CTOA Q3 2026 Industry Report: Freight Market Outlook for Small and Mid-Sized Carriers

Industry Insight Series: Canada Truck Operators Association, Q3 2026 – July through September

Prepared for CTOA fleet owners, owner-operators and small carriers. Covering freight markets, regulatory environment, trade policy, operating costs, cargo security and practical steps for the next quarter.

Editor’s Note

The Canadian trucking industry sits at an inflection point. After a long period of compressed margins, volatile costs and intense competition, Q3 2026 arrives with signs of market tightening – but also with higher regulatory, insurance, fuel, equipment and cargo-security risk.

This report is written for the operators who are running the miles, not reading about them from a boardroom. The goal is to give CTOA members – fleet owners and owner-operators alike – a clear, practical view of where the market stands, what is coming in the next quarter, and what actions should be taken now.

Executive Summary

Six Themes Defining Q3 2026

Freight market tightening is real, but uneven. Spot-market pressure, route-guide failures and tender rejection signals suggest less available capacity than during the 2023-2025 downcycle. The improvement is strongest for disciplined carriers with good documentation, equipment readiness and customer relationships.
This is a supply-side recovery, not a demand boom. Demand is not uniformly strong. Much of the rate pressure is being driven by carrier exits, operating-cost pressure, enforcement and reduced available capacity. Members should improve rates carefully, but continue to price every load by true cost.
Compliance and documentation remain business fundamentals. The strongest operators will be those with organized driver, equipment, dispatch, maintenance, insurance, payroll, tax and customer records. A clean file is now part of operational discipline, not just paperwork.
Cross-border planning faces CUSMA (USMCA) uncertainty. The six-year CUSMA (USMCA) joint review begins in 2026. A smooth extension would support stability, while prolonged negotiations would create recurring uncertainty for cross-border lanes and customer planning.
Cargo theft and fraud are rising in value and sophistication. CargoNet reported estimated U.S./Canada cargo theft losses near US$725 million in 2025, with average theft value up 36% to US$273,990. Carriers should review insurance limits, identity-verification procedures and parking/security protocols.
Operating discipline will decide who benefits. Diesel, insurance, equipment, financing, maintenance and payment delays continue to squeeze margins. The next quarter will reward operators who know their numbers, protect cash flow and maintain audit-ready records.

Section 1 — Freight Market

Freight Market Conditions: Tighter Than It Looks

North America’s freight market entered Q3 2026 with the surface appearance of stabilization, but with real structural tension underneath. For Canadian carriers – particularly small carriers and owner-operators who survived the 2023-2025 freight downcycle – some of that tension is beginning to work in their favour.

Spot Rates, Route-Guide Failures and Tender Rejections

Recent market updates describe a freight market that remains volatile and capacity-sensitive. FreightWaves reported that disruptions such as International Roadcheck quickly pushed tender rejections and spot rates higher, while C.H. Robinson reported that route-guide failures and tightening truckload capacity have become important signs of reduced slack in the market.

For CTOA members, the key point is that tender rejection data is primarily a U.S. truckload market signal, but it matters for Canadian carriers because North American freight lanes, cross-border capacity and shipper behaviour are connected. When available capacity tightens in the U.S., Canadian cross-border pricing, routing, broker behaviour and shipper expectations can change quickly.

▶ CTOA Member Implication

If you operate in spot or cross-border freight, your negotiating position has improved from the weakest period of the downcycle. Use this window to review lane pricing, fuel recovery and customer payment terms. Do not accept higher headline rates without confirming the load is profitable after fuel, empty miles, waiting time, insurance, maintenance and payment delay.

Contract and Spot Rates: Recovery With Caution

Contract and spot rates have been improving from the 2024-2025 trough. C.H. Robinson’s April 2026 market update forecasted 2026 dry van truckload costs up 17% year over year and refrigerated truckload costs up 16% year over year. Other News networks also reported Canadian spot-rate strength in spring 2026, including higher spot rates and a supply-driven recovery dynamic.

