Desi Trucking - March April 2026 (National Edition)

EV Trucks and Their

Ideal

Areas of Usage

own the day

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Volvo Trucks. Driving Progress

Editor-In-Chief LET’S SPRING INTO 2026

As winter loosens its grip and Canada eases into spring, the trucking community enters a season that brings both opportunity and responsibility. Warmer weather may feel like a relief after months of icy roads and unpredictable storms, but spring presents its own challenges—soft shoulders, flooding, wildlife activity, and increased road construction. For professional drivers, this is the moment to reset, recalibrate, and recommit to the fundamentals of safety. A few extra seconds of caution can prevent hours of delay, and a moment of awareness can save a life. Spring is not just a change in weather; it’s a reminder that safety is a year round discipline.

This season also marks the return of one of the most important traditions in our industry: truck shows across Canada. From Ontario to Alberta to BC, these gatherings are more than chrome, lights, and horsepower. They are a celebration of culture, craftsmanship, and community, especially for the South

Asian trucking families who have helped shape the backbone of this industry. Truck shows give us a chance to connect, learn about new technologies, support small businesses, and honour the drivers who keep Canada moving. In a time when the industry faces labour shortages, rising costs, and regulatory pressures, these events remind us why trucking remains a proud and resilient profession.

Looking ahead, there is a growing sense of optimism that 2026 will be a reinvigorating year for trucking. With economic conditions stabilizing, new equipment entering the market, and a renewed focus on driver well being, the road ahead feels promising. The industry has weathered some difficult years, but truckers have always been defined by perseverance. As we roll into spring, let’s carry that spirit forward— driving safely, supporting one another, and building momentum toward a stronger, more energized future for Canadian trucking.

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Advertising & Sales

Jag Dhatt

Art Director Ranjit Singh

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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vrqoN vwly Xog ielwky

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jWdy, mYN ienHW qoN dUr hI rhWgw

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EV Trucks and Their Ideal Areas of Usage

G. RAY GOMPF, CD

Before I get into areas of usage, which in my opinion, may be less than we’re being sold, I’d like to take a paragraph or three to express my own point of view. I know I’m not alone with my concerns.

Full disclosure, I’m not a proponent of EV technology and I believe for good reason. If any technology is being forced upon an industry by a government, to me, automatically raises huge questions. There are a lot of questions that need to be answered before mandates are imposed, but that doesn’t seem to be happening.

I do believe that EV usage could evolve into the power source in urban settings, at least in Canada, in that the support infrastructure is fairly easy to acquire. Although until more electrical generation capabilities are in place, there may be a finite supply of unstored energy. For the foreseeable future, the use of EVs on the long haul maybe stretching battery storage capabilities. I’ve heard that some EVs have up to 600-kilometre range at 15 degrees Celsius. Temperature falls in winter and we Canadians know that -40 isn’t beyond the realm of possibility; so, range can be reduced by up to 30% or more. Fuelling liquid diesel to full tanks from empty takes ten minutes. Recharging cold batteries considerably longer. Sleeping in a diesel-powered truck is reasonably safe. Sleeping in an EV with batteries subject

to spontaneous combustion; no sir, I’m not doing that. Possibly lithium batteries in the future will be less prone to fires in the future but pardon me if I sit it out until it’s safer. Do diesel-powered trucks catch fire? Yes, I can personally attest to that fact, but for all intents and purposes, the fire starts slowly and escape is fairly easy. EV fires are explosive and fast and hit in the extreme.

My most serious concern though is from where the lithium is going to be mined for those batteries. Many of the parts of the world that supply lithium employ slave labour, often child slave labour, and we must take great care not to use lithium from these sources. But seriously, how will we know? We must be guaranteed that slavery is not involved.

The other issue for me with the use of lithium batteries is the susceptibility of spontaneous fire. If I were a terminal manager, lithium battery powered vehicles would never be inside a building under my control. EVs in the yard would be parked with sufficient space between the vehicles so that fire could not spread vehicle to vehicle. But don’t let me be accused of creating fear. Those are my issues and if you don’t feel the same, that’s fine. But until these issues are resolved, it’s simply not for me.

I have no issues with the power to

move freight with EVs. Attaining speed limit is not an issue, maintaining highway speed for the EV is probably superior to internal combustion diesel. For me, I am not prepared to load in Montreal and deliver in Vancouver using EV technology, especially in the dead of winter. I want to be assured recharging is readily available wherever and whenever so needed. So, let’s try to say where EVs may shine in the supply chain.

As I have previously stated, I believe that in Canada, urban usage of the EV technology should be a no brainer bearing in mind the limitations previously noted. The smaller the emissions, the better, whether or not one believes the government is pushing us along the correct path. I’m not fearful of carbon, in fact, atmospheric carbon levels currently at 400 parts per million is already reaching the lower levels of plant sustainability. Our atmosphere can attain 1,500 ppm and all that will happen is plant life will become lush and support animal life better. From my point of view of practicality, diesel, for the next decade or more, will be the best solution for our road transportation sector involved in transportation above a 600-kilometre stretch. Under 600 kilometres distance, EVs can and should be allowed prove their worth and allow the technology to improve.

EV technology must be allowed to

earn its place in the battle for superiority. Our government wants to play the subsidization game but that tends not to produce a viable industry. Huge dollars get given out to companies that pretend for a while then walk away with little or no accountability. If the EV market is so right and viable, it will find its way to market share by its product doing what is required. If it can’t produce a viable product, then folding its tent is exactly what should happen.

Yes, there are some promising Canadian upstarts in the production of heavy-duty trucks. The western logging industry may wind up proving the reliability of this truck where there are narrow roads and steep grades that would test the mettle of most any vehicle. The western logging industry is the birthplace of the Western Star. What a wonderful proving ground that turned out to be and it didn’t take long for Western Star to be well accepted across all sectors of trucking. It

was successful enough to catch the eye of Daimler heavy vehicles and incorporated into the worldwide Daimler offerings.

The issues with EVs must be overcome before they establish market share in the North American market. Government mandates certainly will not create credibility. Whether or not any of my assertions are accurate, they are prevalent with both fleet owners, large and small. None of my assertions are insurmountable with time and research but every one of them must be considerations until totally resolved.

The use of EV technology must be allowed to test market share within its current capabilities and expanded as it proves itself. Overcoming -40 temperatures and severely restricted electrical storage capacity will be a challenge, which will take some time to correct.

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Trailers don’t get better with age. Spring shows what winter hides.

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Way back when, cars heavily used battery stored energy. It fell out of favour for two reasons: one, the oil and gas industry made it much easier to fuel your vehicle and; two, they hadn’t figured out a switch that would make connecting the power supply and many people suffered the sting of an electrical charge through their bodies – something not happening when starting their gasoline powered vehicle. The electric vehicle lost its lustre for over a century. Certainly, now, no one is getting jolted starting EVs because there have been tremendous advancements in the technology. In my mind, there’s still a long way to go before stored electricity is easy and readily available.

The issue I haven’t considered in this missive is the disposal of the batteries when they expire and need replacement. A little bit of carbon feeding plant life just maybe better than the disposal of batteries, then again, that might lead to more jobs for people.

sB qoN vDIAw tr`k dI Bwl

ikhVw tr~k sB qoN vDIAw hY? ieh bwry bihs au`nI hI purwxI hY ijMnw purwxw ieh audXog[ kI ieh tr`k dy mwfl (bRWf) bwry hY, kI ieh hwlIvu~f dIAW iPlmW bwry hY, ijhVy tr`kW dI vrqoN iPlmW dy sInW ‘c kIqI jWdI hY, kI ieh SihrI dMd kQwvW bwry hY, jW ieh iksy hor cIz bwry hY? hr frweIvr dI AwpxI rwey huMdI hY ik ikhVw tr~k sB qoN vDIAw hY Aqy ikauN? BwvyN ieh auh tr~k nhIN hY ijs nUM mojUdw smyN ‘c auh clw irhw huMdw hY[ ies bihs bwry sB qoN v~fI g~l ieh hY ik inrmwqw ieh XkInI bxwaux dI aumId ‘c Awpxy tr~kW ƒ ibhqr bxwaux dI lgwqwr koiSS krdy hn qW jo XkInI bxwieAw jw sky ik aunHW dw tr`k hI sB qoN vDIAw hY .... iesdw Asl ArQ jo vI hY[

tr~k inrmwqw mu~K qOr 'qy sur~iKAw, pRdrSn Aqy kuSlqw dy KyqrW ‘c, Awpxy tr~k ƒ ibhqr bxwaux leI mh~qvpUrn sroqW ƒ Apxw rhy hn[ CotIAW cIzW ijvyN ik ies nUM QoVHw hor Awrwmdwiek bxwauxw, keI vwr suDwr kr idMdy hn, bhuqI vwr ieh mu`dw nzr-AMdwz kr id`qw jWdw hY[ k`uJ hor hwlIAw suDwrW ‘c Swml hY:

