Author: Ai

### Jailhouse Snitch’s Secret Deal Revives Child Rapist’s Appeal

Pennsylvania’s Superior Court has overturned the dismissal of a convicted child sex abuser’s late appeal, ruling his petition timely after uncovering evidence of a hidden plea deal with a key prosecution witness. Samuel Frank Marrero-Nardo Sr., serving up to 17 years for assaults on two young girls in 2004-2005, claims prosecutors violated his rights by concealing the deal. The court remanded for a full hearing on whether this “Brady” violation warrants a new trial.

The case ignited in 2017 when Marrero-Nardo was convicted based on victim testimonies, his own incriminating Facebook messages admitting nervousness about sex with a minor, and explosive jailhouse testimony from inmate Luis Figueroa. Figueroa claimed Marrero-Nardo confessed to regular sex with the older girl and molesting the younger one, even plotting to blame his son. Defense lawyers grilled Figueroa on his pending theft and drug charges, his release from jail right after reporting the confession, and his hopes for rehab over prison—but Figueroa swore under oath no promises were made, and prosecutors echoed in closing that “no promises were made.”

Marrero-Nardo’s direct appeal and first PCRA bid failed, with courts noting strong evidence beyond Figueroa and solid cross-examination on his bias. But in 2023, new counsel dug up transcripts from Figueroa’s May 2017 plea hearing—prosecuted by the same DA’s office. They revealed a sweetheart deal: probation on one case, a felony-downgraded misdemeanor with global probation on the other, explicitly tied to Figueroa’s “helpful” testimony against Marrero-Nardo. Figueroa’s lawyer announced the pleas; the ADA confirmed the deal “evolved” post-testimony. This directly contradicted trial claims of no leniency.

The PCRA court tossed Marrero-Nardo’s serial petition as untimely under Pennsylvania’s strict one-year limit, demanding “due diligence” to uncover facts earlier. The Superior Court disagreed, citing its 2014 Davis precedent: defendants aren’t obligated to hunt transcripts in unrelated cases, assuming witnesses and prosecutors are lying. Figueroa’s deal was a “newly discovered fact,” making the petition viable—no one could reasonably expect perjury from the state.

On merits, the court rejected an “after-discovered evidence” claim, as the deal went only to impeaching Figueroa, not a freestanding exonerator. But the potential Brady violation—suppressing impeachment evidence material enough to possibly flip the verdict—needs factual airing. Was the deal truly hidden? Did it prejudice the outcome amid other proof? Back to the trial court for answers, breathing life into a case dogged by snitch credibility shadows.

### Drug Dealer’s Bid for Post-Prison Relief Shot Down

Pennsylvania’s Superior Court swiftly rejected Rakim Lamar Johnson’s second attempt at post-conviction relief, ruling he’s ineligible because he’s no longer serving time for his drug crimes. The court affirmed a lower court’s dismissal of his PCRA petition as meritless, emphasizing that PCRA relief demands a petitioner still be under sentence—imprisonment, probation, or parole. Johnson, now free, walked away empty-handed.

It all started in October 2016 when Johnson, needing a ride from Pittsburgh to Altoona, handed an undercover cop heroin and crack cocaine instead of cash. Busted for possession with intent to deliver (PWID) and criminal use of a communication facility (CUCF), he cut a deal: a negotiated guilty plea. On September 1, 2017, the Blair County judge slapped him with 18 months to 5 years for PWID, a concurrent 6 to 24 months for CUCF, and credit for time served. No direct appeal followed.

Johnson’s first PCRA shot in March 2021 flopped as untimely; Superior Court upheld that in 2022, and the state Supreme Court denied review in 2023. Undeterred, he filed a second pro se petition in April 2024, crying ineffective counsel and after-discovered evidence. The PCRA court dismissed it as meritless on March 12, 2025, sparking this appeal.

The core legal fight? PCRA eligibility under 42 Pa.C.S. § 9543(a)(1)(i), which flat-out requires petitioners to be “currently serving a sentence” for the challenged conviction. Courts have long held—even if you file while incarcerated, relief vanishes once your sentence ends, per precedents like *Commonwealth v. Williams*. Johnson’s max-out date? No later than September 1, 2022, with credit. By then, he was done—free and thus ineligible.