▶ CTOA Member Implication

Now is the time to review contract renewals and customer rates. The leverage exists, but it should be used strategically. Improve pricing on existing stable lanes before adding risky new lanes. A carrier can still lose money on a higher-paying load if the full cost is not calculated.

Intermodal and Modal Competition

When truckload capacity tightens, shippers often look to rail and intermodal alternatives. Reuters has reported that tighter truck capacity is giving U.S. railroads an opportunity to win back some freight. This is not necessarily a direct threat to every carrier, but it is a reminder that shippers will use all available options when truck pricing rises.

Members should maintain shipper relationships even when some freight temporarily shifts modes. Service reliability, communication and flexible capacity remain major advantages for trucking.

Section 2 – Compliance & Operations

Compliance Is Now Part of Business Discipline

For small and mid-sized carriers, compliance should be treated as part of daily operations, not as a separate legal or political debate. The practical priority for Q3 is simple: keep records clean, current and easy to produce when needed.

Fleet owners should review driver files, equipment and maintenance records, insurance documents, permits, dispatch records, proof of delivery, payment records, contracts, payroll or contractor documentation where applicable, and customer communications. The goal is not to create fear, the goal is to reduce business risk, improve professionalism, and protect companies before small paperwork gaps become expensive operational problems.

▶ CTOA Member Implication

Every carrier should be able to answer three questions quickly: Are our files current? Can we prove how each load was dispatched, delivered and invoiced? Can management see compliance, maintenance and payment issues before they become a crisis?

Medium-Term Policy Direction

Transport Canada and other public agencies continue to focus on safety data, zero-emission trucking planning, technology, equipment transition and future regulatory frameworks. These are not immediate Q3 pressures for most small carriers, but they show where the industry is heading: better records, better systems, cleaner operations and stronger accountability.

Section 3 — Trade Policy & Cross-Border

The CUSMA (USMCA) Countdown: What It Means for Your Loads

2026 Joint Review: Three Possible Worlds

The CUSMA (USMCA) is designed to last 16 years, expiring in 2036 unless the parties agree to extend it. Article 34.7 requires Canada, the United States and Mexico to conduct a formal review at the six-year mark. If the parties agree to extend, the agreement can continue with greater certainty. If they do not, annual reviews can create recurring uncertainty.

Scenario A – Best Case

Extension and Stability: The parties agree to extend or maintain the agreement with modest adjustments. Cross-border planning remains stable and customer confidence improves.

Scenario B – Disruptive

Contentious Review: Negotiations become difficult, with pressure around autos, agriculture, procurement, digital trade or rules of origin. Cross-border shippers delay decisions.

Scenario C – Worst Case

Annual Uncertainty: No extension is confirmed and the agreement enters recurring review cycles. Carriers and shippers face planning uncertainty that can affect volumes and rate commitments.

▶ CTOA Member Implication

Cross-border operators should stress-test lane exposure before signing long-term commitments. Review which customers, routes, equipment and drivers depend heavily on U.S. trade flows. Build flexibility into pricing and contract language where possible.

Tariffs, Trade Friction and Lane Risk

Trade uncertainty can change freight flows quickly. Tariff pressure, customs complexity and customer hesitation can create strong rates on one lane and weak backhaul availability on another. Carriers should avoid looking only at the outbound rate; the full round trip must be profitable.

For Q3, domestic Canadian lanes may offer more planning stability than heavily exposed cross-border lanes. However, strong cross-border operators with disciplined paperwork, reliable equipment and customer relationships can still find opportunity.

Section 4 – Operating Costs & Risk

The Margin Squeeze Continues

Equipment: The Tariff and Replacement-Cost Pressure

Tariff-related cost pressure may increase new commercial truck prices. S&P Global Mobility estimated tariff impacts could add roughly 9% to new truck prices and reduce demand by up to 17%. Some industry summaries have also cited potential Class 8 price increases around US$10,000 per unit, although this should be treated as an estimate rather than a fixed number.

