Desi Trucking - September October 2025 (National Edition)

SUCCESS

GOOD RELATIONSHIPS ARE THE CORNERSTONE OF ANY BUSINESS.

In the fast-paced world of logistics, building and maintaining strong relationships with clients is not just an advantage; it is the cornerstone of a successful trucking business. For those in the industry, a genuine partnership with a client can mean the difference between a single transaction and a long-term, stable enterprise.

When a trucker or a trucking company takes the time to understand a client's needs beyond the immediate shipment, a foundation of trust is established. This goes beyond a simple contract; it's about seeing the client as a partner with their own set of challenges and goals. By showing a vested interest in their success, a bond of reliability is forged. This personal touch—remembering a detail about their business or simply being a friendly, dependable voice on the phone— transforms a transactional relationship into a collaborative one.

Success in the trucking industry is

a two-way street. When carriers and clients treat each other with respect and work toward mutual benefit, both parties succeed. The most resilient and profitable connections are not built on transactions but on the strong, human relationships that make the entire logistical network run smoothly.

Building these relationships is integral in not only maintaining but growing your business. Be positive; be pro-active; and above all, be genuine and sincere in your relationships.

In order to bring about more positive relationships in our industry, JGK Media Group is honoured, once again, to partner with local associations to host the 3rd annual Metro Vancouver Transportation Night, taking place on October 2nd, 2025, in Surrey, BC.

Please visit https://jgkmedia.ca/event/ for more information about this great event.

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Jag Dhatt

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

604-767-4433

jag@jgkmedia.ca

F: 604-598-9264

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Success or Failure

You Make the Choice

Having been involved in Fleet Safety Association in Ontario for a lot of years, I have asked myself this exact question for every single one of those years.

I’ve also noticed in my experience resume that it really doesn’t matter whether those successful companies are asset based or non-asset based: success boils down to how each views safety. Trucking companies must remember they are in the service industry selling only the ability to move products from Point A to Point B. That’s it.

Those companies that go from having a safety culture to insisting on safety excellence tend to do best. It’s all well and good to have all the rules and policies in place but unless there is no difference between policy and “the-realway-we-do-things” mentality, it’s truly not going to work well. Sure, to have all the policies and procedures written down and understood by all concerned to show inspectors and auditors is only part of the operation. Those companies that actually take it from “the safety culture” to “operational excellence” have a much superior chance of success than those that are too casual with safety.

BY G RAY GOMPF, CD.

Those that achieve “operational excellence” understand that it’s not just safety; it permeates every aspect of the business. It takes excellent leadership with the vision to do it right the first time. It takes a maintenance program that ensures there is nothing questionable. It takes a hiring program that filters out those who don’t buy into the vision of the leadership. And it takes a policy to accept clients with a similar vision of excellence.

While bottom lines are important,

operational excellence is critical. It used to be if your equipment was clean and at least had the appearance of being well maintained, authorities just gave a cursory look. With the inspection programs where authorities examine every detail, the era of a cursory look is long gone, and that level one inspection is more the norm than the exception, especially with those companies that haven’t taken proactive approaches with authorities. Proactive does not mean anything untoward. It simply means that authorities are invited to inspect your facility at any time they wish, which they should be able to.

Now if authorities are well aware of a record of “operation excellence”, the cursory look is prevalent with those trucking companies known for operational excellence.

I used to cross the border into Ogdensburg, NY, sometimes several times a day. There was a DOT inspector

that watched every truck coming out of Customs. If he wasn’t busy, and I hadn’t been inspected for a couple of weeks, I would stop and see if he would update my sticker. He got to know me; he got to know my truck was well maintained and that I was meticulous about my truck’s condition and my paperwork was always up to snuff. One day, while crossing the border, he beckoned me to come over for inspection. When he came up to me, he said, “you have a drooping airline on your trailer. Hang on, I’ll fix it for you.” I didn’t even get out of the truck. A few seconds later, he said to me, “you’re good to go.” I thanked him and left.

Now, if I hadn’t been proactive with him to get to know me and my operation, that drooping trailer airline could have cost me a significant fine, considerable downtime, and a decent size service call.

Take the time to get to know those people of authority that can have serious

effects on your daily operation. Make sure you’re as close to 100% as possible when you do so. These authorities with whom you come into daily contact are not just there to make it difficult for you to do business. They are there for the public safety and your safety. Include them as much as possible in your operation. Speak kindly and on friendly terms with them, even if they’re providing you with a lecture. Don’t make excuses because they have heard them all.

Operational excellence must be your goal. Operational excellence also has to do with your personal demeanour. If you want to be treated well, treat others well. That safety culture you exude becomes your trademark of operational excellence. In my opinion, operational excellence separates the companies that do well over those that hover around barely getting by.

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MICHAEL HOWE

Importance of Recognizing Outstanding Employees

Life is short, there is no doubt about that. As short as it is, an interesting and enlightening point is that, on average, individuals spend about one third of their lifetime working. Given that, not only is it important to be happy in what you do, it is also important that you are good at it and employers recognize those that are good at it. Recognizing outstanding employees is important for a multitude of reasons, and it is perhaps one of the easiest things an employer can do to enhance their employee’s satisfaction – a satisfaction that carries over to personal life as well.

One compelling reason to recognize outstanding employees is financial. Employees that are recognized are more likely to stay with their employer long term. Obviously, there are several reasons employees might leave an employer, but if recognition can help retain them it is worth doing. On average, the direct replacement cost of a truck driver is $8500 – that includes recruitment, advertising, screening, onboarding, and more. Then there are the indirect costs such as idle equipment, lost institutional knowledge and route efficiency, training investments, service disruptions, and more. Those costs are

for just one driver – imagine a fleet of 100 trucks with a high turnover rate.

For non-drivers, the direct and indirect costs are similar. In addition, a direct impact on morale across the workplace culture and increased workload for others creates new challenges. Some turnover is good, but when losing outstanding employees due to lack of recognition it is far from worth it.

Recognition of outstanding employees can have a positive impact on the indirect financial aspects of any business. Employees that feel appreciated are more likely to feel motivated, which may in turn lead to increased productivity. This naturally leads to a higher sense of satisfaction in the workplace and tends to lead to a longer tenure with the employer. The retention of outstanding employees also means that the workforce is much better because the outstanding employees help drive performance. Recognition also has the effect of encouraging most employees to perform at their best, or even to improve.

Recognition is not always easy for employers though. A Forbes 2021 article noted that generational differences in

today’s workforce can be challenging as there are different core values, needs and appreciation languages. To be fair, generational differences are nothing new, but the workplace focus on the importance of recognition is a relatively recent area of emphasis. Leaders in any organization need to take a step back, identify the differences in their workforce, and develop recognition programs that are meaningful and equitable. Recognition should not result in “participation trophies” – recognize outstanding employees and / or results.

As an employer in the trucking industry, or any industry for that matter, the recognition of outstanding employees can have a very real impact on the bottom-line, both direct and indirect costs. Recognition of outstanding employees also will lead to a better workplace in general – attitudes, productivity, motivation, and more. Recognition needs to be meaningful, equitable, and consistent. The days of “employee of the month” are likely a bit dated, but there are many other ways to effectively begin a recognition program. If you don’t already have a program in place, why not start simple – say thank you and great job!

I’m Buying a Business

Igot a phone call from a long-time truck driver customer. He told me he was buying a grocery store and was wondering if I finance businesses. I do not but referred him to a business bank. I asked what he knew about grocery stores. He said his wife worked as a cashier for 8 years in a grocery store. He had to get to work and gave the phone to the wife to ask me some questions.

The wife confirmed she worked in a grocery store for 8 years and they were buying an existing franchise grocery store. The business had been in operation over 20 years, and the current owner had it only 8 months before experiencing kidney problems. When she told me the location, honestly, I have driven by this store hundreds of times and had no idea it existed. There is no signage and it’s far from the road.

I advised I knew a good realtor who could negotiate the lease. She said they already signed a lease and a sales agreement to buy the store. I was surprised it was already done. I asked about the landlord, and she knew nothing about them. I asked about what was included, like garbage bins? Better signage? Security? She could not answer any of my questions. Literally the business is in the far back of a reception hall and nowhere near the road.

I asked her about electricity and internet. How much is it monthly? What type of phone plan was there? What type of merchant card payment options were there? She couldn’t answer. I asked her about the existing staff. She said it

would be herself alone. I have been to another location of this franchise, and I have never seen less than four staff at a time. I asked how she alone can run the cash register and unload produce from a truck and put the stock out. She said all the items sold in the store were delivered to them. But if they deliver, do they also stock it for her? I found it hard to believe that all stock was delivered because I’ve seen the other store use a reefer truck to go pick up produce from a warehouse and then at least two staff unload the pallets and put it out on the floor.

