Blog - CTOA - Canada Truck Operators Association

Association calls for decisive enforcement against unsafe, fraudulent, and chameleon carriers, while warning that one-size-fits-all compliance burdens could harm responsible small and mid-sized businesses

Mississauga, ON, July 23, 2026:- The Canada Truck Operators Association is calling for tougher, smarter, and more targeted enforcement against unsafe, fraudulent, and chameleon carriers, while urging governments to ensure that new compliance frameworks do not unintentionally punish responsible small and mid-sized trucking businesses.

CTOA says Canada needs stronger road safety, better inter-agency coordination, and real consequences for operators who deliberately evade safety, labour, tax, insurance, and compliance obligations. However, the association says enforcement must be built around the actual structure of Canada’s trucking industry, where most employer establishments are micro or small businesses.

“Responsible operators should be the first to demand action against bad actors,” said Tej Dulat, Director of Government & Public Affairs at CTOA. “Unsafe carriers, chameleon operations, and fraudulent operators put lives at risk, exploit workers, damage public confidence, and make every honest trucking business look suspect. They should be targeted decisively. But governments must also ensure that the response does not become a blanket compliance burden that only large fleets can afford to manage.”

According to federal industry data, 83.4% of employer establishments in Canada’s truck transportation sector are micro businesses with fewer than five employees, while 16.1% are small businesses. CTOA says any new inspection, audit, procurement, or compliance framework must be designed with that reality in mind.

“Canada does not have a shortage of rules,” said Dulat. “The challenge is making sure enforcement reaches the operators who are actually breaking them. Adding more paperwork for a responsible family-run fleet does not catch a chameleon carrier. It only makes it harder for a legitimate small business to survive.”

CTOA says responsible small and mid-sized carriers support safer roads and fair enforcement. Many of these businesses are family-run operations where owners are directly involved in dispatch, maintenance, hiring, insurance, payroll, safety, compliance, customer service, and daily operations. They serve local communities, regional routes, rural areas, cross-border lanes, and supply-chain needs across every province.

The association says stronger oversight must be paired with clear guidance, practical education, fair implementation timelines, and tools that help responsible operators comply.

“Compliance should not be a guessing game,” said Dulat. “If governments want stronger outcomes, then small and mid-sized carriers need clear expectations, practical support, and a fair opportunity to meet the standard. Enforcement must separate those who are trying to comply from those deliberately avoiding the law.”

CTOA is calling on Transport Canada, Employment and Social Development Canada, provincial regulators, workers’ compensation boards, procurement agencies, enforcement bodies, insurers, shippers, and industry stakeholders to build the next phase of trucking oversight around five principles:

Target unsafe and fraudulent operators through evidence-based, intelligence-led enforcement focused on chameleon carriers, repeat offenders, labour abuse, safety violations, and deliberate non-compliance.
Protect drivers and workers by ensuring labour standards, workplace safety, and fair treatment are enforced consistently across the sector.
Build practical compliance pathways for small and mid-sized carriers through clear guidance, education, realistic timelines, and support tools before penalties become the only point of contact.
Include small and mid-sized operators before frameworks are finalized, not after new rules are already designed around the largest fleets.
Measure success by safer roads and better compliance outcomes, not simply by inspection volume, paperwork generated, or penalties issued.

“Small and mid-sized carriers are not asking for weaker safety standards,” said Dulat. “They are asking for a fair system that targets bad actors while giving responsible operators the tools to succeed. Road safety, worker protection, and small-business survival are not competing goals. Canada needs all three.”

CTOA says it is ready to work constructively with federal and provincial governments, enforcement agencies, shippers, insurers, and other stakeholders to strengthen safety, protect drivers, improve compliance, and ensure small and mid-sized carriers have a real voice in national policy discussions.

“Canada’s trucking industry needs enforcement that actually works, and a compliance system built for the industry that exists, not only for the largest fleets in it,” said Dulat. “CTOA will continue to be a national voice for responsible small and mid-sized carriers who want safer roads, fair rules, and a level playing field.”

About CTOA

The Canada Truck Operators Association represents small and mid-sized trucking companies, owner-operators, dispatchers, drivers, and industry stakeholders across Canada. CTOA advocates for road safety, fair enforcement, practical compliance, driver wellbeing, worker protection, and policy grounded in the real operating conditions of Canada’s trucking industry.