• trbocwrj fIzl ieMjx: ieh ieMjx ‘c vDyry hvw ƒ D`k ky qwkq Aqy vDIAw fIzl ^pq leI suDwr krdy hn, tr~kW ƒ BwrI lof cu~kx Aqy G~t fIzl dI vrqoN krn dI AwigAw idMdy hn[

• AwtomYitk tRWsimSn: frweIivMg krnw sOKw Aqy vDyry Awrwmdwiek ho jWdw

hY Aqy Qkwvt ƒ vI GtwauNdw hY Aqy fIzl ^pq ‘c vI suDwr krdw hY[

• ielYktROink lOigMg aupkrx: ELD XkInI bxwauNdy hn ik ieh HOS nwl qwlmyl bxweI r`Ky Aqy frweIvr dI Qkwvt ƒ G~t krn Aqy smu~cI sur~iKAw ƒ ibhqr bxwaux iv~c mdd krdy hn[

• AfvWs sur~iKAw PIcr: ieh hmySW ie~k Aijhw Kyqr huMdw hY ij~Qy nvIN qknIk dI vrqoN ‘qy bhuq iDAwn id`qw jWdw hY[ hwl ‘c hI hoey suDwr, lyn Aisst Aqy AwtomYitk bRyikMg vrgIAW qknIkW nUM hI lY lE[

• siQrqw PIcr: ienHW ‘c ielYkitRk Aqy hweIibRf tr~k dI vrqoN nwl vwqwvrx ‘c suDwr krn dI koiSS Swml ho skdI hY[

tr~kW dy bhuq swry au~c kuAwltI vwly mwflW Aqy hryk bRWf dy lgwqwr suDwr krn nwl, qusIN Awpxy leI shI tr~k dI cox ikvyN krdy ho? ieh PYslw Asl ‘c quhwfIAW AwpxIAW Kws zrUrqW Aqy kMm 'qy inrBr krdw hY, iPr bySk quhwfIAW auh PIcr hox ijhVy qusIN cwhuMdy ho[ tr`k dI cox krdy smyN hyT ilKy PIcrW 'qy ivcwr kro[

• fIzl ^pq: fIzl iksy vI tr~ikMg

EprySn dy mu~K KricAW iv~coN ie~k huMdw hY[ AfvWs eyArofwienYimks Aqy vDIAw AYvryz dyx vwly ieMjxW vwly tr~kW dI qlwS kro[

• BrosyXogqw: r~K-rKwA dy Krcy vD skdy hn, Aqy jy tr~k nhIN c~l irhw

qW qusIN pYsw nhIN kmw rhy[ ie~k mzbUq rwStrI syvw nY`tvrk Aqy ijnHW tr`kW dy irpyAr pwrts AwswnI nwl iml jWdy hn, aunHW dI cox kro[

• frweIvr kMPrt: qusIN tr~k iv~c hI bhuqw smW ibqwauNdy ho, ies leI ieh suinSicq kro ik ieh Awrwmdwiek hY[ ieh XkInI bxwE ik tr~k iv~c ie~k ivSwl ibsqrw, AYrgonoimk sIitMg, Aqy vDIAw ieMsUlySn hovy[

• b`jt: tr~k KRIdx smyN kMjUsI nw vrqo[ Awpxy XQwrQvwdI b`jt nUM iDAwn ‘c r`Ko ijs nwl qusIN tr~k dI lwgq Aqy sMcwln dI lwgq dy KricAW nUM AswnI nwl Adw kr sko[[

• bRWf dI swK: ieh purwxI bihs v~l vwps jWdw hY ik ikhVw mwfl sB qoN vDIAw hY[ pr, BrosyXogqw, gwhk dI sMquStI, Aqy rIsyl mu`l leI tr~k dI swK dI Koj kro Aqy ivcwr kro[

hux bihs ƒ ie~k vwr Aqy sdw leI Kqm krn leI ik sB qoN vDIAw tr~k hY ...... KYr, ieh pqw krnw quhwfy 'qy inrBr krdw hY[ ijvyN ik qusIN swry kwrkW 'qy ivcwr krdy ho, BwvnwvW ƒ ies qoN bwhr r~Ko Aqy vDyry ivSlySxwqmk bxn dI koiSS kro[ keI vwr sB qoN vDIAw hmySW auh nhIN huMdw jo hwlIvu~f jW dMdkQw quhwƒ ivSvws krwaux dI koiSS krdI hY[ ieh Asl ‘c fYtw, zrUrqW Aqy qusIN Asl iv~c kI cwhuMdy ho, aunHW g`lW 'qy inrBr krdw hY[

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.

Finding the Best Truck

It’s a debate as old as the industry itself. Which truck is best? Is it about the brand itself? Is it about the Hollywood legends who have driven the trucks on the big screens? Is it about the urban legends? Or is it about something else? Every driver has their opinion about which truck is best and why, even if it’s not the truck they are currently behind the wheel of. The great thing about this debate is that the manufacturers constantly strive to improve their truck brand in hopes of making certain it remains the best…. whatever that really means.

Truck manufacturers have been devoting significant resources in improving their trucks, primarily in the areas of safety, performance, and efficiency. Small creature comfort improvements are a bit more hit and miss. Some of the more recent improvements include:

• Turbocharged Diesel Engines: These improve power and fuel efficiency by forcing more air into the combustion chamber, allowing trucks to haul heavier loads and use less fuel.

• Automatic Transmissions: Driving becomes easier and more accessible and also reduces fatigue and improves fuel efficiency.

• Electronic Logging Devices: ELDs ensure compliance with HOS which helps to reduce driver fatigue and improve overall safety.

• Advanced Safety Features: This is always an area where innovation is a focus. Just consider recent innovations like lane assist and automatic braking.

• Sustainability Features: These can include electric and hybrid trucks, as well as environmental improvements.

With so many high-quality brands of trucks out there, and with each brand continually improving, how do you choose the right truck for you? This decision really depends upon your own specific needs and work, and then of course the personal creature comforts you desire. Consider the following when choosing.

• Fuel Efficiency: Fuel is one of the main expenses of any trucking operation. Look for trucks with advanced aerodynamics and efficient engines.

• Reliability: Maintenance costs can add up, and if the truck isn’t moving, you aren’t making money. Choose a brand with a strong national service network and easy access to replacement parts.

• Driver Comfort: You’ll spend a lot of time in the truck itself, so make sure it is comfortable. Ensure the truck has a spacious bed, ergonomic seating, and good insulation.

• Budget: Don’t be truck poor. Set a realistic budget that considers the cost of the truck and the cost of operations.

• Brand Reputation: This goes back to the age-old debate of which is best. But research and consider the reputation of the truck for reliability, customer satisfaction, and resale value.

Now to end the debate once and for all. The best truck is…well, that is up to you to figure out. As you consider all the factors leave the emotion out of it and try to be more analytical. Sometimes the best isn’t always what Hollywood, or legend might have you believe. It really comes down to the data, the needs, and what you actually want.

Why Do People Ruin Charities?

Having been volunteering in a charity has really opened my eyes to real deceit and destruction. I used to think people in business were highly competitive and ruthless. No one could be as bad. Then I met people working in charity. There are lots of truly genuine people who do want to help the cause they are with. But then, there are the other. I ask myself daily, why are these people here and why do they stand in the way of helping others? People need our help, so why can’t you just let them get the help that they need and want?

When a charity offers programs for the community and no one uses them, you know you have a serious issue within the organization. If people aren’t coming there is something very wrong. I know the executive director of one charity that was so despised within the community, that people chose to not use the services and suffered instead. That is very heartbreaking and showcases a major issue. Who you hire to represent a charity is very crucial. Just one person can destroy an organization. If they do not have the qualities to attract people to use your services, then you must build a mechanism within the employment contract so you can get terminate them quickly.