For Canadian fleet owners considering equipment refreshes in 2026, the decision should be based on safety, reliability, revenue opportunity, financing cost and repair history. Delaying replacement may save capital in the short term, but keeping unreliable equipment can increase downtime, roadside risk and customer service failures.

▶ CTOA Member Implication

Track repair cost by unit, not only total repair cost. A truck that keeps moving but constantly breaks down may be quietly destroying margin. Review preventive maintenance schedules, inspection records and recurring repairs before Q3 freight demand increases.

Fuel, Insurance and Payment Delay

Diesel, insurance and financing costs remain major margin risks. Fuel volatility can erase the profit on a lane if fuel surcharge recovery is weak or delayed. Insurance renewals may also become more challenging as cargo theft, claims costs and compliance expectations rise.

Payment delay remains a structural problem for small carriers. Waiting 30, 60 or 90 days for payment forces many operators into factoring or high-cost borrowing. Members should track average days-to-payment by customer and avoid building growth around customers who consistently delay cash flow.

Cargo Theft: The Fastest-Rising Risk

Cargo theft risk is rising in value and sophistication. CargoNet reported that estimated losses reached nearly US$725 million in 2025, up 60% from 2024, while average theft value rose 36% to US$273,990. Thefts are increasingly tied to identity fraud, fictitious pickups, phishing, cloned domains, double brokering and strategic cargo theft.

Food and beverages, electronics, automotive parts, metals and retail goods remain attractive targets. Members should not assume that traditional cargo coverage is enough for modern fraud-based theft schemes.

▶ Three Questions for Your Insurance Broker – Before Q3

1. What is your current per-occurrence cargo limit, and does it reflect current average theft values?

2. Does your policy respond to strategic cargo theft, identity fraud, load interception and phantom carrier schemes?

3. Have you reviewed parking, seal, tracking, document and verification requirements in the past 12 months?

Section 5 – Strategic Outlook

Q3 2026: Opportunities & Risks

Industry conditions can best be described as stabilization with structural turbulence. Freight pricing is improving in many areas, but the operating environment is more complex and more expensive than it was before the downcycle. The carriers positioned to gain ground in Q3 and Q4 are those who treat compliance, cash flow, safety, maintenance and cost visibility as core business functions.

Opportunities in Q3 2026

Rate recovery is accessible. Carriers with reliable service and clean documentation are in a stronger negotiating position than during the freight recession.
Compliance can become a competitive advantage. As enforcement increases, customers and brokers may prefer carriers with cleaner files, stronger documentation and predictable business practices.
Domestic lanes may provide planning stability. Given CUSMA (USMCA) review uncertainty, some carriers may benefit from balancing cross-border exposure with domestic lanes.
Technology and data are becoming essential. Small carriers should track cost per mile, lane profitability, customer payment history, maintenance cost by unit and empty miles.

Risks to Monitor

Risk	Level	What to Watch
USMCA Review	High	Contentious negotiations or annual uncertainty would be most disruptive for cross-border operators. Review lane mix and customer concentration.
Demand Softness	Medium	Freight tightening is largely supply-driven. If consumer or manufacturing demand weakens, rate momentum could soften.
Fuel Shocks	Medium	Diesel remains sensitive to global events. Review fuel surcharge recovery and avoid underpriced lanes.
Cargo Theft and Fraud	High	Rising theft values and identity-based fraud require stronger verification, insurance review and documentation.
Classification and Compliance Audits	High	Review contractor arrangements, driver files, T4A reporting, payroll records and employment-law risk with qualified advisors.
EV and Decarbonization Policy	Monitor	Not a Q3 crisis for most small fleets, but policy direction suggests equipment transition planning will become more important.