Media Contact:
Canada Truck Operators Association
Government Relations Office
info@thectoa.ca
416.443.0042

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.”

Event highlights trucking’s central role in Canada’s economy and reinforces the need for practical, real-world solutions across the industry

DOLLARD-DES-ORMEAUX, QC: – The Canada Truck Operators Association (CTOA) brought together more than 600 transportation and logistics professionals, policymakers, and industry leaders at a sold-out National Industry Appreciation & Information Session, marking one of the largest recent gatherings of Canada’s trucking sector.

The event convened stakeholders from Québec and Ontario for focused discussions on supply chain resilience, operational realities, safety, and the evolving needs of Canada’s transportation industry.

Trucking at the Center of Canada’s Economy

Frank Baylis, Canadian business leader and former Member of Parliament, emphasized the foundational role of trucking in the national economy.

Keynote speaker Frank Baylis, Canadian business leader and former Member of Parliament, emphasized the foundational role of trucking in the national economy.

“Trucking is not just a sector, it is the backbone of Canada’s economy,” said Baylis, highlighting the importance of long-term infrastructure investment and strategic planning to support national growth and competitiveness.

Government Leaders Emphasize Collaboration and Industry Engagement

Federal and provincial leaders underscored the importance of collaboration between government and industry stakeholders.

The Honourable Marc Miller, Minister of Canadian Identity and Culture, acknowledged the importance of a coordinated industry voice:

“A strong and organized industry voice is essential in ensuring that key challenges and opportunities are addressed.”

Peter Schiefke, MP, Chair of the House of Commons Standing Committee on Transport, reinforced the sector’s national significance:

“When trucking moves, Canada moves… This gathering reflects the strength of the transportation and logistics sector and its critical role in keeping our economy moving.”

Peter Schiefke, MP, Chair of the House of Commons Standing Committee on Transport, reinforced the sector’s national significance: Additional officials in attendance included MP Sameer Zuberi, MNA Brigitte B. Garceau, and Mayor Alex Bottausci, reflecting engagement across all levels of government.

From Challenges to Practical Solutions

The symposium featured two solution-focused panels addressing:

Managing Risk, Costs & Growth in Trucking: Insurance, Financing, AI & data-driven insights
Building a Safer Trucking Industry – Maintenance, Responsibility & Practical Solutions

Panel discussion Building a Safer Trucking Industry in Canada - Maintenance, Responsibility & Practical Solutions — Building a Safer Trucking Industry – Maintenance, Responsibility & Practical Solutions

Discussions focused on practical, real-world solutions, including:

The growing role of technology and data in managing risk and improving efficiency
The importance of preventive maintenance and strong operational discipline
Addressing driver well-being and ongoing workforce pressures
Strengthening long-term stability through better industry practices

A Ground-Level Perspective on Industry Representation

In opening remarks, CTOA emphasized the importance of ensuring that policy conversations reflect the realities on the ground.

“When trucking moves, Canada moves, yet the voices of the people operating on the ground have not always been fully heard at the national level,” CTOA leadership noted.

Tejpreet (Tej) Dulat “This industry is evolving, and our approach must evolve with it,” said Tej Dulat, representing CTOA leadership. “Businesses want clarity, workers want opportunity, and everyone wants to operate within a system that is fair, practical, and consistent. CTOA’s role is to help bring those realities into the conversation in a constructive and responsible way.”

Adapting to a Changing Industry

The event also highlighted broader changes shaping the transportation sector, including:

Shifting workforce expectations
Increased use of digital tools and technology
The need for approaches that reflect how today’s operators and businesses function

Participants emphasized that long-term workforce sustainability will depend on the industry’s ability to adapt while maintaining strong standards around safety and compliance.

A Sector That Powers Canada

With nearly 70% of goods in Canada transported by truck, the sector remains a critical pillar of the national economy and supply chain.

Participants reinforced the importance of:

Continued infrastructure investment
Aligning policy with operational realities
Maintaining strong safety and compliance standards
Supporting a diverse and evolving workforce

Looking Ahead

CTOA will continue to engage with policymakers and stakeholders across Canada to support a stable, competitive, and forward-looking transportation sector, with a focus on practical solutions, industry collaboration, and long-term sustainability.