When a third-party organisation chooses to raise money for a charity I think it’s a great gesture. But the problem comes when that organization accepts money from other people, like selling a ticket. Then the third-party organization pools all the ticket money to present one large cheque. They usually also request a tax receipt for the total amount. The organization didn’t give

the money, the people who bought the tickets did. I’m dealing with this right now. An organization sold tickets and claimed a tax receipt, but now an actual ticket purchaser wants a tax receipt. You can’t give a tax receipt twice for the same money.

Being on a charity board can be a wonderful and rewarding experience. But there are many who join a board to help themselves. I call it a resume filler. They want to be elected or seek an employment opportunity, so they join a board. Many don’t realise a board is financially responsible for the charity. If the charity fails, you must personally pay from your own pocket as a board member. So be prepared to pay if you want to join a board. Join for the right reasons and do the work to keep the charity running smoothly, because that is your job.

There is an ongoing issue with toxic board members no matter what charity you deal with and where in the world it is located. I have heard many horrendous stories about people screaming and yelling, stealing funds, bullying, and creating a toxic atmosphere. This is very heartbreaking. It ruins the reputation of the charity. I have never seen such rude and selfish people in my life, and it’s sad that it’s a daily occurrence in so many charities worldwide.

Not having a taxable charity number that can issue receipts I find personally disturbing. There are rules to be followed to earn the ability to issue a tax receipt. Often a foundation says they are this big charity, yet cannot issue a tax receipt. I wonder what they do that they don’t qualify? Do they not follow the rules?

As stated before, these are the places that get others to contribute money, then take credit for giving themselves, and take the tax receipt as well for themselves. If I cannot get a receipt, I personally walk away.

I have found so many who offer to raise funds for a charity. They call me constantly offering services. So far not one of these people has helped raise one penny. They waste time and are mostly interested in accessing partners and contacts. I won’t take these meetings. I stay optimistic that one day someone does do a fundraiser, but I see more crooked people than an actual philanthropist.

I may sound pessimistic when I describe charity work. There are some genuine and kind people who want to help a cause for the right reasons. But there is an unsavory element surrounding a lot of charities. As you work longer in philanthropy, you can discern the real from the fake people looking for a personal gain. If you have a genuine heart, do the good work and stay away from the drama. I will say this, the people that cause the drama are some of the worst people I have encountered in my life, and it’s a real shame. Just push forward with your good intentions, and eventually the community will rally and help grow the charity. Give to the community, and the community will give back as well. But when I’ve needed help, the trucking community has stepped up to give. That’s why I keep doing it. People tell me to stop being abused and leave, but I stay because some organizations are just too important to the community to lose. I know the truckers out there are strong, so I take inspiration to be strong like them and continue the good work.

lok dwn-puMn krn vwLIAW

sMsQwvW ƒ brbwd ikauN krdy hn?

ie~k cYirtI ‘c vlMtIAr nwqy kMm krn krky mYnUM ho rhy Asl DoKy Aqy qbwhI bwry jdoN pqw l`gw qW mYN suMn ho geI[ mYN socdI sI ik kwrobwrI lok bhuq mukwblybwz Aqy byrihm huMdy hn[ koeI vI aunHW ijMnw burw nhIN ho skdw[ iPr mYN cYirtI ‘c kMm krn vwly lokW ƒ imlI[ ienHW ‘c kMm krn vwLy izAwdwqr lok aus cYirtI dy mksd leI s`cy idloN mdd krnw cwhuMdy hn[ pr iPr, hor ku`J dUsrI qrW dy lok vI hn[ mYN hr roz Awpxy Awp ƒ pu~CdI hW, ieh lok dUijAW dI mdd krn dy rwh iv~c roVw ikauN bxdy hn? ijnHW lokW ƒ swfI mdd dI zrUrq hY Aqy auh mdd pRwpq krnw cwhuMdy hn, qusIN aunHW dI shwieqw krn dy XqnW ‘c rukwvtW ikauN bxdy ho?

jdoN koeI cYirtI iksy kimaUintI dI mdd krn leI pRogrwm aulIkdI hY, pr koeI vI aunHW dI vrqoN nhIN krdw, qW qhwnUM pqw hY ik quhwfy sMgTn ‘c koeI gMBIr

mu~dw hY[ jy lok imlx vwlI mdd lYx leI nhIN Aw rhy hn, qW iesdw koeI nw koeI qW iBAMkr kwrn zrUr hY[ mYN ie~k cYirtI dy kwrjkwrI inrdySk ƒ jwxdI hW ijs pRqI kimaUintI AMdr ieMnI n&rq sI, ik lokW ny syvwvW lYx dI bjwey du~K J~lx nUM qrjIh id`qI[ ieh ie`k idl qoVn vwlw Aqy bhuq v~fw mu~dw hY[ iksy cYirtI dI numwieMdgI krn leI iksy nUM inXukq krnw bhuq mh~qvpUrn PYslw huMdw hY[ isrP ie~k ivAkqI hI iksy smu`cy sMgTn ƒ qbwh kr skdw hY[ jy aunHW kol quhwfIAW syvwvW dI vrqoN krn leI lokW ƒ AwkRiSq krn dI Xogqw nhIN hY, qW quhwƒ nOkrI dy iekrwrnwmy ‘c ie`k Aijhy inXm bxwaux dI zrUrq hY ijs qihq aunHW nUM nOkrI qoN qurMq brKwsq kIqw jw sky[

jdoN qIjI iDr dw koeI sMgTn iksy cYirtI leI pYsw iek~Tw krn dI cox krdw hY, qW mYƒ lgdw hY ik ieh ie~k bhuq

SlwGwXog auprwlw hY[ pr sm~isAw audoN AwauNdI hY jdoN auh sMsQw dUjy lokW qoN pYsy lYNdI hY, ijvyN ik itkt vyc ky pYsy ie`kTy kIqy jWdy hn[ iPr auh sMsQw iek`Ty kIqy ku`l pYisAW nUM joV ky cYirtI nUM ie~k v~fw cY~k dwn vjoN idMdI hY[ Awm qOr 'qy auh aus ku~l rwSI leI tYks rsId pRwpq krn leI bynqI vI krdy hn[ aus sMgTn ny AwpxI jyb ‘coN pYsy nhIN id~qy, itktW KRIdx vwly lokW ny id`qy hn[ mYN ies smyN ies mu`dy nwl nij~T rhI hW[ ie~k sMgTn ny itktW vycIAW Aqy tYks dI rsId dw dwAvw kIqw, pr hux ie~k Asl itkt KrIddwr vI tYks rsId cwhuMdw hY[ qusIN ie~ko pYsy leI do vwr tYks rsId nhIN dy skdy[

cYirtI borf 'qy hoxw ie~k Swndwr Aqy lwBdwiek qjrbw ho skdw hY, pr bhuq swry Aijhy lok vI hn jo Awpxy in`jI lwB leI iksy borf ‘c Swml huMdy hn[

mYN ies ƒ rYizaUmy iPlr kihMdI hW[ auh koeI nOkrI jW ruzgwr dw mOkw pRwpq krnw cwhuMdy hn, isrP ies mMqv leI hI auh iksy cYirtI borf dw ih`sw bxdy hn[ bhuq swry lokW ƒ ies g`l dI jwxkwrI nhIN huMdI ik ie~k borf, cYirtI leI iv~qI qOr 'qy zuMmyvwr huMdw hY[ jy cYirtI AsPl ho jWdI hY, qW quhwƒ borf dw mYNbr hox nwqy AwpxI jyb ‘coN Bugqwn krnw lwzmI huMdw hY[ ies leI jy qusIN iksy borf iv~c Swml hoxw cwhuMdy ho qW Bugqwn krn leI iqAwr rho[ shI kwrnW krky Swml hovo Aqy cYirtI ƒ sucwrU FMg nwl clwaux leI kMm kro, ikauNik ieh quhwfw Prz hY[

cwhy qusIN iksy vI cYirtI nwl sbMiDq hovo Aqy ieh dunIAw dy iksy vI ih~sy ‘c siQq hovy, Gwqk borf mYNbrW dI sm~isAw lgwqwr bxI Aw rhI hY[ mYN lokW dIAW hwhwkwr mcwaux, PMf corI krn, D~kySwhI krn Aqy zihrIlw mwhOl bxwaux vwlIAW bhuq swrIAW AijhIAW iBAwnk khwxIAW suxIAW hn jo bhuq idl dihlwaux vwlIAW hn[ Aijhy lok cYirtI dI swK ƒ brbwd kr idMdy hn[ mYN AwpxI izMdgI iv~c kdy vI Aijhy hor p`Qr idl Aqy suAwrQI lok nhIN vyKy Aqy ieh bhuq hI du`K BrI g`l hY ik dunIAw Br ‘c bhuq swrIAW AijhIAW cYirtIAW hn, ijnHW ‘c rozwnw hI AijhIAW GtnwvW vwprdIAW hn[