The franchise contract she advised was 2%. Just pay 2% and they don’t care. She also planned to deliver groceries. The other franchises do not do this. I asked how she can do this and be totally different from the other stores? And how can she now also deliver groceries while running the store since she insists it’s a one-man operation? I asked if she has an IT person to set up online orders and delivery? She did not. Did she have a reefer delivery van? She did not.

The more I spoke to her, the more I got worried. I hope they succeed. I gave them a lease for a truck when no one else would. They paid that truck in full, with no missed or late payments. Seeing them grow from living on rent with bad credit, to buying a home, to now buying a business is very exciting. However, I wonder if they are in over their head? I wished them luck.

I got another call from the couple about two weeks later because the bank financing the business loan needed

proof of his truck being paid off a few years prior. I had done the finance to a new purchaser when they sold it. The deal was all done electronically and went to their own actual email address. They were unable to find it and begged me to help. I was able to find what the bank needed, which was the signed bill of sale they had signed electronically and the wire transfer payment on an old computer in a few minutes. I was shocked at their poor record keeping. I advised I’m not your record keeper and have no access to their own personal email where the information should have been. I also explained they need to keep better records in future because it’s required for their new business by the government.

I see a lot of red flags here. In today’s market, mistakes and inexperience can cost you your entire business. I hope they succeed. I will worry and hope that everything they have built over the past decade is not lost because of a lack of knowledge and research. I will suggest they hire a good manager. It’s better to pay someone, than lose it all. If you can’t do something yourself, or it will take too much time, then always delegate the duties out. In their case the profit will be less by paying an extra salary, but at least the store might stay open, or survive until they learn how to do it themselves. If the wife had been promoted from cashier, I’m sure she would have been in a better position than she is now. I hope they can learn quickly and succeed. Being thrown in the water can teach you to swim, but only sometimes…

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.

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Orphan Tires Recycled & Tire Collection Events in 2024

BY: JIMMY GILL

In 2024, Tire Stewardship BC (TSBC), partnered with Liberty Tire and organized 20 tire collection events across BC. As a result of these events there were 14,221 orphan tires successfully collected. Also, this monumental achievement was made possible by collaborating with community groups, regional districts, municipalities, and Return to Retailer locations (R2Rs).

Orphan Tires are defined as old, unused tires that individuals have collected and failed to dispose of properly when purchasing new ones. TSBC has a province wide initiative which provides free disposal for all tire sizes, both on and off rim, for residential quantities, to promote responsible tire recycling. In addition, this provides consumers with options to properly dispose of their old tires.

The main focus of tire collection events was to highlight and raise awareness about the importance of properly disposing of scrap tires. When tires are properly disposed, it helps reduce fire risks during the fire season

and prevents the accumulation of rainwater which can breed mosquitos. More importantly, when tires are disposed properly, it supports the circular economy by ensuring tires are responsibly recycled.

Liberty Tire supported TSBC in this initiative and all of the tires collected were processed through BC’s tire recycling program. This meant, the tires were transported to Liberty Tire’s recycling facility in Delta, BC, and this is where the tires were converted into crumb rubber and landscaping mulch. For example, local manufacturers, such as Northwest Rubber, then used the crumb rubber to create products like, truck bed liners, farm animal mats, and durable rubber tiles.

Collaborative efforts not only ensure the responsible recycling of scrap tires, but it provides support in the creation of recycled products across industries, contributing to a circular economy in BC.

To elaborate on the tire collection process, I interviewed Operations

Manager Joe Pitre from Liberty Tire. When discussing the tire collection model and how it is implemented by Liberty Tire, we were provided with very interesting information. Liberty Tire has a fleet of tractors and trailers. It consists of 53-foot dry vans, 28foot dry vans and roll off trucks which facilitate tire pickup throughout the province of BC. Dry vans are defined as a type of semi-truck trailer that is fully enclosed to protect your shipment from the elements. For tire collection within the lower mainland, the company has a small fleet of hired haulers that utilize smaller caged trucks and cubed vans, to get into smaller locations like new car dealerships. Liberty Tire has seven company trucks, six contract trucks and seven haulers which service the entire province of BC. Moreover, the haulers are as big as five to six trucks per hauler, or small haulers which consist of one to two trucks, and they do majority of the collection in the lower mainland.

The haulers are an instrumental component of Liberty Tire. Many have been in collection for decades, even before the program started with some

second and third generation haulers from the same families. As such the haulers have been a crucial part in the success of the company helping build the business and providing the best customer service. Altogether, the company collected over 60,000 metric tons of tires last year.

When we look at the number of locations Liberty Tire services in BC, the numbers are split up between retailers and generators. Retailers are defined as customers who sell tires such as Kal Tire or Fountain Tire. There are approximately 2400 retailers which Liberty Tire services. Generators are companies that acquire used tires such as landfills, auto wreckers, or other recycling facilities. There are approximately 1700 generators which Liberty Tire services.

For having scrap tires picked up, it is a process and there are requirements that need to be met. Any retailer or generator can qualify for a free pickup within the TSBC’s tire recycling program. The criteria they must meet is, they need to be registered with TSBC

and there is no cost associated with it. In addition, the tires must fall in the best and underspecified program material, and TSBC is called a schedule A.

When we look at Liberty Tire and what makes their BC model work and the challenges they face on a day-today basis, we need to look at the overall concept. The company believes in their hard-working employees and their trusted vendors that make their BC model work.

We had the opportunity to speak with Harpreet Dhaliwal who is an employee of Liberty Tire since September 2009. He began his career at Liberty by hand loading tires onto a belt to feed the tire shredder. In the beginning years, he worked a variety of jobs throughout the plant. After three years with the company, Harpreet went out and obtained his Class 1 driver’s license. Harpreet has been a model of consistency during his 16-year career with Liberty, he brings a positive attitude with him daily that translates through his work and to his coworkers.

Liberty Tire services every part of BC as well as Yukon and Northwest Territories. The company sends collectors to the Gulf Islands, Sunshine Coast, Kootenays, and Haida Gwaii to service the smaller communities. This illustrates the company is everywhere and have a network in place to load scrap tires across BC. Moreover, the company has partners in smaller areas that will collect the tires and hang onto them until they have the minimum 50 tires requirement for a pickup. Liberty has the best people in the business as far as rubber recycling is concerned.

All of Liberty Tire’s services work together seamlessly to create a greener tomorrow. Combined with the ingenuity, determination and passion from their hardworking employees, they help their partners gain competitive advantages and solve problems. The services provided are not only beneficial for the environment but provide opportunities for the company to add value for their consumers.

The Importance of Grille Guard Products for Semi-Trucks in Canada

BY: JAG DHATT

Grille guards are a crucial investment for semi-trucks in Canada, where the trucking industry faces a unique set of challenges. These products are designed to protect the front end of a semi-truck, which is particularly vulnerable to impacts with wildlife, road debris, and other vehicles. This protection isn't just about preserving the truck's appearance; it's about safeguarding critical components and ensuring the driver's safety.

Protection Against Wildlife and Debris

One of the primary reasons for using grille guards, like Ex-Guard, in Canada is the high risk of animal collisions, particularly with deer, moose, and elk. Hitting a large animal can cause catastrophic damage to the truck's radiator, grille, headlights, and bumper, leading to costly repairs and significant downtime. In some cases, a collision can even disable the truck, leaving the driver stranded in remote or dangerous locations. A grille guard acts as a robust barrier, absorbing the impact and preventing damage to the truck's vital systems.

The sheer size of a moose can make a collision particularly dangerous. A moose stands taller than a car, and its long legs can be taken out from under it by the initial impact. Its massive body

will then crumple onto the vehicle's hood and windshield. A properly installed grille guard significantly reduces the risk of this happening, helping to deflect the animal and protect the cab.

In addition to wildlife, Canadian roads can be strewn with a variety of debris, including rocks, chunks of ice, and other materials kicked up by passing vehicles. Ex-Guard says their products helps shield the truck's front end from this kind of damage, which can otherwise cause cracks in the grille or radiator, leading to expensive maintenance and repairs.

Financial and Operational Benefits

The use of grille guards offers significant financial and operational benefits for trucking companies. By preventing damage from collisions, these products help reduce repair costs and insurance claims. The cost of a single major repair can be thousands of dollars, far exceeding the initial investment in a grille guard.

Furthermore, minimizing downtime is critical in the trucking industry. When a truck is out of commission for repairs, it's not generating revenue. Thus, these products help keep trucks on the road, ensuring a consistent and reliable flow of goods. This is especially important

for Canadian logistics, where trucking is a backbone of the economy, connecting vast distances and a variety of industries.

