fleet conversations, return-to-base vocational segments—like refuse collection—are actually the low-hanging fruit for municipal electrification:

• Predictable Duty Cycles: Routes are predetermined, allowing fleet managers to optimize energy consumption and schedule precise charging windows.

• Regenerative Braking Advantages: The relentless stopand-go nature of residential garbage collection maximizes regenerative braking systems, constantly feeding kinetic energy back into the battery pack to extend operational range.

• Localized Zero Emissions: Eliminating diesel exhaust directly at the street level improves localized air quality in the very neighborhoods the trucks serve.

The capital investment for

the zero-emission trucks was bolstered by funding support from the Federation of Canadian Municipalities (FCM), a critical resource for cities bridging the initial financial gap of adopting premium green technology.

To ensure long-term operational success, Kingston prioritized local maintenance infrastructure. The electric sideloaders were spec'd with bodies from Quebec-based LaBrie Environmental Group and purchased through the Ottawaheadquartered Surgenor Truck Group. Crucially, Surgenor’s dedicated facility right in Kingston handles specialized EV service and support.

“When choosing a vendor, we wanted to ensure these vehicles could be maintained right here in Kingston,” explained Brent Fowler, Director of Corporate Asset Management and Fleet. Partnering with a heavyduty dealer practically down the street ensures minimal downtime and keeps technical expertise within the community.

George Fotopoulos, Mack Trucks' Vice President of E-mobility, commended the deployment, stating that Kingston is demonstrating true leadership by pairing an ambitious sustainability roadmap with real-world, heavyduty investments. As more Canadian municipalities watch Kingston's success, the quiet hum of electric refuse trucks may soon become the new normal coast to coast.

TRUCKING INDUSTRY REELING AS TRUMP STALLS ESSENTIAL COMPLETION OF $6.4B GORDIE HOWE BRIDGE

BY JGK STAFF

The trucking industry’s long-awaited relief at the northern border has ground to a sudden halt. The grand opening of the $6.4-billion Gordie Howe International Bridge has been indefinitely delayed following a political standoff triggered by President Donald Trump, leaving North America’s most critical freight corridor in logistics limbo.

The six-lane cable-stayed bridge connecting Detroit and Windsor, Ontario, was scheduled for an official ribbon-cutting ceremony. However, the launch was abruptly canceled as U.S. officials, led by Commerce Secretary Howard Lutnick, demand a renegotiation of the original 2012 deal, claiming the U.S. is not being fairly compensated despite Canada entirely financing the construction.

For cross-border motor carriers, this political gridlock represents a devastating financial blow. The Canadian Trucking Alliance (CTA) recently projected that the new bridge would save carriers anywhere from $20,000 to $100,000 per fleet per month in operational overhead.

These massive savings were expected to come from two key factors:

• The "Toll Tax": The bridge's proposed introductory commercial toll rates were set

at roughly $12 per axle ($9.60 for pre-registered fleets). In stark contrast, the aging, privately owned Ambassador Bridge has jacked its tolls up to a staggering $20 to $27 per axle— costing a standard five-axle big rig up to $135 for a single oneway crossing.

• Direct Highway Connections: The Gordie Howe Bridge features a direct link from Ontario’s Highway 401 straight to Michigan’s Interstate 75. Currently, trucks utilizing the Ambassador Bridge must crawl through a agonizing five-kilometer stretch of Huron Church Road in Windsor, hitting up to 17 traffic lights. Bypassing this bottleneck would eliminate heavy stop-and-go idling, reduce severe equipment wearand-tear, and save the industry an estimated 850,000 hours annually.

With the bridge sitting empty, the auto-heavy, "justin-time" manufacturing supply chain remains incredibly vulnerable. The Detroit-Windsor gateway handles over $390 million in daily trade—a quarter of all U.S.-Canada merchandise traffic.

Faced with exorbitant Ambassador Bridge tolls, many fleets have resorted to a 108-kilometer detour north to Sarnia's Blue Water Bridge. This shift has grown so severe that the Blue Water Bridge recently overtook the Ambassador Bridge as the busiest commercial border crossing on the continent.

"Protecting North American competitiveness requires practical, pro-growth solutions," said Stephen Laskowski, president of the CTA, emphasizing that the industry desperately needs the new bridge's automated X-ray customs technology and traffic redundancy. For now, however, truck drivers can only look at the completed, multi-billion-dollar lifeline from a standstill—waiting to see who blinks first.

