On most Friday nights, I cruise to the cottage carefree with the classic rock blasting. Not after the National Recruiting & Retention Symposium (NRRS).
That second Thursday in May, I had moderated The Industry Hot Topics panel at the NRRS with my pals Mark Seymour from the Kriska Group and Stephen Laskowski from the Ontario Trucking Association.
Virtually every issue we talked about stemmed from Driver Inc.
Hiring. Safety. Training. Professionalism. Exploitation.
I started my drive up north the next day in a Driver Inc.-induced brain fog.
By the time I got to the lake, the clouds had cleared. I realized that Driver Inc. is slowly and systematically falling apart. Here’s why:
Stupidity is not sustainable
First, the money is getting smarter.
Just before the NRRS panel, I had finished up my June column on how undercapitalized Driver Inc. fleets were dropping like flies. Suppliers cannot continue lending money and selling trucks to companies that are risky both on the books and on the road. Not in this environment.
Second, the culture is changing.
The next generation will be smarter than their parents. They’re growing up in Canadian society and schools where they’re learning democratic values and moral norms. Like every other kid in this country, they’re experiencing acculturation with every swipe of a screen. They want no part of illegitimate contract work or indentured servitude. They’ll opt for real jobs with real pay and real opportunities like their Canadian pals.
Provinces are fed up
Provinces are starting to flex their muscles.
Quebec is increasingly scrutinizing “Chauffeur Inc.” The strength of their political will is matched by their desire to crack down on tax cheats and unfair competition against law-abiding carriers.
In Northern Ontario, community leaders and MPPs joined forces to put forth legislation to “hold drivers accountable.” They want drivers tested by the Ontario Ministry of Transportation to prove they are more than just steering wheel holders.
British Columbia has been the most aggressive, coordinating enforcement among multiple agencies. In May, they launched roadside inspections targeting companies suspected of misclassifying drivers. The early results were so concerning that agencies are now conducting site audits, and non-compliant carriers are getting their operating certificates terminated.
ELP in the USA
Imagine moving to Italy to drive a truck without knowing the language. You’re in the Dolomites when you pass a sign that says Curva Ripida Pericolosa. You keep barreling along because you have no idea the sign is warning you about a steep, dangerous curve. Your first day on the job might be your last!
Poor language skills can impede a driver’s ability to understand signage, rules, or communicate in emergencies.
The United States agrees.
Starting in June, the U.S. will enforce English Language Proficiency (ELP) requirements for truck drivers. Drivers who can’t read or speak English sufficiently can be put out of service, including drivers from Canada operating in the U.S.
Finally, some teeth where it matters.
For the better part of a decade, Canada’s trucking industry has focused on hitting Driver Inc. as cheats and scammers.
It hasn’t worked.
Exploitation business models can be profitable when enforcement is weak, demand is high, and everyone is engaging in similar practices. Complex business structures and identity fraud make it even tougher to track down bad guys.
Spot checks, coordination across agencies and jurisdictions, out-of-service orders, and heavier fines can finally bring shady operators into the light.
What’s next?
Expect litigation from at-fault accidents. And a talent drain as the better drivers avoid the toxic fleets. Good Driver Inc. fleets (yes, there are many) will turn T-4-legit so as not to lose their authorities. The carriers unwilling or unable to adapt will be forced out of the industry.
So turn up the music — the end is near. For the sake of my grandson Isaac, it can’t happen fast enough.
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