Media Contact

Canada Truck Operators Association (CTOA)
info@thectoa.ca
www.thectoa.ca

CTOA noted that a coordinated approach across federal and provincial governments could further enhance the effectiveness of recent measures.

MISSISSAUGA, ON / April 14/ : The Canadian Truck Operators Association (CTOA) welcomes the federal government’s announcement to temporarily suspend the federal fuel excise tax on diesel and gasoline, calling the measure a constructive and timely step that will provide short-term relief to trucking operators facing renewed fuel cost pressures.

The federal government has indicated that the temporary measure will take effect on April 20 and remain in place until September 7, 2026. The suspension is expected to reduce diesel prices by approximately 4 cents per litre and is intended to help lower operating costs for truckers and businesses across key sectors of the economy.

CTOA raised concerns on March 30 regarding rising diesel prices, exceeding $2.39 per litre in parts of the Greater Toronto Area, and the impact on small carriers and independent operators still recovering from a prolonged freight slowdown between 2022 and 2025.

“We are encouraged to see this announcement align with concerns raised by trucking operators and industry stakeholders in recent weeks,” said Tej Dulat, spokesperson for CTOA. “CTOA has been actively highlighting the impact of rising fuel costs on small carriers, and this decision represents a constructive step toward addressing those pressures.”

“For many small carriers and owner-operators, every cent matters. This measure will provide meaningful short-term relief and signals that government recognizes the challenges facing an essential industry that keeps Canada’s economy and supply chains moving.”

Relief Comes Amid Fragile Recovery

While the measure is expected to provide immediate cost relief, CTOA emphasizes that many operators remain in a fragile recovery phase following several years of, Weak freight rates, Excess capacity, Rising insurance and maintenance costs

For smaller operators in particular, limited financial reserves and ongoing cost pressures continue to impact day-to-day operations.

“This is a positive and responsible step,” Dulat added. At the same time, many smaller operators are still stabilizing after several difficult years. We see this as an important first measure, and we look forward to continued engagement with government on practical ways to support sector stability.”

Ensuring Effective Impact

CTOA also noted that the effectiveness of the measure will depend on how efficiently fuel cost reductions are reflected across the supply chain.

To maximize the impact of this decision, it will be important that fuel cost reductions are clearly reflected at the pump so that operators and consumers can fully benefit, Dulat said.

Coordinated Approach Across Jurisdictions

CTOA noted that a coordinated approach across federal and provincial governments could further enhance the effectiveness of recent measures.

“We welcome the federal government’s leadership on this issue,” Dulat said. There may be an opportunity for provinces to consider similar short-term measures within their jurisdictions to further support small carriers and ensure more consistent relief across the country.”

Continued Focus on Industry Stability

CTOA is encouraging continued dialogue on additional targeted measures that can support small carriers and owner-operators, including:

Review and modernization of fuel surcharge mechanisms
Improved access to short-term working capital
Industry-government roundtable on trucking sector stability

“This is not about long-term subsidies,” Dulat said. It is about ensuring that small operators have the ability to remain stable and competitive during periods of cost volatility.”

Broader Economic Importance

Canada’s trucking sector plays a central role in the movement of goods across the country. Cost pressures in transportation can have broader impacts on supply chains, business costs, and affordability for consumers. CTOA will continue to monitor developments and engage constructively with policymakers and industry stakeholders to support a stable, resilient, and competitive trucking sector.

Media Contact

Canadian Truck Operators Association (CTOA)
📧 info@thectoa.ca
🌐 www.thectoa.ca

CTOA warns rising diesel prices, now exceeding $2.39 per litre in Toronto, are adding pressure to small carriers and independent operators already recovering from a prolonged industry downturn

MISSISSAUGA, ON, March 30, 2026: The Canadian Truck Operators Association (CTOA) is raising concerns over rising diesel prices, warning that increasing fuel costs are placing renewed pressure on a trucking industry that is still in the early stages of recovery following a prolonged slowdown from 2022 through 2025.

Recent increases in global oil prices, driven by escalating geopolitical tensions in the Middle East affecting key energy supply routes, are beginning to translate into higher diesel costs across Canada. For the trucking sector, where fuel remains one of the largest operating expenses, this trend is creating immediate financial strain, particularly for small and mid-sized carriers.