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THE 2036 COUNTDOWN: HOW THE USMCA STANDOFF AFFECTS CANADIAN FREIGHT LANES

BY JGK STAFF

If you haul cross-border freight, it’s time to double-check your mirrors. The U.S. government just threw a massive wrench into North American trade by refusing to automatically renew the USMCA (the old NAFTA agreement) in its current form.

What does that mean in plain English? The deal isn’t dead— your border transponder will still work tomorrow, and the current rules technically run until 2036. But instead of locking in

Washington's biggest issue centers around the automotive sector—which happens to be the highest-paying, most consistent freight on the road.

Right now, 75% of a vehicle's parts have to be made in North America to cross the border dutyfree. The U.S. wants to crank that up to 82% and mandate that at least half of those parts are built strictly in American factories. They want to pull manufacturing out of Canada and Mexico and

a smooth, predictable 16-year extension, Washington is forcing Canada into grueling, mandatory annual reviews. For Canadian trucking, the era of stable, predictable cross-border hauling just hit a patch of black ice.

bring it back to the States. If they get their way, the traditional, high-volume freight lanes that Canadian carriers rely on are going to shift dramatically.

For Canadian fleets and owner-operators, this creates

three massive headaches:

• Capital Freezes: Buying a new rig, upgrading a terminal, or signing a multi-year freight contract requires long-term certainty. With the trade agreement now hanging in the balance year after year, many fleets are going to park their expansion plans and freeze spending until they see which way the wind blows.

• Border Bottlenecks: To enforce these strict new rules, U.S. Customs is going to demand meticulous paperwork for every load of manufacturing parts. If every trailer needs a deep audit to prove where its cargo was built, key ports of entry could easily turn into parking lots.

• Getting Cut Out: There is a growing fear that the U.S. might bypass Canada altogether and sign a separate side deal with Mexico. If Ottawa gets isolated, Canadian carriers will be left fighting an uphill battle against aggressive U.S. protectionism.

The actual negotiations are set to kick off on July 20 in Mexico City. From here on out, every July will bring a new deadline to iron out these structural differences.

For Canadian truckers, the message is clear: brace for volatility. The fluid, open-border trucking networks that have kept rigs rolling smoothly across the 49th parallel for decades are entering a period of major uncertainty.

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EATING THROUGH KITSILANO

My previous neighbour from Yaletown in downtown Vancouver invited me for a visit in his current area of Kitsilano. My sister used to live in Kitsilano before she moved to France, so I have fond childhood memories of the area. I would be sent to stand in line at Sophie’s Cosmic Café early Sunday morning, and my sister and brother-in-law would come an hour after when I was at the front of the line. I was also sent to go get fresh salsa from the Safeway. That Safeway is now demolished and will soon become condo’s.

We decided to walk everywhere, because with the amount of food we were going to eat, we needed to walk it off. The first stop was aperitivo or happy hour at Fred’s. It was Italian like my friend. We shared a sausage pizza and meatballs. We saved the sauce from the meatballs to dip our pizza crust in. My Italian friend suggested we keep the sauce for dipping the crust as a little trick he knew. The staff tried to take our sauce stash away 4 times and we fought to keep it for dipping. Both the meatballs and pizza were good. The toppings

weren’t consistent on the pizza. Some slices didn’t have olives or pepperoncini. It should be more consistent for each slice. The bathrooms I will add were very clean and nice, and worth a visit.

As we walked away from Fred’s, down the street there were a lot of people inside and outside a café. I insisted on investigating. It was Goldie’s Donuts & Bakery. The donuts were almost sold out. My friend didn’t want to get anything but as he says it, “I forced him” to eat half a donut. I got mango passionfruit as there weren’t many choices and we cut it in half. OMG! It was SO good! No wonder all these people were there! I will definitely go back! It melted in your mouth and reminded me of a fresh Krispy Kreme, but tropical.

Next, we walked over to Joe’s Italian. We both got fettucine alfredo with added chicken and iced tea. The homemade iced tea was delicious! Joe’s is always busy because it’s freshly made pasta and sauces at a low prices. I couldn’t finish my pasta. I wrapped up about half along with the piece of focaccia bread they

give with each order. My friend kept adding water to the iced tea to make it last longer. I found my chicken a bit salty, but for the cheap price, who can complain?

With my doggy bag in hand, we walked to Killer Ice Cream. My friend and I had gone last summer and he couldn’t wait to have cherry ice cream again. They blend the fruit right in. He had cherry and I had mint chocolate chip and orange swirl in a waffle cone. We shared to taste each flavour. I will come back. As long as they have cherry, my friend will want to go there, so I will have to go because of his peer pressure. By really it won’t be difficult for me to agree to go anytime I’m invited.