Reviewing for legal error and record support, the Superior Court panel—Judges Olson, Dubow, and Bender—had no choice. Johnson’s claims of counsel failings and new evidence? Irrelevant without eligibility. Order affirmed December 8, 2025. Case closed.

### Drug Dealer’s Bid for Post-Prison Relief Shot Down

Pennsylvania’s Superior Court slammed the door on Rakim Lamar Johnson’s second attempt at post-conviction relief, ruling he’s ineligible because he’s no longer serving time for his drug crimes. The court affirmed the denial of his PCRA petition as meritless, emphasizing that once a sentence ends, the window for such challenges slams shut under state law.

It all started in October 2016 when Johnson, desperate for a ride from Pittsburgh to Altoona, handed an undercover cop heroin and crack cocaine instead of cash. Busted for possession with intent to deliver and criminal use of a communication facility, he cut a deal: a negotiated guilty plea. On September 1, 2017, the Blair County judge handed down 18 months to 5 years for the main charge, a concurrent 6 to 24 months for the phone-related count, plus credit for time served. Johnson skipped a direct appeal.

Fast-forward to 2021: Johnson’s first PCRA petition—claiming who-knows-what—got tossed as untimely, and Superior Court backed that up in 2022, with Pennsylvania’s Supreme Court denying review in 2023. Undeterred, he fired off a second pro se petition in April 2024, alleging ineffective counsel and after-discovered evidence. By March 2025, the PCRA court dismissed it outright as meritless.

The legal showdown hinged on a PCRA eligibility rule straight from 42 Pa.C.S. § 9543(a)(1)(i): You must be “currently serving a sentence of imprisonment, probation or parole” for the challenged conviction. Courts have long held—no ifs, ands, or buts—that relief vanishes the instant your sentence expires, even if you filed while still inside (see Commonwealth v. Williams, 977 A.2d 1174). Johnson’s max-out date? No later than September 1, 2022, factoring in credit. By then, he was a free man (sentence-wise), making his 2024 plea a non-starter.

In a crisp judgment order, Judge Dubow’s panel affirmed on December 8, 2025: Ineligibility kills the case. Johnson’s pro se appeal, challenging the “meritless” call, hit a brick wall—PCRA courts don’t bend for technicalities when the law’s this clear.

### Drug Dealer’s PCRA Bid Shot Down: No Sentence, No Relief

Pennsylvania’s Superior Court slammed the door on Rakim Lamar Johnson’s second bid for post-conviction relief, ruling he’s ineligible because he’s no longer serving time for his drug crimes. The court affirmed the denial of his PCRA petition as meritless, emphasizing that PCRA eligibility vanishes once a sentence ends—regardless of fresh claims like ineffective counsel or new evidence.

It all started in October 2016 when Johnson, needing a lift from Pittsburgh to Altoona, handed an undercover cop heroin and crack cocaine instead of cash. He copped a negotiated guilty plea to possession with intent to deliver (PWID) and criminal use of a communication facility (CUCF). On September 1, 2017, the Blair County judge hit him with 18 months to 5 years on the PWID count, a concurrent 6-to-24 months on CUCF, and credit for time served. Johnson skipped a direct appeal, letting the clock tick.

Fast-forward to March 2021: Johnson’s first PCRA shot at undoing his plea got tossed as untimely, a decision the Superior Court upheld in 2022 and the state Supreme Court declined to review. Undeterred, he filed a second pro se petition in April 2024, crying ineffective assistance and after-discovered evidence. By March 12, 2025, the PCRA court dismissed it outright.

The legal hook? Pennsylvania’s PCRA demands petitioners be “currently serving a sentence of imprisonment, probation or parole” for the challenged conviction (42 Pa.C.S. § 9543(a)(1)(i)). Johnson’s max-out date was no later than September 1, 2022—two years before his second filing. Citing precedent like *Commonwealth v. Williams*, the Superior Court made it crystal clear: Finish your sentence, and you’re out of luck, even if you file mid-stream. No eligibility, no dice—order affirmed December 8, 2025.