Driver Safety

Beyond the financial and operational aspects, driver safety is paramount. A collision with a large animal or a significant piece of road debris can be a jarring and potentially dangerous experience for the driver. By providing a layer of protection, Ex-Guard says their products help minimize the force of the impact on the truck's cab, reducing the risk of injury to the driver. In a country with harsh weather conditions and long, isolated stretches of highway, this peace of mind is invaluable.

Because of the size and diverse driving conditions in North America, grille guards are more than just an accessory for semi-trucks; they are a necessary component for safety, durability, and operational efficiency. They provide crucial protection against the unique challenges of Canadian roads, safeguarding the truck, its cargo, and most importantly, its driver. By installing a grille guard, it adds that extra layer of security to an already busy and hectic job.

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The Hunt For a Good Almond Croissant

Isaw an Instagram post showing how a bakery makes an almond croissant. I had never had one and seeing them being made, made me want to try one. I ended up going to the McArthur Glen outlets by the Vancouver airport and we stopped into Café Artigiano for a treat. I saw they had almond croissants so ordered one. It was my first time tasting one. It had good rise and lots of almond paste inside. I could taste the almond extract, and every bite had a very pronounced almond flavor. There were a nice amount of almonds on top and a sprinkling of powdered sugar. I didn’t realize how much I was missing out on until I ate that croissant. I usually go for something with chocolate in a bakery, so I was happy to broaden my taste horizons.

I went to La Foret on Jubilee Ave in Burnaby with my boxing coach for his birthday. He chose it and said it was excellent. We had breakfast and because we had enjoyed a piece of strawberry cake, I took an almond croissant home for later. When I had the croissant a few hours later, I was confused. It was covered in almonds, but barely any almond paste inside. I even looked inside to see if there was any paste in it at all. There was no almond extract used that I could taste, and it was quite bland. The rise wasn’t that great, and it was very messy and crumbly. Most of it

became crumbs on my plate. I was very disappointed.

A few weeks after my unfortunate croissant disappointment, I was again invited to La Foret. Why is everyone so obsessed with this place? It’s hard to find parking, annoying and expensive! I went to be nice and again ordered an almond croissant. I figured maybe it wasn’t fresh last time because I took it to go. They offered to warm it, so I said sure. My friend and I split it in half. Again, it was not good. No almond flavor detected. The so-called warm croissant wasn’t even lukewarm. It was still room temperature and a huge mess of crumbs on our plates. Why did I bother?

My next encounter was in downtown Vancouver. I stayed the weekend in downtown at my friends for the fireworks. The next morning, we took the dog for a walk and on the way back, we passed Paris Baguette on Alberni Street. My friend said everyone is raving about that place. He stood outside with the dog, and I went in to get two almond croissants. You had to take a tray and tongs and choose your own items. I went to pay and got asked to tip on the machine. Why would I tip you when I had to do all the work? I don’t think so! We went back to my friend’s place and split the first croissant. It had a lot of almonds on top and a good rise. I bit in,

and again disappointment. It just didn’t have much almond paste, and I could not taste the almond. Why did I buy two of them? They were $13 for two so I didn’t want to throw the other one away.

The next morning, we split the last croissant only because I was starving and wasn’t raised to waste food. I got ready to leave downtown. At this point I was frustrated. I walked to the Café Artigiano a few blocks away and got an almond croissant. I took it to go home with me. First, I stopped at Henlong Market in Surrey for an excellent Banh Mi sandwich for lunch. I then went home and had my delicious sandwich and then reached for the croissant. I was hesitant after my bad experiences, but once I bit into it, I was so happy. It was an almond flavor explosion. It was what I remembered and how all almond croissants should be.

I think I will c ontinue to try almond croissants at various cafes and bakeries in the lower mainland. I wonder if Café Artigiano will come out on top again? Their coffee is certainly the best for enhancing chocolate flavor. I use it for chocolate cakes and tiramisu. I’m just glad I walked the whole seawall and put in 23,000 steps in one day, because I ate a lot of croissants in one weekend.

PASH BRAR

BY G RAY GOMPF, CD.

The Trump Factor in Trucking

There is considerable economic chaos throughout the world these days and pretty much everyone worldwide is blaming Donald J. Trump, President of the United States for this chaos. What we have to remember that, here in Canada, we have no say in how Mr. Trump acts, either to our detriment or to our advantage; we have no choice but to accept whatever happens south of our border.

That being said, Mr. Trump is being accused of affecting our Canadian trucking industry, which isn’t his issue. There’s been a law on U.S. books for decades that requires commercial truck drivers to be competent and proficient in the use of the English language. What Mr. Trump has done is require U.S. authorities to enforce a law that’s older than most people in the industry.

In Canada, we have two official languages, one of which is common with the U.S. and in Mexico. The U.S. being the big dog, Mexico being the tail of the dog and Canada being the small claw on the left paw of that dog has little choice but to comply with any and all laws within the United States. It only makes sense for those legally operating within the U.S. be able to speak, read and comprehend English while operating within the borders of the U.S.

As foreigners within the U.S., it is up to us to comply with their laws. Whether

Mr. Trump is being unreasonable shouldn’t even be a consideration. It’s simply not even in our purview to be either supportive or not with his assertions. Our choice is no choice other than comply. For this language issue to even be noteworthy isn’t our problem. When in the United States, we as foreigners must communicate in English with competence. No if, buts or maybes.

The tariff war, which is a large part of Mr. Trump’s “chaos” only effects our operations as truckers. It really affecting us other than the ability for loads to cross the border ensuring tariffs are paid if effective. But that could have considerable effect on whether or not we have a load to haul. Our stock and trade, as truckers, are the ability provide the miles to move freight from point A to point B. The paperwork and the payment of tariffs are somebody else’s job. Mr. Trump, other than the English issue, is not affecting our stock and trade.

Now, Mr. Carney, Prime Minister of Canada, has much more effect on Canadian truck drivers operating in North America than Mr. Trump. Canadian truckers must comply with all Canadian laws which are not always the same as laws south of the border.

Canadian truck drivers, because they are much more likely to cross a border to go south, than U.S. drivers are heading north. Canadian drivers have little

choice but to be involved in cross border operations because Canada is a trading nation and while our area is huge, our population is small. And no, Mr. Carney, we cannot be our own best customer; we must continue to be a trader of not just our wealth of resources, but we must be a seller and exporter of manufactured products.

The fact that Canada has decided to limit imports of agricultural products into Canada to protect Canadian farmers is logical. Canada has a decades old practice of tariffing agriculture commodities after agreed upon limits have been reached. It’s not unreasonable as some have suggested. The tariff war will continue until it doesn’t.

Frankly, Mr. Trump’s tariffs have at least bought the attention of the world to worldwide trade and that may not, in the end, be such a terrible thing. It’s forcing negotiations that might otherwise not happen. It’s bringing the attention of the world, the worth of our trade partners, and what we can supply those partners and what they can supply us to limelight. It won’t ever return to status quo, but it will sort out which countries will be allies and which ones won’t, and it may very well be that nothing changes. This shake up was necessary to bring up the evil corruption that has permeated governments and big business.

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Fatal Truck Accident in Florida Starts Public Debate

By: JGK Staff

The return of a truck driver accused of killing three people in a fatal crash has ignited a public debate, drawing sharp reactions from officials and raising questions about immigration, licensing, and driver safety. Harjinder Singh, 28, was brought back to Florida after allegedly causing a deadly accident with an illegal U-turn. The U.S. Marshals Service confirmed that Singh is not a U.S. citizen, having entered the country illegally from Mexico in 2018. He later obtained a commercial driver's license in California, a detail that has become a central point of contention.

Officials in Florida were quick to voice their concerns. St. Lucie County Sheriff Richard Del Toro expressed shock at the driver's actions, stating that a U-turn of that kind was "bound to cause some kind of crash," especially on a road where vehicles are often traveling in excess of 70 miles per hour. This sentiment was echoed by Governor Ron

DeSantis, who directly addressed the issue of Singh's language skills. During a press conference, DeSantis questioned how someone who "wasn't competent in English" could be expected to safely operate a large commercial vehicle and understand crucial road signs.

This has highlighted the divide in state policies. While Florida requires commercial drivers to be U.S. citizens, the National Immigration Law Center points out that 19 states and the District of Columbia issue driver's licenses regardless of immigration status. This variation in regulations is now under the microscope in light of the tragedy.

In a swift federal response, Senator Marco Rubio announced a pause on all worker visas for commercial truck drivers. This move, however, has been met with skepticism from within the industry. The American Trucking Association reports a nationwide shortage of approximately 60,000

drivers. Al Hanley, the chief operating officer of The CDL School, believes Rubio's decision will not alleviate this shortage but could have an unintended consequence: increasing the value and earning potential of existing U.S. drivers.

Hanley also clarified that the new federal policy would not affect states like Florida, which already have stricter licensing requirements. The Federal Motor Carrier Safety Administration underscored this point, reminding the public that the authority to issue commercial licenses rests with individual states, not the federal government.

