Desi Trucking - July August 2025 (National Edition)

Is There an Immigration Factor

NAVIGATING THE ROAD AHEAD: STABILITY IN UNSETTLED TIMES

It's a common saying that no one can truly predict the future, and frankly, in our industry, that's never been truer. Think back just five years. Who among us could've foretold the seismic shifts brought on by COVID-19, or the ripples of uncertainty from recent tariffs? Even today, the road ahead isn't always clear.

But here's the thing: we have to find ways to stay stable, even when the ground beneath us feels like it's shifting. I've always believed that "things have a way of balancing themselves," and for the most part, that holds up. Of course, that doesn't mean we just sit back and wait. To find our footing, we need to actively improve our operations and take positive steps forward.

In this issue, we're tackling the very real instability facing the North American trucking industry. Our team of writers digs into critical topics like road safety, the everchanging economy, and the evolution of careers within our ranks.

Driving Towards Unity: A Call to Action

Beyond these immediate challenges, there's a bigger question I want to throw out for future discussions in the magazine: Why can't the North American trucking industry truly work together for a brighter future? We all talk a good game about collaboration, but the reality on the ground often tells a different story. Issues like load prices, undercutting, and even the need for properly certified training schools are serious issues we need to confront head-on. Only then can we truly move forward as a collective unit.

Planning for the Long Haul

As we look towards the warmer days of summer, take a moment to think about how you can bring more stability to your own business, your family, and your life on the road. Making smart changes now can help you avoid bigger headaches down the line.

Stay safe out there and enjoy the summer days.

sVk 'qy siQrqw: AinSicq simAW iv~c sMquln bxwauxw

ieh ie~k Awm khwvq hY ik koeI vI

Biv~K dI shI Biv~KbwxI nhIN kr skdw, Aqy s~c khW qW, swfy audXog iv~c, ieh pihlW nwloN ikqy v~D s~c hY[ isr& pMj swl pihlW bwry soco[ swfy iv~coN kOx koivf-19 duAwrw ilAWdIAW BwrI qbdIlIAW, jW hwlIAw tYirPW qoN pYdw hoeI AinSicqqw dIAW lihrW dI Biv~KbwxI kr skdw sI? A~j vI, A~gy dI sVk hmySw sw& nhIN huMdI[

pr g~l ieh hY: swƒ siQr rihx dy qrIky l~Bxy pYxgy, BwvyN swfy hyTW dI zmIn ih~ldI hoeI mihsUs hovy[ mYN hmySw ivSvws kIqw hY ik "cIzW Awpxy Awp sMquilq ho jWdIAW hn," Aqy bhuq h~d q~k, ieh g~l shI hY[ byS~k, iesdw mqlb ieh nhIN ik AsIN b~s bYTy rhIey Aqy ieMqzwr krIey[ Awpxw pYr jmwaux leI, swƒ Awpxy kMmkwj ƒ srgrmI nwl suDwrn Aqy skwrwqmk kdm cu~kx dI loV hY[

ies AMk iv~c, AsIN au~qrI AmrIkI tr~ikMg audXog ƒ drpyS AsiQrqw nwl nij~T rhy hW[ swfy lyKkW dI tIm sVk sur~iKAw, lgwqwr bdldI AwriQkqw, Aqy swfy AMdr kYrIArW dy ivkws vrgy mh~qvpUrn iviSAW 'qy fUMGweI nwl crcw kr rhI hY[

eykqw v~l vDxw: kwrvweI leI ie~k s~dw iehnW qurMq cuxOqIAW qoN ielwvw, ie~k v~fw svwl hY jo mYN mYgzIn iv~c Biv~KI crcwvW leI pyS krnw cwhuMdw hW: au~qrI AmrIkI tr~ikMg audXog ie~k au~jvl Biv~K leI s~cmu~c iek~Ty kMm ikauN nhIN kr skdw? AsIN swry sihXog bwry bhuq g~lW krdy hW, pr zmInI hkIkq Aksr ie~k v~KrI khwxI d~sdI hY[ lof dIAW kImqW, AMfrkitMg, Aqy shI FMg nwl pRmwixq isKlweI skUlW dI loV vrgy mu~dy gMBIr hn ijnHW dw swƒ is~Dy qOr 'qy swhmxw krnw pvygw[ kyvl qd hI AsIN s~cmu~c ie~k smUihk iekweI vjoN A~gy vD skdy hW[

lMbI dUrI leI Xojnw bxwauxw

ijvyN ik AsIN grmIAW dy idnW dI aumId krdy hW, ie~k pl k~F ky soco ik qusIN Awpxy kwrobwr, Awpxy pirvwr, Aqy sVk 'qy AwpxI izMdgI iv~c ikvyN vDyry siQrqw ilAw skdy ho[ huxy smJdwrI nwl qbdIlIAW krn nwl quhwƒ bwAd iv~c v~fIAW muSklW qoN bcx iv~c mdd iml skdI hY[

sVk 'qy sur~iKAq rho, Aqy grmIAW dw AwnMd mwxo[

Editor-In-Chief

Advertising & Sales

Jag Dhatt

Art Director Ranjit Singh

IT Manager Ranjit Singh Bhamra

Cover Design Ranj Bhamra

Cover Photo Credit Anadolu Agency / Contributor

Contributing Writers

Jag Dhatt; Michael Howe; Pash Brar; Ray Gompf; Ron Dhaliwal; Jimmy Gill; Sanjana Karthik; Staff Reporters

Translator

Tirath S. Khabra

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

Jag Dhatt

kI iemIgRySn vI

koeI kwrk hY

jI ryA gON&, sI fI

2019 qoN ipCly k`uJ swlW iv~c, AwvwjweI dy kwrobwr ƒ bhuq v`fy p`Dr ‘qy GtwieAw igAw hY[ koivf vwiers dy fr PYlx krky lokW dy rihx, kMm krn, auqpwdW ƒ KrIdx Aqy vycx dy qrIky ƒ bhuq pRBwivq kIqw hY[ s`c qW ieh hY ik ies qoN bwAd, tr~ikMg audXog Aqy ies nwl sbMiDq swry kwrobwrW ny vI ies drd ƒ mihsUs kIqw Aqy Ajy vI mihsUs krnw jwrI hI r~iKAw hoieAw hY[

ie`k hor kwrk jo ies ^yqr nUM pRBwivq krn ‘c dwKl hoieAw, auh sI iemIgRySn sMkt[ ijMny lok mOjUdw buinAwdI FWcw sMBwlx dy Xog loVINdy, srkwr ny aus qoN ikqy izAwdw vDyry lokW ƒ dyS iv~c dwKl hox dI AwigAw dy id~qI[ ds swl pihlW, swfI ku`l AwbwdI isrP 30 imlIAn qoN

QoVHI hI v~D sI[ Aqy iPr Acwnk hI ieh 40 imlIAn ho geI; Aqy ienHW lokW ƒ dyS dw ih~sw bxn dI zrUrq sI, ijs krky nOkrIAW, irhwieS, shwieqw pRxwlI, ishq dyKBwl, Awid swry ^yqr hI pRBwivq hoey[ byruzgwrI dy AMkiVAW dI dr, jo rwStrI p~Dr 'qy au~c 6٪ dI ryNj iv~c hY, pr sQwnk KyqrW Aqy BweIcwirAW ‘c ieh dr 20٪ q~k phuMc skdI hY[ isks puAwieMt nweIn AslI khwxI ƒ iblkul vI ibAwn nhIN krdy[

nvyN Awaux vwilAW aunHW 10 imlIAn lokW ‘coN v`fI igxqI ‘c bhuq swry lok byeImwn lokW dw iSkwr ho gey[ ieh kihMdy hoey bhuq du~K huMdw hY ik byeImwn lok swfy ivckwr hI hn, ibhqr Biv~K dI Bwl kr rhy iksy ivAkqI dI durvrqoN krky

pYsw kmwaux leI iqAwr br iqAwr rihMdy hn[ bdiksmqI nwl, ieh ibhqr izMdgI Aksr sMBwivq bdiksmqI Aqy krzweI dy jwL ‘c sdw leI hI aulJ ky rih jWdy hn[

tr~k frweIivMg AwvwsIAW ƒ kYnyfIAn jIvn iv~c eykIikRq krnw kw&I Awswn kMm jwpdw hY, pr ieh krnw sPl nhIN ho irhw hY[ KYr, ieh aunHW lokW leI bhuq vDIAw kMm kr irhw hY jo nvyN Awaux vwilAW dw Pwiedw auTwauNdy hn, Aqy jdoN q~k swfI srkwr ies sm~isAw ‘qy kMtRol nhIN kr lYNdI Aqy ies duAwrw pYdw kIqI gVbVI ƒ suDwr nhIN lYNdI, audoN q`k k`uJ vI nhIN bdlygw[

sbUqW ‘qy ADwirq AMkVy sp~St qOr

'qy drsw rhy hn ik iemIgRySn dy koty ‘c v`fy qOr ‘qy vwDy dw Dmwkw hox qoN bwAd hweIvyA 'qy sur~iKAw dy p~Dr ‘c BwrI igrwvt AweI hY[ iek~ly EntwrIE sUby ‘c

hI slwnw hwdisAW dI dr lgBg 10 swlW ivc slwnw 3,000 Coty moty hwdisAW Aqy pUrI qrHW qbwh hox vwly hwdisAW dIAW

GtnwvW dI igxqI qoN vD ky 36,000 qoN vI v~D ho cu`kI hY[

myry leI, iesdw mqlb ieh hY ik

swfy hwlIAw AwvwsIAW dw hunr p~Dr auh nhIN hY jo hoxw cwhIdw hY[ pr jwpdw hY, koeI vI swfy AivSvwSXog mwVy imAwrW ƒ AwvwsI ivroDI vjoN lybl kIqy jwx dy froN swfy iemIgRySn nwl joVnw nhIN cwhuMdw Aqy sp~St qOr 'qy, ieh iblkul sB qoN Kqrnwk siQqI bx cu`kI hY[

swƒ srkwr duAwrw bxweI geI sm~isAw dy srkwrI h~l dI loV hY[ ieh AwvwsIAW dI glqI nhIN hY, BwvyN ik AwvwsI hmySW hI glq hoeIAW swrIAW cIzW leI ie~k Awswn inSwnw jwpdy hn[ XkInn, BrqI ie~k mu~dw hY, pr ieh ie~k Awswn qrIky nwl h~l ho skx vwlw mu~dw

hY[ sImq isKlweI pRwpq AwvwsIAW dI vrqoN krnw itkwaU nhIN hY Aqy ieh aunHW AwvwsIAW 'qy koeI aupkwr nhIN kr irhw hY jo ies qrHW vrqy jWdy hn, Aqy mYN ieh kihx dI ihMmq krdw hW ik aunHW nwl D`kw kIqw jw irhw hY[ auh AwswnI nwl hI blI dw b~krw bxw id`qy jWdy hn Aqy ieh bhuq hI gMBIr Aqy glq g`l hY[

auh kihMdy hn ik tr~k frweIvrW nUM ies ik`qy ‘c kMm krn leI lokW nUM BrqI krnw ie~k v~fI sm~isAw hY, ies leI swƒ ienHW AswmIAW ƒ Brn leI AsQweI qOr 'qy AwvwsI ilAwaux dI loV hY ijhVIAW sQwnk qOr 'qy Brn dy Xog nhIN hn[ sQwnk lok ijnHW ƒ nOkrI 'qy r~iKAw jw skdw hY, auh sur~iKAw imAwrW dy ivgVn ƒ dyK rhy hn Aqy iksy vI Aqy swrIAW sur~iKAw sm~isAwvW leI zuMmyvwr hoey ibnW ruzgwr dy hor sur~iKAq mOky l~B rhy hn[