rsIdW jwrI krn leI cYirtI kol

tYksXog nMbr nw hoxw, mYƒ in~jI qOr 'qy pRySwn krdw hY[ tYks rsId jwrI krn dI Xogqw pRwpq krn leI inXmW dI pwlxw kIqI jwxI cwhIdI hY[ Aksr keI sMsQwvW dwAvw krdIAW hn ik auh bhuq v`fI Awkwr vwlIAW cYirtI sMsQwvW hn, pr iPr vI ayuh tYks rsId jwrI nhIN kr skdIAW[ mYN hYrwn hW ik auh Aijhw kI kMm krdIAW hn ik auh Xogqw pRwpq krn leI sPl ikauN nhIN huMdy? kI auh inXmW dI pwlxw nhIN krdy? ijvyN ik pihlW d~isAw igAw hY, ieh AijhIAW sMsQwvW hn jo hor lokW qoN pYsy augrwh ky ausdw ishrw Awpxy isr hI nhIN bMndy, sgoN tYks dI rsId vI Awpxy nWA ‘qy hI lYNdy hn[ jy mYƒ dwn dI rsId nhIN imldI, qW mYN in~jI qOr 'qy dwn nhIN idMdI[

mYƒ bhuq swry lok imly hn jo cYirtI leI PMf iek~Tw krn dw dwAvw krdy hn[ auh mYƒ lgwqwr syvwvW leI Pon krdy hn[ Ajy q~k ienHW ‘coN iksy ny ie~k vI pYsw iek~Tw nhIN kIqw[ auh lokW dw smW brbwd krdy hn Aqy ijAwdwqr BweIvwlW Aqy lokW nwl sMprk krn ‘c hI idlcspI r~Kdy hn[ mYN AwSwvwdI hW ik koeI nw koeI ie~k idn PMfryzr krygw, pr mYN Asl praupkwrI lokW nwloN izAwdw byeImwn lok vyKy hn[

jdoN mYN cYirtI dy kMm dw vrxn krdI hW qW mYN inrwSwvwdI l~g skdI hW[ k`uJ

s~cy Aqy idAwlU lok hn jo shI kwrnW leI Xqn krn vwly lokW dI mdd krnw cwhuMdy hn[ pr bhuq swrIAW cYirtIAW dy Awly duAwly Gplybwj q~q mOjUd hn[ jykr qusIN iksy cYirtI ‘c lMmy smyN qoN kMm krdy ho, qW qusIN in~jI lwB Kwqr krn vwly byeImwnW Aqy s`cy iemwndwr lokW nUM pihcwx lYNdy ho[ jy quhwfw idl s~cw hY, qW cMgw kMm kro Aqy frwimAW qoN dUr rho[ mYN ieh khWgI, ik auh lok jo frwmy dw kwrn bxdy hn, auh sB qoN cMfwl lok hn ijnHW nUM mYN AwpxI izMdgI ‘c imlI hW Aqy ieh ie~k bhuq Srm vwlI g~l hY[ b~s Awpxy cMgy ierwidAW nwl A~gy vDo, Aqy AwiKrkwr kimaUintI iek`TI ho ky Aqy cYirtI ƒ sPl bxwaux ‘c shwieqw krygI[ kimaUintI dI shwieqw kro Aqy kimaUintI quhwfI shwieqw krygI[ pr jdoN mYƒ mdd dI zrUrq huMdI hY, qW tr~ikMg kimaUintI sdw hI mUhrI bxky shwieqw krdI hY[ ies krky hI mYN ieh syvw krdI rihMdI hW[ lok mYƒ durivvhwr sihxw bMd krn Aqy ieh kMm nUM C~fx leI kihMdy hn, pr mYN ies leI ieh kMm krnw jwrI r`KdI hW, ikauNik k`uJ sMsQwvW kimaUintI leI bhuq mh~qvpUrn hn[ mYN jwxdI hW ik BweIcwry ‘c bhuq mjbUq ierwdy vwly tr~kr mOjUd hn Aqy mYN aunHW vWg mzbUq ierwdy Aqy cMgy kMm ƒ jwrI r~Kx dI pRyrxw imldI hY[

BY: JAG DHATT

BC Extortion Rates Show Signs of Cooling Following High-Profile Arrests

For months, a wave of extortion attempts, and related violence, has kept British Columbia’s Lower Mainland on edge. However, new data from law enforcement suggests the tide may finally be turning. Following a series of strategic arrests and the public naming of several key suspects, police officials report a notable decline in extortion-related incidents over the past month.

Surrey, which has been the epicenter of the crisis, is seeing the most dramatic shift. Surrey Police Service (SPS) Chief Norm Lipinski recently confirmed that extortion-related shootings have dropped significantly. In January 2026, the city recorded ten such shootings; in February, that number fell to just one.

"This is proof that our strategy –combining aggressive enforcement with community outreach – is moving us in the right direction," Lipinski stated in a recent update.

The decline coincides with the BC Provincial Extortion Task Force’s intensified efforts. On February 27, 2026,

the task force announced major charges against three individuals – Avtar Singh, Sandeep Singh, and Jagdeep Singh – in connection to a series of shootings and extortion threats in Surrey. While two are currently in custody, a Canada-wide warrant remains active for the Jagdeep Singh.

Law enforcement experts believe the public nature of these arrests has served as a powerful deterrent. By releasing photos and names of the accused, police have not only disrupted the immediate operations of these "cluster groups" but have also punctured the sense of anonymity that many of these criminals relied upon.

Beyond arrests, police credit several proactive measures for the cooling trend:

• Project Assurance: Increased overnight patrols in high-risk commercial areas.

• Surveillance Registration: A new program allowing homeowners and businesses to register cameras with police, speeding up evidence collection.

• Federal Collaboration: New bail reforms that create a "reverse onus" for

extortion involving violence, making it harder for suspects to be released before trial.

Despite the optimistic numbers, the BC RCMP warns that the threat has not vanished. Investigations are still active across the province, including the first cases recently reported in Vancouver involving business owners who live in the city but operate in the Fraser Valley.

The core message from the Task Force remains the same: Do not pay.

"Paying only fuels this criminal activity and puts others at risk," said Staff Sgt. Lindsey Houghton. Police emphasize that victims who refuse to pay and instead contact the authorities provide the critical "puzzle pieces" needed to secure further charges.

While the "extortion crisis" label remains a point of debate among some officials, the data from February suggests that the combined weight of the legal system and community vigilance is finally beginning to crack the networks behind these threats.

pRcwr dw idK irhw Asr

ipCly keI mhIinAW qoN ibRitS kolMbIAw dy loAr mynlYNf iv~c jbrI augrwhI (extortion) dIAW koiSSW Aqy ihMsw dI lihr ny lokW ƒ dihSq iv~c r~iKAw hoieAw sI[ hwlWik, puils ivBwg dy qwzw AMkVy d~sdy hn ik siQqI hux suDr rhI hY[ keI mu~K S~kIAW dIAW au~c-p~DrI igRPqwrIAW Aqy aunHW dy nwm jnqk kIqy jwx qoN bwAd, ipCly ie~k mhIny iv~c AijhIAW GtnwvW iv~c v~fI igrwvt drj kIqI geI hY[

srI, jo ies sMkt dw mu~K kyNdr irhw hY, au~Qy sB qoN v~fI qbdIlI dyKx ƒ imlI hY[ srI puils srivs (SPS) dy cIP nOrm ilipMskI ny hwl hI iv~c puStI kIqI hY ik jbrI augrwhI nwl sbMDq golIbwrI dIAW GtnwvW iv~c BwrI kmI AweI hY[ jnvrI 2026 iv~c Sihr iv~c AijhIAW ds golIbwrI dIAW GtnwvW drj kIqIAW geIAW sn, jdoN ik PrvrI iv~c ieh igxqI Gt ky isr& ie~k rih geI[

ieh igrwvt bI.sI. pRoivMSIAl AYkstOrSn twsk Pors dIAW vDIAW koiSSW dy nwl myl KWdI hY[ 27 PrvrI, 2026 ƒ, twsk Pors ny srI iv~c golIbwrI Aqy jbrI augrwhI dIAW DmkIAW dy sbMD iv~c iqMn ivAkqIAW—Avqwr isMG, sMdIp isMG Aqy jgdIp isMG—ivru~D v~fy doSW dw AYlwn kIqw sI[ ienHW iv~coN do ies vyly ihrwsq iv~c hn, jdik qIjy leI kYnyfw-ivAwpI vwrMt jwrI hY[

kwƒn lwgU krn vwly mwhrW dw mMnxw hY ik ienHW igRPqwrIAW dy jnqk kIqy jwx ny ie~k SkqISwlI fr pYdw kIqw hY[ doSIAW dIAW qsvIrW Aqy nwm jwrI krky, puils ny nw isrP ienHW AprwiDk gru~pW dy kMmkwj ƒ roikAw hY, blik aus gupqqw ƒ vI Kqm kr id~qw hY ijs 'qy ieh AprwDI Brosw krdy sn[

igRPqwrIAW qoN ielwvw, puils keI

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(Surviellance Reigstraiton): ie~k nvW pRogrwm ijs qihq kwrobwrI Awpxy kYmry puils kol rijstr krvw skdy hn qW jo sbUq jldI iek~Ty kIqy jw skx[