Diesel prices in major markets such as the Greater Toronto Area have recently exceeded $2.39 per litre, levels not seen since 2022. For many operators, this represents a significant increase in day-to-day operating costs.

While larger carriers may have mechanisms to manage fuel volatility, smaller fleets and independent operators often have limited ability to pass on sudden cost increases, creating immediate pressure on margins and cash flow.

“Canada’s trucking industry has gone through several difficult years, and many carriers are only now beginning to stabilize,” said Tej Dulat, spokesperson for CTOA. “A sudden increase in fuel costs at this stage creates real pressure for businesses that are already operating on thin margins. This is not about avoiding normal market cycles, it is about recognizing the impact of external cost shocks on an essential industry.”

A Fragile Recovery at Risk

The current increase in diesel prices comes at a sensitive time for the industry.

Between 2022 and 2025, Canadian trucking experienced a prolonged period of weak freight rates, excess capacity, and rising operational costs. Many small carriers and owner-operators managed this period by reducing expenses, deferring investments, and operating with minimal financial reserves.

While early signs of stabilization have begun to emerge in 2026, the recovery remains uneven. Rising fuel costs now risk slowing that recovery, particularly for operators with limited ability to absorb additional cost increases.

The View from the Ground

“I run four trucks out of the GTA. Fuel has gone from about $1,600 to $2,300 per truck, that’s a $700 increase every fill. I am transporting essential goods and can’t stop operating, but after three difficult years, there is very little left to absorb these costs. My line of credit is already stretched.”
Jagroop, CTOA member, Greater Toronto Area

“I have been operating for 14 years, and have never seen two pressures hit at the same time like this. After years of low freight rates, diesel is now above $2.40 with no clear timeline for relief. This goes beyond normal market conditions, it is a situation operators cannot plan for or control.
Singh, CTOA member, Hamilton

Broader Supply Chain Impact

The impact of rising diesel prices extends beyond the trucking industry. Trucking plays a central role in Canada’s economy, with the majority of goods transported by truck at some stage of the supply chain. As transportation costs increase, those costs can flow through to businesses and consumers in the form of higher prices for goods and services.

Fuel volatility therefore has implications not only for carriers, but for overall supply chain stability and affordability.

CTOA Encourages Consideration of Targeted Measures

CTOA is encouraging the Government of Canada and the Government of Ontario to consider practical, short-term measures to support industry stability during periods of fuel volatility:

Temporary diesel tax relief for commercial carriers
Targeted bridge financing access for small carriers and owner-operators
Review and update of fuel surcharge mechanisms
Industry-government roundtable on trucking sector stability
Short-term flexibility in compliance implementation for small carriers

CTOA emphasizes that the industry is not seeking long-term subsidies, but targeted, short-term support to help stabilize an essential sector during a period of exceptional cost volatility.

Looking Ahead

CTOA will continue to monitor developments and engage with industry stakeholders to assess the impact of rising fuel costs across regions and business segments.

The association remains focused on supporting a stable, resilient trucking sector that can continue to meet the needs of Canada’s economy and supply chains.

After two years of oversupply and compressed margins, Q1 2026 shows early evidence of a tighter, more disciplined carrier base. The next 18 months will reward carriers who manage capital carefully, adapt to regulatory change, and monitor a set of converging trade, infrastructure, and workforce pressures that are reshaping the industry’s operating environment.

Section I: Current Market Conditions

The excess capacity that weighed on Canadian freight markets through 2024 and into 2025 is beginning to clear. This is not a demand-driven recovery, it reflects the exit of smaller, undercapitalized carriers who were unable to absorb sustained cost increases across insurance, fuel, financing, and maintenance.

The result is a leaner industry than existed two years ago. The remaining carrier base is, on balance, better capitalized and more operationally disciplined. That shift is beginning to reflect in spot rates, which have stabilized and shown early signs of a modest recovery in several key corridors.

4-6%

SPOT RATE RECOVERY

Year-over-year rate improvement in key Canadian corridors as of Q1 2026, per industry analyst consensus. Recovery remains uneven across sectors and regions.

10-15%

CAPACITY SHORTFALL

Driver vacancy rate reported by a segment of CTOA member carriers in early 2026, adding a structural supply constraint alongside equipment-side contraction.