### Sex Offender’s Late Appeal Shut Down by Time-Bar

Pennsylvania’s Superior Court slammed the door on Keith Vernon Davis’s second bid for post-conviction relief, ruling his petition untimely and tossing it without touching the merits. Davis, serving 7½ to 15 years for involuntary deviate sexual intercourse and aggravated indecent assault, couldn’t overcome the strict one-year deadline under the Post Conviction Relief Act (PCRA). The unanimous panel affirmed the dismissal on December 8, 2025, stressing courts lack jurisdiction over late filings unless narrow exceptions apply.

It all started in 2017 when Davis cut a deal, pleading guilty to sexually assaulting a victim in Cambria County. Despite his later push to back out of the plea, the judge locked in the negotiated prison term that December. Davis lost his direct appeal in 2019, with the state Supreme Court denying review, making his sentence final on November 14 that year—no U.S. Supreme Court lifeline.

He fired off a first PCRA petition in early 2020, griping about his lawyer’s failure to chase alibi witnesses and a supposed conflict of interest. After hearings, that got shot down, and the Superior Court upheld it in 2021. Fast-forward to January 2025: Davis, now representing himself, filed round two, again blasting trial counsel’s effectiveness. But the PCRA court hit pause with a dismissal notice, pointing out the glaring five-year delay past the one-year PCRA clock.

Here’s the legal gut-punch: PCRA petitions must land within one year of a final sentence, or courts have zero power to hear them—it’s a hard jurisdictional wall, not a suggestion. Davis needed to plead and prove one of three exceptions—like new irrefutable facts, a fresh constitutional violation, or government meddling blocking his claim—and file within a year of when he could’ve raised it. He whiffed entirely in his petition, ignoring the bar. For good measure, the appeals court swatted down his new “government interference” argument in his brief: too late, since PCRA exceptions must debut in the original filing, not sprung on appeal. Case closed, order affirmed.

### Sex Offender’s Late Appeal Shot Down Over Time Limit

Pennsylvania’s Superior Court affirmed the dismissal of Keith Vernon Davis’s second bid for post-conviction relief, ruling his petition was filed years too late under the strict one-year deadline of the Post Conviction Relief Act (PCRA). Davis, serving 7½ to 15 years for involuntary deviate sexual intercourse and aggravated indecent assault, couldn’t revive his ineffective counsel claims because he failed to prove any exception to the time bar. The court had no jurisdiction to even consider the merits.

It all started in 2017 when Davis pleaded guilty to sexually assaulting a victim, landing the negotiated prison sentence after a failed attempt to back out of the deal. Appeals went nowhere: Superior Court upheld it in 2019, and the state Supreme Court denied review, making his conviction final by November that year. Davis’s first PCRA shot in 2020—alleging his lawyer botched alibi witnesses and had conflicts—crashed after hearings and another Superior Court affirmance in 2021.

Nearly four years later, in January 2025, Davis filed his second pro se PCRA petition, again hammering trial counsel’s ineffectiveness. The Cambria County court quickly flagged it as untimely under PCRA rules, which slam the door on petitions not filed within one year of final judgment unless the filer proves rare exceptions like new evidence, a constitutional violation not previously knowable, or government interference. Davis pled none in his filing and ignored the court’s notice of intent to dismiss without a hearing.

The Superior Court panel, in a December 8, 2025 order, agreed: no jurisdiction meant no dice. Davis tried slipping in a “government interference” argument in his appeal brief, but judges swatted it away—PCRA exceptions must be raised in the original petition, not sprung on appeal, per settled precedent like Commonwealth v. Burton. The order affirmed, leaving Davis’s claims dead in the water.

### Sex Offender’s Late Appeal Shot Down Over PCRA Deadline

Pennsylvania’s Superior Court affirmed the dismissal of Keith Vernon Davis’s second bid for post-conviction relief, ruling his petition was filed years too late under the strict one-year PCRA time limit. Davis, serving 7½ to 15 years for involuntary deviate sexual intercourse and aggravated indecent assault, couldn’t overcome the jurisdictional barrier. The court had no power to even touch his ineffective counsel claims.