I was very sluggish at this point. It was a lot of food in a few hours. I literally wanted to curl up and sleep in the ice cream shop. Walking back to my car woke me up from my food coma enough to drive home.

Kitsilano area is a great spot to explore. I recall trying on my first Dior dress as a 14-year-old back when my sister lived in the area. There is good shopping and good food in Kitsilano. On our walk to the car, I saw a few other spots I want to check out for my next visit. Coming back, I will definitely go a bit earlier so I can have more donut selection at Goldie’s. My friend has endlessly said I peer pressured him in to eating that donut. I said to him that after all that food, the one thing I liked the best was the unplanned donut. We found it randomly, so if you see a crowd, always stop to investigate. I’m sure glad I stopped!

APNA TRUCK SHOW 2026: A RESILIENT

CELEBRATION OF INDUSTRY UNITY, BUSINESS, AND CULTURE

ABBOTSFORD, BC — The APNA Truck Show, Western Canada’s largest trucking event, was another success this past weekend, bringing together industry professionals, stakeholders, and community members from across the nation to the Tradex Centre in beautiful Abbotsford, BC.

The premier transportation event experienced a unique weekend trajectory. While Saturday morning saw a slower start to foot traffic, largely due to competing regional excitement and societal distractions like the FIFA World Cup matches, the momentum rapidly shifted. By Saturday afternoon and throughout the entirety of Sunday, the exhibition floors were busier with traffic, resulting in an overall successful turnout.

"We anticipated that global events like FIFA on Saturday morning would present a temporary challenge for general attendance, but the transport community showed its incredible resilience," said Tony Arora, Senior Manager of ADS Shows, the company that owns and produces the event. "By the afternoon and all day Sunday, the wider trucking industry and the community came out in full force to support the show, network, and enjoy the programming."

Despite shifting market conditions, the exhibition stayed vibrant. Fleet owners, operators, and major suppliers engaged in vital face-to-face networking, showcasing the latest advancements in commercial vehicle technology, safety systems, and fleet management tools.

"The general consensus

among our exhibitors was that the afternoon and Sunday crowds brought meaningful connections with key decisionmakers and buyers," commented Bobby Saini, Senior Manager at ADS Shows. "Although we had to navigate some unique timing hurdles this year, the underlying value of bringing people together remains unchanged. The overall feeling from both vendors and attendees is that the 2026 show was a resounding success."

Another success at the 2026 APNA Truck Show was the “Ask an Expert Series”, organized and presented by the BC Trucking Association. Pertinent and meaningful questions were asked, which were answered by experts and officials.

Beyond the core commercial exhibits, the weekend offered an unforgettable celebration of South Asian culture, providing a unique crossover appeal that sets this event apart. The entertainment lineup brought massive energy to the crowd, highlighted by spectacular, show-stopping performances from legendary Punjabi artists Nachhatar Gill and Miss Pooja, both of whom absolutely wow'ed the packed audiences.

As a vital pillar for the Western Canadian supply chain, the APNA Truck Show continues to serve as an indispensable space for industry unity, business development, and community connection.

"Times have changed, and the transport sector relies heavily on these gatherings to stay connected and move forward collectively," remarked Ron Dhaliwal, Senior Manager at ADS Shows. "The APNA Truck

Show recognizes the evolving needs of our industry. Seeing families enjoy world-class cultural entertainment right alongside major business discussions on the show floor embodies exactly why this show is so critical to the community. We are already looking at new components to make the next show even bigger and better."

APNA Truck Show management would like to send their heartfelt thanks, appreciation, and gratitude to all the vendors, sponsors, performers, and visitors who contributed to making this weekend an outstanding success.

The APNA Truck Show is owned and operated by ADS Shows, a collaborated company with JGK Media Group. ADS Shows and JGK Media Group manage and produce various events and publications for the transportation, automotive and lifestyle industries across North America.

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SOURCE: NEWSCANADA

4 CYBERATTACKS AND SCAMS EVERY SMALL BUSINESS SHOULD KNOW ABOUT

Small business owners play many roles: CEO, accountant, sales manager, IT specialist and fraud prevention agent.

Many owners feel they know their stuff when it comes to fraud prevention. A 2024 study found that 63 per cent of businesses reported feeling confident about protecting themselves against payment fraud and cybercrime.

But confidence isn’t always the same thing as knowledge, and for fraud prevention to work, everyone in the company needs to be prepared.

“Having open conversations about potential scams helps everyone be more aware,” says Piraveena Tharmalingam, a Vice President in Canadian Business Banking at TD. “It’s especially important for employees responsible for accepting or making payments on behalf of the business, but everyone needs to play a part.”