The persistent challenge is what analysts call a cost-revenue squeeze: Operating expenses, particularly insurance premiums and maintenance labour, continue to rise faster than freight rates. Carriers that have survived this cycle are those who controlled variable costs aggressively. That discipline will remain a competitive differentiator through 2027.

Market Signals – Q1 2026

Operating authority cancellations have accelerated as smaller fleets exit under sustained margin pressure.
Spot rates stabilizing, modest early recovery in Toronto-Montreal and Toronto-Calgary corridors.
Used equipment demand rising as new truck pre-purchases begin to build ahead of 2027 regulatory changes.
Insurance premiums remain elevated, cargo theft is contributing materially to claims costs in the GTA/Peel corridor.
11000 plus transport driver positions were vacant in Canada as of Statistics Canada Q3 2025 – a structural, not cyclical, shortage.

Section II – Two Developments to Watch in 2026

Two distinct developments will materially affect Canadian freight flows this year. Both carry meaningful uncertainty and warrant closer attention from carriers than they have received so far.

The Gordie Howe International Bridge

Canada’s most significant trade infrastructure investment in decades is approaching its opening. Construction of the Windsor-Detroit crossing is complete. As of March 2026, the bridge is in its testing and commissioning phase, with toll rates officially announced on March 11. Commercial vehicle tolls are set at US$8.75 / CA$12 per axle, materially lower than the Ambassador Bridge’s current rate of US$20 per axle. The U.S. Department of Homeland Security formally designated the crossing as a Class A port of entry effective March 2, 2026.

No firm opening date has been confirmed as of the publication of this report. The Windsor-Detroit Bridge Authority has indicated a spring 2026 target, contingent on completion of quality reviews and readiness of border agencies on both sides.

Political Risk – Monitor Closely

In February 2026, U.S. President Donald Trump raised concerns regarding the bridge’s toll structure and construction materials. Canadian officials, including Prime Minister Carney, addressed these claims directly. The threat has not been formally withdrawn. Members with significant Windsor-Detroit exposure should monitor this situation before building the new crossing into routing and scheduling plans. CTOA will issue an advisory when an opening date is confirmed.

If and when the bridge opens on the currently projected timeline, carriers can reasonably expect: reduced congestion at the Ambassador Bridge, more predictable border processing times, a competitive toll environment, and a direct Highway 401 to Interstate 75 connection that eliminates the current city-street routing on the Canadian side.

“About US$250 billion in goods cross the Detroit-Windsor corridor annually. CBP projects the new bridge will reduce average crossing times by up to 30 percent once fully operational.” “U.S. Customs and Border Protection, Federal Register, January 2026″

The CUSMA/USMCA Joint Review – July 1, 2026

The mandatory six-year review of the Canada-United States-Mexico Agreement begins July 1, 2026. This is a structured joint review, not a formal renegotiation. The agreement does not expire or automatically change on that date; if parties do not agree to extend it, the process shifts to annual reviews. The agreement remains in force throughout.

That said, the current U.S. administration has signalled it intends to use this review to seek material changes, and the broader trade environment, including the 25% tariffs imposed on Canada in early 2025 and subsequent partial relief, underscores that cross-border freight operators are navigating genuine policy volatility. The tariff situation has shifted multiple times in 2025 and 2026; members with cross-border exposure should verify their specific commodity’s current tariff status with a customs broker rather than relying on any fixed figures.

July 1

CUSMA Review Begins

Mandatory six-year joint review. Agreement remains in force. Outcome uncertain under current U.S. administration.

Rules of Origin

Key Compliance Area

Auto parts and steel classifications will face the most scrutiny. Review your commodity compliance before July.

~$250B+

Annual Corridor Value

The Windsor–Detroit corridor is a critical trade gateway, within over $1.3 trillion in annual Canada–U.S. trade.

Cross-border fleets should use the period between now and July to review rules of origin compliance, particularly for automotive components and steel products, and to strengthen customs documentation practices. This is preparation, not alarm.

Section III – The 2027 Emissions Transition

The most significant equipment cost event in years is approaching. The U.S. EPA’s 2027 greenhouse gas and low-NOx standards for heavy-duty vehicles will drive a step change in new truck pricing. Because North American original equipment manufacturers produce to a single continental standard, Canadian carriers purchasing Class 8 trucks will face the same cost increase as their U.S. counterparts.