▶ CTOA Member Action Checklist

Before Q3, every member should review: real cost per mile, customer payment delays, profitable lanes, high-repair units, insurance limits, fuel surcharge recovery, compliance files, maintenance records, driver documentation and exposure to cross-border uncertainty.

About This Report

Sources & Methodology

This industry insight report is prepared by the Canada Truck Operators Association for members and industry readers. It draws on public reporting and industry analysis available as of late June 2026. Market conditions can change quickly; members should consult qualified legal, financial, insurance and tax advisors before making material business decisions.

Driver-well-being-is-a-safety-issue-CTOA-for-Safety.jpg

Canada’s trucking industry depends on professional drivers who spend long hours on the road, away from their families, under constant pressure to deliver safely, professionally, and on time.

Too often, public discussions about trucking focus only on enforcement, compliance, or isolated incidents. Those issues matter, but they are not the whole story. If Canada wants safer roads and a stronger supply chain, driver wellbeing must become part of the national transportation conversation.

Driver mental health is not separate from road safety. It is connected to fatigue, stress, focus, decision-making, workplace pressure, and the conditions drivers face every day.

Long-haul drivers often deal with extended time away from home, irregular schedules, traffic, weather, loading delays, inspection pressure, customer expectations, rising costs, and public judgment. For many drivers, the job affects not only their own health, but also their families and personal lives.

Despite these pressures, drivers continue to show up. They move food, medicine, construction materials, retail goods, manufacturing parts, and the everyday products Canadians rely on. During the COVID-19 pandemic, truck drivers were widely recognized as essential workers. That respect should not disappear when public debate becomes difficult.

CTOA believes driver wellbeing must be treated as a serious safety and workforce issue.

A driver who is exhausted, stressed, unsupported, or constantly under pressure is not being set up for success. A safer trucking industry requires stronger training standards, better fatigue awareness, mental health support, fair enforcement, practical compliance education, and respect for the people behind the wheel.

This does not mean lowering standards. It means strengthening safety by understanding the real conditions of the job.

CTOA supports strong road safety standards, fair and consistent enforcement, better training oversight, and accountability for unsafe or non-compliant operators. At the same time, policy discussions must include the voices of drivers, owner-operators, small carriers, fleet operators, safety professionals, training experts, and industry stakeholders who understand the realities of the road.

Canada’s trucking industry should not be reduced to one narrow narrative. Safety is connected to training, fatigue, equipment maintenance, mental health, insurance pressure, operating costs, cargo theft, enforcement consistency, and the day-to-day pressures placed on drivers and operators.

Supporting driver wellbeing is not only the right thing to do.

It is a road safety issue, It is a workforce issue and It is a supply chain issue.

CTOA will continue advocating for practical, evidence-based solutions that support safer roads, stronger operators, respected drivers, and a more resilient trucking industry.

Together, we keep Canada moving.

The future of trucking will not be strengthened by reducing it to a single narrative. It will be strengthened by understanding the full picture. Because Canada’s supply chain does not run on policy papers alone.

It is 3:47 in the morning.

Somewhere on Highway 401, a truck driver is finishing his second coffee, checking his mirrors, and merging onto an empty highway. He left home before his children woke up. He will not be there when they go to bed tonight. Maybe not tomorrow night either.

He is not on television, He is not sitting on a government panel and nobody is quoting him in policy debates.

Yet without him, grocery store shelves do not stay stocked, factories do not receive parts, and businesses across Canada cannot operate.

Behind every policy discussion about trucking is a real person. A driver, an owner-operator, a small-business owner, a family trying to make a living in one of the most demanding industries in the country.

That is why Canada’s trucking policy debate needs a reset.

Because too much of the conversation is being conducted as though the industry has remained unchanged for the last fifteen years. It hasn’t, and that matters.

Fifteen years ago, most Canadians accepted that deliveries would take several days. E-commerce was a small part of retail activity. Few consumers expected real-time tracking. Very few expected groceries or household products delivered to their door within hours.