As the U.S. Department of Transportation continues its investigation into the driver, the crash, and the carrier he worked for, the names of the three people who lost their lives have not yet been released, leaving the community to mourn as the broader implications of the tragedy unfold.

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Building Safer Workplaces Through Joint Health and Safety Committee (JHSC) Training

Every day, workers across BC’s transportation industry face unique challenges, from navigating busy highways to handling heavy cargo under tight deadlines. While these challenges are part of the job, workplace injuries do not have to be. Creating truly safe workplaces requires more than just posting safety rules or distributing personal protective equipment. It demands a collaborative approach where workers and management unite to identify hazards, reduce risks, and champion a culture where everyone goes home safely each day.

This is where Joint Health and Safety Committees (JHSCs) become

game-changers. When properly trained and empowered, these committees transform from compliance checkboxes into dynamic safety leadership teams that make real, measurable differences in workplace safety outcomes.

SafetyDriven – Trucking Safety Council of BC is proud to offer in-depth training designed to empower committee members and help British Columbians stay safe.

Who is SafetyDriven?

SafetyDriven is dedicated to helping companies in trucking and related industries build robust, effective safety programs. Through practical training, tools, and support grounded in regulator-approved standards, we help

employers and workers work together to reduce injuries, stay compliant, and enhance productivity.

What sets SafetyDriven apart is our understanding of the commercial road transportation industry’s unique challenges. We know that a one-sizefits-all approach to safety does not work when you are dealing with everything from long-haul drivers to warehouse operations, from small family-owned businesses to large fleet operators. Through our comprehensive suite of resources, specialized training courses, and hands-on expert guidance, we provide practical solutions that actually work in the real world.

BY: SAFETY DRIVEN: TRUCKING SAFETY COUNCIL OF BC

Our mission is clear: to empower companies like yours to create or strengthen your existing health and safety programs, with the goal of reducing workplace injuries and fatalities industry wide.

Understanding JHSCs: More Than Just Compliance

A Joint Health and Safety Committee represents something powerful - the coming together of employer and worker perspectives to create a safer workplace for everyone. These committees consist of equal representation from management and workers, creating a balanced forum where safety concerns can be raised, discussed, and addressed collaboratively.

Think of a JHSC as your workplace’s safety intelligence network. Committee members serve as the eyes and ears of the organization, identifying potential hazards before they cause harm, investigating incidents to prevent recurrence, and recommending practical improvements that make everyone’s job safer.

Legal Requirements in BC WorkSafeBC mandates that:

- Workplaces with 20 or more employees must establish a functioning JHSC

- Workplaces with 10-19 employees

must designate a worker health and safety representative (requiring 4 hours of training)

- All JHSC members selected on or after April 3, 2017 must receive 8 hours of training to fulfill their roles effectively

But here is what the regulations do not capture: the most successful JHSCs go far beyond minimum compliance. They become integral parts of their organization’s decision-making process, influencing everything from equipment purchases to work procedures to company culture.

Under WorkSafeBC regulation, new JHSC members must complete eight hours of foundational training within six months of selection. Each member is also entitled to eight hours of education leave each year to attend safety training.

SafetyDriven’s Enhanced Approach: Beyond the Minimum

While meeting regulatory requirements is essential, SafetyDriven believes in developing JHSCs that truly excel. Our comprehensive training programs build on the foundation requirements with specialized modules tailored to the transportation industry’s unique challenges. Designed for both new and existing members, including worker health and safety representatives, this comprehensive full-day workshop covers:

• How to create and maintain an effective JHSC

• Conducting thorough workplace inspections

• Identifying hazards and completing risk assessments

• Performing incident investigations effectively

Your Next Step

A JHSC with well-trained members is a proactive safety asset - not just a compliance checkbox. Equipped with knowledge and tools, committees help foster trust, improve risk management, reduce incident-related costs, and elevate everyone’s safety awareness.

Contact SafetyDriven today to learn how our specialized JHSC training can help your organization build the kind of safety leadership that makes a real difference. Because when it comes to workplace safety, ‘good enough’ is just not good enough. Your workers deserve better, your business deserves better, and with the right training and support, your JHSC can deliver it.

Ready to get started? Visit SafetyDriven.ca or call 604-888-2242 to discuss your JHSC training needs. Together, we can build safer workplaces while driving safety forward in our industry.

The Grizzl-E Classic Level 2 Charger

As an EV owner in Canada, the search for a reliable and robust home charging solution is paramount. Living in a country with diverse and often challenging climates, I needed something that could stand up to our freezing winters and scorching summers, all while efficiently topping up my electric vehicle. After many days of research and contemplation, I decided to go with the Grizzl-E Classic Level 2 EV charger, and I haven't looked back since.

From the moment the Grizzl-E arrived, its build quality was evident. It didn’t look like a flimsy plastic box; it's a solid, heavy-duty piece of equipment that immediately instill confidence. The all-metal enclosure feels incredibly durable, an important factor when you consider it can be mounted outside, exposed to the elements. For Canadian users, this ruggedness is a massive plus. You can tell it's built to last, not just for a few years, but for the long haul.

For my purpose, I opted to install the Grizzl-E in my garage as I have space to park my vehicles inside. Installation is surprisingly straightforward, even for someone like me who isn't a seasoned electrician. However, that being said, I had my father install it for me as he’s an electrician. That way, we know

everything is up to code and safe, especially given the 240V connection. However, the unit itself is designed with ease of installation in mind, featuring clear instructions and all the necessary mounting hardware. My dad commented on how robust the terminals were and how simple it was to wire up.

Where the Grizzl-E truly shines is its performance. Rated for up to 40 amps (or 32, 24, 12 amps if you set it that way), it delivers a swift and consistent charge. My EV, which has a moderately sized battery, goes from near empty to full overnight without a glitch. What used to take ages on a Level 1 charger (the standard wall outlet) now takes just a few hours, meaning I always wake up to a fully charged vehicle, ready for the day's commutes or spontaneous road trips. This speed and reliability have significantly reduced any range anxiety I might have had.

One of the features I particularly appreciate about the Grizzl-E Classic is its simplicity. There are no fancy apps, no Wi-Fi connectivity to fuss with, and no complex settings. It's a plugand-play device that does exactly what it's supposed to do, consistently and without drama. For some, the lack of "smart" features might be a drawback,

BY: JAG DHATT

but for me, it wasn’t an issue. I value reliability and straightforward operation over unnecessary technological bells and whistles. Plus, in an age where everything seems to require an internet connection, it's refreshing to have a critical piece of infrastructure that just... works.

The Grizzl-E is also manufactured in Canada, which was another strong selling point for me. Supporting local businesses and knowing that the product is designed and built with Canadian conditions in mind provides an added layer of peace of mind. Their customer service, based in Canada, has also been excellent, based on owners’ feedback. So far, I haven’t had the need to contact customer service.

So, if you're a Canadian EV owner looking for a no-nonsense, incredibly durable, and highly efficient Level 2 home charger, the Grizzl-E Classic is an outstanding choice. It's built like a tank, charges your car quickly, and offers the kind of reliable performance you need when facing Canadian weather. It's not the cheapest option on the market, but the peace of mind and long-term value it provides make it an investment I highly recommend. It has truly made owning an EV a seamless and enjoyable experience.

Girzzl-E lYvl 2 cwrjr

kYnyfw iv~c ie~k EV mwlk hox dy nwqy, ie~k BrosymMd Aqy mzbUq GrylU cwrijMg h~l dI Bwl bhuq zrUrI hY[ vMn-suvMny Aqy Aksr cuxOqIpUrn mwhOl vwly dyS iv~c rihMidAW, mYƒ AijhI cIz dI loV sI jo swfIAW TMFIAW srdIAW Aqy qpdIAW grmIAW dw swhmxw kr sky, jdoN ik myrI ielYkitRk g~fI ƒ kuSlqw nwl cwrj vI kr sky[ keI idnW dI Koj Aqy ivcwrvtWdry qoN bwAd, mYN Girzzl-E klwisk lYvl 2 EV cwrjr nwl jwx dw PYslw kIqw, Aqy mYN audoN qoN ip~Cy muV ky nhIN dyiKAw[

ijs pl Girzzl-E phuMicAw, iesdI iblf kuAwiltI sp~St sI[ ieh ie~k kmzor plwsitk bwks vrgw nhIN l~gdw sI; ieh swzo-swmwn dw ie~k Tos, hYvIifaUtI tukVw hY jo qurMq Brosw idvwauNdw hY[ swrw DwqU dw kvr bhuq itkwaU mihsUs huMdw hY, ie~k mh~qvpUrn kwrk jdoN qusIN ies 'qy ivcwr krdy ho ik iesƒ bwhr, mOsm dy sMprk iv~c lgwieAw jw skdw hY[ kYnyfIAn aupBogqwvW leI, ieh mzbUqI ie~k bhuq v~fw pl~s hY[ qusIN d~s skdy ho ik ieh isr& kuJ swlW leI nhIN, sgoN lMby smyN leI bxwieAw igAw hY[

