The Private Motor Truck Council of Canada (PMTC) and its members are calling for a nationwide change to key issues that negatively impact the transportation industry. These matters aren’t new; however, our latest invitation to address them is – and more pertinent than ever.

Transport Canada has invited us, along with other stakeholders, to connect with Deputy Ministers of Transportation across the country and discuss ways to reduce trade barriers within the trucking industry. In order to move freight from one jurisdiction to another, we need to remove regulatory barriers, address inconsistencies, and be unified with long-term, permanent solutions when it comes to mandatory entry-level training (MELT), ELDs, permits, allowances, and more.

In preparation for this meeting, the PMTC has consulted with its Board of Directors and membership to create the following list of discussion points for consideration:

Inconsistencies with MELT

Five years after the implementation of MELT, there are still three jurisdictions that do not have a standardized program in place; meanwhile, there are inconsistencies with the training hours, instructor qualifications, and program curriculum throughout other provincial MELT programs.

We need to ensure that all jurisdictions embrace and enforce a national standard that is consistent across the country. This includes proper auditing and ensuring that schools and instructors are operating within compliance of the program requirements.

Fragmented carrier safety ratings

Due to the accessibility and inconsistent auditing efforts of jurisdictions, there are unsafe, non-compliant carriers that are successfully bypassing enforcement and operating throughout the country. With multiple National Safety Code numbers behind their operation, these carriers have the capacity to go ‘jurisdiction shopping’ and operate under the radar of enforcement. This problem, alone, erodes trust amongst carriers, shippers and the industry as a whole, and makes our roads unsafe.

We need a national NSC database that records, scores and posts carrier records across the country in one central location.

Rest areas

We need to have more rest stops available to the public. There are stretches of rural and northern areas where a driver can travel 200-plus kilometers and not find a place to rest.

There should be a standard where a rest stop is available every 80-plus kilometers on major trade routes. At the minimum, we need to work together to ensure that our main Trans-Canada Highway has publicly available parking spaces, placed at a regular frequency, to support the needs of drivers and fleet managers.

Road infrastructure and maintenance

Currently, road clearing standards are determined by each province and territory. How our roads are rated – determining how often and quickly they are cleared – is based on the levels of traffic, not trade. So, if a part of the Trans-Canada Highway – the only route that connects our country coast-to-coast – doesn’t see as much traffic as Hwy. 401 in Toronto, it won’t be cleared as quickly. We need to prioritize clearing standards for main highways, including the Trans-Canada Highway, that are vital for trade.

Another point is the lane markings on every highway in the country. If you travel from one province to another, let alone one municipality to another, you’ll see that the type of paint used for lane markings is drastically different – and in some cases, doesn’t visually withstand to rain, sleet or snow.

Oversize/overweight permits

Last September, a pilot program was launched to mutually recognize regulatory requirements throughout the trucking sector – specifically when it comes permit applications for wide loads – across Canada. This memorandum of understanding (MOU), shared amongst the participating jurisdictions, was a promising start towards removing trade barriers and enhancing the movement of goods across Canada; however, not all jurisdictions have signed on. Without complete harmonization across the country, trade barriers still exist.

In the long term, we want to go beyond signing a MOU; we want all provinces and territories to create a permanent permit application process as well as harmonized regulations recognized across all jurisdictions.

Weight allowances

Additionally, there is an MOU on weight allowance for each jurisdiction that has been agreed upon; however, there are still major variances in weight and axle configurations from one jurisdiction to another.

We recommend each province and territory expand the number of vehicle configurations included in the MOU so travel province-to-province will incur lower costs, with fewer barriers.

ELD mandate

Since 2023, the ELD Mandate has been enforced and requires all federally regulated commercial drivers to use ELDs to track their hours of service; however, three provinces continue to not enforce it for provincially regulated carriers. This disconnect creates disparities amongst drivers and carriers, and results in issues with driver safety and fatigue management.

Labor mobility and credential recognition

The PMTC is advocating for a national framework of standardized education and training, provided by approved educational institutions and instructors. Whether this framework is Red Seal certification, there needs to be a system in place where education and training programs are recognized, recorded and presentable via a portable passport system.

Temporary Foreign Worker programs and immigration fraud

We have seen rampant abuse of the federal government’s Temporary Foreign Work Program, and by extension immigration fraud, through the Labour Market Impact Assessment (LMIA).

Jurisdictions across the country need to be aligned on this matter and create a system that supports and protects foreign workers entering our industry.