Today those expectations are routine, Consumers expect speed, Businesses expect precision and Supply chains operate in real time.

The transformation was driven by technology, changing consumer behaviour, and the rapid growth of digital commerce.

When Amazon changed how Canadians shop, it changed how freight moves. When Instacart changed how Canadians buy groceries, it changed supply chains and When food delivery platforms expanded, they created entirely new expectations around speed and convenience.

The trucking industry adapted to those changes. Dispatch systems became more sophisticated. Visibility requirements increased. Customers demanded tighter delivery windows and Freight markets became more competitive.

At the same time, operating costs continued to rise. Insurance and equipment costs increased. Regulatory requirements expanded and Labour shortages became more pronounced.

In many ways, trucking became the connective tissue of Canada’s modern economy.

Yet much of the public discussion still relies on assumptions and policy frameworks developed for a very different era. Bad diagnoses often lead to bad policy.

If we want effective transportation policy, we must begin with an accurate understanding of the industry as it exists today. Too often, people talk about trucking without talking about the people who keep it moving.

Carriers, Owner-operators, Fleets, Classifications.

But behind those terms are people.

An owner-operator is often someone who spent years saving for a down payment on a truck. Someone who took a financial risk believing that hard work and determination could build something meaningful. Someone who gets up before most Canadians are awake because their name is on the truck and their reputation is attached to every delivery.

Many of these entrepreneurs are newcomers to Canada.

For decades, trucking has been one of the most accessible pathways to entrepreneurship in this country. Many drivers arrived in Canada with little more than ambition and a willingness to work. They built businesses and created jobs, They bought homes and contributed to their communities.

Their stories deserve to be part of the conversation too.

One of the biggest misconceptions about trucking is that it is dominated by large corporations.

The reality is very different.

According to recent government data, more than 83 per cent of trucking establishments employ fewer than five people. Behind many company names is not a corporate boardroom. It is a family business. A husband-and-wife operation, A first-generation entrepreneur. A small fleet trying to survive through freight downturns, rising insurance costs, increasing operating expenses, and intense competition.

These businesses form the backbone of Canada’s trucking sector. Their experiences deserve to be heard when policies affecting the industry are being developed.

There is another side of trucking that receives far less attention.

Mental health.

Truck driving can be one of the loneliest professions in Canada. Drivers spend days and sometimes weeks away from home. They work through difficult weather conditions. They face financial uncertainty. They carry enormous responsibility every time they get behind the wheel.

When freight rates decline, When equipment breaks down. When business costs rise and when personal challenges emerge.

Many drivers face those pressures alone.

Loneliness, financial stress, and long periods away from family are realities that cannot be measured on a balance sheet, but they have very real consequences.

As Canada continues to have important conversations about workplace wellness and mental health, trucking should not be left out of that discussion.

Mental health is not separate from safety. Mental health is not separate from performance and mental health is not separate from sustainability.

They are all connected.

Acknowledging the realities of trucking should never be confused with lowering expectations. Safety must remain non-negotiable. The overwhelming majority of professional drivers understand this better than anyone.

Every day they operate equipment weighing tens of thousands of kilograms while sharing the road with families and communities. They understand the consequences of mistakes.

Most carriers invest heavily in training, maintenance, compliance programs, and safety systems because they understand what is at stake.

Accidents cost lives, accidents damage businesses, add to insurance costs and ratings and Accidents affect entire communities.

The challenge for policymakers is not choosing between safety and sustainability.

The challenge is ensuring both.

At CTOA, we have made safety, compliance, mental health awareness, and professional development key priorities. Through industry events, training sessions, and stakeholder engagement, we continue to encourage practical solutions that improve safety outcomes while supporting the long-term sustainability of the sector. In recent months, CTOA has brought together drivers, owner-operators, fleet owners, law enforcement, insurers, safety professionals, and industry experts in Montréal and Brampton to discuss practical solutions around safety, compliance, cargo theft prevention, driver well-being, and the future of the industry.