dyS ƒ sucwrU FMg nwl clwaux iv~c mdd krn leI jo cIz tr~ikMg ƒ siQr, zrUrI kwrobwr iv~c vwps ilAweygI, auh bhup~KI hY, Aqy h~l hor vI bhup~KI hn[ auswrI v~l k`uJ kdm cu`ky gey jwpdy hn[

isKlweI dy pihlU imAwrIkrn iv~c Aw rhy hn, jo ieh suinSicq krygw ik hunr ivkws dyS Br iv~c ie~ko ijhw hY Aqy swry nvyN isKlweI pRwpq lokW ƒ ikrwey 'qy lYx Xog Aqy rwStrI Aqy AMqrrwStrI zrUrqW dy AnukUl hox dy Xog bxweygw[

iemIgRySn dy p~DrW ƒ ies h`d q~k sMcwilq krn dI zrUrq hY ik loVINdIAW syvwvW auplbD hox[ audwhrn leI, BwSw dy hunrW ƒ auicq hox dI loV hY[

iemIgRySn kwgzI kwrvweI ƒ dubwrw kMm krn dI zrUrq hY Aqy kYnyfIAn jIvn iv~c sPl eykIkrx leI smW sImw inrp~K hox dI zrUrq hY[ dhwikAW iv~c pRvwsIAW leI nwgirkqw dI smW sImw ƒ mwpxw mn dI SWqI leI AnukUl nhIN hY[ AMq iv~c, tr~k frweIvrW ƒ swfI nsl, Drm, pihny hoey k~pVy jW ju~qIAW, jW swfy GrW iv~c bolI jwx vwlI BwSw duAwrw pirBwiSq nhIN kIqw jWdw hY[ swƒ pirBwiSq kIqw jWdw hY ik AsIN Awpxw kMm ikMnI cMgI qrHW krdy hW Aqy dUijAW nwl iksqrHW dw ivvhwr krdy hW[

BY G RAY GOMPF, CD.

Is There an Immigration Factor

In the past few years, since 2019, the transportation business has been severely curtailed. The fear factor of the COVID virus changed the way people lived, worked, bought and sold products. Subsequently, the trucking industry, and truthfully all segments of the industry, felt and continue to feel the pain.

Another factor that entered the fray was the immigration crisis. The government allowed more people into the country than the existing infrastructure could withstand. Ten years ago, we had just over 30 million

people. Then suddenly, there was 40 million and these people needed to be part of the country: jobs, housing, support mechanisms, health care, etc. all were affected. The statistical unemployment rate, which nationally is in the high 6% range, but in local areas and communities might be going up to 20%. Six point nine doesn’t quite tell the story.

Far too many of that 10 million newcomers fell victim to the unscrupulous. Sad to say unscrupulous people are among us, ready and willing to make a buck at the expense of

someone looking for a better future. Unfortunately, that better life too often becomes an endless supply of possible bad luck, and debt.

Truck driving looks like a fairly easy way to integrate immigrants into Canadian life but it’s not working. Well, it’s working pretty well for those who take advantage of newcomer, and unless and until our government takes hold of this problem and cleans up the mess it created, nothing will change.

The statistical evidence is clearly demonstrating that the safety level on

the highway has drastically taken a nosedive since the immigration levels went ballistic. The incident rate in Ontario alone has gone from around 3,000 incidents, or wrecks, annually to just over 36,000 annually in ten years.

To me, it means that the skill level of our recent immigrants isn’t what it should be. But seemingly, no one wants to relate our incredibly poor standards to our immigration over stimulation for fear of being labeled as anti-immigrant and frankly, that is absolutely the worstcase scenario.

What we need is governmental solutions to a governmental created problem. It’s not the immigrants’ fault, even though immigrants always seem to be an easy target for all things gone wrong.

They say that recruiting truck drivers is a big problem, so we need immigrants to come in, even temporarily, to fill

these positions that aren’t fillable locally. The local people who could be hired are looking at the deterioration of safety standards and finding other safer employment opportunities without being responsible for any and all safety problems.

Sure, recruiting is an issue, but it’s an easily solvable issue. Using limited trained immigrants isn’t sustainable and it’s not doing any favours to those immigrants so used, and dare I say abused. They become scapegoats and that isn’t correct.

What will bring trucking back to the steady, necessary business to help keep the country running smoothly is multifaceted, and the solutions are even more multifaceted. Some steps toward the positive seem to be happening. Training aspects are coming into standardization, which will ensure skill development is the same across the country and will allow all newly trained

to be hireable and able to be compliant with national and international requirements.

The immigration levels need to be moderated to the point that services needed are available. For example, language skills need to be adequate.

Immigration paperwork needs to be reworked and the time frames for successful integration into Canadian life needs to be fairer. To have the citizenship time frame for immigrants measured in decades is not conducive to peace of mind.

In the end, we truck drivers are not defined by our ethnicity, religion, clothes or shoes worn, or the language we speak in our homes. We are defined in how well we do our jobs and treat others.

kI tr`ikMg ‘c AsIN vwips

Awaux

ipCly k`uJ swlW iv`c izAwdwqr audXogW vWg, tr`ikMg audXog ny vI AwriQk cuxOqIAW dw Awpxw bxdw ih`sw dyiKAw hY[ iksy ie`k ivAkqI jW nIqI ‘qy doS jW kwrn lgwauxw muSkl ho skdw hY, ies dI bjwey AwE A`gy vyKIey ik kI tr`ikMg audXog kol lIh 'qy vwps Awaux dw mOkw hY[ sp`St qOr 'qy bhuq swry kwrk audXog dI ishq ‘qy Asr pwauNdy hn Aqy Aijhy sMkyq hn jo swnUM Biv`K bwry surwg dy skdy hn, qW au`qrI AmrIkw iv`c tr`ikMg audXog dw AwriQk Biv`K kI hY ?

nOrQ AmYrIkn tRWsport srivsz AYsosIeySn (NATSA) dy Anuswr, tr`ikMg audXog ’c 2025 dOrwn ku`J mwmUlI ivkws hox dI aumId hY[ sp`St qOr 'qy ieh mwmUlI vwDw hOlI ivkws hY, ies leI audXog AwriQk AnMd v`l iblku`l qyz rPqwr nwl nhIN vD irhw[ hWlwik k`uJ vwDw vI ivkws nw hox nwloN ibhqr hY Aqy iesdw bhuq swrw ih`sw 2025 leI AmrIkI ArQivvsQw iv`c lgBg 1.8% rihx dI aumId hY[ iksy ArQivvsQw dw GDP 3% dy ijMnw nyVy hovygw, Enw hI ibhqr hovygw[

idlcsp g`l ieh hY ik jdoN stwk mwrkIt dI g`l AwauNdI hY, qW golfmYn swks ny ies swl jUn iv`c sMkyq id`qw sI ik ieh tr`ikMg audXog iv`c ie`k vwDw

dyK irhw hY[ golfnmYn dI ivSlySk tIm dy muKI, jOrfn AYlIgr ny ikhw, hwlWik AsIN insicq qOr 'qy nhIN jwx skdy ik (tr`ikMg audXog iv`c hyTlw p`Dr) kdoN hovygw, AsI not krdy hW ik (tr`k lof qoN G`t) Aqy tr`klof keI ivSySqwvW nUM pRdriSq kr rhy hn jo ieh suJwA dy skdy hn ik hyTlw p`Dr nyVy hY, ArQwq mwrijn Aqy kmweI mh`qvpUrn dbwA hyT hn Aqy SyAr dIAW kImqW tRWsport sYktr dy mukwbly G`t pRdrSn dw sMkyq idMdIAW hn[" golfmYn dI jUn dI irport dy ADwr 'qy ku`J v`fIAW@ tr`ikMg kMpnIAW dI ryitMg ‘c suDwr hoieAw hY[

ie`k ACT irsrc (vpwrk vwhn Aqy AwvwjweI bzwrW leI mwrkIt fytw, audXog ivSlySx, Aqy Biv`K bwxI iv`c ie`k mohrI) dy Anuswr, meI 2025 dI irport iv`c vwDU sMkyq jwrI kIqy gey[ irpotr dy Anuswr, "AmrIkI tr`ikMg ayudXog 2023 dy SurU iv`c dyKy gey tr`klof c`kr dy hyTly pVwA qoN pwr ho igAw hY Aqy hux dsMbr 2024 q`k ie`k hOlI punr-sMquln pRikirAW nUM nyvIgyt kr irhw hY[ qr`kI jwrI hY, pr au`c ivAwj drW Aqy vsqU sUcI EvrhYNg vrgIAW cuxOqIAW irkvrI dI gqI nUM Akwr dy rhIAW hn[ 2025 v`l dyKdy hoey, au~qrI AmrIkI tr`ikMg audXog AwriQk sMjm, rYgUlytrI pRBwvw Aqy mwrkIt

punrgTn duAwrw pRBwivq ie`k bhup`KI idRS dw swhmxw kr irhw hY["

AwriQk AinSicqqw iv`c Xogdwn pwaux vwly bhuq swry kwrk Ajy vI hn, k`uJ bwzwr duAwrw sMcwilq hn Aqy kuJ rwjnIiqk hn[ tYirP icMqw dw ivSw bxy hoey hn ikauNik vsqUAW 'qy lgwieAw igAw koeI vI tYirP isrP kImqW nUM vDwauNdw hY, ijs nwl mMg G`t jwvygI[ ku`J tYirPW 'qy AsQweI rokW dy bwvjUd hor Ajy vI bxy hoey hn – ijnHW ‘c Awto, AYlUmInIAm Aqy stIl Swiml hn[ ieh auqpwdn lwgqW nUM pRBwvq krdw hY Aqy kudrqI qOr 'qy aunHW KyqrW ivckwr BwVy nUM pRBwvq krygw[ tYirPW qoN ielwvw, NATSA suJwA idMdw hY ik "pRcUn Aqy inrmwx iv`c vsqUAW dy AnukUln qoN bwAd, 2025 iv`c mwl dy BwVy dI mMg iv`c drimAwnw vwDw hovygw[ pRcUn ivkryqw, mhWmwrI qoN bwAd vsqUAW nUM siQr krn qoN bwAd, hOlI BrpweI c`kr Apxw rhy hn, mwl FoAw-FuAweI dI zrUrq nUM Gtw rhy hn["

AslIAq ieh hY ik Aijhy sMkyq hn ik tr`ikMg audXog hOlI-hOlI AwpxI AwriQk mMdI qoN auBr irhw hY, pr kI ieh AwriQk auQl-puQl qoN sur`iKAq hY - ies leI hW kihx leI bhuq swry Axjwx hn Aqy aunHW iv`coN kuJ Axjwx mh`qvpUrn hn[

MICHAEL HOWE

Are We Close to Being Back on Track in Trucking?

Over the past couple of years the trucking industry, like most industries, has seen its fair share of economic challenges. It can be difficult to pin the blame or cause on any one individual or policy, so instead let’s take a look forward and see if the trucking industry has a chance to getting back on track. Obviously, many factors go in to the health of the industry, and there are indicators that can give us a clue as to the future. So, what is the economic future for the trucking industry in North America?

According to the North American Transportation Services Association (NATSA), the trucking industry is expected to experience some minor growth in 2025. To be clear, that minor growth is slow growth, so the industry isn’t exactly on a fast pace toward economic bliss. Some growth is better than none though, and a lot of that is based on the expected GDP growth in the US economy of about 2.0% for 2025. Canadian GDP is expected to be about 1.8% in 2025. The closer an economy’s GDP is to 3% the better it is.