myry mksd leI, mYN Awpxy gYryj iv~c Girzzl-E ƒ sQwpq krnw cuixAw ikauNik myry kol AwpxIAW g~fIAW AMdr pwrk krn leI jgHw hY[ ieMstwlySn hYrwnIjnk qOr 'qy is~DI hY, myry vrgy ivAkqI leI vI jo ie~k qjrbykwr ielYktRISIAn nhIN hY[ hwlWik, ieh ikhw jw irhw hY, myry ipqw ny iesƒ myry leI sQwpq kIqw ikauNik auh ie~k ielYktRISIAn hn[ ies qrHW, AsIN

jwxdy hW ik sB kuJ kof Aqy sur~iKAq hY, Kws krky 240V knYkSn dy m~dynzr[ hwlWik, XUint Kud ieMstwlySn dI sOK ƒ iDAwn iv~c r~K ky iqAwr kIqw igAw hY, ijs iv~c sp~St inrdyS Aqy swry loVINdy mwaUNitMg hwrfvyAr Swml hn[ myry fYfI ny it~pxI kIqI ik trmInl ikMny mzbUq sn Aqy iesƒ vwier krnw ikMnw sOKw sI[

ij~Qy Girzzl-E s~cmu~c cmkdw hY auh iesdI kwrguzwrI hY[ 40 AYNpIAr (jW 32, 24, 12 AYNpIAr jykr qusIN iesƒ aus qrIky nwl sY~t krdy ho) q~k drjw pRwpq, ieh ie~k qyz Aqy iekswr cwrj pRdwn krdw hY[ myrI EV, ijs iv~c ie~k drimAwny Awkwr dI bYtrI hY, ibnW iksy rukwvt dy rwq Br lgBg KwlI qoN pUrI q~k clI jWdI hY[ jo ie~k lYvl 1 cwrjr (stYNfrf vwl AwaUtlYt) 'qy bhuq smW lYNdw sI, auh hux kuJ GMitAW iv~c ho jWdw hY, ijsdw mqlb hY ik mYN hmySw ie~k pUrI qrHW cwrj kIqI hoeI g~fI nwl jwgdw hW, jo idn dy kMmkwj jW Acwnk sVkI XwqrwvW leI iqAwr hY[ ies gqI Aqy BrosyXogqw ny myrI iksy vI ryNj icMqw ƒ kwPI h~d q~k Gtw id~qw hY[

Girzzl-E klwisk bwry mYƒ ie~k ivSySqw jo Kws qOr 'qy psMd hY auh iesdI swdgI hY[ koeI PYNsI AYps nhIN, koeI vweI-PweI knYktIivtI nwl JgVw nhIN, Aqy koeI guMJldwr sYitMgW nhIN hn[ ieh ie~k pl~g-AYNf-ply ifvweIs hY jo iblkul auhI krdI hY jo iesƒ krnw cwhIdw hY, inrMqr Aqy ibnW iksy frwmy dy[ kuJ lokW leI, "smwrt" ivSySqwvW dI Gwt ie~k kmI ho skdI hY, pr myry leI, ieh

koeI mu~dw nhIN sI[ mYN byloVIAW qknIkI GMtIAW Aqy sItIAW nwloN BrosyXogqw Aqy is~Dy kwrj ƒ mh~qv idMdw hW[ nwly, ie~k Aijhy Xu~g iv~c ij~Qy hr cIz ƒ ie~k ieMtrnYt knYkSn dI loV jwpdI hY, ie~k nwzuk buinAwdI FWcy dw tukVw hoxw qwzgI BirAw hY jo bs... kMm krdw hY[

Girzzl-E kYnyfw iv~c vI inrimq hY, jo myry leI ie~k hor mzbUq ivkrI ibMdU sI[ sQwnk kwrobwrW dw smrQn krnw Aqy ieh jwxnw ik auqpwd kYnyfIAn siQqIAW ƒ iDAwn iv~c r~K ky ifzweIn Aqy bxwieAw igAw hY, mn dI SWqI dI ie~k vwDU prq pRdwn krdw hY[ kYnyfw iv~c ADwrq auhnW dI gwhk syvw vI Swndwr rhI hY, mwlkW dy PIfbYk dy AwDwr 'qy[ hux q~k, mYƒ gwhk syvw nwl sMprk krn dI loV nhIN peI[

ies leI, jykr qusIN ie~k kYnyfIAn EV mwlk ho jo ie~k swDwrn, AivSvwSXog qOr 'qy itkwaU, Aqy bhuq kuSl lYvl 2 hom cwrjr dI Bwl kr rhy ho, qW Girzzl-E klwisk ie~k Swndwr cox hY[ ieh ie~k tYNk vWg bxwieAw igAw hY, quhwfI kwr ƒ qyzI nwl cwrj krdw hY, Aqy kYnyfIAn mOsm dw swhmxw krdy smyN quhwƒ loVINdI BrosymMd kwrguzwrI dI pySkS krdw hY[ ieh bwzwr iv~c sB qoN ssqw ivklp nhIN hY, pr mn dI SWqI Aqy lMby smyN dw mu~l jo ieh pRdwn krdw hY, iesƒ ie~k invyS bxwauNdw hY ijsdI mYN bhuq isPwrS krdw hW[ iesny s~cmu~c ie~k EV dw mwlk hoxw ie~k sihj Aqy mzydwr AnuBv bxw id~qw hY[

Mack Defense Secures New Five-Year Contract with US Army

BY: JAG DHATT

Mack Defense has secured a new five-year contract with the U.S. Army to continue producing the M917A3 Heavy Dump Truck (HDT). This new agreement, valued at up to $221.8 million, allows for the production of as many as 450 additional trucks. The contract renewal comes after Mack Defense successfully fulfilled its initial 2018 contract and recently celebrated the production of its 500th M917A3 HDT in March 2025.

The M917A3 HDT is a highly capable vehicle that plays a crucial role in the U.S. military's construction and infrastructure maintenance. These trucks are essential for building and maintaining airfields, roadways, and other critical facilities, as well as for disaster relief operations following severe weather events. The M917A3 HDT is based on the commercially available Mack Granite model but has been extensively modified with features like heavierduty rear axles, all-wheel drive, and an increased suspension ride height to meet the demanding requirements of military operations. It also incorporates advanced technology, including modern control interfaces, anti-lock brakes (ABS), and active safety systems to ensure mission readiness.

David Hartzell, president of Mack Defense, expressed confidence in the company's ability to continue delivering these mission-critical vehicles. He highlighted that the new contract is a testament to the dedication of the entire Mack Defense team and its supplier partners, as well as the robust capabilities of the M917A3 HDT platform. The new agreement, awarded on June 24, 2025, ensures the uninterrupted production of these vital vehicles that directly support the Army, Army Reserve, and Army National Guard.

Production of the M917A3 HDTs takes place at a dedicated facility within the Mack Experience Center (MEC) in Allentown, Pennsylvania. This specialized production line was established in 2021 following a $6.5 million investment. It leverages the expertise and workforce from Mack Trucks’ main Lehigh Valley production operations to create a seamless and efficient manufacturing process.

According to Derik Beck, senior director of sales, marketing, and business development at Mack Defense, a transparent and collaborative relationship with the Army has been key to the program's success. He emphasized that this partnership has kept the program

on track and aligned with the military's evolving needs. Beck also acknowledged the critical support from the U.S. Army Reserve and the National Guard Adjutant Generals. As the program enters its next phase, Mack Defense is committed to maintaining this high level of engagement and is looking to Congressional stakeholders for sustained support. The company believes this program is not only vital for Army readiness but also for preserving essential manufacturing jobs and capabilities within the U.S. industrial base.