Here are the most common fraud schemes, and variations, that all business owners and

employees need to watch out for, and some cyber safety tips:

• Phishing: Fraudulent messages designed to look like they’re from a legitimate source — they can be emails (phishing), SMS text messages (smishing), QR codes (quishing) or phone calls (vishing). They ask recipients to enter sensitive or confidential information, usually to validate an account, then provide that information to the fraudster. Encourage employees to question unusual requests from external sources, double-check senders’ email addresses and never click on suspicious links.

• Business email compromise: When fraudsters send emails impersonating a company official or vendor to trick their victim into initiating a payment. They fake, or "spoof," a legitimate email address by changing one or more characters from the actual address. Look out for unusual, urgent requests, especially if they seem rushed. If anything feels off, take the extra step to validate that the request is legitimate.

• Malware: Software used to access computer systems and gather sensitive information. It's possible to download malware

without knowing it, for example from clicking on a phishing email, or an advertisement on the internet. If pop-ups or unfamiliar screens show up on your computer, disconnect from the network and contact an IT professional.

• Ransomware: A type of malware that infects computers, locks down data and encrypts them until the victim hands over a payment to restore access. All employees should know it's not worth the risk to open attachments from unknown senders—legitimate companies trying to get in touch with you will find another way.

Any business, no matter how small, can become the target of fraud. There are simple steps owners and employees can take to help minimize risk: not clicking on links unless they’re from verified sources, reconciling business accounts regularly and talking to the bank about what security features are available. Building a culture of employees who think critically and communicate openly can help keep businesses safe and prevent fraud.

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CATALYS LUBRICANTS HAS NEW DISTRIBUTION AGREEMENT WITH CHEVRON CANADA

Catalys Lubricants, a Canadian leader in lubricant distribution and manufacturing for over 35 years, today announced a significant expansion through a new distribution agreement with Chevron Canada Limited. This agreement enables Catalys to distribute Chevron products throughout the Prairie provinces of Saskatchewan and Manitoba, marking a pivotal

step in the company's national growth strategy.

This development is more than just a geographical expansion for the Montreal-based family business; it further establishes Catalys Lubricants as a national distributor and manufacturer. The agreement also extends their longstanding partnership with Chevron into new markets across Saskatchewan and Manitoba, reinforcing their position as a key Canadian partner for one of the world's leading energy companies.

"This new distribution contract with Chevron Lubricants is a key milestone in our growth strategy and reflects our partners’ confidence in our expertise and ability to provide reliable, high-performance solutions," explained Jean-François Crevier, President of Catalys Lubricants.

The strong partnership between Crevier Group, the holding company of Catalys Lubricants, and Chevron Canada Limited began in 2009 with the distribution of Chevron’s premium lubricant products in Eastern Canada and expanded into British Columbia in 2013.

With this latest expansion, Catalys Lubricants continues to demonstrate its capacity to serve diverse industries from coast to coast. By leveraging its extensive distribution network and manufacturing capabilities, the company is well-positioned to meet the evolving needs of its customers.

NEW SEASON, NEW WORKERS

Why Orientation Matters Before the First Shift

June often brings change to the workplace. In BC’s trucking, moving, and storage industries, that may mean seasonal hires, student workers, new drivers, warehouse workers, swamper crews, yard staff, dispatch support, or employees returning to work after time away. It may also mean existing workers taking on new tasks, moving to a different site, or facing hazards they have not worked around before.

That is why orientation matters. A strong safety orientation is not just a form to complete on a worker’s first day. It is a key step in helping workers understand the hazards of the job, the procedures they are expected to follow, and who they can go to when they have questions or concerns.

Under BC’s Occupational Health and Safety Regulation, employers must ensure young and new workers receive

BY: SAFETY DRIVEN

health and safety orientation and training specific to their workplace before they begin work. A young worker is anyone under 25, while a new worker can be any age. This includes someone who is new to the workplace, returning to a workplace where hazards have changed, affected by changes in workplace hazards, or relocated to a workplace with different hazards.

In trucking, moving, and

storage, those hazards can change quickly. A worker may be loading freight in a warehouse one day, helping with a residential move the next, or working around forklifts, trucks, trailers, ramps, loading docks, traffic, customers, and changing weather conditions. Even experienced workers may need additional orientation if the worksite, equipment, process, or hazard changes.

A good orientation should clearly explain workplace health and safety rules, the worker’s supervisor and contact information, emergency procedures, first aid arrangements, personal protective equipment, and how to report injuries, illnesses, unsafe conditions, or near misses.