Interestingly, when it comes to the stock market, Goldman Sachs indicated

in June of this year that it is seeing an upside in the trucking industry. Jordan Alliger, the lead for Goldman’s analyst team, said, “While we cannot know for certainty when [the bottom in the trucking industry] will be, we note that [less-than-truckload] and truckload are exhibiting several attributes that could suggest the bottom is near,” namely margins and earnings are under significant pressure and share prices indicate underperformance relative to the transport sector.” Goldman’s ratings of some major trucking companies improved based on their June report.

According to an ACT Research (a leader in market data, industry analysis, and forecasting for the commercial vehicle and transportation markets.) released a May 2025 report additional indicators. According to the report, “The U.S. trucking industry has moved past the bottoming phase of the truckload cycle seen in early 2023 and is now navigating a slow rebalancing process as of December 2024. Progress continues, but challenges such as high interest rates and inventory overhangs are shaping the pace of recovery. Looking ahead to 2025, the North American trucking industry faces a multifaceted landscape influenced

by economic moderation, regulatory impacts, and market realignments.”

There remains many factors contributing to economic uncertainty, some are market driven and others are political. Tariffs remain an area of concern as any tariff imposed on goods simply increases prices, which will then lower demand. Even with temporary pauses on some tariffs, others remain – including those on autos, aluminum, and steel. This impacts production costs and will naturally impact freight between those sectors. In addition to tariffs, NATSA suggests that “Freight demand will see moderate expansion in 2025, following inventory adjustments across retail and manufacturing. Retailers, having stabilized post-pandemic inventories, are adopting slower replenishment cycles, reducing the urgency for freight movement.”

The reality is that there are indications the trucking industry is slowly emerging from its economic slowdown, but is it safe from economic turmoil – there are just too many unknowns to say yes to that, and some of those unknowns are significant.

Downsize and Cut Down Spending

Ihad a phone call from an owner of a trucking company. He advised me one of his lease operators was about to get his trailer repossessed. The boss said there were no other trailers to rent to him and he won’t qualify with bad credit, so he wanted to help him out. He said his driver will be out of work without a trailer. The driver’s home was also being foreclosed on and he had a huge truck repair. The boss said there was also a marital split. We know trucking is slow right now, so if you want to survive and continue in the industry, it’s important to discuss your situation with your creditors to make proper financial decisions. You cannot not spend money you are no longer making.

The boss called me because I used to do foreclosures and repossessions for a credit union. The boss said the repo man was already looking for the trailer and the boss had only just found out. The first mistake the driver made was not communicating with the leasing company of the trailer. He did not return phone calls, respond to emails or open any mailed letters. Instead, he ignored it. This isn’t the only person in trucking who is in trouble. Many are currently in this situation. The number one mistake is not communicating with the leasing company when you are having a tough time paying your bills. You must respond to them and explain your situation with the truth. Sometimes they might be able to work something out for you.

I advised the owner of the trucking company to get any correspondence the driver had from the leasing company. It was sent to me and showed the people to

contact as well as a $12,000 debt owing, and that repo men were out actively looking for the trailer. After discussing with the trucking firm owner, I had him call the creditors and arrange to pay the debt off and transfer the trailer to the boss. Then the boss would take the amounts owning from his driver’s pay cheque in installments. The solution was accepted, and the trailer was saved. There were thousands of dollars of extra fees, interest, and payment to the repo men who had been assigned to pick up the trailer. A lot of these extra costs could have been avoided if he just spoke to the creditor when they called repeatedly. Those extra thousands of dollars could have been used to pay his mortgage payments which were also behind. Not many people have a kindhearted boss who helped out this guy, without being asked.

I know many drivers that used to make over $20,000 net a month before. Now they make maybe $5,000 - $7,000 a month. When this happens, we must cut back. That huge house with the $10,000 a month mortgage isn’t viable anymore. It needs to be sold and downsized. The fancy car in the driveway with a $3,000 payment also must go. We all must stop spending more than we can afford.

I’m seeing marriages in strain. When there is financial pressure, it is often a big reason for divorce. Many drivers are owing $50,000 and much more in unsecured debt on credit cards and lines of credit to finance their overspending. The high interest credit cards are making a fortune off drivers’ misfortune. We all must budget and keep only the

necessities. Driver’s who are working less are home more, which is also a recipe for marriage disaster. That leads to more time to argue and leads to stress.

I know a lot of drivers who are driving taxi or Uber in their down time. I commend this. They’re not home waiting for trucking loads that won’t be coming. They are out trying to earn extra money. I think it’s great. This can cover some of their expenses, but a budget needs to be done. On that budget a list of necessities must be prioritized. Do you need that Range Rover or Mercedes in the driveway? Do you need the vacation to India with your entire family for a month? The basics are shelter and food. So, pay your mortgage first and food. Things like insurance are also a necessity. Then paying for your truck and trailer are also high on the list if trucking is how you earn your living. But do you need a brand-new truck and trailer? I think a used unit will still do the job but only if it is well maintained. A used truck with a $50,000 repair needed will wipe you out. So be careful.

One solution I see many attempting, is to borrow more money. Most get declined because their debt is too high and it’s too late. If you cannot pay your current debt, you cannot pay added debt. Borrowing more money is not the solution. Cutting down spending and downsizing is. I’m not sure when trucking will become busy again, but I don’t think it will be for at least a year or more. So, in the meantime cut your spending and make sure you work with your creditors if you find yourself in over your head. Hiding is never a solution. PASH BRAR

Awpxy pswry ƒ GtwE Aqy

KricAW ‘c ktOqI kro

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bOs ny mYƒ bulwieAw ikauNik mYN kRYift

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$12,000 dw bkwieAw krzw idKwieAw

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mYN bhuq swry fRweIvrW ƒ jwxdI hW jo pihlW ie~k mhIny iv~c $20,000 qoN

pYS brwV

v~D rkm kmwauNdy sn[ hux auh Swied

$5,000 - $7,000 pRqI mhInw kmwauNdy hn[ jdoN Aijhw huMdw hY, qW swƒ Krcy Gtwauxy cwhIdy hn[ auh v~fw Gr ijsdI mOrgyz dI ikSq $10,000 pRqI mhInw huMdI sI, hux auh r`Kxw Akl vwlI g`l nhIN

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dI qbwhI dw kwrn vI bxn ‘c bhuq v`fI

BUimkw inBwaux dw kMm krdw hY[ izAwdw smW Gr rihx nwl bihs krn leI vDyry smW imldw hY Aqy qxwA pYdw huMdw hY[

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kI quhwƒ ie~k iblkul nvyN tr~k Aqy tRylr dI loV hY? mYƒ lgdw hY ik ie~k vriqAw hoieAw XUint Ajy vI kMm kr skdw hY, pr isrP qW hI jy iesƒ cMgI qrHW c`lx vwlI hwlq leI bxweI r~iKAw hoieAw hY[ ie~k vriqAw hoieAw tr~k ijs nUM clwaux Xog bxwaux leI $50,000 dI murMmq krvwauxI pvy qW ieh quhwfI hwlq bhuq ^sqw kr dyvygw[ ies leI vrqy hoey XUint KRIdx leI bhuq swvDwnI vrqo[

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PERFECTED FOR THE ROAD AHEAD.

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

Navigating the Tariff Maze: Canadian Trucking at a Crossroads

BY: JAG DHATT

The recent escalation of U.S. tariffs and Canada's reciprocal measures have cast a long shadow over North American trade, with the Canadian trucking industry finding itself directly in the path of this economic turbulence. As of May 2025, these levies are more than just numbers on a customs form; they represent a tangible threat to the livelihoods of thousands and the stability of supply chains that are the lifeblood of our economy.

Approximately 70% of the trade between our two nations moves by truck,

a testament to the critical role this sector plays. Yet, our hauliers are now grappling with increased operational costs, uncertain demand as loads are cancelled or paused, and the grim prospect of a shrinking market. This comes at a time when the industry is already navigating a challenging freight environment.

While governments engage in necessary trade dialogues, the immediate reality for truckers is one of squeezed margins and heightened uncertainty. The ripple effects extend far beyond the transport sector, touching businesses and

consumers alike through potential price increases and disruptions.

It's imperative that solutions are sought not only at the negotiating table to ease these tariff pressures but also domestically. Strengthening our internal trade corridors and supporting our essential trucking industry through these trying times is crucial. Fair trade and a resilient domestic supply chain are paramount for Canada's economic well-being. The open road, a symbol of commerce and connection, must not become a casualty of this trade dispute.

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Aqy splweI cyn dI siQrqw leI ie~k Tos Kqry dI numwieMdgI krdy hn jo swfI AwriQkqw dw jIvn hn[

swfy dohW dySW drimAwn lgBg 70% vpwr tr~kW rwhIN huMdw hY, jo ies Kyqr dI mh~qvpUrx BUimkw dw sbUq hY[ iPr vI,

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‘qy ie~ko ijhw Asr pwauNdw hY[ ieh lwzmI hY ik ienHW tYirP dy dbwA ƒ G~t krn leI isrP g~lbwq dy tybl 'qy hI h~l l~By jwx dI koiSS hI nhIN krnI cwhIdI, blik GrylU p~Dr 'qy vI ies nUM n`Q pwaux bwry socx dI loV hY[ swfy AMdrUnI vpwirk gilAwirAW ƒ mzbUq krnw Aqy ies muSkl smyN dOrwn swfy zrUrI tr~ikMg audXog dw smrQn krnw mh~qvpUrn hY[ knyfw dI AwriQk qMdrusqI leI inrp~K vpwr Aqy lckdwr GrylU splweI cyn sB qoN mh~qvpUrn hY[ Ku~lHI sVk, vpwr Aqy kunYkSn dw pRqIk, ies vpwrk ivvwd dw iSkwr nhIN bxnw cwhIdw[

Tillamook Creamery

4165 N Hwy 101, Tillamook, 97141, OR

Iwent on a road trip to Vancouver Washington and Oregon. My friend from out of town was visiting his daughter, and they invited me down for some fun and of course some food! Some of the highlights was a great spot for breakfast called Cecilia and trying Crumbl cookies for the first time! But the best part was I got to go to the Tillamook Cheese Factory!

My friend and I had talked for years about one day going to the Tillamook Cheese Factory in Oregon. We both loved their cheese and ice cream and when he moved to Arizona from Seattle, he immediately set out to find where he could buy his Tillamook products. Even the other day my friend with a food business who is dual American and Canadian citizen wouldn’t make hamburgers without Tillamook cheese! People take Tillamook cheese seriously!

The drive from Vancouver Washington to the factory was very scenic. Lush fields and gorgeous mountains. We first drove to the Blue Heron Cheese Creamery. It’s on the way and just down the street so we stopped. They don’t make cheese at the location. There was a store and petting zoo, so it is

a fun stop. There were random chickens and roosters wandering around. We stayed a bit and headed further down the street to the Tillamook Factory.

The Tillamook Creamery is very large. The parking lot is big and there is also an overflow parking lot. It was a Saturday, so it was busy. There were a lot of people inside and there was a large eating area. Admission is free. You can do an ice cream tour or a cheese tour for a fee. We decided to do a self guided tour because it was so busy and crowded. You can follow and read the signs and look in windows to see the cheese being made. I noted that they have a Canadian connection. In 1894 renowned Canadian cheesemaker Peter McIntosh brought his cheese-making expertise to Tillamook County and earned the nickname “Cheese King of the Coast. We were given free samples of cheese to try and we also looked in the gift shop. You can get a big white bucket with the Tillamook logo on it for free, but they had run out of them when I asked. So, get there early to get the free bucket!