Since the initial contract award in 2018, which provided for the production of up to 683 trucks at a value of up to $296 million, the U.S. military has already ordered 549 HDTs. Mack Defense is a wholly owned subsidiary of Mack Trucks and is responsible for selling heavy-duty trucks to government and ministeriallevel customers worldwide. The M917A3 Heavy Dump Truck remains an essential asset for the Army’s Engineer Regiment, providing the mobility and durability needed to complete critical construction and infrastructure missions in diverse operational environments. Mack Defense is dedicated to delivering a high-quality, mission-ready vehicle that meets the Army's evolving needs.

mYk ifPYNs ny M917A3 hYvI fMp tr~k (HDT) dw auqpwdn jwrI r~Kx leI

AmrIkI POj nwl ie~k nvW pMj-swlw iekrwrnwmw pRwpq kIqw hY[ ieh nvW smJOqw, ijsdI kImq $221.8 imlIAn q~k hY, 450 vwDU tr~kW dy auqpwdn dI AwigAw idMdw hY[ ieh iekrwrnwmw nvInIkrn mYk ifPYNs duAwrw Awpxy SurUAwqI 2018 dy iekrwrnwmy ƒ sPlqwpUrvk pUrw krn Aqy hwl hI iv~c mwrc 2025 iv~c Awpxy 500vyN M917A3 HDT dy auqpwdn dw jSn mnwaux qoN bwAd AwieAw hY[

M917A3 HDT ie~k bhuq hI smr~Q vwhn hY jo AmrIkI POj dy inrmwx Aqy buinAwdI FWcy dy r~K-rKwA iv~c ie~k mh~qvpUrn BUimkw inBwauNdw hY[ ieh tr~k hvweI KyqrW, sVkW Aqy hor mh~qvpUrn shUlqW dy inrmwx Aqy r~K-rKwA leI zrUrI hn, nwl hI gMBIr mOsmI GtnwvW qoN bwAd Aw&q rwhq kwrjW leI vI[ M917A3 HDT vpwrk qOr 'qy auplbD mYk gRynweIt mwfl 'qy ADwrq hY pr POjI kwrvweIAW dIAW mMg vwlIAW zrUrqW ƒ pUrw krn leI BwrI-ifaUtI rIAr AYksl, Awl-vHIl frweIv, Aqy vDI hoeI sspYNSn rweIf aucweI vrgIAW ivSySqwvW nwl ivAwpk qOr 'qy soiDAw igAw hY[ ies iv~c au~nq qknwlojI vI Swml hY, ijs iv~c AwDuink kMtrol ieMtrPys, AYNtI-lwk bRyk (ABS), Aqy imSn dI iqAwrI ƒ XkInI bxwaux leI srgrm sur~iKAw pRxwlIAW Swml hn[

mYk ifPYNs dy pRDwn fyivf hwrtzYl ny kMpnI dI iehnW imSn-ikRtIkl vwhnW ƒ jwrI r~Kx dI Xogqw 'qy Brosw pRgt kIqw[ aunHW ny ies g~l 'qy zor id~qw ik nvW iekrwrnwmw pUrI mYk ifPYNs tIm Aqy iesdy splwier BweIvwlW dy smrpx dy nwl-nwl M917A3 HDT plytPwrm dIAW mzbUq smr~QwvW dw pRmwx hY[ 24 jUn, 2025 ƒ id~qw igAw nvW smJOqw, iehnW mh~qvpUrn vwhnW dy inrivGn auqpwdn ƒ XkInI bxwauNdw hY jo is~Dy qOr 'qy POj, AwrmI irzrv Aqy AwrmI nYSnl gwrf dw smrQn krdy hn[

M917A3 HDTs dw auqpwdn AYlntwaUn, pYnislvynIAw iv~c mYk AYkspIrIAMs sYNtr (MEC) dy AMdr ie~k smripq shUlq 'qy huMdw hY[ ieh ivSyS auqpwdn lweIn 2021 iv~c $6.5 imlIAn dy invyS qoN bwAd sQwipq kIqI geI sI[ ieh ie~k sihj Aqy kuSl inrmwx pRikirAw bxwaux leI mYk tr~kW dy mu~K lyhweI vYlI auqpwdn kwrjW qoN muhwrq Aqy kwrjbl dw lwB auTwauNdw hY[

mYk ifPYNs ivKy ivkrI, mwrkIitMg Aqy kwrobwrI ivkws dy sInIAr inrdySk fyirk byk dy Anuswr, POj nwl ie~k pwrdrSI Aqy sihXogI sbMD pRogrwm dI sPlqw dI kuMjI irhw hY[ aunHW zor dy ky ikhw ik ies sWJydwrI ny pRogrwm ƒ trYk 'qy r~iKAw hY Aqy POj dIAW ivksq ho rhIAW zrUrqW dy Anuswr hY[ byk ny XUAYs AwrmI irzrv

Aqy nYSnl gwrf AYfjUtYNt jnrlW qoN mh~qvpUrn smrQn ƒ vI svIkwr kIqw[ ijvyN ik pRogrwm Awpxy Agly pVwA iv~c dwKl huMdw hY, mYk ifPYNs ies au~c p~DrI SmUlIAq ƒ bxweI r~Kx leI vcnb~D hY Aqy inrMqr smrQn leI kWgrs dy ih~sydwrW dI Bwl kr irhw hY[ kMpnI dw mMnxw hY ik ieh pRogrwm nw isrP POj dI iqAwrI leI mh~qvpUrn hY blik XUAYs audXoigk ADwr dy AMdr zrUrI inrmwx nOkrIAW Aqy smr~QwvW ƒ sur~iKAq r~Kx leI vI hY[

2018 iv~c SurUAwqI iekrwrnwmw purskwr qoN bwAd, ijsny $296 imlIAn q~k dy mu~l 'qy 683 tr~kW dy auqpwdn leI pRdwn kIqw sI, XUAYs POj pihlW hI 549 HDTs dw Awrfr dy cu~kI hY[ mYk ifPYNs mYk tr~kW dI pUrI mlkIAq vwlI shwiek kMpnI hY Aqy dunIAw Br iv~c srkwrI Aqy mMqrI-p~Dr dy gwhkW ƒ BwrI-ifaUtI tr~k vycx leI izMmyvwr hY[ M917A3 hYvI fMp tr~k POj dI ieMjInIAr rYjImYNt leI ie~k zrUrI sMpqI bixAw hoieAw hY, jo iviBMn sMcwln vwqwvrxW iv~c mh~qvpUrn inrmwx Aqy buinAwdI FWcy dy imSnW ƒ pUrw krn leI loVINdI gqISIlqw Aqy itkwaUqw pRdwn krdw hY[ mYk ifPYNs ie~k au~c-guxv~qw vwlw, imSn-iqAwr vwhn pRdwn krn leI smripq hY jo POj dIAW ivksq ho rhIAW zrUrqW ƒ pUrw krdw hY[

Cenovus Acquires MEG Energy in $7.9B Deal

In a significant move poised to reshape Canada's oil and gas landscape, Cenovus Energy (CVE. TO) has announced its intention to acquire MEG Energy (MEG.TO) in a robust C$7.9 billion ($5.68 billion) cash-and-stock deal. This acquisition puts an end to weeks of speculation and positions Cenovus as the “white knight” for MEG, which was facing a hostile takeover bid from rival company Strathcona Resources (SCR.TO).

The Cenovus offer, which has been approved by MEG’s board, significantly outstrips Strathcona's previous C$6 billion takeover proposal that was formally rejected by MEG in June. This new deal, subject to approval from shareholders, is a strategic play that will create one of the largest oil sands companies in Canada. By combining MEG’s Christina Lake operations with Cenovus’s adjacent assets in northern Alberta, the new entity is expected to achieve a combined oil sands production of more than 720,000 barrels per day (bpd).

Cenovus CEO Jon McKenzie has a clear vision for the combined company, aiming to push oil sands production to over 850,000 bpd by 2028. This growth is a key component of the

deal's value proposition, with Cenovus planning to boost production at MEG's Christina Lake site to over 150,000 bpd. McKenzie specified that this will be achieved through strategic operational improvements, including enhancing the steam-to-oil ratio and implementing more effective well designs. These technical synergies are expected to not only increase output but also improve efficiency and cost-effectiveness across the integrated operations.

The takeover saga began when Strathcona launched its unsolicited bid in May, prompting MEG's board to seek out alternative offers, a move that analysts widely expected would draw in a larger player like Cenovus. While MEG’s board has formally approved the Cenovus offer, Strathcona’s executive chair, Adam Waterous, has indicated that his company will continue to court MEG shareholders ahead of its September 15 tender deadline. This suggests the possibility of continued competition for shareholder votes, though the large cash component of Cenovus’s bid provides a strong incentive.

The financial terms of the deal are particularly compelling for MEG shareholders.

Cenovus's C$27.25 per share offer places MEG′s equity value at approximately C$6.93 billion and represents a substantial 27.9% premium to MEG's last closing price before Strathcona's bid. The consideration for the deal is structured to be 75% cash and 25% Cenovus shares, a mix that Chris MacCulloch, an analyst at Desjardins, believes is highly attractive. The significant cash component provides immediate returns for shareholders, while the stock portion allows them to benefit from the future growth and “superior synergy potential” of the new, combined company.

Following the announcement, Cenovus Energy’s shares saw an increase of over 4% in morning trading, reflecting a positive market sentiment toward the acquisition. The deal, which also includes assumed debt, is expected to officially close early in the fourth quarter of 2025. This acquisition marks a major consolidation in the Canadian oil sands sector, creating a formidable new entity with increased scale and operational efficiency. The success of the deal will hinge on the final shareholder vote, but with the board's approval and a compelling financial offer, Cenovus appears to be in a strong position to finalize the acquisition.