Workers should also understand their rights and responsibilities, including the right to refuse unsafe work.

For trucking employers, this may include reviewing safe yard movement, coupling and uncoupling, load securement expectations, pre-trip procedures, working alone, fatigue reporting, and communication protocols. For moving and storage employers, it may include safe lifting, stair carries, customer-site hazards, use of dollies and straps, vehicle loading, slips and trips, and how to stop work when a task cannot be completed safely.

Orientation should also be practical. Workers need more than verbal instructions or a quick review of a policy. WorkSafeBC recommends task-specific training that includes an overview of the job, a demonstration of the task, and observation to confirm the worker can perform the task safely. This is especially important when workers are using equipment, entering busy yards, handling heavy or awkward items, or working at unfamiliar locations.

Supervision is also part of the process. New workers may hesitate to ask questions, especially if they are trying to make a good impression or keep up with a crew. Supervisors can help by checking in early, watching for unsafe shortcuts, encouraging questions, and making it clear that stopping to ask is better than guessing.

Employers should also document orientation and training. Keeping records helps confirm what was covered, when it was completed, and whether additional training was provided. A checklist can make orientation more consistent and can be customized to reflect the specific hazards of a trucking, moving, storage, warehouse, yard, or office environment.

This is also a good time to look at how your Joint Health and Safety Committee supports new and returning workers. A strong committee can help identify workplace hazards, review inspection findings, discuss worker concerns, and support practical improvements before incidents happen. For companies in trucking, moving, and storage, this may include reviewing hazards in yards, warehouses, shops, loading areas, customer sites, and vehicle operations.

SafetyDriven offers Joint Health and Safety Committee training to help employers and worker representatives understand how to build and run an effective committee, conduct workplace inspections, identify hazards, and complete risk assessments. If your committee needs a refresh, or if new members have joined, training can help ensure everyone understands their role in supporting a safer workplace.

Before the busy season gets further underway, employers should take time to review their orientation process. Ask whether it reflects the actual work being done, whether seasonal and returning workers are included, whether supervisors know what to cover, whether the Joint Health and Safety Committee is involved where appropriate, and whether workers receive followup after their first few shifts.

A safe start can shape how a worker approaches the job long after orientation is over. When workers understand the hazards, know the procedures, and feel comfortable speaking up, they are better prepared to protect themselves, their co-workers, customers, and the public.

Safety begins before the first shift. Make orientation clear, specific, documented, and ongoing. Visit SafetyDriven.ca to learn more.

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CHOOSING THE RIGHT SAFETY GEAR ON THE WATER

SOURCE: NEWSCANADA

After a long winter, most of us look forward to warmer weather so we can spend more time outdoors in parks, lakes, and beaches. But more folks out on the water means more frequent boating incidents.

According to the Lifesaving Society, 85 per cent of boating drowning victims weren’t wearing a floatation device even though most had them on their boat. Fortunately, you can keep yourself safe by picking flotation devices you and your family find comfortable and will wear.

Your first big decision is what type of safety equipment to bring. Here are some tips for picking the device that’s right for you, from Transport Canada’s Boating Office:

Lifejackets

These offer the best flotation and visibility: they only come in red, orange and yellow. They’re designed to turn you on your back automatically when you’re in the water, so they can keep

you breathing even if you’re unconscious, Lifejackets are generally designed to be put on in an emergency, because they can restrict your ability to move and might be uncomfortable to wear for extended periods of time. It’s important to keep them as accessible as possible.

Personal Floatation Devices (PFDs)

PFDs are by far the most popular option with recreational boaters: they’re affordable and widely available. They come in a wide range of colours and are lighter, less bulky and give you greater range of movement than a lifejacket, so you can wear them longer. Although they will keep you afloat, PFDs do not generally turn you face-up in the water. If you boat during spring, fall or in cold water (15 C or below), consider a PFD with good thermal protection, like a floatation coat or floater suit.

Inflatables

Inflatable PFDs are even more

comfortable and easy to move in, but they must always be worn when on deck or in an open boat to be considered an approved piece of safety equipment. You also have to be at least 16 years old to use them. Not all models inflate automatically, and even those that do might inflate too slowly if you need help or are a weak swimmer. Every inflatable PFD has a backup tube to inflate it with your mouth, but if you’re struggling to stay afloat, using that tube could be difficult. These devices must also be regularly maintained according to the manufacturer’s guidelines.

Selecting the lightest or least bulky device to wear can be tempting, but don’t lose sight of what you’re buying it for—safety. Making a smart choice before you leave the dock might mean the difference between life and death out on the water.