We went to the dining hall and stood in the long line to order our lunch. We chose a double grilled cheese sandwich

and a Detroit style pepperoni pizza to split. The grilled cheese came with a lot of French fries, so it was a lot of food. You pay at the counter; they give you a tracker and you find a spot to sit in the dining hall. The staff then bring your food to you. It was great! We both loved the pizza the most. The edges were crispy and delicious. My friend’s daughter went to the factory a week after us and did get the bucket and loved the pizza!

Next, we went to the ice cream counter. I couldn’t decide, so I got a flight of three flavors. My friend got a limited time apple crisp flavor which he loved. I got orange sherbert, a marionberry pie and Oregon dark cherry flavor. The orange was my favorite but all three were delicious!

I ate way too much. I was SO full. So next time I go I think I will only get a piece of pizza and one or two scoops of ice cream. Am I going back? Of course! I think I will do the ice cream tour next. I also still need to get my bucket! If my mom was still alive, she would have loved that bucket. So, I am going back for the bucket soon! It’s perfect for washing my car with…

PASH BRAR

New Volvo Truck Features 600 km Range and Fast-Charging

The FH Aero Electric marks a significant step forward in the electrification of long-haul transport, a sector that has historically been a major contributor to CO2 emissions and challenging to transition to electric. This groundbreaking truck boasts a fast-charging capability and an impressive range of up to 600 km of purely electric driving.

“This is a major breakthrough for zero-emission transport,” states Roger Alm, President of Volvo Trucks. “Transport companies can now cover extensive distances with electric trucks without sacrificing productivity. The combination of superfast charging and high payload capacity makes this a highly competitive solution.”

Rapid Charging for Maximum Efficiency

Equipped with the cutting-edge MCS (Megawatt Charging System) standard, the FH Aero Electric can charge its battery pack from 20% to 80% in just

40 minutes. This charging time aligns with the mandated rest periods for truck drivers within the EU, ensuring productivity is maintained. Thanks to this rapid charging capability, the truck enables long-distance electric transport to be completed within a single day.

Impressive Payload and Range

The FH Aero Electric is designed to handle a total weight of 48 tonnes, offering a payload capacity comparable to that of conventional diesel trucks. This is made possible by an additional supporting tag axle (6x2 configuration), which accommodates more batteries while maintaining effective weight distribution. The new e-axle driveline technology further enhances the truck’s functionality by allowing space for 8 batteries with a total installed capacity of 780 kWh.

A Comprehensive Electric Solution Volvo Trucks complements its advanced electric truck offerings with an extensive suite of related services.

These include route evaluation for electrification, efficient on-road and depot charging solutions, and detailed performance monitoring for electric truck fleets. The new FH Aero Electric is also available with a standard cab, broadening its appeal and versatility.

Roger Alm emphasizes Volvo Trucks’ leadership in the electric transport sector: “With over five years of experience supporting diverse customers in their transition to electric, we offer the most comprehensive electric truck solutions in the industry. Volvo Trucks is the preferred partner for transport companies embarking on their decarbonization journey.”

The FH Aero Electric embodies Volvo Trucks’ commitment to innovation and sustainability, making it a pivotal addition to their portfolio of electric transport solutions and a promising development for the future of zeroemission logistics.

nvIN volvo tr~k iv~c 600 iklomItr

dI ryNj Aqy qyz cwrijMg dI suivDw

volvo tr~ks Awpxy nvyN FH Aero

Electirc mwfl nwl lMbI dUrI dI AwvwjweI dy ibjlIkrn iv~c mh~qvpUrn qr~kI kr irhw hY[ ieh nvInqwkwrI ielYkitRk tr~k ie~k vwr cwrj krn 'qy 600 iklomItr q~k dI pRBwvSwlI ryNj dw mwx krdw hY Aqy ies iv~c bhuq qyz cwrijMg smr~Qw hY[

FH Aero Electirc ƒ lMbI dUrI dI

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mu~K ivSySqwvW:

• vDI hoeI ryNj: ieh tr~k ie~k vwr cwrj krn 'qy 600 iklomItr q~k dI pUrI qrHW ielYkitRk frweIivMg ryNj dI pySkS krdw hY, ijs nwl lMbIAW XwqrwvW sMBv ho jWdIAW hn[ ieh iesdI nvInqwkwrI eI-AYksl frweIvlweIn qknwlojI rwhIN pRwpq kIqw igAw hY, jo A~T bYtrIAW leI jgHw ƒ AnukUl bxwauNdw hY, ijs nwl ku~l 780 kWh dI sQwipq smr~Qw imldI hY[

• qyz cwrijMg: Aiq-AwDuink

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• au~c pylof smr~Qw: ielYkitRk hox dy bwvjUd, FH Aero Electirc ku~l 48 tn vzn ƒ sMBwl skdw hY, jo ik rvwieqI fIzl tr~kW dy mukwbly pylof smr~Qw dI pySkS krdw hY[ ieh ie~k vwDU shwiek tYg AYksl (6x2 kONiPgrySn) duAwrw sMBv hoieAw hY, jo pRBwvSwlI vzn vMf ƒ brkrwr r~Kdy hoey vDyry bYtrIAW dI AwigAw idMdw hY[

• ivAwpk ielYkitRk h~l: volvo tr~ks ielYkitRk AwvwjweI iv~c qbdIlI dw smrQn krn leI syvwvW dw ie~k pUrw sUt pRdwn krdw hY[ iehnW iv~c ibjlIkrn leI rUt mulWkx, kuSl cwrijMg h~l (sVk 'qy Aqy ifpUAW 'qy dovyN), Aqy ielYkitRk tr~k PlItW leI ivsiqRq pRdrSn ingrwnI Swml hn[ FH Aero Electirc ie~k stYNfrf kYb ivklp dy nwl vI auplbD hY qW jo iesdI vDyry ApIl ho sky[

volvo tr~ks dy pRDwn, rojr Awlm, ies ivkws dI mh~qqw 'qy zor idMdy hoey kihMdy hn ik ieh "zIro-AYmISn AwvwjweI leI ie~k v~fI sPlqw" hY[ auh aujwgr krdy hn ik trWsport kMpnIAW hux suprPwst cwrijMg Aqy au~c pylof smr~Qw dy sumyl kwrn auqpwdkqw dI kurbwnI id~qy ibnW ielYkitRk tr~kW nwl ivAwpk dUrIAW ƒ kvr kr skdIAW hn[

volvo tr~ks pMj swlW qoN v~D smyN qoN ielYkitRk trWsport sYktr iv~c ie~k mohrI irhw hY, ijs ny bhuq swry gwhkW ƒ ielYkitRk vwhnW iv~c qbdIlI iv~c shwieqw kIqI hY[ Awpxy portPolIE iv~c A~T pUrI qrHW ielYkitRk mwflW dy nwl, auh bYtrI-ielYkitRk, iPaUl-sY~l ielYkitRk (hweIfRojn-sMcwilq), Aqy AMdrUnI kMbSn ieMjx jo nivAwauxXog eINDn 'qy c~ldy hn, smyq qIhrI-qknwlojI rxnIqI duAwrw 2040 q~k Awpxy Su~D-zIro inkws tIcy v~l srgrmI nwl kMm kr rhy hn[

FH Aero Electirc volvo tr~ks dy portPolIE iv~c ie~k mh~qvpUrn vwDw drswauNdw hY, jo zIro-AYmISn lOijsitks dy Biv~K leI nvInqw Aqy siQrqw pRqI auhnW dI vcnb~Dqw ƒ ryKWikq krdw hY[ eI-AYksl vwly nvyN FH AYro ielYkitRk leI Awrfr AiDkwrq qOr 'qy 2026 dI dUjI iqmwhI iv~c Ku~lHx dI aumId hY[

New English Proficiency Mandate Roils U.S. Trucking Industry

BY: JGK STAFF

By: JGK Staff

Arecent executive order signed by President Donald Trump is set to significantly alter the landscape for commercial truck drivers in the United States, with a renewed and stringent focus on English language proficiency. While federal law has long stipulated that commercial drivers must be able to "read and speak the English language sufficiently" to perform their duties safely, the new directive from the Trump administration effectively reverses a 2016 Obama-era policy that had relaxed enforcement, leading to immediate "out-of-service" orders for non-compliant drivers.

The move, spearheaded by U.S. Transportation Secretary Sean P. Duffy, aims to enhance roadway safety by ensuring all commercial motor vehicle (CMV) drivers can effectively communicate with law enforcement, understand traffic signs, and interact with the public. "America first means safety first," stated Secretary Duffy, emphasizing that the change ensures "the penalty for failure to comply is more than a slap on the wrist." Proponents argue that clear communication is paramount for avoiding accidents, especially when

dealing with complex road conditions, emergency situations, or interactions at checkpoints. The Owner-Operator Independent Drivers Association (OOIDA), representing many smallbusiness truckers, has expressed strong support, stating that "Basic English skills are essential for reading critical road signs, understanding emergency instructions, and interacting with law enforcement."

However, the directive has sparked considerable debate and concern within the diverse trucking industry. Many immigrant drivers, who comprise a significant portion of the workforce, worry about the potential impact on their livelihoods. While the mandate emphasizes "proficiency" rather than "fluency," the ambiguity surrounding how this will be assessed at roadside inspections raises fears of arbitrary enforcement and potential discrimination. Organizations like the Sikh Coalition have voiced concerns about the discriminatory impact on Sikh truck drivers and the creation of "unnecessary barriers to employment for qualified individuals."

The trucking industry is already facing a persistent driver shortage, and some fear this new enforcement could exacerbate the problem by sidelining a substantial number of experienced drivers. Data from the U.S. Bureau of Labor Statistics indicates that the number of foreign-born truck drivers grew to over 700,000 between 2000 and 2021, highlighting their integral role in the supply chain. Concerns have also been raised about whether tightening language requirements will genuinely address core industry issues such as pay, hours, and training, which many consider more significant factors in road safety.