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twsk Pors dw mu~K sMdyS auhI hY: pYsy nw idE[

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• pRojYkt ASorYNs (Project Assurance): vpwrk KyqrW iv~c rwq smyN puils dI gSq iv~c vwDw[

• ingrwnI rijstRySn

My friend and I started a tradition of going to a Dine Out Vancouver restaurant each year to celebrate her birthday. This year she was in Hong Kong, but was coming back before Dine Out ended, so she said we can do it then. She was too busy to choose, so she asked me to pick out a restaurant, and she would book a reservation. I honestly stumbled on Lavantine and was interested only because it had a nice view. The menu also looked good, but the roof top is what got my attention.

We managed to get the corner table which was the best table. When my friend arrived a few minutes after me, she said “Why did you choose this place? I never heard of it!” I said I also never heard of it, but look at the view, and it was packed! I figured we were missing something because it was so busy, and soon found out we were missing out on great food!

My friend had a drink. The drink

menu was written like a book and had chapters. It was beautifully done. At $19 it was not a cheap drink. But most drinks in downtown Vancouver are around that price.

I got winter truffle hummus with pita and my friend got a lentil soup as an appetizer. My pita were mini and steaming hot. Clearly made in house! The hummus was smooth and creamy. The portions were HUGE. I had more hummus than a container has in the grocery store. Both the soup and hummus were delicious.

For main dishes I got a sweet and sour beef and my friend had salmon. Again, the portions were HUGE! Enough beef or salmon to feed two people. They came with saffron rice and a bell pepper salad. All of it was delicious and all healthy too. The peppers were shaved so thin. I will try to prepare my peppers thin shaved for my next salad.

For dessert my friend got a tahina

Lavantine Restaurant & Skybar

833 W Pender St, Vancouver, BC V6C 1K7

crème Brule and I had the baklava. Again, a very large portion and both were delicious. My friend even got a birthday candle! I love this restaurant! I kept saying the whole time we were there how much I liked it. We stepped out on the patio and enjoyed the view. In the summer, this place will be amazing! It’s the 14th floor of the Azure Hotel. The hotel lobby was very nicely decorated and there was another restaurant called Dahlia in the lobby. It was also packed full.

I have not found a decent restaurant with an appetizing menu in the lower mainland for months. I cannot wait to go back to Lavantine because the regular menu had a lamb burger and lemon garlic chicken calling my name. Lavantine is near the skytrain. I walked in less than 5 minutes. So, on my next bougie shopping day, I will include Lavantine as part of a lunch or dinner stop, especially if it’s sunny so I can enjoy the view!

The Heartbeats of the Highway: Canada’s Truck Shows Are the Soul of the Industry

BY: JAG DHATT

In an era of instant digital connectivity and autonomous "smart" trucks, it is easy for critics to dismiss the traditional truck show as a relic of a bygone age. They argue that in 2026, a fleet manager can spec a truck via a VR headset and a driver can learn about new regulations through a webinar or by watching YouTube videos. But to walk the floors of Canada’s premier industry events is to realize that these critics are missing the point entirely.

From the massive halls of Truck World in Ontario and the bilingual energy of ExpoCam in Quebec, to the culturally rich grounds of the APNA Truck Show in British Columbia, these events prove that the Canadian trucking industry isn't just about the iron—it’s about the heartbeat behind the wheel.

Each major show on the Canadian calendar serves a unique and vital purpose. Truck World, held this April at the International Centre in Mississauga, remains the country’s "National Town Square." It is where the largest fleets in North America converge to witness the official debut of technologies like the 2026 Mack Granite or the latest Megawatt Charging Systems. It is the scale of the industry made manifest.

Meanwhile, ExpoCam (slated for 2027) in Montreal provides the essential link to Canada’s French-speaking

heartland. It’s more than just a trade show; it’s a cultural bridge that ensures the innovations moving through Ontario and the West are integrated into the unique regulatory and operational landscape of Quebec.

In the West, the APNA Truck Show in Abbotsford (June 13-14, 2026) has carved out an equally critical space. As Western Canada’s largest trucking event, it brings a vibrant, festival-like atmosphere to the Tradex Centre. By blending high-tech equipment displays with an important focus on the South Asian community, which makes up a massive pillar of the trucking workforce, APNA ensures that the industry’s growth is as inclusive as it is innovative.

Trucking is, by its very nature, one of the most isolating professions. Drivers spend weeks staring at the white lines of the Trans-Canada Highway, their only company the hum of the engine. Truck shows are the essential antidote to that solitude. They are the places where "life on the road" stops being a solo journey and becomes a shared experience.

When a veteran driver at TruckWorld swaps stories with a rookie, or a family at APNA explores a new sleeper cab together, the industry isn't just growing— it's healing. These shows provide a physical space for the "respect and dignity" that associations like the BCTA

and CTA advocate for, turning a lonely job into a celebrated career.

The technology of 2026—from Hydrogen Fuel Cells to Level 4 Autonomy—can be intimidating. A driver who has spent thirty years behind a diesel engine might look at a computercontrolled rig with trepidation.

This is where the shows become our collective classroom. Whether through the "GreenTech" seminars in Mississauga or the safety "talks" in Abbotsford, these events demystify the future. We move from "man vs. machine" to a shared understanding of how we will all navigate the next decade together.

As we look toward the horizon, the "digital shift" will continue. But the Canadian truck show will remain our industry's town square. Whether in the East, the West, or the heart of Quebec, these events are where we shake hands, where we recruit the next generation, and where we celebrate the resilience of a community that refuses to be broken by distance.

The future of trucking in Canada isn't just found in a computer chip. It’s found in the proud eyes of a driver who walks onto a show floor and realizes they are part of something much bigger than themselves.

Swh-rwhW dI DVkx: kYnyfw dy 'tr~k SoA'

audXog dI rUh ikauN hn

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EntwrIE dy ivSwl Truck World Aqy ikaUbYk dy do-BwSI ExpoCam qoN lY ky, ibRitS kolMbIAw dy s~iBAwcwrk p~KoN AmIr APNA Truck Show q~k, ieh smwgm swbq krdy hn ik kYnyfIAn tr~ikMg audXog isr& lohy Aqy mSInW bwry nhIN hY—ieh stIAirMg ip~Cy bYTy ienswn dI DVkx bwry hY[

kYnyfIAn kYlMfr 'qy hr v~fw SoA ie~k ivl~Kx Aqy mh~qvpUrn audyS pUrw krdw hY[ Truck World, jo ies ApRYl iv~c imsIswgw dy ieMtrnYSnl sYNtr iv~c ho irhw hY, dyS dw "nYSnl twaUn skueyAr" bixAw hoieAw hY[ ieh auh QW hY ij~Qy au~qrI AmrIkw dIAW sB qoN v~fIAW PlIt kMpnIAW 2026 mYk gRynweIt (Mack Grainte) jW nvIN mYgwvt cwrijMg pRxwlI vrgIAW qknIkW dI pihlI Jlk dyKx leI iek~TIAW huMdIAW hn[ ieh audXog dy ivSwl p~Dr dw pRq~K rUp hY[

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p~Cm iv~c, AYbtsPorf dw APNA