The trucking industry of 2040 will not look like the trucking industry of today.

Artificial intelligence is already transforming route planning, fleet management, predictive maintenance, compliance monitoring, and logistics operations.

Automation will continue to evolve. Electric vehicle technologies will expand and Data-driven decision-making will become standard.

Many of today’s drivers may be the last generation to experience trucking exactly as we know it.

The question is not whether change is coming, The question is whether we are preparing people for it.

The workforce is aging and experienced drivers are retiring.

Fewer young Canadians are entering the profession. The lifestyle is demanding and the public perception is often negative.

The uncertainty can be significant.

If Canada wants a strong supply chain twenty years from now, we need to make trucking a profession that attracts the next generation.

That means supporting entrepreneurship. That means investing in mental health. That means embracing technology and that means creating fair and sustainable opportunities for both drivers and businesses.

Most importantly, it means listening to the people who do the work every day. There are legitimate concerns within the trucking industry.

Issues related to labour standards, safety, compliance, and enforcement deserve attention. Companies that break the law should be held accountable.

Drivers deserve fair treatment, The public deserves safe roads.

None of that is controversial.

But meaningful solutions require a complete understanding of the industry. Policy discussions should include drivers, owner-operators, carriers, brokers, shippers, labour representatives, insurers, safety experts, training providers, and regulators.

No single organization or stakeholder group can fully represent an industry as diverse and complex as trucking.

The future of trucking will not be strengthened by reducing it to a single narrative. It will be strengthened by understanding the full picture.

Because Canada’s supply chain does not run on policy papers alone.

It runs on diesel, data, determination, and the decisions of people who are rarely in the room when those decisions are made about them.

The future of trucking will not be built solely in boardrooms, committee hearings, or government offices. It will be built by listening to the people who live these realities every day. The people who keep Canada moving deserve more than to be talked about.

They deserve to be heard.

Tej Dulat is Director of Government & Public Affairs for the Canada Truck Operators Association (CTOA). CTOA represents drivers, owner-operators, small and mid-sized carriers, brokers, and industry partners across Canada and advocates for safety, professionalism, fair competition, and practical solutions that strengthen Canada’s trucking industry and supply chain.

Brampton session brings together Peel Police, TTSAO leadership, safety experts, insurance professionals and small carriers to focus on root causes, not blame

BRAMPTON, ON: The Canada Truck Operators Association (CTOA) says governments and policymakers must look beyond headlines and listen directly to the drivers, owner-operators and small-to-mid-size fleet owners who make up the backbone of Canada’s trucking industry.

Canada Truck Operators Association Brampton event May 2026 CTOA hosted a Member Information Session in Brampton focused on driver wellbeing, mental health, safety, cargo theft, training standards, fair enforcement, insurance risk, evidence-based road safety policy and the real operating pressures facing trucking companies.

The event brought together trucking operators, owner-operators, small and mid-size carriers, drivers, enforcement partners, training professionals, safety experts, insurance representatives and industry stakeholders for a practical discussion on how to strengthen the industry.

“Canada needs a serious conversation about trucking, but that conversation cannot only happen about operators, it must happen with operators,” said Tejpreet Dulat, spokesperson for CTOA. “Drivers and small carriers are often presented as the problem, but many are also victims of a system that needs stronger oversight, clearer rules, better training checks and fair enforcement.”

CTOA said the industry must not be painted with one brush. While the association supports enforcement against bad actors, it says responsible operators, drivers and companies also need fair process, practical policy and a seat at the table.

According to federal industry data, truck transportation in Canada is overwhelmingly made up of small businesses. In 2025, 83.4 per cent of employer establishments in the sector were micro businesses with fewer than five employees, while small establishments accounted for another 16.1 per cent.