It all traces back to 2017, when Davis cut a deal: a guilty plea to horrific sex crimes against a victim, landing him that negotiated prison term after the judge rejected his plea-withdrawal bid. Appeals failed—Superior Court in 2019, state Supreme Court denial later that year—making his sentence final on November 14, 2019. Davis’s first PCRA shot in 2020, griping about his lawyer’s alleged alibi fumbles and conflicts, got hearings, a denial, and an affirmance in 2021.

Fast-forward to January 2025: Davis, now representing himself, files petition number two, again blasting trial counsel. But PCRA law is brutal on timing—file within one year of finality, or you’re out, unless you prove a rare exception like new evidence or government meddling. The Cambria County court slapped him with a dismissal notice, spotting zero exceptions pled or proven. No response from Davis; case closed March 6.

The Superior Court panel—Judges Olson, Dubow, and Bender—didn’t mince words. Davis’s petition was “facially untimely,” and courts lack jurisdiction without those exceptions. A footnote nuked his hail-Mary appeal argument about government interference: too late, never raised below. “No court has jurisdiction to hear an untimely PCRA petition,” they echoed longstanding precedent. Appeal denied; Davis stays locked up.

### Rapist Reclassified as Sexually Violent Predator After Court Fix

Pennsylvania’s Superior Court upheld Jeffrey Best’s designation as a sexually violent predator (SVP) in a brutal 2013 Philadelphia rape case, affirming a trial court order from August 2024. The ruling came after a prior appeals court remand due to procedural errors in the initial SVP hearing. Best, convicted of rape, involuntary deviate sexual intercourse, sexual assault, terroristic threats, and possessing an instrument of crime, now faces lifelong sex offender registration under SORNA.

The nightmare began on June 2, 2013, when Best, limping from cerebral palsy, propositioned a female prostitute near Old York Road and Rising Sun Avenue for $20. What she thought was a quick transaction turned horrific: Best pressed a hard object—likely a gun—to her back, threatened to “blow her brains out,” stripped her, and dragged her behind an abandoned house. For over three hours, he forced vaginal, anal, and oral sex, leaving her scarred on her knees. She fled 20 blocks to an ambulance, where a rape kit captured his DNA—matched five years later in 2018 via a national database after Best voluntarily swabbed.

Best claimed at his 2021 bench trial it was consensual amid a payment dispute, blaming his disability. The trial court convicted him anyway, sentencing him to 10-20 years plus probation, and initially labeled him an SVP. But in 2023, the Superior Court vacated that tag because prosecutors botched the hearing by not properly admitting the Sexual Offenders Assessment Board (SOAB) report or calling expert witnesses—key under Pennsylvania’s SORNA law (42 Pa.C.S.A. § 9799.24), which requires “clear and convincing evidence” of a mental abnormality making the offender likely to prey on strangers again.

On remand, the trial court fixed it: SOAB psychologist Steven Pflugfelder testified live, detailing how Best exceeded necessary force by isolating the stranger victim, wielding a gun with “unusual cruelty,” and showing a paraphilic arousal to non-consensual acts—elevating reoffense risk. Prior unproven rape allegations reinforced a pattern, though not required. The court ruled Best’s predatory stranger attack proved the mental disorder, meeting SORNA’s high bar without needing a checklist of every factor.

Viewing evidence favorably to prosecutors, as appeals courts must, Superior Court judges found no abuse of discretion. “Clear and convincing” evidence—like the expert’s opinion and crime’s savagery—sealed it. Best’s SVP status sticks, ensuring public warnings of his threat.

### Rapist Reaffirmed as Sexually Violent Predator After Retrial

Pennsylvania’s Superior Court has upheld Jeffrey Best’s designation as a sexually violent predator (SVP), affirming a brutal 2013 rape conviction tied to DNA evidence years later. The ruling ensures Best, now serving 10-20 years, faces lifelong sex offender registration due to a mental disorder making him prone to predatory attacks. This follows a prior remand for a proper hearing where prosecutors botched evidence admission.