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tr~ikMg, Awpxy suBwA p~KoN, sB qoN v~D iek~lypx vwlw ik~qw hY[ frweIvr h&iqAW b~DI tRWs-kYnyfw hweIvyA dIAW ic~tIAW lweInW ƒ dyKdy hoey s&r krdy hn, ij~Qy isr& ieMjx dI Awvwz hI aunHW dI swQI huMdI hY[ tr~k SoA ies iek~lypx dw sB qoN v~fw ielwj hn[ ieh auh QWvW hn ij~Qy "sVk dI izMdgI" isr& ie~k iek~lw s&r nhIN rih jWdI, sgoN ie~k sWJw AnuBv bx jWdI hY[

jdoN ie~k purwxw frweIvr TruckWorld iv~c iksy nvyN muMfy (rUkI) nwl g~lW sWJIAW krdw hY, jW koeI pirvwr APNA SoA iv~c iml ky nvyN slIpr kYb ƒ dyKdw hY, qW audXog isr& vDdw hI nhIN—ieh juVdw vI hY[ ieh SoA aus "siqkwr Aqy mwx" leI ie~k QW pRdwn krdy hn ijs dI vkwlq

BCTA Aqy CTA vrgIAW AYsosIeySnW krdIAW hn, Aqy ie~k iek~lI nOkrI ƒ ie~k mwxm~qy krIAr iv~c bdl idMdy hn[

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ieh auh QW hY ij~Qy ieh SoA swfI sWJI jmwq bx jWdy hn[ BwvyN ieh imsIswgw iv~c "GreenTech" sYmInwr hox jW AYbtsPorf iv~c sur~iKAw bwry g~lbwq, ieh smwgm Biv~K dIAW aulJxW ƒ dUr krdy hn[ AsIN "mnu~K bnwm mSIn" qoN ie~k AijhI sWJI smJ v~l vDdy hW ik AsIN swry Agly dhwky dy s&r ƒ iml ky ikvyN qYA krWgy[

ijvyN-ijvyN AsIN A~gy vD rhy hW, "ifjItl bdlwA" jwrI rhygw[ pr kYnyfIAn tr~k SoA hmySw swfy audXog dw sWJw ivhVw (town square) rihxgy[ BwvyN auh pUrb hovy, p~Cm hovy, jW ikaUbYk dw idl hovy, ieh auh QWvW hn ij~Qy AsIN h~Q imlwauNdy hW, ij~Qy AsIN nvIN pIVHI ƒ ies ik~qy nwl joVdy hW, Aqy aus BweIcwry dw jSn mnwauNdy hW jo dUrIAW kwrn tu~tx qoN ienkwr krdw hY[

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Drive Smart Pro: A Chance for B.C. Trucking Fleets to Help Shape the Future of Road Safety

Telematics has become a routine part of trucking operations in British Columbia, but its broader impact on provincial road safety planning and insurance design is still emerging.

ICBC is inviting commercial fleets to participate in Drive Smart Pro, a six-month program, aimed at building a clearer picture of real-world driving patterns across commercial fleet operators.

For trucking operators whose vehicles face steep grades, winter roads, and long-haul demands, Drive Smart Pro offers a meaningful way to ensure future provincial telematics programs and road safety initiatives reflect the realities of commercial transport haul demands.

How

the Program Works

Drive Smart Pro is a six-month voluntary program designed to standardize and collect telematics data

from participating commercial fleets. ICBC is using software to integrate data from multiple telematics providers, allowing fleets to participate without changing existing systems. The program examines key driving metrics such as speed, location, and harsh braking— metrics used to understand behaviour and crash risk.

All data is anonymized and used strictly for research. Participation does not affect commercial or personal insurance premiums or your driving score.

Why ICBC Fleetplan Customers Should Consider Participating

• Receive a 5% discount on ICBC Optional collision coverage on your next renewal after ICBC verifies data connectivity.

• Influence future insurance and road safety programs by contributing real fleet data.

• Highlight the unique operating conditions B.C. trucking fleets face daily.

• Strengthen industry leadership in evidence-based road safety.

Eligibility and Enrollment

Fleets must have an active ICBC Fleetplan policy and an existing telematics provider. Applications are open now, with details at icbc.com/ drivesmartpro.

Why Your Participation Matters

As telematics continues to shape fleet management, this program gives B.C. carriers a direct role in helping ICBC evaluate how telematics can inform safer roads and more effective longterm policies. With the industry already invested in data-driven operations, Drive Smart Pro offers a practical and low barrier way to contribute to the future of trucking in the province.

fRweIv smwrt pRo: bI

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auhnW tr~ikMg EprytrW leI, ijhnW dy tr`k cVHweI vwlIAW, srdI (snoA) vwlIAW Aqy lMby dUrI dy lof iljwx vwlIAW sVkW ‘qy hwlwq dw swhmxw krdy hn, fRweIv smwrt pRo Biv~K dy pRWqI tYlImYitks pRogrwm Aqy sVk sur~iKAw muihMmW, vpwirk AwvwjweI dIAW hkIkqW ƒ ieh XkInI bxwaux leI sur`iKAq qrIkw muh~eIAw krwauNdw hY[

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Xogqw Aqy drjw

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Peterbilt Marks Milestone with First-Ever Master Technician

BY JGK STAFF

Peterbilt has reached a major milestone in its commitment to service excellence by recognizing its first-ever Master Technician. Michael Fitzpatrick of Ohio Peterbilt has earned the prestigious designation, setting a new benchmark for advanced technical expertise within the Peterbilt dealer network.

The Master Technician designation represents the highest level of achievement available to Peterbilt technicians. It signifies mastery of the most advanced training offered by the company and reflects a deep understanding of all major vehicle systems. Technicians who earn this distinction demonstrate exceptional diagnostic capabilities, advanced problem-solving skills, and the leadership required to support increasingly sophisticated truck technologies.

“Michael Fitzpatrick’s accomplishment is an important moment for Peterbilt,” said Danny Landholm, Peterbilt director of Dealer Network

Development. “As our first Master Technician, he has shown outstanding technical knowledge, leadership, and the ability to diagnose and repair today’s complex vehicle systems while meeting the evolving needs of our customers.”

Earning Master Technician status requires extensive hands-on experience, successful completion of rigorous training programs, and proven proficiency in identifying and resolving complex vehicle issues. Master Technicians serve as trusted technical leaders within the dealership, supporting advanced truck, engine, and electrical repairs. In addition, they play a key mentoring role by sharing their expertise with other technicians and helping ensure Peterbilt vehicles consistently meet high standards for performance and reliability.

For Fitzpatrick, the designation represents both a personal achievement and an opportunity to elevate service quality. “Becoming a Master Technician is a proud moment in my career,” he said. “The training has given me a deeper

understanding of how advanced systems work together across the entire truck. That knowledge allows me to provide better service every day and support fellow technicians as we continue learning and improving together.”

The Master Technician program addresses the growing demand for highly skilled service professionals while reinforcing Peterbilt’s focus on long-term career development and advancement. By investing in advanced training and professional growth, Peterbilt continues to strengthen service standards across its dealer network.

“This designation reflects a strong foundation of technical expertise, experience, and dedication to quality,” Landholm added. “Customers benefit from faster diagnostics, reliable repairs, and consistent service. Technicians gain access to an experienced resource for ongoing learning, and our dealer network continues to build a culture centered on service excellence and dependable support.”

With the Big Three Retreating to the U.S., Transportation Companies Need to Plan for Rough Road Ahead

BY: ALASTAIR MCNISH

The transportation of auto parts, finished vehicles, and other freight connected to the integrated cross-border assembly of automobiles makes up a significant part of total freight volume in the Canadian trucking and transportation industry. In recent weeks, both Stellantis (Brampton) and General Motors (Ingersoll) have made announcements about shifting

production from Ontario factories to the United States. Ford’s Oakville assembly plant is currently shuttered as it retools for a planned reopening in 2026.

The effect these shifts will have on the transportation industry seems clear: less business to go around, and a still saturated competitive market fighting over reduced freight volumes.

Bankruptcies and receiverships will likely follow, unfortunately.

For companies that have not reached a critical stage, it is good time to assess whether they have legal risks to attend to while they have time (and cash flow) to spare. If recent experience is anything to go by, four areas in particular should be considered:

Shareholder Disputes: Many of the businesses most at risk of financial trouble ahead are small, independent transportation companies. Such companies were often founded without much formality and grew rapidly when times were better (i.e. during the Covidera boom in shipping). It is often the case that corporations that grow quickly do not revisit the corporate records that were created upon incorporation, including articles, by-laws, and shareholder agreements. If not, now is the time. Shareholder disputes are often much more straightforward and resolvable where the rules that govern are clearly defined.