“That means the people most affected by new policy, enforcement actions, insurance pressure and public narratives are often small business owners, family-run carriers, owner-operators and drivers,” Dulat said. “If we are serious about fixing problems in trucking, we need to listen to the people living the reality every day.”

A key focus of the event was the need to strengthen driver training standards and oversight. Philip Fletcher, President of the Truck Training Schools Association of Ontario, addressed the importance of proper training, road safety, professional readiness and public confidence in the commercial transportation sector.

Fletcher said stronger checks and stricter standards for driving schools must be part of the solution.

“When a driver goes to a training school, they trust the system to prepare them properly,” Dulat said. “When a company hires a driver with government-issued credentials and documentation, the company is also relying on that system. If training quality is inconsistent, then both the driver and the company can become victims of a larger failure. The government needs to look at the root cause.”

The event also featured Stefano Peca of Peel Regional Police, Commercial Auto Crime Bureau, who spoke about commercial auto crime, cargo theft trends, prevention practices, reporting procedures and how fleet operators can work more effectively with law enforcement partners.

CTOA said cargo theft is no longer only an industry issue. It affects drivers, carriers, insurers, shippers, consumers and the broader supply chain. The association called for stronger cooperation between operators, police, government and industry stakeholders.

During the session, CTOA welcomed British Columbia’s recent move to mandate outward-facing dash cameras for commercial trucks, calling it an important step for road safety, accountability and fair investigations. CTOA also suggested that Ontario and other provinces should review B.C.’s approach and consider similar measures, with proper privacy safeguards, consultation with industry and clear rules for how footage may be used. Dash cameras can help make roads safer, support investigations, protect the public and provide important evidence when a collision occurs.

Chris Wilkinson, CEO of Nordrux Inc., spoke about fitness for duty, occupational health, human resources considerations and drug and alcohol testing awareness in safety-sensitive transportation operations.

CTOA said driver mental health and wellbeing must become a central part of the national trucking conversation.

“Truck drivers work long hours, spend time away from family, face pressure from schedules, traffic, isolation, safety expectations and public judgment,” Dulat said. “If we want safer roads, we must also talk about driver wellbeing, mental health, fatigue and the pressures drivers face behind the wheel.”

Jamie Beaudoin, Risk Control Consultant, Transportation and Fleet with Intact Insurance, addressed transportation risk management, fleet safety and practical steps operators can take to reduce risk and strengthen safety practices.

CTOA said the Brampton session was intentionally designed to show a constructive path forward: safety, training, enforcement cooperation, driver wellbeing, dash camera technology, insurance risk management and evidence-based policy.

“Responsible operators support safety, compliance and fair enforcement,” CTOA said. “But responsible operators also deserve to be heard. Many small carriers are facing rising insurance costs, diesel prices, equipment costs, compliance pressure, repair costs and delayed payments. These businesses keep Canada moving, and they need practical solutions, not just public blame.”

CTOA said recent national media coverage has created an important opportunity for reform, but warned that reform must be balanced and based on real industry conditions.

“The easy thing is to blame everyone,” Dulat said. “The harder but more responsible thing is to find the root causes: training gaps, unclear rules, inconsistent enforcement, rising costs, pressure in the supply chain and lack of direct engagement with real stakeholders.”

CTOA is calling for governments and policymakers to engage directly with drivers, owner-operators, small and mid-size fleet owners, training institutions, enforcement partners, insurance experts and safety professionals before introducing new policy measures.

The association said it will continue collecting member feedback and developing recommendations on driver training, cargo theft prevention, mental health and driver wellbeing, fair enforcement, safety, insurance, operating costs, dash camera policy and supply-chain resilience.

“Canada’s supply chain depends on the people in this industry,” Dulat said. “If policy is made without drivers and small carriers at the table, the solution will be incomplete. It is time to listen to the real stakeholders.”

20 - CTOA - Canada Truck Operators Association