Learn more about safe boating at canada.ca/boatingsafety.

HOW LONG DOES A TRUCK LAST? WHEN TO REPLACE YOUR TRUCK.

G. RAY GOMPF, CD

There are many examples across the transportation industry of when, where and how to know when to replace your equipment. When I was in the Army, they used a formula that made sense, at least to me. They took the purchase price of the equipment, and all maintenance and repairs to that equipment must not exceed the original cost of the equipment. In other words, if the equipment cost $100,000 to purchase, then the total cost of repairs and maintenance over however many years that equipment is in service must not exceed $100,000.

Many carriers have developed their own methodologies for replacing equipment. Others may just keep the equipment maintained well enough to keep it working daily.

Some carriers lease their equipment from a leasing company which is basically the financing option used and place that decision to replace to the lease company. Essentially, when the lease is complete, the equipment is returned and then sold off by the leasing company which owns the equipment. You get a new piece of equipment with a new cost now upgrade your spreadsheet.

This way, the carrier has upto-date equipment, some leases include maintenance and repairs which allows the carrier to not worry about vehicle acquisition, maintenance and replacement. Their focus can remain on providing transport services to customers who are demanding yet pay well.

Then there are those carriers

that may end up buying the used equipment from the lease company. Some small carriers buy brand new then service that truck, repairing as necessary, for decades. The whole point is you find a way that works for your operation and plan your budgets for all eventualities.

He who properly maintains his equipment well, using a planned schedule, wins the equipment battle, he who uses the “if it ain’t broke don’t fix it’ methodology just may have to fix well before he may have wanted to effect repairs and too often at an inspection site.

Whether you buy new every other year, replace every five years, or you keep it working until it simply can’t remain profitable, whether you lease forever, is all your choice. If you buy and then maintain until it falls off the road, there is one phrase that speaks volumes. You are either paying for the truck you’re driving or you’re paying for the next one.

Even if your equipment is debt free, you must get as close to having that next one paid for as you buy it.

The original premise of this article was how long should equipment last presumably before it’s replaced. That question truly isn’t an easy reply. The consideration factors are varied and even confusing. Pick a solution that works for you.

Some small business owner operator truckers develop an attachment for their equipment where they spend much more time with their equipment than their family. There’s a feeling

about that equipment that can’t be explained rationally. They maintain to keep that relationship working for them.

I know people that are still using every day, trucks originally built in the fifties and those trucks, although antiques, still earn their keep. No doubt there have been more than a few rebuilds. There are still many trucks from the 70s and 80s plying the highways as they have for decades and putting to shame those brand spanking trucks fresh with their unreasonable price tags.

In conclusion, there’s no right answer to premise. It depends on the size of the operation, it depends on that personal relationship developed with the equipment, it depends on whether you want to keep museum pieces that have some real meaning to you and others who appreciate old iron. I know, I attend Athens Truck Show every year. I truly enjoy that old iron some of which is more than one hundred years old and still works.

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HEAVY TRUCKS EXCLUDED AS ONTARIO EXPANDS 110 KM/H

SPEED LIMITS

The Ontario government’s massive rollout to permanently raise speed limits to 110 km/h across nearly 89% of its 400-series highway network will explicitly exclude commercial truck traffic, the Ministry of Transportation of Ontario (MTO) has confirmed.

The speed limit expansion, which rolls out incrementally through September 30, 2026, applies to major corridors including Highways 400, 401, 402, 403, 416, and 417, as well as the Queen Elizabeth Way (QEW). While passenger vehicles will legally be permitted to travel at the elevated threshold, heavy commercial trucks will remain bound by traditional safety parameters.

The MTO clarified that heavy trucks will continue to be legally required to have their maximum speeds capped at 105 km/h via mechanical or electronic speed limiters. This statutory restriction keeps commercial fleets operating under the province's existing Highway Traffic Act safety guidelines, irrespective of the newly posted highway signs.

To reinforce compliance amid the expanding differential speed zones, the province has also significantly increased enforcement penalties. Legislative updates have boosted the minimum fine for speed limiter tampering or non-compliance offenses on commercial vehicles from $250 up to $1,000.

BY: JGK STAFF

This stringent policy framework has been widely welcomed by safety advocates and the Ontario Trucking Association (OTA). Industry leaders emphasize that maintaining the 105 km/h cap is vital to protecting the traveling public, reducing greenhouse gas emissions, and mitigating the severity of highspeed commercial collisions, even as passenger vehicles accelerate past them on the newly modernized corridors.

For further context on this provincial rollout, you can check out this Ontario Speed Limit Expansion Report which covers the broader highway updates happening across the network.