Current industry estimates, from CDK Global and truck manufacturer guidance, project new 2027-compliant trucks at approximately $20,000–$25,000 more per unit than equivalent 2026 models, primarily due to more complex aftertreatment systems. These systems also carry meaningful maintenance implications during their early years in service.

What Members Need to Know – 2027 Emissions Rule

The rule is a U.S. EPA rule: Canada’s Heavy-Duty Vehicle GHG Regulations run in parallel but on a separate schedule, verify with your dealer what applies to your fleet
The EPA signaled in early 2026 that a revised proposal is expected in spring 2026, which could reduce per-unit cost impact while maintaining the 2027 start date
Members should avoid locking in large pre-buy orders until the revised rule is finalized (expected Q2/Q3 2026), as cost structures may change
The pre-buy cycle (rush to purchase 2026-spec trucks before Q4) is real, but early movers risk buying ahead of potential regulatory adjustments
Used equipment values are expected to rise as demand for 2026-spec diesel trucks increases, relevant for fleets considering disposals this year

The practical planning recommendation is clear: evaluate your fleet replacement schedule now, but avoid reactive purchasing before the revised EPA rule is published. The window for informed decision-making is approximately Q2 2026.

Section IV – Regulatory & Workforce Pressures

Tax Compliance – T4A Enforcement Is Live

The CRA’s moratorium on T4A penalties for independent contractors in the trucking sector has ended. The reporting deadline for the 2025 tax year, T4A Box 048 for fees paid to Canadian Controlled Private Corporations over $500, passed on Feb 28th, 2026 (March 2, 2026). Enforcement is active. This is not a future concern, it is the current operating reality.

CTOA’s position has been consistent: comply with reporting requirements, and expect CTOA to ensure enforcement is applied fairly & consistently. If you received a compliance notice and have not yet responded, contact info@thectoa.ca immediately.

Workforce – A Structural Shortage, Not a Cyclical One

Statistics Canada reported 11000 plus vacant transport truck driver positions in Q3 2025. Multiple CTOA member carriers report current vacancy rates of 10% to 15%. This is not a short-term matching problem, it reflects an aging driver demographic, insufficient domestic training pipeline, and in CTOA’s assessment, retention barriers including discriminatory treatment and online hostility toward racialized and newcomer drivers that is driving experienced workers out of the industry.

Immigration pathways remain a material component of driver supply. Members relying on workers through temporary permit programs should verify current Express Entry draw categories for transport occupations directly with an immigration lawyer or through IRCC, as program criteria and draw schedules evolve regularly. CTOA will share updates as IRCC confirms 2026 draw schedules.

Cargo Theft – A Growing Operational and Financial Risk

North American cargo theft losses reached an estimated $725 million in 2025, with hundreds of documented incidents in Canada and the United States in Q3 2025 alone. Criminal networks have adopted more sophisticated methods, including fictitious carrier identities and fraudulent load authorizations. The GTA and Peel Region represent a disproportionate concentration of incidents.

CTOA launched a national freight security initiative in March 2026 to address this through real-time information sharing, and coordinated engagement with law enforcement. The initiative is operational and member participation is open. Contact info@thectoa.ca for details.

Section V – Strategic Priorities for 2026

The following recommendations reflect current market and regulatory conditions. They are intended as a framework for decision-making, not a prescriptive plan.

Evaluate Fleet Replacement Timelines –

But Wait on Large Orders

Know your replacement schedule. Do not commit to large pre-buy orders before the EPA publishes its revised 2027 rule in Q2/Q3 2026. Monitor the market carefully through summer.

Prepare for the Windsor-Detroit Corridor Shift

Once the Gordie Howe Bridge opens, toll competition and routing changes will affect lane economics. Build familiarity with the new crossing now.

Review Cross-Border Compliance Before July 1

Audit rules of origin documentation. Engage a customs broker if needed. Do not wait for the CUSMA review to trigger action.

Strengthen Cargo Security Protocols

Implement two-step verification for load releases. Join CTOA’s freight security initiative to reduce risk and insurance exposure.

Protect Margins Through Cost Discipline

Focus on insurance, fuel efficiency, and maintenance optimization. Benchmark against peers in your operating corridor.