Cenovus Energy MEG Energy ƒ KrIdx leI iqAwr

kYnyfw dy qyl Aqy gYs Kyqr ƒ muV Awkwr dyx leI ie~k Aihm kdm iv~c, Cenovus Energy (CVE.TO) ny ie~k mh~qvpUrn C$7.9 iblIAn ($5.68 iblIAn) nkd Aqy stwk sOdy iv~c MEG Energy (MEG.TO) ƒ KrIdx dy Awpxy ierwdy dw AYlwn kIqw hY[ ieh pRwpqI h&iqAW dIAW AtklW ƒ Kqm krdI hY Aqy Cenovus ƒ MEG leI "ic~ty GoVy vwly nwiek" vjoN sQwipq krdI hY, jo ik ie~k ivroDI kMpnI Strathcona Resources (SCR.TO) qoN duSmxI Bry kbzy dI bolI dw swhmxw kr rhI sI[

Cenovus dI pySkS, ijsƒ MEG dy borf duAwrw mnzUrI id~qI geI hY, Strathcona dI ipClI C$6 iblIAn tykEvr pySkS ƒ kw&I h~d q~k pCwVdI hY ijsƒ MEG ny jUn iv~c rsmI qOr 'qy r~d kr id~qw sI[ SyArDwrkW dI mnzUrI dy ADIn ieh nvW sOdw, kYnyfw iv~c sB qoN v~fIAW qyl ryq kMpnIAW iv~coN ie~k bxwaux leI ie~k rxnIqk Kyf hY[ au~qrI Albrtw iv~c MEG dy ikRstInw lyk EprySnW ƒ Cenovus dIAW nyVly sMpqIAW nwl joV ky, nvIN iekweI dy 720,000 bYrl pRqI idn (bpd) qoN v~D dI sMXukq qyl ryq auqpwdn pRwpq krn dI aumId hY[

Cenovus dy sIeIE jOn mYkYNzI kol sMXukq kMpnI leI ie~k sp~St idRStI hY, ijsdw audyS 2028 q~k qyl ryq auqpwdn ƒ 850,000 bpd qoN v~D q~k phuMcwauxw

hY[ ieh vwDw sOdy dy mu~l pRsqwv dw ie~k mu~K ih~sw hY, ijs iv~c Cenovus dI MEG dy ikRstInw lyk sweIt 'qy auqpwdn ƒ 150,000 bpd qoN v~D krn dI Xojnw hY[ mYkYNzI ny d~isAw ik ieh rxnIqk sMcwln suDwrW duAwrw pRwpq kIqw jwvygw, ijs iv~c Bw&-qoN-qyl Anupwq ƒ vDwauxw Aqy vDyry pRBwvSwlI KUhW dy ifzweIn ƒ lwgU krnw Swml hY[ iehnW qknIkI qwlmyl qoN nw isr& auqpwdn vDwaux dI aumId hY blik eykIikRq kwrvweIAW iv~c kuSlqw Aqy lwgq-pRBwv ƒ vI suDwrnw hY[

tykEvr gwQw audoN SurU hoeI jdoN stRYQkonw ny meI iv~c AwpxI AxcwhI bolI SurU kIqI, ijs nwl MEG dy borf ny ivklpk pySkSW dI Bwl kIqI, ie~k Aijhw kdm ijsdI ivSlySkW duAwrw ivAwpk qOr 'qy aumId kIqI geI sI ik ie~k v~fy iKfwrI ijvyN ik Cenovus ƒ iK~cygw[ jdoN ik MEG dy borf ny rsmI qOr 'qy Cenovus dI pySkS ƒ mnzUrI dy id~qI hY, stRYQkonw dy kwrjkwrI cyAr, AYfm vwtrOs, ny sMkyq id~qw hY ik ausdI kMpnI AwpxI 15 sqMbr dI tYNfr imqI qoN pihlW MEG dy SyArDwrkW nwl sMprk krnw jwrI r~KygI[ ieh SyArDwrkW dIAW votW leI lgwqwr mukwbly dI sMBwvnw dw suJwA idMdw hY, hwlWik Cenovus dI bolI dw v~fw nkd ih~sw ie~k mzbUq pRoqswhn pRdwn krdw hY[

sOdy dIAW iv~qI SrqW MEG dy

SyArDwrkW leI Kws qOr 'qy AwkrSk hn[ Cenovus dI C$27.25pRqI SyAr dI pySkS MEG dy iekuietI mu~l ƒ lgBg C$6.93 iblIAn 'qy r~KdI hY Aqy Strathcona dI bolI qoN pihlW MEG dy AwKrI bMd hox qoN 27.9% pRImIAm ƒ drswauNdI hY[ sOdy leI ivcwr ƒ 75% nkd Aqy 25% Cenovus SyArW dy rUp iv~c bxwieAw igAw hY, ie~k Aijhw imSrx jo fysjwrifn dy ie~k ivSlySk ikRs mYkkloc dw mMnxw hY ik bhuq AwkrSk hY[ mh~qvpUrn nkd ih~sw SyArDwrkW leI qurMq irtrn pRdwn krdw hY, jdoN ik stwk dw ih~sw auhnW ƒ nvIN, sMXukq kMpnI dy Biv~K dy vwDy Aqy "au~qm qwlmyl sMBwvnw" qoN lwB auTwaux dI iejwzq idMdw hY[

GoSxw qoN bwAd, Cenovus Energy dy SyArW iv~c svyr dy vpwr iv~c 4% qoN v~D dw vwDw hoieAw, jo ik pRwpqI pRqI ie~k skwrwqmk bwzwr Bwvnw ƒ drswauNdw hY[ ieh sOdw, ijs iv~c Anumwinq krzw vI Swml hY, 2025 dI cOQI iqmwhI iv~c AiDkwrq qOr 'qy bMd hox dI aumId hY[ ieh pRwpqI kYnyfIAn qyl ryq Kyqr iv~c ie~k v~fy eykIkrn ƒ drswauNdI hY, ijs nwl vDy hoey pYmwny Aqy sMcwln kuSlqw dy nwl ie~k mzbUq nvIN iekweI bxdI hY[ sOdy dI sPlqw AMqm SyArDwrkW dI vot 'qy inrBr krygI, pr borf dI mnzUrI Aqy ie~k AwkrSk iv~qI pySkS dy nwl, Cenovus pRwpqI ƒ AMiqm rUp dyx leI ie~k mzbUq siQqI iv~c jwpdw hY[

2025 Nissan Armada Platinum Reserve

The Refreshed Armada is a Welcome Change

There are a few vehicles that, although not bad in any sense, just get overlooked. The Nissan Armada was perhaps one of these. It was never a bad SUV, but it just didn’t have the appeal factor when compared to GMC, Jeep or Ford. Add on the point that in the past 21 years, it’s only had two generations. In the automotive world, a refresh usually happens every 4-6 years on average; the Armada was definitely lagging behind the competition. But for 2025, team Nissan went to work and made, in my opinion, a very attractive option for a full-size, three-row SUV.

The 2025 Armada is all new; everything from the engine, frame, transmission, interior, and new technology, the makeover is impressive.

As with many other brands, the new

Armada has shifted towards an even boxier look. This seems to have become the norm, as seen in the new Lexus GX, Toyota Land Cruiser and of course, the Escalade and Suburban. And why not. It creates more interior space while giving a rugged and sporty look.

The 2025 Armada incorporates bolder proportions which give it a brash, imposing stance. The front fascia now has less chrome, thankfully, all the while becoming more seamless. The larger grille incorporates Dual C-Clamp running lights that border the LED headlamps. Our Platinum Reserve edition came with massive 22-inch machined and painted wheels, wearing 275/50R22 all-season tires. These wheels add a touch of contemporary flair, and they look substantial enough to handle our sometimes rough Canadian roads. Moving to the rear, the redesigned

taillights connected by a light bar give it a more upscale and sophisticated appearance. It feels more cohesive now.

Climbing inside, the materials feel a step up from before. The quilted leather-appointed seats in the first and second rows are plush and supportive, definitely a step up in terms of luxury. The Platinum Reserve gives both heating and ventilation – a real treat on those hot summer days or during a chilly winter morning. The heated outboard secondrow seats are another thoughtful touch for passenger comfort.

If you opt for the seven-seat configuration, you'll find second-row captain's chairs with a center console. This not only provides a more spacious and comfortable experience for those passengers but also makes accessing the third row a breeze with the LATCH

JAG DHATT

AND GLIDE® feature for easy tip-up. Looking around, the materials definitely feel more upscale.