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THE NEW KIA EV4

HITS THE SWEET SPOT ON SO MANY LEVELS

JAG DHATT

While the crossover and SUV markets continue to dominate the automotive landscape, there is still a clear space for the traditional sedan. The electric sedan segment is expanding as more manufacturers branch out, and consumer interest is seeing a distinct resurgence. When provincial EV rebate programs faced cancellations, sales understandably dipped; however, with the federal incentive program back in full swing, buyers are actively looking at electric options again.

Kia is capitalizing on this momentum by expanding its electric lineup with the highly anticipated EV4, arriving alongside the new EV5, and sporting one of the lowest entry prices for any EV in Canada. After spending a full week behind the wheel, I can confidently say that, apart from one specific element,

I’d highly recommend this car to anyone looking to park a capable, budget-friendly EV in their driveway.

Let’s get the elephant out of the room right away: with the exception of a few choice angles, the silhouette of the EV4 just isn’t a great one. The back end feels disconnected from the sharp, cohesive design language we’ve come to love on other modern Kia vehicles. It leaves you with the impression that the design team pulled cues from multiple different models and smashed them together into one shape.

However, there is a method to the madness. What the EV4 sacrifices in classic beauty, it regains in pure engineering efficiency. This polarizing shape allows the car to slice through the air with an impressive drag coefficient of just 0.23. In this era of efficiency, form and

function simply prevail over sheer aesthetics. When you look at the broader picture, the rest of the car is actually quite decent. Our Wind GT-Line test vehicle came equipped with upgraded 19-inch wheels (replacing the standard 17-inch units); while they undeniably sharpen the car's stance, keep in mind they will slightly reduce maximum driving range.

Step inside, and the experience is the complete polar opposite of the exterior. The EV4’s cabin is beautifully executed: open, airy, and genuinely inviting.

True to the brand's current design philosophy, the cockpit shares a highly intuitive layout with its siblings, utilizing familiar digital displays, crisp control buttons, and excellent overall roominess. Our GTLine tester featured a perfectly contoured three-spoke steering

wheel packed with accessible secondary controls. Wireless Apple CarPlay and Android Auto come completely standard. Opting for the upper-tier GTLine also rewards you with a premium-looking, high-contrast black-and-white interior color scheme that looks well above its price point.

Beneath the floor, Kia offers Canadian buyers two distinct battery choices: a standard 58.3 kWh pack in the base Light trim, or a larger 81.4 kWh pack reserved for the Wind, Wind Premium, GT, and our GT-Line Limited tester.

For now, power is sent exclusively to the front wheels: a dual-motor, all-wheel-drive variant isn't available (just yet). Total output stands at a modest 201 horsepower and 209 lb-ft of

torque. While the single-motor setup means the EV4 won't give you neck-snapping acceleration, it provides more than enough power for the average daily commuter.

During my week of mixed highway and city driving around the Lower Mainland, I managed to extract a stellar 505 km of real-world range on a single charge. This is a highly practical highway cruiser. A road trip from Vancouver to Whistler or even straight through to Kelowna is easily achievable without heavy range anxiety. When you do need to plug in, the EV4 utilizes Kia’s dedicated 400-volt architecture, allowing it to charge up from 10% to 80% on a DC fast charger in roughly 30 minutes. It also retains the incredibly handy Vehicle-toLoad (V2L) functionality, letting

you power small devices and electronics directly from the car.

It might sound a bit odd to say, but many modern EVs are beginning to drive similarly. They all share that distinct instant torque, minimal body roll due to a low center of gravity, and a slightly stiffer suspension setup that hints at a sports-car feel.

The EV4 fits right into this rhythm, offering a thoroughly enjoyable, quiet, and composed ride. It soaked up road imperfections with ease, maintaining its composure whether the pavement was smooth or scarred. The steering feels remarkably accurate and responsive, making tight parking maneuvers and daily tracking effortless.

Key Specifications & Pricing

Starting Price: $41,271

Price as Tested (GT-Line Limited): $51,995

Powertrain: Single-motor FWD (201 hp / 209 lb-ft torque)

Battery Sizes: 58.3 kWh (Light) / 81.4 kWh (As Tested)

Tested Range: 505 km (Mixed City/Highway)

Charging: 10% to 80% in ~30 minutes (DC Fast Charging)

Initially, I worried that a single-motor configuration might feel underpowered on our local highways. Visually and on paper, you wonder if it's enough. Surprisingly, it was plenty adequate. You just have to remember that this isn't trying to be an ultra-sporty performance EV. Merging onto the highway or overtaking a slower driver lingering in the left lane was an absolute breeze. Furthermore, Kia’s i-Pedal regenerative braking system works beautifully. Regenerative systems can feel vastly different across manufacturers, but once I mastered the EV4's calibration, true one-pedal driving became second nature, rarely requiring the friction brakes at all.