As the U.S. Department of Transportation prepares to issue new guidance on federal English proficiency testing and enforcement, the industry awaits clarity on assessment protocols. The implementation of this rule, effective June 25, 2025, will undoubtedly reshape hiring practices and operational strategies for trucking companies, and its full economic and social ramifications will unfold in the coming months.

nvyN AMgryzI muhwrq dy hukm ny AmrIkI tr~ikMg audXog ƒ kIqw prySwn

rwStrpqI fonwlf trMp duAwrw hsqwKr kIqy gey ie~k hwlIAw kwrjkwrI AwdyS nwl sMXukq rwj AmrIkw iv~c vpwrk tr~k frweIvrW leI mh~qvpUrn qbdIlIAW Awaux vwlIAW hn, ijs iv~c AMgryzI BwSw dI muhwrq 'qy nvyN Aqy s^q inXm lwgU kIqy gey hn[ BwvyN sMGI kwƒn ny lMby smyN qoN ieh Srq r~KI hY ik vpwrk frweIvrW ƒ AwpxIAW ifaUtIAW sur~iKAq FMg nwl inBwaux leI "AMgryzI BwSw ƒ kw&I h~d q~k pVHn Aqy bolx" dy Xog hoxw cwhIdw hY, pr trMp pRSwsn dw ieh nvW inrdyS 2016 dy Ebwmw-Xu~g dI nIqI ƒ pRBwvSwlI FMg nwl aultwauNdw hY, ijs ny lwgUkrn ƒ iF~lw kr id~qw sI[ ies nwl gYr-pwlxw krn vwly frweIvrW leI qurMq "syvw qoN bwhr" (out-of-serivce) dy AwdyS jwrI kIqy jw rhy hn[

XU.AYs. tRWsportySn sk~qr sIn pI. fPI dI AgvweI iv~c ies kdm dw audyS sVkI sur~iKAw ƒ vDwauxw hY qW jo ieh XkInI bxwieAw jw sky ik swry vpwrk motr vwhn (CMV) frweIvr kwƒn lwgU krn vwilAW nwl pRBwvSwlI FMg nwl g~lbwq kr skx, tRYiPk icMnHW ƒ smJ skx, Aqy lokW nwl g~lbwq kr skx[ sk~qr fPI ny ikhw, "AmrIkw pihlW dw mqlb sur~iKAw pihlW hY," ies g~l 'qy zor id~qw ik ieh qbdIlI "ieh XkInI bxwauNdI hY ik pwlxw krn iv~c AsPl rihx dI szw isr& ie~k CotI ijhI iJVk nhIN hY[" smrQk dlIl idMdy hn ik durGtnwvW qoN bcx leI spSt sMcwr bhuq zrUrI hY, Kws krky jdoN guMJldwr sVkI siQqIAW, AYmrjYNsI siQqIAW, jW cYkpuAwieMtW 'qy g~lbwq krnI hovy[ Enr-Awprytr ieMfIpYNfYNt frweIvrz AYsosIeySn (OOIDA), jo bhuq swry CotykwrobwrI tr~krW dI numwieMdgI krdI hY, ny zordwr smrQn pRgt kIqw hY, ieh kihMdy hoey ik "nwzuk sVkI icMnHW ƒ pVHn, AYmrjYNsI inrdySW ƒ smJx, Aqy kwƒn lwgU krn vwilAW nwl g~lbwq krn leI buinAwdI AMgryzI hunr zrUrI hn["

hwlWik, ies inrdyS ny vMn-suvMny tr~ikMg audXog iv~c kw&I bihs Aqy icMqw pYdw kIqI hY[ bhuq swry pRvwsI frweIvr, jo kwimAW dw ie~k mh~qvpUrn ih~sw hn, AwpxI rozI-rotI 'qy sMBwivq pRBwv bwry icMqq hn[ BwvyN ieh AwdyS "pRvwh" dI bjwey "muhwrq" 'qy zor idMdw hY, pr sVkI jWcW dOrwn iesdw mulWkx ikvyN kIqw jwvygw ies bwry AspStqw mnmwny lwgUkrn Aqy sMBwivq ivqkry dy fr ƒ vDwauNdI hY[ is~K kolISn vrgIAW sMsQwvW ny is~K tr~k frweIvrW 'qy ivqkry vwly pRBwv Aqy "Xog ivAkqIAW leI ruzgwr iv~c byloVIAW rukwvtW" pYdw krn bwry icMqwvW pRgtweIAW hn[

tr~ikMg audXog pihlW hI lgwqwr frweIvrW dI Gwt dw swhmxw kr irhw hY, Aqy kuJ lokW ƒ fr hY ik ieh nvW lwgUkrn v~fI igxqI iv~c qjrbykwr frweIvrW ƒ pwsy krky sm~isAw ƒ hor vDw skdw hY[ XU.AYs. ibaUro Aw& lybr stYitsitks dy AMkVy drswauNdy hn ik 2000 Aqy 2021 dy ivckwr ivdySI-jnmy tr~k frweIvrW dI igxqI 700,000 qoN v~D ho geI, jo splweI lVI iv~c auhnW dI Aihm BUimkw ƒ aujwgr krdw hY[ ies bwry vI icMqwvW auTweIAW geIAW hn ik kI BwSw dIAW loVW ƒ s^q krn nwl s~cmu~c audXog dy mu~K mu~idAW ijvyN ik qnKwh, GMty Aqy isKlweI ƒ h~l kIqw jwvygw, ijnHW ƒ bhuq swry sVk sur~iKAw iv~c vDyry mh~qvpUrn kwrk mMndy hn[

ijvyN ik XU.AYs. ifpwrtmYNt Aw& tRWsportySn sMGI AMgryzI muhwrq jWc Aqy lwgUkrn bwry nvyN idSw-inrdyS jwrI krn dI iqAwrI kr irhw hY, audXog mulWkx pRotokol bwry sp~Stqw dI aufIk kr irhw hY[ 25 jUn, 2025 qoN pRBwvI ies inXm dw lwgUkrn ibnW S~k tr~ikMg kMpnIAW leI BrqI pRikirAwvW Aqy sMcwln rxnIqIAW ƒ muV Awkwr dyvygw, Aqy iesdy pUry AwriQk Aqy smwijk pRBwv Awaux vwly mhIinAW iv~c swhmxy Awauxgy[

Are Your Crews Trained to Work Safely Around Traffic?

Athorough orientation that includes work zone safety is a powerful tool for companies employing people who work at or on the roadside.

Safe work zones are a regulatory requirement in BC and play a critical role in preventing worker injuries caused by moving vehicles. They can also help improve productivity by creating a more organized and efficient work environment.

Employers have a legal requirement to provide safety orientation for all workers. Whether your crew is on a busy street or a quiet neighbourhood road, they’re in a work zone. They need to know how to set up safely and protect themselves from moving vehicles.

Here are some tips you should use during orientation, from Road Safety at Work.

Train Crews to be Prepared:

Before leaving for the work site, crews should:

• Ensure that the vehicle is equipped with all safety equipment, including wheel chocks, fire extinguisher, and first aid supplies

• Plan for changing conditions like rain, glare, or low light that can make it harder for drivers to see them

• Know your first aid procedures

Train Crews in Risk Assessment:

Before getting out of the vehicle,

crews need to identify the site-specific hazards, assess the risks, and take steps to reduce the risks. They should:

• Pre-plan their work to determine the equipment needed and if traffic control is required

• Identify hazards such as traffic, pedestrians, and tight spaces

• Assess how well passing drivers can see them, especially near blind corners, steep slopes, and from a distance

• Wear high-visibility personal protective equipment (PPE)

• Determine proper placement of cones to guide traffic and prevent it from entering the work zone

• Ensure there are clear sightlines and buffer zones, signs, or spotters to warn others

• Make sure spotters are positioned safely, can communicate clearly with the crew, and that all communication signals are reviewed before work begins.

Train Crews in Your Safety Procedures:

Make sure everyone knows your company’s rules for working around traffic. They need to know what “safe” looks like, and what to do when things don’t go as planned. Some things to cover include:

• Where to park (and where not to)

• Properly wearing their PPE

• Who is in charge of cones and signs

• Keeping sightlines clear when unloading or backing up

Do a Vehicle, Equipment WalkThrough:

BY: SAFETY DRIVEN: TRUCKING SAFETY COUNCIL OF BC

Each crew member should know:

• Where safety equipment (cones, flashers, PPE) is stored and how to use it

• How to check visibility using mirrors and cameras

Have crews demonstrate your procedures to confirm their understanding.

Provide Practical or CompetencyBased Training:

Practice using real-world scenarios. These could include:

• Backing into tight residential driveways

• Setting up a work zone along a narrow curb

Workers must be instructed to always face oncoming traffic, stay alert to their surroundings, and to ensure the safety of themselves and their co-workers.

Keep

a

Record of Orientation:

Maintain records for each worker, including completed education and training, orientation records, and a copy of their driver’s licence and record if they drive on the job. The paperwork is part of your due diligence.

Provide Regular Refreshers:

Reinforce safe practices with regular conversations, tailgate talks, and spot checks. Provide training whenever drivers switch vehicles, return after a long absence, or when you update company procedures.

Visit www.RoadSafetyAtWork.ca for more work zone safety resources.

Are National Truck Training Program Necessary?

BY G RAY GOMPF, CD.

Personally, since the Nipigon Truckers Strike in 1988, I’ve been a proponent of truck driving becoming a Red Seal skilled trade. So, it comes to no surprise that my take on the question is a resounding yes. The trucking industry doesn’t just need a national training program, it’s downright necessary!

My eyes opened in 1988 when I discovered that truck drivers were merely general labourers in the jobs classifications as listed in the newspapers across the nation. It became my job, while parked at the western end of the Nipigon Bridge in 1988, to talk to everyone who would listen that we needed a federal program to merge all the truck training across the country so there were no disparities in either training or operation. The reason? To simply make our highways as safe as possible.

It didn’t hurt that, earlier that particular day, I saw a married couple, working as team drivers for TransEx, killed just a few miles east of Kenora. They were simply doing their job when they were passed by a speeding car that cut them off. The TransEx driver involuntarily took evasive actions. However, his truck still hit the shoulder which sucked him way farther to the right than he’d planned, and this fully loaded TransEx tractor trailer went into the ditch, striking a culvert under a lane way at full highway speed. Both occupants

of that TransEx truck met God that day, just doing their job and doing it properly. That wreck was an eureka moment for me. I’d seen wrecks before, lots of them, but this one changed me. I didn’t know the victims, but I did know others who drove for TransEx. The other fact that pushed my buttons was the speeding car had passed me earlier before causing this wreck. Later that week, the rumours on the road said the OPP had declared the truck driver must have fallen asleep. I knew differently but I was just another truck driver who supposedly didn’t know much.

A truck driver is not just another driver. He or she is a highly skilled knowledgeable individual who happens to earn a living producing miles.

Now, over the past 37 years, my views on training and safety have been remolded, refined, rethought, and written down in great detail about my vision of how that training should be conducted, with the trade becoming a lifelong learning practice. The Professional Truck Training Alliance of Canada (pptac. ca) has been working on truck training criteria to make truck driving a Red Sealed skilled trade since its inception in 2023. In April 2024, Alberta became the first province to endorse the concept of truck driving becoming a Red Seal skilled trade. Other provinces have made noise and are considering the Red Seal skilled trade route. Sooner or later, it’s

going to happen.

So far, I’ve only given you my personal reasons for the necessity of mandatory training programs: but now, the reality. A truck driver is not just a truck driver. There’s the basic truck driver who is going to most likely be involved with general freight and mostly do long haul. But those in general freight can be doing local pick-up and delivery, medium haul, and yes long haul. There’s the furniture trade where the driver is more specialized. The household moving trade. The movement of refrigerated products. The movement of aggregates. The movement of forestry products from logs to processing. We can’t forget those hauling dangerous goods. There’s also steel hauling. Heavy haul movements. These are merely a few examples of truck drivers that, after basic training, require addition skill which may sometimes be learned on the job, while sometimes with additional taught learning. The point being there is no such thing as just a regular truck driver. Each and every person behind the wheel of a truck must have the instilled skill to operate that truck safely according to standardized national standards not written by some nameless civil servant but by those who have been there, done that, and wear the overalls. The PPTAC is doing just that. It’s now up to the fourteen government bodies to come together and make it right.

kI rwStrI tr~k isKlweI

pRogrwm zrUrI hY?

in~jI qOr 'qy, 1988 iv~c inpIgon tr~krz dI hVqwl qoN bwAd, mYN tr~k frweIivMg ƒ rY~f sIl hunrmMd vpwr bxwaux dw smrQk irhw hW[ ies leI, ieh koeI hYrwnI vwlI g~l nhIN hY ik ies pRSn 'qy myrw ivcwr byS`k mwx nwl ie~k Swndwr ‘hW’ hY[ tr~ikMg audXog ƒ isrP ie~k rwStrI isKlweI pRogrwm dI zrUrq hI nhIN, blik ieh bhuq hI lwzmI vI hY!