Engage With CTOA’s Policy Work

Policy changes around independent driver classification and enforcement are underway. Member participation ensures your voice is represented.

CTOA Outlook :- 2026–2027

The conditions ahead do not reward the fastest or the largest. They reward carriers who manage their balance sheets carefully, anticipate regulatory change before it becomes a crisis, and operate with the discipline that the last two years of margin pressure have, of necessity, installed.

The carriers who exit 2027 in a stronger position than they entered 2026 will be those who used this transition period to prepare, not those who moved reactively once the environment shifted.

CTOA will continue to monitor and report on each of these files as they develop. The Gordie Howe Bridge opening, the EPA revised rule, and the CUSMA review are all active situations. Members should expect direct updates from CTOA as material developments occur.

Editorial note: This report synthesizes publicly available market data, regulatory filings, and CTOA’s direct advocacy experience. Where forward projections are cited, they represent the current consensus of industry analysts and may evolve as new information emerges, including the U.S. EPA’s forthcoming revised emissions rule expected in Q2/Q3 2026. Members should verify time-sensitive regulatory and tariff details directly with their advisors before making capital commitments.

This is not just a trucking issue, it is a national supply chain and economic security issue that requires coordinated action

Mississauga, ON (March 17) : The Canadian Truck Operators Association (CTOA) is planning to launch a national freight security initiative aimed at addressing the growing problem of cargo, trailer, and equipment theft across Canada.

Cargo theft has become an increasingly serious threat to trucking companies, freight brokers, shippers, insurers, and the broader Canadian supply chain. According to industry estimates and cargo security reports, cargo theft across North America has escalated significantly, with losses reaching approximately $725 million in 2025, representing a sharp increase from previous years.

With over 70% of Canada’s domestic freight moved by trucks, rising cargo theft is not just an industry concern, it is a growing supply chain security issue that can impact businesses, consumers, and economic stability across the country.

Canadian law enforcement and industry stakeholders have also reported increasing theft activity in key logistics regions, particularly in major freight corridors such as the Greater Toronto Area and Peel Region, where hundreds of incidents have been recorded in recent years.

Organized criminal networks are increasingly targeting high-value shipments using sophisticated tactics such as fraudulent carrier identities, fictitious pickups, and coordinated cargo theft operations. These developments reflect a growing concern that cargo theft is evolving into a more organized and systemic challenge affecting the transportation sector.

In response, CTOA has begun facilitating information sharing among its members regarding theft incidents, suspicious activities, and emerging patterns, helping carriers and drivers respond more quickly to potential threats.

Building on these efforts, CTOA is engaging with industry stakeholders, law enforcement agencies, insurers, technology providers, and government bodies as it prepares to develop a national information-sharing and coordination framework aimed at preventing cargo theft and improving recovery of stolen freight and equipment.

“Freight and trailer theft is no longer an isolated issue affecting a few companies, it is becoming a broader supply chain security challenge,” said Tej Dulat, CTOA. “CTOA has started working with our members to share information and raise awareness, and we are preparing to help lead a coordinated effort with industry partners, law enforcement, and policymakers to address this problem.”

“This is not just a trucking issue, it is a national supply chain and economic security issue that requires coordinated action,” Dulat added.

As part of the proposed initiative, CTOA is exploring several practical measures:

Improving real-time information sharing between trucking companies, brokers, insurers, and law enforcement
Developing an industry alert system to notify fleets and professional drivers of stolen freight, suspicious pickups, and emerging threats
Strengthening collaboration with federal, provincial, and municipal authorities on cargo theft investigations and enforcement
Promoting security awareness and prevention training for fleets, drivers, dispatchers, brokers, and warehouse personnel
Encouraging more consistent reporting and improved data collection related to cargo theft incidents

CTOA believes that stronger coordination between industry participants and public authorities can significantly improve both prevention and recovery efforts.

“Canada’s economy depends on a secure and reliable trucking network,” Dulat said. “By working together and sharing information more effectively, the industry and government can take meaningful steps to protect freight, strengthen supply chains, and reduce the impact of organized cargo theft.”

CTOA is committed to playing a leadership role in bringing together industry and public stakeholders to address this growing challenge and will be engaging partners in the coming weeks as it advances this initiative.

Media contact: To request comment or information from CTOA, Please email info@thectoa.ca

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