The nightmare began on June 2, 2013, in North Philadelphia when Best, limping from cerebral palsy, propositioned a vulnerable prostitute for $20 near Old York Road. What started as a street deal turned horrific: Best jammed a hard object—likely a gun—into her back, threatening to “blow her brains out” unless she stripped. He dragged her behind an abandoned house, forcing hours of oral, vaginal, and anal rape amid repeated death threats. The victim fled 20 blocks to an ambulance, scarred on her knees, where a rape kit captured DNA that sat unsolved until 2018.

A national DNA database hit linked Best’s voluntary swab to the victim’s body swabs. Detectives re-interviewed her; she ID’d him from photos. Best admitted the encounter but claimed consensual disputes over payment, blaming his disability. A bench trial convicted him of rape, involuntary deviate sexual intercourse, sexual assault, terroristic threats, and possessing an instrument of crime. Sentenced in 2022, an initial SVP label was vacated on appeal for evidentiary slip-ups—no formal SOAB report admission or expert testimony—prompting remand.

At the August 2024 redo hearing, psychologist Steven Pflugfelder, Best’s SOAB evaluator, testified under oath. Analyzing factors like offense brutality (isolation, gun threats, excessive multi-hour assault on a stranger), unusual cruelty, and unproven prior rape allegations signaling paraphilic arousal to non-consent, he deemed Best an SVP risk. The trial court agreed by clear-and-convincing evidence: Best’s mental abnormality heightens predatory reoffense likelihood, beyond the crime’s predatory nature.

The Superior Court, reviewing de novo, saw no error. Viewing facts favorably to prosecutors, it credited Pflugfelder’s unchallenged analysis under SORNA statutes—no rigid checklist required, just proof of mental disorder fueling future violence. Best’s appeal flopped; the SVP tag sticks.

### Philly Rapist Reaffirmed as Sexually Violent Predator

Pennsylvania’s Superior Court upheld Jeffrey Best’s designation as a sexually violent predator (SVP) in a chilling 2013 case, affirming a trial court’s ruling based on brutal evidence from a new hearing. Best, convicted of rape and related charges, lost his appeal challenging the label, which stems from Pennsylvania’s SORNA law requiring lifelong registration for high-risk offenders. The decision ensures Best faces strict monitoring after his 10-to-20-year prison term.

The nightmare unfolded on June 2, 2013, near a Philadelphia intersection, when Best approached a prostitute—a stranger battling addiction—offering $20 for sex. What seemed transactional turned horrific: Best jammed a hard object, likely a gun, into her back, threatening to “blow her brains out” if she resisted. He stripped her, dragged her behind an abandoned house, and subjected her to hours of forced oral, vaginal, and anal rape, leaving permanent knee scars from the gravel. She fled 20 blocks to an ambulance, where a rape kit captured DNA that idled unsolved until 2018, when a national database matched Best’s sample—collected voluntarily—as the “major component” on her body.

Best’s 2021 bench trial ended in convictions for rape, involuntary deviant sexual intercourse, sexual assault, terroristic threats, and possessing an instrument of crime. Sentenced in 2022 with an initial SVP tag, the Superior Court vacated it in 2023 for a procedural flub: prosecutors failed to properly introduce the Sexual Offenders Assessment Board (SOAB) report. On remand, a fresh August 2024 hearing fixed that. The key question? Did clear and convincing evidence show Best had a “mental abnormality or personality disorder” making him likely to prey on strangers sexually, per 42 Pa.C.S. § 9799.12?

SOAB psychologist Steven Pflugfelder testified under oath, his report admitted as evidence. He dissected statutory factors: Best’s predatory stranger attack exceeded minimal force—he isolated her, wielded a gun with “unusual cruelty,” and ravaged her relentlessly. No prior convictions, but unproven rape allegations hinted at a pattern. Crucially, Pflugfelder diagnosed paraphilic arousal to non-consensual acts, deeming Best likely to reoffend “to a reasonable degree of scientific certainty.” Best claimed his cerebral palsy made the assault impossible; the court dismissed it.