Real Estate: Land and favourable long-term leases are often transportation companies’ most valuable assets. Leases and title documents should be reviewed carefully to ensure there are no surprises if such real estate assets are to be relied on for financing.

Employment: Companies that need to downsize or layoff workers must be careful to ensure that they are complying with applicable employment statutes (often the Canada Labour Code in the case of interprovincial transport). Employment contracts should be reviewed and updated to ensure compliance. Termination pay and severance can become a significant drain on a company’s finances if not handled carefully.

Receivership: Although in many cases a death sentence, with planning and forthright communication with lenders, companies can use a receivership to give themselves breathing room to restructure, negotiate down liabilities, and find a path to continued operations or a (relatively) painless exit. Gaining familiarity with the process well before it becomes a possibility is a prudent exercise.

No doubt, there will be a rough road ahead for many transportation companies. Assessing legal risks and taking proactive steps to address those risks is a valuable exercise for the industry.

DISPUTES

• Real Estate Litigation

• Business Litigation

• Trust Estate Disputes

• Breaches of Fiduciary & Corporate Duties

• Negligence Claims

• Shareholder Remedies

• Supply Chain Disputes

• Employment Law

• Family Disputes

BUSINESS SOLUTIONS

• Mergers & Acquisitions

• Corporate Finance & Securities

• Supply Chain Agreements

• Commercial Issues

• Technology & Licensing

• Corporate Governance

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Volvo Trucks Secures HDT 2025 Top 20 Product Award for Industry-First Safety Standard

BY: JGK STAFF

Volvo Trucks North America has reached a significant milestone with its integrated side curtain airbag, which was recently named an HDT 2025 Top 20 Product by the editors of Heavy Duty Trucking. This prestigious award recognizes products that make substantial leaps in both safety and operational efficiency within the trucking sector. The timing of this recognition is particularly noteworthy as the all-new Volvo VNR has officially entered production this month at the New River Valley plant in Dublin, Virginia. To ensure the highest level of protection for operators, Volvo has made these side curtain airbags standard equipment on every new VNL and VNR model manufactured for the North American market.

By choosing to standardize this technology, Volvo Trucks is significantly broadening access to a critical safety innovation that is specifically designed to mitigate injuries and prevent fatalities in high-impact scenarios. This move reinforces Volvo’s longstanding reputation as a leader in heavy-duty

vehicle safety. The company has a history of pioneering such advancements, having previously been the first manufacturer in North America to introduce a driver front airbag in a heavy truck. This new standard further demonstrates their commitment to evolving truck safety to meet the modern, rigorous demands of the road.

Peter Voorhoeve, the president of Volvo Trucks North America, noted that safety is deeply embedded in the company’s identity and DNA. He explained that, “the process of developing safety features to protect drivers and the public is an unending mission for the organisation. Volvo operates with a clear vision of achieving zero accidents, asserting that any other number is simply unacceptable in the pursuit of highway safety.” The company expressed its pride in seeing this safety-first philosophy recognized by the industry experts at Heavy Duty Trucking, further validating their efforts to prioritise driver well-being across their entire product lineup.

The engineering behind the side

curtain airbag is focused on some of the most severe crash conditions, specifically rollover events. These airbags are designed to deploy during a rollover to offer an extra layer of protection for both drivers and their passengers. Statistics suggest that rollovers account for approximately half of all truck occupant fatalities on North American roads, making this technology a vital tool in saving lives. By providing this innovation as a standard feature, Volvo is ensuring that more fleets have the tools necessary to protect their most valuable assets in high-risk situations.

The selection process for the HDT Top 20 Products is thorough, ensuring that only the most practical and impactful solutions are honoured. The judges look for products that demonstrate true innovation, effectively address industrywide challenges, and have the potential to positively impact a fleet's bottom line. The official award presentation will take place on March 16 in Nashville during the American Trucking Associations’ Technology & Maintenance Council annual meeting.

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Spring Conditions: Adjusting Habits Before the Risks Adjust You

Spring in British Columbia brings longer daylight hours and milder temperatures, but it also introduces a new set of safety risks. Snow and ice may be fading, yet changing road conditions, increased traffic, and seasonal work activity create hazards that require drivers and employers to adjust their approach.

For commercial drivers, spring is not a return to “normal.” It is a transition period that demands renewed attention and deliberate changes in driving habits.

On

the Road: Key Seasonal Hazards

1. Wet Roads and Reduced Traction

Rain is more frequent in spring, and the first rainfall after winter can lift oil and debris to the surface, increasing stopping distances. Hydroplaning becomes a real concern at highway speeds. Drivers should:

• Increase following distance

• Reduce speed during heavy rain

• Avoid sudden braking or sharp steering inputs

2. Potholes and Road Surface Damage

Freeze-thaw cycles leave behind potholes and cracked pavement. These can:

• Damage suspension and steering components

• Affect load stability

• Create sudden steering hazards

Drivers should scan further ahead, maintain safe lane positioning, and report severe road defects through company channels.

3. Construction Zones and Traffic Pattern Changes

Spring marks the start of highway and municipal construction projects. Expect:

• Reduced speed zones

• Narrowed lanes

• Flaggers and shifting traffic patterns

Complacency is a risk. Adjust speed early and anticipate sudden stops.

4. Wildlife Activity

Wildlife movement increases in spring. Dawn and dusk remain higherrisk periods. Defensive scanning and speed management are critical

Terminal and Yard Safety: SpringSpecific Risks

Driving conditions are only part of the picture. Occupational health and safety risks also shift as winter ends.

Slips,

Trips, and Falls

Melting snow creates pooled water and mud around yards and loading docks. Inside facilities, wet floors increase slip hazards. Employers should:

• Inspect and repair drainage issues

• Increase housekeeping frequency

• Ensure adequate signage and slipresistant surfaces

• Reinforce proper footwear policies

According to WorkSafeBC, slips, trips, and falls consistently represent one of the most common workplace injury categories across industries. Prevention requires active monitoring, not assumption.

Vehicle Maintenance and Inspections

Spring is an appropriate time to reassess:

• Tire condition (winter wear, pressure changes with temperature)

• Brake performance affected by moisture and corrosion

• Wiper blades and lighting systems

• Undercarriage damage from winter road salt

Supervisors should reinforce pretrip inspection diligence. Spring is when minor winter damage often becomes visible.

Fatigue and Schedule Pressures

Improved weather often leads to increased freight volumes and tighter schedules. Managers should monitor:

• Hours of service compliance

• Signs of fatigue

• Production pressure that may influence unsafe decisions

BY SAFETYDRIVEN TRUCKING SAFETY COUNCIL OF BC

A shift in season should not result in a shift away from safety priorities.

Mental Health and Seasonal Transitions

For some workers, spring brings improved morale. For others, workload increases or changing conditions can elevate stress. Open communication channels and accessible support resources remain essential components of a strong safety culture.

Manager Action Checklist

Spring is an opportunity to proactively reinforce expectations:

• Conduct seasonal safety briefings

• Review safe work procedures for yard traffic and construction zones

• Inspect walking surfaces and drainage systems

• Audit pre-trip inspection quality

• Re-evaluate emergency response plans for changing conditions

• Encourage hazard reporting and near-miss documentation

Seasonal transitions are predictable. Incidents do not have to be.

Driving Safety Forward

Safety is not static. As road and workplace conditions change, behaviours must adapt. A structured spring safety review — covering driving practices, facility risks, and supervisory oversight — can prevent injuries before they occur. Spring often brings new energy to workplaces, but it should also be a time to refocus on safety. SafetyDriven can support your organization by helping you refresh your safety program for the season. Our team can provide guidance on seasonal safety meeting topics, assist with hazard assessments, and review your existing safety programs to ensure they remain effective and aligned with current best practices. To learn more or connect with our safety advisors, contact us at 604-888-2242 or info@safetydriven.ca, or visit our website SafetyDriven.ca.

2025 Range Rover SV

A PERSONAL SANCTUARY

The luxury SUV market was, and continues to be, a very defined and dedicated segment of the automotive world. The members of this elite class include BMW, Mercedes, Land Rover, Audi, Cadillac, and Porsche to name the major players. But even within this group, there is a separation that now defines something I’d like to call ultra-luxury, and Range Rover does just that with its SV trim.