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ies dw mYnUM du~K nhIN hoieAw ik, aus Kws idn dI SurUAwq ‘c, mYN ie~k ivAwhy joVy ƒ, tRWsAYks leI tIm fRweIvrW vjoN kMm krdy dyiKAw, jo kynorw qoN kuJ mIl pUrb iv~c mwirAw igAw[ auh isrP Awpxw kMm kr rhy sn jdoN aunHW ƒ ie~k qyz rPqwr kwr ny pws krdy smyN aunHW ƒ k~t ky lMG gey[ trWsAYks fRweIvr ny ibnW cwhuMidAW hoey ny vI tr`k dy hox vwly hwdsy nUM twlx vwlIAW kwrvweIAW kIqIAW[ hwlWik, ausdw tr~k Ajy vI hweIvyA dy isry nwl jw tkrwieAw ijs ny ausƒ ausdI Xojnw nwloN s~jy pwsy tr`k nUM bhuq dUr q~k iK`c ilAw Aqy ieh pUrI qrHW lof kIqw tRWsAYks trYktr tRylr K~f ‘c clw igAw Aqy hweIvyA dI pUrI rPqwr ‘qy jw irhw tr`k ie~k lyn dy hyTW ie~k pul nwl tkrw igAw[ aus tRWsAYks tr~k dy dovyN svwr aus idn r`b nUM ipAwry ho gey ijhVy b~s Awpxw kMm kr rhy sn Aqy ies ƒ shI FMg nwl vI kr rhy sn[ auh qbwhI myry leI ie~k rsqw drswaux

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jI

dw AiBAws krn vwlw bx igAw hY[ pRoPYSnl tr~k tRyinMg AlwieMs AwP kYnyfw (PPTAC.CA) 2023 iv~c AwpxI sQwpnw qoN hI tr~k frwieivMg ƒ rY~f sIlf hunrmMd vpwr bxwaux leI tr~k isKlweI mwpdMfW 'qy kMm kr irhw hY[ ApRYl 2024 iv~c, Albrtw tr~k frweIivMg ƒ rY~f sIl hunrmMd vpwr bxn dy sMklp dw smrQn krn vwlw pihlw sUbw bx igAw[ hor sUibAW ny rOlw pwieAw hY Aqy rY~f sIl hunrmMd vpwr mwrg 'qy ivcwr kr rhy hn[ dyr svyr, ieh vwprn jw irhw hY[ hux q~k, mYN quhwƒ lwzmI isKlweI pRogrwmW dI zrUrq leI isrP Awpxy in~jI kwrn id~qy hn; pr hux, suxo hkIkq[ ie~k tr~k fRweIvr isrP ie~k tr~k fRweIvr hI nhIN huMdw[ ie~Qy buinAwdI tr~k fRweIvr hY jo Awm mwl dI FoAw-FuAweI iv~c Swml hox jw irhw hY Aqy izAwdwqr lMbI dUrI jwx dw kMm krdw hY[ pr Awm BwVy iv~c auh sQwnk ip`k-A`p Aqy filvrI, drimAwnI dUrI Aqy hW, lMbI dUrI kr skdy hn[ ie~Qy PrnIcr dw vpwr hY ij~Qy fRweIvr vDyry ivSyS hY[ lokW dIAW irhwieSW bdlx ‘c shweI hox dw kMm[ rYPirjryitf auqpwdW dI FoAwFuAweI[ smUhW nwl c`lxw[ jMglI auqpwdW dI lOgz qoN pRosYisMg q~k AwvwjweI[ AsIN Kqrnwk smwn iljwx vwilAW ƒ nhIN Bu~l skdy[ stIl dI FoAw-FuAweI vI huMdI hY[ BwrI AwvwjweI dIAW gqIivDIAW[ ieh tr~k fRweIvrW dIAW isrP kuJ audwhrxW hn ijnHW ƒ, buinAwdI isKlweI qoN bwAd, vwDU hunr dI loV huMdI hY jo keI vwr nOkrI 'qy is~KI jw skdI hY, jdoN ik keI vwr vwDU id`qI geI isKlweI dy nwl[ mu~dw ieh hY ik ie~Qy isrP ie~k inXmq tr~k fRweIvr vrgI koeI cIz nhIN hY[ tr~k dy phIey dy ip~Cy hr ivAkqI kol aus tr~k ƒ imAwrI rwStrI mwpdMfW Anuswr sur~iKAq FMg nwl clwaux dw hunr hoxw cwhIdw hY jo iksy bynwm isvl syvk duAwrw nhIN iliKAw igAw hY, blik aunHW duAwrw iliKAw igAw hY jo au~Qy rhy hn, Aijhw kIqw hY, Aqy EvrAwl pihndy hn[ PPTAC Aijhw hI kr rhI hY[ hux ieh 14 srkwrI sMsQwvW 'qy inrBr krdw hY ik auh iek~Ty hox Aqy ies ƒ shI bxwaux[

Recent Surge in Violent Incidents Sparks Concern Across British Columbia

BY: JAG DHATT

Aseries of alarming violent incidents has shaken British Columbia, highlighting the growing threat posed by organized criminal groups in the region.

Multiple shots were fired early Thursday morning at the premises of Nijjar Trucking, owned by Raghbir Singh Nijjar. The incident occurred at approximately 3 a.m., following an earlier attack on June 18 that saw an attempt to set vehicles ablaze at the same business. Nijjar has attributed the violence to the Lawrence Bishnoi gang, alleging that it is part of an extortion scheme. His residence was similarly targeted in August 2024. Nijjar further stated that criminal gangs are exploiting international students to carry out these violent acts.

While Nijjar is related to Hardeep Singh Nijjar — who was assassinated on June 18, 2023, in Surrey, British Columbia — a person close to the family revealed that the two were not on intimate terms.

This latest incident comes on the heels of the murder of another businessman, Satwinder Sharma, on June 11 in Abbotsford, a neighboring community. Sharma, 56, was shot at his business location. The Integrated Homicide Investigation Team (IHIT), which is managing the case, issued a statement noting that “early indications suggest this was a targeted incident and no one else was injured as a result of the shooting.” Investigators are currently working to uncover the motive and circumstances surrounding the homicide.

Other victims of repeated attacks include Satish Kumar, president of the Lakshmi Narayan Mandir in Surrey. On June 7, Reflections Banquet Hall, one of his businesses, was shot at. Shortly thereafter, on Saturday morning, another of Kumar’s enterprises, Satish Accounting Services, was similarly targeted. Kumar has reported that his family’s residence was fired upon in December 2023. Speaking candidly about the risks he faces, Kumar stated, “My life is on the line. My family’s life is on the line.”

The escalating violence has drawn the attention of British Columbia Premier David Eby, who has urged the federal government to designate such criminal groups as terrorist organizations. In a letter addressed to Prime Minister Mark Carney on Wednesday, Eby emphasized the need for decisive action. He referenced Canada's February 15, 2025, designation of seven transnational criminal groups as terrorist entities under the Criminal Code, advocating for a similar classification for the Lawrence Bishnoi gang and other organizations involved in extortion and violent crimes across Canada.

Premier Eby remarked, “This is a complex and nationally impactful criminal issue deserving of a national criminal law response to investigate and prosecute those participating in, promoting, and/or facilitating these crimes.”

As British Columbia grapples with this surge in violent activity, calls for a unified response to combat organized crime continue to grow louder.

ny icMqw pYdw kIqI

ibRitS kolMbIAw iv~c ihMsk GtnwvW dI ie~k lVI ny Kyqr iv~c sMgiTq AprwiDk smUhW duAwrw pYdw ho rhy Kqry ƒ aujwgr kIqw hY[

vIrvwr svyry qVky rGbIr isMG in~Jr dI mlkIAq vwlI in~Jr tr~ikMg dy Ahwqy iv~c keI golIAW clweIAW geIAW[ ieh Gtnw lgBg svyry 3 vjy vwprI, jdoN ik 18 jUn ƒ iesy kwrobwr 'qy vwhnW ƒ A~g lgwaux dI koiSS kIqI geI sI[ in~Jr ny ies ihMsw leI lwrYNs ibSnoeI gYNg ƒ izMmyvwr TihrwieAw hY, doS lwieAw hY ik ieh ie~k iPrOqI dI skIm dw ih~sw hY[ ausdI irhwieS ƒ vI Agsq 2024 iv~c inSwnw bxwieAw igAw sI[ in~Jr ny A~gy ikhw ik AprwiDk gYNg ienHW ihMsk kwrvweIAW ƒ AMjwm dyx leI AMqrrwStrI ividAwrQIAW dI vrqoN kr rhy hn[

hwlWik in~Jr, hrdIp isMG in~Jr — ijnHW dw 18 jUn, 2023 ƒ srI, ibRitS kolMbIAw iv~c kql kr id~qw igAw sI — nwl sbMDq hY, pr pirvwr dy nzdIkI ie~k ivAkqI ny Kulwsw kIqw ik dovyN Awps iv~c bhuq izAwdw nyVly nhIN sn[

ieh qwzw Gtnw ie~k hor kwrobwrI, sqivMdr Srmw dy kql qoN bwAd hoeI hY,

jo ik 11 jUn ƒ nyVly BweIcwry AYbtsPorf iv~c hoieAw sI[ 56 swlw Srmw ƒ ausdy kwrobwr vwlI QW 'qy golI mwr id~qI geI sI[ eykIikRq kql jWc tIm (IHIT), jo ies kys dw pRbMDn kr rhI hY, ny ie~k ibAwn jwrI kIqw ijs iv~c ikhw igAw hY ik "SurUAwqI sMkyq d~sdy hn ik ieh ie~k inSwnw bxwieAw igAw Gtnw sI Aqy golIbwrI dy nqIjy vjoN hor koeI zKmI nhIN hoieAw[" jWckrqw ies smyN kql dy ip~Cy dy ierwdy Aqy hwlwqW dw pqw lgwaux leI kMm kr rhy hn[

lgwqwr hmilAW dy hor pIVqW iv~c srI iv~c lkSmI nrwiex mMdr dy pRDwn sqIS kumwr Swml hn[ 7 jUn ƒ, ausdy kwrobwrW iv~coN ie~k, irPlYkSnz bYNkueyt hwl 'qy golIbwrI kIqI geI sI[ ies qoN QoVHI dyr bwAd, SnIvwr svyry, kumwr dy ie~k hor kwrobwr, sqIS AkwaUNitMg srivisz ƒ vI iesy qrHW inSwnw bxwieAw igAw[ kumwr ny d~isAw hY ik dsMbr 2023 iv~c aunHW dy pirvwr dI irhwieS 'qy golIbwrI kIqI geI sI[ aunHW ny Awpxy swhmxy Awaux vwly KqirAW bwry Ku~lH ky g~l kridAW ikhw, “myrI jwn Kqry iv~c hY[ myry pirvwr dI jwn Kqry iv~c hY["

vDdI ihMsw ny ibRitS kolMbIAw dy

pRImIAr fyivf eIbI dw iDAwn iK~icAw hY, ijnHW ny sMGI srkwr ƒ Aijhy AprwiDk smUhW ƒ A~qvwdI sMgTnW vjoN nwmzd krn dI ApIl kIqI hY[ pRDwn mMqrI mwrk kwrnI ƒ bu~Dvwr ƒ Byjy ie~k p~qr iv~c, eIbI ny inrxwiek kwrvweI dI zrUrq 'qy zor id~qw[ aunHW ny kYnyfw duAwrw 15 PrvrI, 2025 ƒ ikRmInl kof dy qihq s~q AMqrrwStrI AprwiDk smUhW ƒ A~qvwdI sMsQwvW vjoN nwmzd krn dw hvwlw id~qw, ijs iv~c lwrYNs ibSnoeI gYNg Aqy kYnyfw Br iv~c iPrOqI Aqy ihMsk AprwDW iv~c Swml hor sMgTnW leI vI AijhI hI vrgIkrn dI vkwlq kIqI geI[

pRImIAr eIbI ny it~pxI kIqI, “ieh ie~k guMJldwr Aqy rwStrI p~Dr 'qy pRBwvSwlI AprwiDk mu~dw hY jo ienHW AprwDW iv~c ih~sw lYx vwly, auqSwihq krn vwly, Aqy/jW shUlq dyx vwilAW dI jWc Aqy muk~dmw clwaux leI ie~k rwStrI AprwiDk kwƒn dy jvwb dw h~kdwr hY[”

ijvyN ik ibRitS kolMbIAw ihMsk gqIivDIAW iv~c ies vwDy nwl jUJ irhw hY, sMgiTq AprwD nwl lVn leI ie~k sMXukq jvwb leI mMgW hor qyzI nwl v~D rhIAW hn[

BC Hydro Expands EV Fast-Charging Hub on Vancouver Island

BC Hydro has launched its first fastcharging hub on Vancouver Island in Colwood, featuring eight new charging ports for electric vehicles (EVs) at Quarry Park. This initiative, a collaboration with the City of Colwood, aims to make clean energy options more accessible and support the increasing number of EV drivers in British Columbia.