The technology is also much improved. The 14.3-inch digital dashboard is crisp and modern, and it pairs seamlessly with the 14.3-inch touchscreen display in the center. This infotainment system includes features like wireless Apple CarPlay and Android Auto, as well as available Google built in. Luckily, unlike other brands, Nissan decided to keep lots of physical buttons and for me, this is a definite plus.

For added convenience and luxury, the Platinum Reserve features a power panoramic moonroof, a power liftgate, and even an Intelligent Rear View Mirror. For the audiophile, the 12-speaker Klipsch® setup provides a truly immersive sound experience.

All this is great so far, but the real meat of the Armada is felt when you drive it, and like the improved exterior and interior, the ride quality is improved.

Gone is the previous V8 engine, and in its place is a 3.5-liter twinturbocharged V6 powerplant. Don't let the smaller displacement fool you; this new engine cranks out an impressive 425 horsepower and a substantial 516 lb-ft of torque, which is an increase in both horsepower and torque compared to the outgoing V8. There's definitely no shortage of grunt.

The engine is paired with a 9-speed automatic transmission, which offers

smooth and responsive shifts. Whether you're accelerating onto the highway or just cruising around town, the powertrain feels strong and capable. The transmission generally does a good job of finding the right gear, though occasionally it does feel a little indecisive with frequent gear changes.

The 2025 Armada comes standard with four-wheel drive (4WD) in Canada. This isn't a simple on-demand system either. It features a two-speed transfer case with 4HI and 4LO settings for more serious off-road situations. For everyday driving, there's a convenient 4Auto mode that can be used on paved surfaces.

On the road, the Armada offers a comfortable ride, especially when equipped with the available adaptive air suspension on the Platinum Reserve. This system can adjust the ride height for better comfort and even lower the vehicle at highway speeds for improved aerodynamics. While it's a big SUV, the steering is more responsive than the previous generation, making it easier to maneuver. You'll still be aware of its size, but it handles curves reasonably well for a vehicle in this class.

With all the good, there are some shortcomings of the 2025 Nissan Armada. Most notably has to be fuel economy. While the new twin-turbo V6 is more powerful than the old V8, it's still a large, body-on-frame SUV, and fuel consumption is not its strongest suit. With high gas prices (especially in Vancouver), this could be a significant factor for some buyers. Real-world mileage often falls

short of official estimates, particularly in city driving with stop-and-go traffic, which we definitely experience around here.

Another point to consider is the third-row space. While it's there and functional, it's not as spacious as some of its competitors. Adults can fit back there for shorter trips, but it might feel cramped on longer journeys. If regularly hauling more than five adults is a priority, some other large SUVs might offer more comfortable third-row seating.

Finally, the sheer size of the Armada can be a challenge in tighter parking situations or navigating narrow streets, which can be common in some urban areas. While the improved steering helps, it's still a large vehicle to maneuver.

To note, the 2025 Armada isn’t the most budget friendly, with our Platinum Reserve’s sticker at $105K. The base SL starts at $85K as reference. But this Armada represents a significant step forward, offering a potent twin-turbo V6 engine, a more modern and assertive style, and a notably upgraded interior, especially in the top trim. While it may not lead the pack in fuel efficiency or third-row spaciousness, the Armada delivers a compelling blend of power, capability, and enhanced refinement. For those seeking a robust and well-equipped family SUV with a strong presence, the 2025 Nissan Armada is certainly a contender worth serious consideration.

Avoid Collisions with Wildlife

Commercial truck drivers can support BC’s initiatives to protect road users and wildlife.

Kudos to the Wildlife Program of the British Columbia Ministry of Transportation and Infrastructure for making highways safer for humans and animals. The ministry has tasked their wildlife biologists to find ways to prevent the 5,700 wildlifevehicle collisions that typically happen on provincial highways each year. Their solutions include:

• More than 500 km of wildlife exclusion fencing

• 4 wildlife overpasses

• 29 large wildlife underpasses

• More than 70 small underpasses

• Approximately 1,200 speciesspecific wildlife warning signs, the most comprehensive inventory of wildlife warning signs in the world

• Wildlife detection systems, an innovative new approach that uses radar and thermal imaging to activate LED signs when animals are close to the road

The Wildlife Program has released a video that shows the number of mule deer crossings per day of Highway 97C in 2019. The area between Aspen Grove and Kelowna is prime mule deer habitat and has 11 underpasses and one overpass. This is the first time anywhere that wildlife crossing data has been presented on such a large scale. It shows 3,700 mule deer crossed safely.

As noted by Dr. Leonard Sielecki, manager of the Wildlife Program, “this is only showing mule deer – not other types of deer, or other species of wildlife. It means the potential for 3,700 collisions with vehicles was eliminated.”

Bear, lynx, deer, elk, moose, mountain goats—they’re all out there. Most commercial drivers have experienced a close call with wildlife. Even a minor collision can be emotionally upsetting and require a new bumper, grill, or radiator.

It’s not true that wildlife-vehicle collisions are unavoidable; you can reduce the risk. The key is strategies for preventing accidents that can be fatal to humans as well as animals.

Even a minor collision can be emotionally upsetting — not to mention the need for a new bumper, grill, or radiator.

Here are some best practices for commercial drivers in wildlife country.

• Slow down and drive to conditions.

• Watch for wildlife warning signs.

• If you see one animal, scan for others as far as possible down the road and watch for slight movement.

• Stay focused and alert. Be ready to take appropriate steps if you see an animal.

• Have a plan for your likely course of action so you are not forced to make a snap decision.

• If a collision is imminent, look at the path you want to take, not the animal. Your vehicle will go where you are looking (e.g., toward a ditch, flat area, or embankment).

Look at it from the animal’s perspective.

• Young animals with no “streetsmarts” may suddenly dart onto a roadway.

• Wildlife is more likely to travel on clear or slightly overcast nights, and at dawn and dusk when drivers’ vision can be affected by sun glare or reduced light.

• Animals are attracted to roadsides with greenery and streams.

• Animals may try to cross highways near stands of trees where they feel sheltered from predators.

• Male deer, elk, and moose may charge vehicles during mating season (September through November).

If you do have a collision with wildlife, call the BC SPCA at 1-855622-7722 between 8:00 am and 6:00 pm, seven days a week. For an animal emergency outside those hours, contact the local police or RCMP.

•

BY: VOLVO TRUCKS

Averitt Express Adds 264 Volvo VNL 860 Trucks

Volvo Trucks North America customer Averitt Express, one of the nation’s leading freight transportation and supply chain management providers, has placed an order for 264 new Volvo VNL 860s. The deal marks one of the largest single orders for the new flagship sleeper model in North America to date.

The trucks will join Averitt’s fleet of more than 4,600 vehicles, over half of which are Volvo trucks. The investment reflects a growing trend among major carriers to accelerate fleet upgrades that improve fuel economy, lower operating costs, and provide premium driver amenities to attract and retain top talent.

“This order from Averitt Express is a strong vote of confidence in the all-new Volvo VNL and in our longstanding relationship,” said Peter Voorhoeve, president, Volvo Trucks North America. “We are proud that more than half of Averitt’s fleet carries

the Volvo badge, and we look forward to supporting their drivers with trucks that were designed to change everything about comfort, efficiency, and safety.”

The all-new Volvo VNL was engineered for optimal fuel efficiency, delivering up to a 10 percent improvement over the previous model through advanced aerodynamics and powertrain refinements.

“Our drivers are at the center of everything we do, and these new Volvo VNLs reflect that commitment,” said Mr. Barry Blakely, President and COO, Averitt Express. “The advanced safety features, the outstanding driver comfort and the fantastic fuel economy help us operate more efficiently and sustainable while giving drivers a more comfortable experience on the road.”

Drivers Appreciate the New Parking Cooler

The new trucks also feature Volvo’s most efficient idle management

technology to reduce engine idling when parked. The proprietary, integrated Volvo Parking Cooler uses the onboard 24-volt battery system to power the cab’s air conditioning when parked, lowering fuel costs, reducing engine wear, and providing drivers with a quieter, more comfortable resting environment.

Enhancing Driver Comfort

The new trucks will be assigned to Averitt’s most tenured drivers and are expected to deliver meaningful fuel savings and emissions reductions while enhancing driver comfort during both work and rest periods. With the trucking industry facing intense competition for skilled drivers and ongoing pressure to improve fuel economy, orders like Averitt’s show how carriers are investing in trucks that deliver both a premium driver experience and measurable operating cost savings.

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own the day

Introducing the all-new Volvo VNR

The new Volvo VNR promises to redefine your expectations for productivity, safety, and maneuverability. Boasting up to 7.5% improved fuel efficiency compared to our legacy model. A new era is arriving for Class 8 local and regional haul. Learn more at volvotrucks.ca

Volvo Trucks. Driving Progress