I had been looking forward to getting behind the wheel of the EV4 for months, and it genuinely did not disappoint. Did I occasionally find myself wishing for a bit more power? Yes. Would a dual-motor AWD option be nice? Sure. Do I wish it had a heads-up display? Of course.

But here is the reality: adding those features would have driven the price up significantly, and frankly, they simply aren’t necessary. While a dual-motor setup offers a bit more winter peace of mind, for our milder Vancouver climate, a front-wheel-drive setup paired with a good set of winter tires is all you actually need. Kia has done a phenomenal job balancing affordability with capability here. It ticks almost every single box, making it a highly attractive option for anyone ready to make the electric switch.

own the day

Introducing the all-new Volvo VNR

The new Volvo VNR promises to redefine your expectations for productivity, safety, and maneuverability. Boasting up to 7.5% improved fuel efficiency compared to our legacy model. A new era is arriving for Class 8 local and regional haul. Learn more at volvotrucks.ca

Volvo Trucks. Driving Progress

MACK TRUCKS INTRODUCES NEW IMPACTSHIELD™ WINDSHIELD TECHNOLOGY

BY: JAG DHATT

Mack Trucks has introduced a heavy-duty innovation designed to tackle one of the most frustrating and costly headaches for commercial truck operators: windshield damage. Dubbed Mack® ImpactShield™, the new technology brings advanced automotive-grade glass directly to Class 8 vocational and highway trucks, promising a dramatic reduction in cab maintenance and unplanned shop visits.

Developed in collaboration with Corning Automotive Glass Solutions, ImpactShield marks the first-ever commercial application of Corning Fusion5 Glass in a heavy-duty truck. The specialized, one-piece bonded curved windshield is engineered specifically to survive harsh operating conditions where traditional glass routinely fails.

According to data released by Mack, the performance metrics of the ImpactShield represent a significant leap forward compared to standard commercial vehicle glass:

• 2x Greater Sharp-Impact Resistance: Deflecting flying gravel and jobsite debris that typically cause chips and immediate starring.

• 5x Greater Scratch

Resistance: Withstanding the gritty micro-abrasions caused by hard-working wipers and dirt.

• 2x Better Thermal Shock Resistance: Preventing the rapid crack propagation that occurs during severe, sudden temperature swings.

While the technology offers massive benefits to general logistics fleets, it is uniquely suited for the extreme environments navigated by Canadian truck drivers. Trucking through a Canadian winter means facing a brutal combination of loose road salt, heavy tire spray, coarse gravel, and sub-zero temperatures.

For standard windshields, the real enemy is often the defrost cycle. Blasting heat onto a freezing pane of glass creates immense thermal stress—a physical phenomenon called thermal shock—which can instantly split a small stone chip into a spiderweb across the driver’s line of sight. ImpactShield’s doubled thermal shock threshold directly addresses this issue, ensuring the glass handles aggressive heating during frozen winter mornings without cracking. Furthermore, its lightweight design improves defroster efficiency, helping

operators clear ice and snow faster to get on the road safely.

The ImpactShield windshield will debut as a standard feature on the all-new Mack Granite vocational truck, with order books opening later this year and production kicking off in January 2027. Recognizing its broad appeal, Mack will also offer the technology as an upgrade option on its newest highway and long-haul models, including the Mack Pioneer, Anthem, and Keystone.

For owner-operators and fleet managers across Canada, the math behind the upgrade is simple. By substituting fragile glass with an ultradurable alternative, Mack is effectively cutting down on glass replacement fees and the compounding costs of tractor downtime.

To learn more about how Mack Trucks is incorporating advanced operator safety and durability across its latest product line, you can check out this Mack Pioneer Passive Safety Video. This video demonstrates Mack's recent push toward building reinforced cabs and smarter driver-protection systems.

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PROUDLY CANADIAN

Peterbilt’s versatile lineup of medium duty and heavy duty trucks is designed to exceed the needs of customers in virtually any application. Our trucks feature durable construction, innovative safety technologies, spacious, comfortable interiors and a selection of proprietary PACCAR engines and transmissions for outstanding performance and efficiency. And, our trucks are proudly Made in Canada at our world-class facility in Ste. Therese, Quebec.

Visit your Peterbilt dealer to order your new trucks today!