The Colwood hub includes four 180-kilowatt chargers, capable of adding approximately 180 kilometers of driving range to an average EV in about 10 minutes. These advanced units also offer dual charging, allowing two vehicles to use a single charger simultaneously by splitting the power (e.g., two 90-kilowatt outputs). This means up to eight EVs can be charged at once using the four chargers. The site is designed to be wheelchair accessible, with a curbless

design, cable management systems, and lower displays on the chargers.

The adoption of EVs in British Columbia is rapidly growing, with over

180,000 EVs currently on the road. BC Hydro anticipates this number will rise to between 700,000 and 900,000 within the next decade. The new charging hub in Colwood is expected to support this growth, reduce range anxiety for EV owners on Vancouver Island, and

BC Hydro vYnkUvr

BC Hydro ny kolvu~f dy vYnkUvr AweIlYNf 'qy Awpxw pihlw qyz-cwrijMg h~b lWc kIqw hY, ijs iv~c Quarry Park ivKy ielYkitRk vwhnW (EVs) leI A~T nvyN cwrijMg port hn[ kolvu~f Sihr dy sihXog nwl kIqI geI ies pihlkdmI dw audyS sw& aUrjw ivklpW ƒ vDyry phuMcXog bxwauxw Aqy ibRitS kolMbIAw iv~c EV frweIvrW dI v~DdI igxqI dw smrQn krnw hY[

kolvu~f h~b iv~c cwr 180-iklovwt cwrjr Swml hn, jo lgBg 10 imMtW iv~c ie~k AOsq EV iv~c lgBg 180 iklomItr frweIivMg ryNj joVn dy smr~Q hn[ ieh au~nq XUint dohrI cwrijMg vI pyS krdy hn, ijs nwl do vwhn ie~ko smyN pwvr ƒ vMf ky ie~k cwrjr dI vrqoN kr skdy hn (ijvyN ik, do 90-iklovwt Awautpu~t)[ iesdw mqlb hY ik cwr cwrjrW dI vrqoN

krky ie~k vwr iv~c A~T EVs q~k cwrj kIqw jw skdw hY[ sweIt ƒ vHIlcyAr phuMcXog bxwaux leI iqAwr kIqw igAw hY, ie~k krblY~s ifzweIn, kybl pRbMDn pRxwlIAW Aqy cwrjrW 'qy G~t ifsplyA dy nwl[

ibRitS kolMbIAw iv~c EVs ƒ Apxwaux dI igxqI qyzI nwl vD rhI hY, ies smyN 180,000 qoN v~D EVs sVkW 'qy hn[ BC Hydro ƒ aumId hY ik ieh igxqI Agly dhwky dy AMdr 700,000 Aqy 900,000 dy ivckwr ho jwvygI[ kolvu~f iv~c nvW cwrijMg h~b ies vwDy dw smrQn krn, vYnkUvr twpU 'qy EV mwlkW leI ryNj icMqw ƒ Gtwaux, Aqy jlvwXU pRBwvW ƒ Gtwaux Aqy hvw dI guxv~qw iv~c suDwr krn iv~c Xogdwn pwaux dI aumId hY[ iesƒ vwqwvrx pRqI jwgrUk kwrobwrW ƒ AwkriSq krky Aqy nivAwauxXog aUrjw

contribute to reduced climate impacts and improved air quality. It is also seen as a way to stimulate the local economy by attracting eco-conscious businesses and creating new opportunities in renewable energy infrastructure.

BC Hydro plans to continue expanding its fast-charging network by building more multi-charger hub sites along highway corridors and in densely populated areas. Future hubs are planned for Vancouver, Maple Ridge, and Port Moody. Currently, BC Hydro's network consists of 432 charging ports at 135 sites across the province. The company aims to nearly double its network to 800 charging ports by the spring of 2026. This expansion is funded through a partnership with the Province of British Columbia and Natural Resources Canada.

buinAwdI FWcy iv~c nvyN mOky pYdw krky sQwnk ArQivvsQw ƒ auqyijq krn dy ie~k qrIky vjoN vI dyiKAw jWdw hY[

BC Hydro hweIvyA korIforW Aqy sMGxI AwbwdI vwly KyqrW iv~c hor mltI-cwrjr h~b sweItW bxw ky Awpxy qyz-cwrijMg nY~tvrk dw ivsQwr jwrI r~Kx dI Xojnw bxw irhw hY[ vYnkUvr, mYpl irj Aqy port mUfI leI Biv~K dy h~bW dI Xojnw bxweI geI hY[ vrqmwn iv~c, BC Hydro dy nY~tvrk iv~c sUby Br iv~c 135 sweItW 'qy 432 cwrijMg port Swml hn[ kMpnI dw tIcw 2026 dI bsMq q~k Awpxy nY~tvrk ƒ lgBg du~gxw krky 800 cwrijMg portW q~k phuMcwauxw hY[ ies ivsQwr ƒ ibRitS kolMbIAw sUby Aqy kudrqI sroq kYnyfw nwl sWJydwrI rwhIN PMf id~qw igAw hY[

BY: JAG DHATT

Brian Mielko Appointed President and CEO of OK Tire

OK Tire Stores Inc. has announced the appointment of Brian Mielko as its new President and Chief Executive Officer. Mielko brings a wealth of experience and a strong commitment to franchisedriven businesses, making him an ideal fit to lead OK Tire into its next phase of growth and innovation.

Mielko's career highlights include developing retail programs and launching high-impact campaigns at Coca-Cola and Unilever, where he gained valuable insights into working with independent business owners. Most recently, as a leader at Sailun Tire, he was responsible for multi-million-unit programs for TBC Corporation’s Big O and Midas channels, demonstrating over 13 years of experience in the tire industry.

The Board of Directors expressed their enthusiasm, stating that Mielko's

"deep understanding of franchise operations, supplier dynamics, and customer needs makes him a natural fit to lead OK Tire."

OK Tire also extended its gratitude to Shayne Casey, Chairman of the Board, for his dedicated leadership as interim CEO during a pivotal time for the company. Casey played a crucial role in preparing and launching the strategic distribution partnership with Groupe Touchette.

Under Mielko's leadership, OK Tire aims to strengthen its position as Canada's most trusted and recognized tire and auto service franchise brand, serving both commercial and passenger/ light truck sectors. The company remains committed to providing exceptional service, improved inventory accessibility, and competitive pricing, all while supporting the profitability

of its stores and exceeding customer expectations.

"It’s truly an honour to join such a trusted and iconic Canadian brand," said Brian Mielko. He looks forward to collaborating with OK Tire's teams, Groupe Touchette, suppliers, and especially the dealer network, to foster continued growth, innovation, and exceptional service across the country.

OK Tire, established in 1953, boasts over 325 independently owned and operated locations across Canada. The retailer is deeply invested in the growth and well-being of each franchise, fostering strong ties to local communities. Shayne Casey further emphasized that Mielko's leadership style aligns perfectly with OK Tire's culture of collaboration, community, respect, and accountability, anticipating sustained growth and innovation under his guidance.

bRwien mIlko OK twier dy nvyN

pRDwn Aqy sI.eI.E. inXukq

OK twier storz ieMk. ny bRwien mIlko ƒ kMpnI dw nvW pRDwn Aqy mu~K kwrjkwrI AiDkwrI (sI.eI.E.) inXukq krn dw AYlwn kIqw hY[ mIlko PrYNcweIzI-ADwirq kwrobwrW iv~c ivAwpk qjrbw Aqy fUMGI vcnb~Dqw ilAwauNdy hn, jo auhnW ƒ OK twier ƒ ivkws Aqy nvInqw dy Agly AiDAwey iv~c AgvweI dyx leI AwdrS bxwauNdw hY[

mIlko dy krIAr dIAW mu~K g~lW iv~c kokw-kolw Aqy XUnIlIvr ivKy pRcUn pRogrwmW dw ivkws krnw Aqy au~c-pRBwvI muihMmW SurU krnw Swml hY, ij~Qy auhnW ny suqMqr kwrobwrI mwlkW nwl kMm krn bwry kImqI jwxkwrI pRwpq kIqI[ hwl hI iv~c, sylUn twier iv~c ie~k nyqw vjoN, auh TBC kwrporySn dy ibg E Aqy imfws cYnlW leI mltI-imlIAn-XUint pRogrwmW leI izMmyvwr sn, jo twier audXog iv~c 13 swlW qoN v~D dw qjrbw drswauNdw hY[

borf Aw& fwierYktrz ny Awpxw auqSwh pRgt kIqw, ieh d~sdy hoey ik mIlko dI "PrYNcweIzI sMcwln, splwier gqISIlqw, Aqy gwhkW dIAW zrUrqW dI

fUMGI smJ auhnW ƒ OK twier dI AgvweI krn leI kudrqI qOr 'qy FukvW bxwauNdI hY["

OK twier ny kMpnI leI ie~k Aihm smyN dOrwn AMqirm sI.eI.E. vjoN auhnW dI smripq AgvweI leI borf dy cyArmYn, Syn kysI dw vI qih idloN DMnvwd kIqw[ kysI ny gru~p tUcyty nwl rxnIqk vMf BweIvwlI dI iqAwrI Aqy SurUAwq iv~c ie~k mh~qvpUrn BUimkw inBweI[

mIlko dI AgvweI hyT, OK twier dw audyS kYnyfw iv~c sB qoN BrosymMd Aqy mwnqw pRwpq twier Aqy Awto syvw PrYNcweIzI bRWf vjoN AwpxI siQqI ƒ mzbUq krnw hY, jo vpwrk Aqy XwqrI/ hlky tr~k sYktrW dovW dI syvw krdw hY[ kMpnI byimswl syvw, vDI hoeI vsqU sUcI dI phuMc, Aqy pRqIXogI kImq pRdwn krn leI vcnb~D hY, ieh sB Awpxy storW dI munwPy ƒ brkrwr r~Kdy hoey Aqy gwhkW dIAW aumIdW qoN v~D pRdrSn krdy hoey[

bRwien mIlko ny ikhw, "ie~k Aijhy

BrosymMd Aqy pRiqSTwvwn kYnyfIAn bRWf

iv~c Swml hoxw s~cmu~c ie~k snmwn dI g~l hY - ie~k AmIr ivrwsq, ie~k Bwvuk Aqy au~dmI nY~tvrk, Aqy Biv~K leI ie~k spSt idRStI nwl[" auh OK twier dIAW tImW, nvyN vMf BweIvwl gru~p tUcyty, splwierW, Aqy sB qoN mh~qvpUrn, fIlr nY~tvrk nwl iml ky kMm krn dI aumId krdy hn, qW jo dyS Br iv~c BweIcwirAW ƒ inrMqr ivkws, nvInqw, Aqy byimswl syvw pRdwn kIqI jw sky[