Viewing evidence favorably to the prosecution—as appeals demand—the Superior Court found no error. The trial judge weighed the brutality, stranger dynamic (or manipulative “relationship” via the proposition), and expert opinion, concluding Best fit the SVP mold: a mentally aberrant predator primed for repeat violence. The ruling sticks, locking in lifelong scrutiny under Pennsylvania law.

### Carpool App Dream Crushed: No Tax Breaks Without Sales

Pennsylvania’s Commonwealth Court slammed the door on a taxpayer’s bid to deduct over $100,000 in startup losses from his free carpool website, ruling it wasn’t a true “business” under state tax law. Christopher Hackett, owner of Rides2Work (R2W), lost his exceptions to an earlier decision affirming the denial of his 2014 personal income tax deductions. The court upheld that without charging fees or generating gross profits, his venture didn’t qualify as a “commercial enterprise” eligible for expense write-offs.

The saga began when Hackett launched R2W in northeastern Pennsylvania as a platform connecting drivers and riders for carpools. He envisioned a paid service but never pulled the trigger due to lack of interest, running it for free in 2014 before shuttering the site in 2015. On his tax return that year, Hackett reported zero income from R2W but subtracted $109,600 in expenses like development costs, triggering a Department of Revenue audit. Officials hit him with over $35,000 in back taxes, interest, and penalties, arguing R2W flunked the “commercial enterprise” test in Pennsylvania’s Tax Reform Code (72 P.S. § 7301(c)), which demands an activity “engaged in … for profit” with actual marketplace sales.

At the heart of the legal showdown: Does a money-losing startup count as a business if it offers services for free while hoping for future paying customers? Hackett petitioned for reassessment, lost before the Board of Finance and Revenue, and appealed to the Commonwealth Court. A three-judge panel in Hackett I (2024) said no, leaning on a 1979 precedent (Morgan v. Commonwealth) defining “commercial enterprise” as rendering goods or services “in a marketplace”—meaning actual sales or gross receipts, not just goodwill gestures. Dictionary dives backed this: no fees collected, no “sales,” no dice. The panel also enforced Department regulations (61 Pa. Code § 103.12(b)), which require gross profits from customer sales or operations for “net profits” deductions—zero revenue meant zero eligibility, full stop.

Hackett fired back with exceptions, claiming the court cherry-picked outdated definitions ignoring modern startups and that regulations don’t mandate receipts for loss offsets. An amicus from the Competitive Enterprise Institute echoed this, warning of a chilling effect on entrepreneurs. The Commonwealth countered that commerce demands “give-and-take,” not one-way charity, and start-up costs can still be amortized—just not as full business deductions without sales.

In a unanimous en banc smackdown on December 8, 2025, President Judge Renée Cohn Jubelirer overruled the exceptions, calling Hackett’s prior arguments “thoroughly addressed” and free of error. The court stuck to its guns on statutory construction rules applying to precedents, rejected ambiguity claims (no taxpayer-favoring breaks here), and entered judgment for Pennsylvania. Hackett now owes the full tab, a stark reminder: Tax law doesn’t bank on business pipe dreams without proof of profit pursuit through real revenue.

Leadership changes at Calstart, UAP, and KSM Transport Advisors headline this week’s trucking industry developments, alongside immediate shutdowns at two small fleets cited in multiple community reports.

Executive Appointments

Calstart has named former U.S. Department of Energy official Michael Berube as its next president. Calstart is a nonprofit industry consortium focused on advancing clean transportation technologies across commercial vehicle segments.

UAP appointed Alain Primeau as president, according to company announcements.

Chris Henry has been named president of KSM Transport Advisors, succeeding David Roush. KSM Transport Advisors provides consulting and analytics services to trucking carriers and logistics firms.

Carrier Closures

MinStar Transport and Transport Design Inc., each operating fleets of roughly 100 trucks, have announced immediate closures in communications to employees and partners, according to multiple reports circulating in trucking communities. The companies did not issue widely available public statements detailing the reasons for the shutdowns.