To truly understand the 2025 Range Rover SV, you have to stop thinking of it as a car and start thinking of it as one’s sanctuary. That’s not to say the “lower” trims aren’t enough; for me, the SE trim would still be good. And while the Autobiography trim provides a first-class experience, the SV is designed for the person who finds firstclass a bit too "crowded."

The luxury of the SV isn't just about expensive materials; it’s about appealing to the senses. Land Rover’s

SV Bespoke program allows for over a million possible interior combinations. For the buyer, this is the ultimate appeal: the "Match to Sample" paint service means you can have your Range Rover painted to match your favorite watch face or your wedding dress. In this price bracket, luxury isn't just owning something nice—it’s owning something that no one else has.

Our test Range Rover SV’s colour was called Icy White, in a Satin finish. While not matte, which many other luxury vehicles have, the Satin finish is even more posh, as it should for this vehicle. While the outer colour was appealing to most, the interior’s Serenity Sequoia Green was a tad more polarizing; many are just used to the standard colours, while again, the SV wants to be completely unique, and it is. Personally, I thought this “bluish green” interior perfectly complemented the exterior.

JAG DHATT

Where the Autobiography edition uses high-grade natural woods for its interior, the SV moves into Vantablackadjacent aesthetic; this is characterized by the use of ultra-matte, light absorbing materials.

I’ve spent time in both, and the SV "feels" different because of the handfinishing. The SV is still largely handassembled at the SVO Technical Centre in England. The ceramic touchpoints, which take over two months to produce, provide a temperature-stable, diamondhard surface that feels fundamentally more substantial than the metal or plastic used in the “lower trims”; the term lower trim genuinely wrong because any Range Rover is anything but. This level of detail appeals to buyers who have a deep appreciation for items such as bespoke suits and dresses; they aren't looking at the price tag, they are looking at the stitch count.

Our test SV seats featured ultra-

luxurious, semi-aniline leather, complete with 24-way heated and cooled “hot-stone” massage front seats and Executive Class rear seats. The Executive Suite, if you choose the Long Wheelbase with the SV Signature Suite, effectively buys a mobile office and spa. The power-deployable club table and the hidden refrigerator with SV-branded crystal glassware are pure theater, but they work flawlessly. The 8-inch rear touchscreen controller allows you to change the cabin’s entire mood without ever leaning forward. If that’s not enough, the rear right passenger can fully rest by reclining the seat and deploying the footrest. On a trip to Kelowna, my youngest daughter emphasized that her Executive seat was absolutely magical.

New for 2025 is the Body and Soul Seat (BASS) and the world-first Sensory Floor. This is where the appeal shifts from "nice car" to "holistic wellness." High-fidelity transducers are embedded in the seats and under the thick mohair carpets. They pulse in sync with the 1,600-watt Meridian Signature sound system. It’s a tactile audio experience that doesn’t just play music; according to Range Rover, it uses "wellness programs" to physically lower your heart rate or invigorate you after a long flight. For the ultra-high-net-worth buyer, the SV is more than just transportation.

The entertainment and entire cabin experience is controlled

by a highly responsive 13.1” screen. The 35-speaker Meridian Signature Sound System features active noise cancellation, allowing personal spaces to become even more quiet.

With a vehicle that hits all the marks for looks and comfort, one wouldn’t expect anything less of its power and ride. The Range Rover SV feels like a controlled explosion behind the wheel. With over 626 horsepower and 553 lbft of torque available from the twinturbo mild hybrid BMW-sourced V8, the SV feel lighter than its 5,500-pound frame suggests. The "SV Intrepid" driving mode sharpens the steering and suspension just enough to remind you that this isn't a bus, it’s a powerhouse, enabling times of 3.6 seconds from 0 –100 km/h.

Yet, the SV never loses that "magic carpet" ride. The 2025 model's updated Dynamic Response Pro system keeps the car eerily flat through corners, defying the high center of gravity. Thus, even when opening the throttle completely or driving a windy road, you can still enjoy your cup of English Breakfast tea.

Additional control is given by the all-wheel steering system in the SV, enhancing driving experience through corners. The effectiveness of the allwheel steering is blatantly clear at lower speeds; when parking or taking tight corners, the massive Range Rover SV has lower turning radius than a compact hatchback.

The 2025 Range Rover SV is the definitive answer to the question: "What if the best wasn't quite good enough?" It successfully bridges the gap between the "standard" luxury of a Mercedes-Benz S-Class and the astronomical exclusivity of a RollsRoyce Cullinan.

It is a vehicle for the person who wants the highest possible spec, the most powerful engine, and a cabin that can literally vibrate the stress out of their muscles. It’s not just the best Range Rover ever made; it’s one of the finest luxury objects on the planet.

The Road Ahead: 2026’s Top Trucking Tech

BY: JAG DHATT

The trucking industry has long been the backbone of the global economy, but in 2026, it is undergoing its most significant technological shift in a century. Driven by environmental regulations, labor shortages, and a relentless pursuit of efficiency, the "big rigs" of today are becoming high-tech mobile data centers. While these innovations are global, they are being adapted with "Canadianspecific" modifications to handle our extreme weather, vast distances, and unique heavy-haul regulations.

1. High-Volume Autonomous Hauling (Level 4)

While the dream of "driverless" trucks has been discussed for years, 2026 marks the year it moved from pilot programs to high-volume commercial

reality. In the U.S., companies like Aurora Innovation have scaled networks across the Sun Belt.

Canada is leading in autonomous industrial and corridor-specific applications. In August 2025, Ontario launched a 10-year Automated Commercial Motor Vehicle (ACMV) Pilot Program, allowing Level 4 trucks to be tested on provincially controlled highways. Unlike the clear-weather testing in Texas, Canadian systems are being fitted with thermal-imaging cameras and high-resolution radar designed to "see" through blowing snow and heavy fog—conditions where standard Lidar often struggles.

2. The Electric "Range Revolution" 2026 is being hailed as the year the

"short haul only" stigma for electric trucks died. The Tesla Semi has entered high-volume production, but the real game changer is the Megawatt Charging System (MCS). This infrastructure now allows these behemoths to recover 70% of their charge in just 30 minutes, aligning perfectly with mandatory driver rest periods.

To support this, the Canada Infrastructure Bank is deploying $1.5 billion into the "Charging and Hydrogen Refuelling Infrastructure Initiative." This is creating "Green Freight Corridors" along Hwy 401 and the Trans-Canada Highway. Canadian fleets are adopting trucks with advanced heat pumps and insulated battery jackets to combat "Winter Range" anxiety in subzero temperatures.

3. Hydrogen: Canada’s "Secret Weapon"

For the truly long-haul routes where batteries are too heavy, liquid hydrogen is making its move. Hydrogen

is increasingly preferred in Canada because it doesn't lose efficiency in the cold and provides the 800+ km range needed for remote stretches.

Toronto-based Elemental Trucks recently completed the development of a 63.5-tonne hydrogen fuel-cell truck, specifically engineered for Canada’s heavy-haul weight limits. Simultaneously, Edmonton has emerged as a global hydrogen hub, with the Alberta Motor Transport Association (AMTA) running pure hydrogen Class 8 trials to navigate the icy mountain passes of the Rockies.

4. Predictive Telematics and "AI Copilots"

Inside the cab, technology is focusing on the driver experience. AI-powered telematics have evolved into proactive

"Copilots" that can predict breakdowns by detecting micro-vibrations and optimize "Smart Routing" based on live weather patterns.

These systems are vital for "Winterization." In 2026, Canadian fleets use IoT sensors to monitor fluid

viscosity and air-line freezing, alerting drivers to potential mechanical failures before they get stranded in remote areas like the Rogers Pass. Furthermore, this tech supports the push to make truck driving a Red Seal Certified trade by providing real-world data on driver competence.

5. Smart Trailers and 360-Degree Vision

The "dumb trailer" is a thing of the past. 2026 trailers are equipped with 360-degree camera arrays that eliminate blind spots and automate the "pairing" process between the tractor and trailer.

This is especially critical for Canada’s unique "B-Train" configurations (pulling two trailers). Active stability sensors now communicate directly with the tractor's AI to prevent roll-overs on winding, icy provincial highways.

The semi-truck of 2026 is no longer just a vehicle; it is a sophisticated, sustainable, and increasingly independent piece of infrastructure. While autonomous highways might still be limited to specific corridors in Ontario and Alberta, the adoption of hydrogen and predictive telematics is seeing immediate, widespread success across the country.

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!