1953 iv~c sQwipq, OK twier kYnyfw Br iv~c 325 qoN v~D suqMqr mlkIAq vwly

Aqy sMcwilq sQwnW dw mwx krdw hY[ pRcUn ivkryqw hryk PrYNcweIzI sQwn dy ivkws

Aqy BlweI iv~c fUMGweI nwl invyS krdw hY, auhnW sQwnk BweIcwirAW nwl mzbUq sbMDW ƒ auqSwihq krdw hY ijnHW dI auh syvw krdy hn[ Syn kysI ny A~gy zor id~qw ik mIlko dI AgvweI SYlI OK twier dy sihXog, BweIcwry, siqkwr Aqy jvwbdyhI dy s~iBAwcwr nwl pUrI qrHW myl KWdI hY, Aqy auhnW dI AgvweI iv~c inrMqr ivkws

Aqy nvInqw dI aumId krdw hY[

The 2025 Ford Expedition Built for Families with “Big Lives”

The Ford Expedition, first introduced in 1997 to replace the revered Bronco, has long been a staple in the full-size SUV segment, renowned for its spaciousness and durability. For 2025, the 5th generation of the Expedition arrives completely redesigned, both inside and out, with a clear focus on meeting the evolving needs of families with "big lives." Ford extensively consulted with customers to incorporate desired improvements, resulting in a vehicle that offers seating for up to eight and a host of practical amenities designed to enhance the passenger experience, whether on or off the road.

Design: A Bold New Presence

Without a doubt, the 2025 Expedition is the best-looking iteration yet. It commands attention with a completely

redesigned front end, featuring new standard LED reflector headlamps. The optional Signature Grille Lighting package further strengthens its impactful presence. The vehicle's lines are bold and purposeful, accentuating its size and giving it a brutish yet stylish appeal that allows it to seamlessly transition from rugged adventures to black-tie events.

A significant design innovation at the rear is the reworked Ford Split Gate, reminiscent of systems seen in Range Rover and BMW X5/X7 models. The upper portion opens like a traditional liftgate, while the lower section opens like a truck tailgate, capable of supporting up to 500 pounds. This robust lower gate proves to be a perfect perch for tailgate parties or any outdoor activity. When coupled with the optional Cargo Tailgate Manager used as a seatback,

JAG DHATT

the lower portion becomes an incredibly comfortable and highly usable seating area, a definite win for practicality. We tried and tested it – it works!

Interior: Elevated Comfort and Thoughtful Features

The interior of the 2025 Expedition has undergone a complete redesign, utilizing new materials that lend an undeniably premium feel to the cabin. As expected, the cabin is remarkably spacious, offering ample legroom for all passengers to stretch out comfortably. The seats themselves are exceptionally plush, easily rivaling those found in dedicated luxury vehicles.

Ford's commitment to families is evident in the thoughtful design of the third row. Responding directly to customer feedback, the middle portion

of the third row can now fold down to create a continuous pass-through space all the way to the front center console. This innovative feature allows for easy transport of long items such as skis or lumber. The cargo area also offers a usable rear table option, with a weight limit of 35 pounds, making it ideal for tailgate parties, as we experienced firsthand in Muskoka.

For enhanced security, Ford has introduced the new flex power console. With the push of a button, the center console slides back to reveal a generous, hidden storage area, perfect for stowing purses and other valuables. When in its closed and locked position, this storage area is completely concealed.

Technological advancements are prominent, with Ford opting for larger screens. A new 24-inch display screen replaces the traditional gauge cluster, offering a wealth of configurable information to suit individual preferences. While some new features on the steering wheel are beneficial, others prove less intuitive. Adjusting mirrors or the steering column, for instance, now relies on finicky haptic controls on the steering wheel, a step back from the more straightforward physical controls previously located on the door panel and steering column.

Connected Features: Your Digital Hub

The 2025 Ford Expedition steps into the future of in-car connectivity with its new Ford Digital Experience. At its core is a crisp 13.2-inch touchscreen,

complementing the larger instrument cluster display. This system offers Alexa built-in and Google Assistant for hands-free control, along with integrated Google Maps that can even display on the instrument cluster.

For seamless smartphone integration, wireless Apple CarPlay and Android Auto are included, and you can access more apps via the Google Play Store. An amazing B&O sound system delivers an immersive listening experience, with an available 22-speaker B&O Unleashed system for ultimate audio.

Keeping everyone powered up and connected, the Expedition features numerous charging options throughout and an optional mobile hotspot for up to 10 devices. This, along with integrated streaming services (while parked), comes with a one-year trial of the Ford Connectivity Package. Finally, Zone Lighting extends utility to the exterior, perfect for illuminating outdoor activities.

Trims & Powertrains: Simplified Choices and Potent Power

The traditional XL, XLT, and other trim designations are gone for 2025. The Expedition now offers four distinct trims: Active, King Ranch, Platinum, and the all-new Tremor. A Max Edition is available across the Active, King Ranch, and Platinum trims.

Under the hood, the base engine is a robust 3.5-liter EcoBoost V6, delivering 400 horsepower and 480 lb-ft of torque.

For those seeking even more power, a High Output 3.5-liter EcoBoost engine is available, producing an impressive 440 horsepower and 510 lb-ft of torque. This more potent engine comes standard on the Tremor and is an optional upgrade for the Platinum trim. All engines are seamlessly paired with a 10-speed automatic transmission and an updated intelligent four-wheel drive system.

The Drive: Refined Performance and Off-Road Confidence

Our drive experience encompassed a variety of planned and one unplanned route, allowing us to thoroughly assess the 2025 Expedition's on-road manners and off-road capabilities.

Ford engineers assured us of a notably updated ride, a difference we immediately noticed once behind the wheel and as passengers. Compared to the outgoing model, the 2025 Expedition offers a significantly more refined driving experience. Both my driving partner, Perry, and I were impressed by the smoothness and stability of the ride, with remarkably limited body roll given the vehicle's substantial size. The cabin remained impressively quiet, even at speeds of 120 km/h.

Even with the Platinum trim's optional 24-inch wheel and tire package, the ride remained remarkably smooth. The updated suspension effectively absorbed road imperfections, contributing to a comfortable excursion. An unplanned detour led us onto gravel and "off-road" paths, where the Expedition performed

flawlessly, maintaining interior quietness while confidently navigating the unpaved terrain. This one unplanned route was the real test of the Expedition, and we gave it two thumbs up.

We also had the opportunity to test Ford's updated BlueCruise system. It effortlessly adjusted the Expedition's speed based on traffic conditions. While it doesn't automatically change lanes like GMC's SuperCruise system, a simple flick of the turn signal initiates a safe lane change when conditions allow.

A thoughtful new feature in Ford's redesigned seats is the inclusion of builtin holders for phones and tablets. This practical addition is sure to be a hit with

families and a feature that my children would undoubtedly appreciate.

Final Thoughts:

The 2025 Ford Expedition has undergone a complete transformation, making it a compelling choice for active families. Gone are any reservations I might have had about recommending the previous generation; this new model is truly ideal for those who live life on the go, love to travel, or enjoy outdoor adventures.

Designers and engineers poured their efforts into crafting a vehicle that seamlessly blends rugged capability with luxurious comfort. From the functional split tailgate that doubles as a

handy bench, to the incredibly versatile interior with its innovative seating configurations, every detail caters to family needs. This isn't just about hauling people and gear; it's about enhancing the entire journey. With powerful EcoBoost engines, an intelligent 4WD system, and a remarkably smooth and quiet ride, the Expedition is ready for anything you throw at it, whether on the pavement or off the beaten path. Add in the cutting-edge Ford Digital Experience with its large displays and integrated connectivity, along with an enhanced suite of driver-assist technologies for added peace of mind, and you have an SUV that genuinely redefines family travel.

•

Driving in Summer’s Glare

Enjoy the summer sun with some common sense. And watch out for smoke and fog, too.

Sun:

There is nothing like hitting the road under a bright blue sky on a summer day! The sun is a welcome sight after the grey skies of winter, but it does present some hazards, even on overcast days. Sun glare can make it hard to see and is at its worst an hour after sunrise and before sunset. When sun glare compromises your vision, it can cause selective perception. You may not see what is there because you see only what you expect to see. Pedestrians and cyclists get lost in the glare when you expect to see vehicles.

• Invest in good, polarized sunglasses that also block UVA and UVB rays. Polarized glasses block glare, but that doesn’t mean they offer ultraviolet protection. Look for UV 400 protection. And use your sun visor to block the sun as it climbs during the day.

• Keep your windshield in good condition. Dirt, cracks, and rock chips in the centre of your field of view will impair your vision. A chip or crack can also be an annoying distraction, no matter how hard you try not to focus on it.

• Drive safely, sticking to the speed limit and staying at least 10 seconds away from other vehicles on the highway. Give yourself a little extra space to react if the sun is getting in your eyes. If it’s

extremely bright, especially if your eyes are feeling tired, don’t be afraid to take a rest break.

Fog:

In addition to the bright shiny sun, summer can bring fog. In fact, summer is the foggiest time of year along the Pacific coast, where advection fog is the most common type. It forms when warm, moist air moves over a cooler surface, which cools the air to the dewpoint and causes condensation. Along the coast, where the ocean is cooler than the land, fog is a hazard. If you’re on a coastal road early in the morning, advection fog may affect your vision. If you’re in the mountains, upslope fog can be a problem. It forms when moist air rises up the terrain and condenses into clouds.

• Remember that fog means wet surfaces on the road and your vehicle. Reduce your speed, drive as cautiously as you would on slippery roads, and use your windshield wipers.

• Don’t overdrive your headlights; make sure you can stop inside the area lit up by your headlights. Use your lowbeam headlights or fog lights and turn on your exterior lights, including taillights if daytime running lights don’t engage them.

• Avoid stopping on the road. Pull completely off to the side when it’s safe

BY: SAFETY DRIVEN: TRUCKING SAFETY COUNCIL OF BC

to do so and turn on your hazard lights. If your vehicle is disabled, place flares around your vehicle.

• Increase your following distance in both fog and smoke; you never know when you’ll come upon motorists who haven’t made themselves visible.

• Never pass in fog or smoke.

Smoke:

Summer is wildfire season. That means reduced air quality and limited visibility on the roads, even when you’re very far from the fire. Driving through smoke has similar challenges to driving through fog, with the addition of health hazards.

• Stay aware. Before you head out, check out the road conditions, especially road construction zones, and the Air Health Quality Health Index. Avoid driving through smoke if you can.

• Like fog, smoke can reflect highbeam headlights, so use your low-beam headlights or fog lights.

• Reduce your speed and drive cautiously. Stay aware of your own reduced visibility and that there may be vehicles stopped on the road.

• Leave your windows up and use the air recirculation feature in your climate controls.

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