Context

The week’s developments reflect ongoing leadership moves across trucking and transportation-adjacent organizations, while carrier exits continue to surface among small and mid-sized fleets. Further details on the closures and any related wind-down processes were not immediately available.

Regulatory scrutiny of commercial driver training and a wave of insurance brokerage dealmaking are converging on the trucking sector, with a federal review putting thousands of CDL programs at risk while multiple firms expand transportation-focused insurance capabilities through acquisitions and partnerships.

DOT review puts CDL training programs under pressure

Nearly 44% of the 16,000 truck-driving programs listed nationwide could be forced to close if they lose students after a U.S. Department of Transportation review found potential noncompliance with federal requirements. The potential shake-up signals significant risk to driver-training capacity and carrier recruiting pipelines if large numbers of programs lose accreditation.

The heightened scrutiny comes amid stepped-up enforcement across the industry. Over the past two years, DOT roadside inspections recorded more than 7,000 drug violations.

Some fleets are already feeling strain tied to compliance concerns. “As a result many of [our] drivers … are just afraid to go to some of these other states where they might get harassed,” said Dave Atwal, owner of Diamond Transportation in Lodi, California. He added that the company has reassigned some drivers to in-state routes but has lost more than 40 drivers who either left the job or were unable to renew their licenses despite years of safe driving.

Insurance consolidation accelerates in transportation

• The Baldwin Group said it will acquire rival insurance broker CAC Group in a $1.03 billion cash-and-stock deal, adding to an active period of mergers as competition intensifies for scale and specialty expertise.
• EPIC announced an expansion of its Transportation & Logistics practice connected to Sentry Transportation’s direct-writing operation, reflecting continued investment in trucking-focused risk advisory and placement capabilities.
• Afore Insurance Services, a consolidated acquisition platform for independent insurance agencies, reported more than 50 agency acquisitions and over 20 offices nationwide.
• In Hawaii, Atlas Insurance Agency, Pyramid Insurance Centre, and IC International collectively represent a leading brokerage presence, providing insurance solutions to businesses and individuals statewide with niche specializations in municipality, transportation, and hospitality.
• An acquisition of 3DI will bring its nine-person team into Partners&, establishing the group’s presence as a Lloyd’s broker for the first time and expanding complex risk and specialty placement capabilities.

Valuations for brokerages remain elevated, particularly for firms with strong growth, specialty practices, and cross-sell potential. With a shrinking pool of targets, prices may trend higher for agencies that fit the profiles favored by large regionals, public brokers, and private equity-backed platforms.

Embedded insurance and shipper tech

Redkik, an embedded software insurance platform, announced a strategic deal with Cargors, a transport-tech platform designed to give shippers more direct control over road freight. The collaboration aims to streamline freight procurement while enabling on-demand cargo insurance at the transaction level.

Industry calls for coordinated solutions

Trade groups and carrier leaders are urging closer coordination among public and private stakeholders as compliance and market shifts unfold. “These common sense reforms are supported by trucking leaders from across America – from the East Coast to the West Coast, from the South to the Upper Midwest,” said Rebecca Oyler, president of the Pennsylvania Motor Truck Association and a member of the TAEC Task Force. “We are calling on the appropriate government agencies and all supply chain partners, from shippers and brokers to insurance companies and trucking fleets, to come together to focus on solutions to these problems.”

As the DOT review advances and insurance consolidation continues, carriers, brokers, and shippers face a fluid operating environment shaped by training capacity, safety enforcement, and evolving risk-transfer options.

Preliminary Class 8 truck orders fell 47% year over year in November, underscoring continued weakness in new equipment demand as carriers grapple with soft freight, flat spot rates, and higher operating costs, according to ACT Research.

Orders and Equipment Signals

ACT Research reported that preliminary Classes 5–8 net orders slowed in November, with Class 8 leading the decline on a year-over-year basis. The firm noted that earlier “pull-forward” ordering created a subsequent gap in demand, contributing to the current slowdown.

• Used truck sales posted a fifth consecutive year-over-year increase, signaling ongoing fleet right-sizing and preference for lower-capex equipment.
• Trailer demand remains guarded. Reefer and tank segments are seeing elevated cancellation activity, reflecting cautious capital spending and uneven freight needs.

Freight Fundamentals Remain Soft

ACT’s latest Freight Forecast and its For-Hire Trucking Index point to a cooler supply-demand balance through the fall as both volumes and available capacity slipped in October. Industry executives report that shippers continue to push for rate reductions while carriers face higher input costs, compressing margins.

Overall freight demand has lagged, keeping spot pricing mostly stable. At the same time, indicators tied to truckload carrier counts appear low compared with pre-pandemic levels, even as total freight has grown—an unusual mix that has delayed a broad-based rate recovery.

Regulatory, Trade, and Mode-Shift Pressures

Compliance and training oversight remain in focus. Federal transportation regulators have signaled tougher enforcement on noncompliant driver training programs, with potential closures for providers that fail to meet standards. Industry groups have also called for actions targeting fraudulent operators to level the playing field and improve safety.

Cross-border flows continue to feel the effects of tariffs on auto-related goods. C.H. Robinson has noted softer southbound demand tied to parts and materials, adding to an already cautious freight backdrop.

Modal competition is another near-term factor. Some carrier leaders warn that certain over-the-road volumes could shift to intermodal as rail network changes and integrations promise more direct routes, shorter transit times, and potential cost savings for shippers.

Outlook

ACT Research expects any upturn to emerge slowly and unevenly. While pockets of improvement are developing, a material rate recovery is more likely to take shape into 2026 as capacity and demand gradually rebalance.

Minnesota has paused issuing non-domiciled commercial driver’s licenses after a federal review found widespread irregularities and warned the state could lose $30.4 million in highway funds if it does not quickly come into compliance. The Minnesota Department of Driver and Vehicle Services (DVS) announced the immediate pause Tuesday night following directives from the Federal Motor Carrier Safety Administration (FMCSA).

Federal findings and funding risk

According to FMCSA, a federal audit determined that roughly one-third of the non-domiciled CDLs reviewed in Minnesota were issued improperly. Findings included licenses granted to drivers whose lawful presence in the United States had expired and licenses with validity periods extending beyond an individual’s authorized stay.

In a letter to Governor Tim Walz and Department of Public Safety Commissioner Bob Jacobson, federal transportation officials stated that failure to resolve the irregularities could jeopardize the state’s Highway Trust Fund apportionment. Minnesota was given 30 days to come into compliance and to address the illegal issuance of non-domiciled CDLs.

State response and required actions

DVS said it has halted issuance of non-domiciled CDLs while the state works with FMCSA to address the audit’s findings. FMCSA has directed Minnesota to take the following steps:

• Pause issuance of non-domiciled CDLs and commercial learner’s permits (CLPs)
• Identify any non-domiciled CDLs and CLPs that do not comply with federal regulations
• Revoke non-compliant credentials
• Conduct a comprehensive audit of related licensing processes

FMCSA also advised that drivers who were legitimately issued a non-domiciled CDL but will not qualify for renewal should receive advance notice so they and their employers can prepare for the change.

What is a non-domiciled CDL?

A non-domiciled CDL is a commercial driver’s license issued to an applicant who is not domiciled in a U.S. state but is legally present and authorized to operate a commercial motor vehicle in the United States. Federal rules also govern non-domiciled commercial learner’s permits and require verification of lawful presence at issuance and renewal.

Broader regulatory context

The pause in Minnesota comes amid heightened federal scrutiny of how states issue and renew non-domiciled CDLs and CLPs. FMCSA has issued an interim final rule that tightens those processes nationwide. By FMCSA’s own calculations, approximately 194,000 drivers could lose commercial license eligibility within two years under the revised requirements.

Minnesota officials have not announced a timeline for resuming issuance of non-domiciled CDLs. The state’s compliance plan is expected to include revocations of non-compliant licenses and updated verification procedures to meet federal standards.

Element Fleet Management Corp. has signed a definitive agreement to acquire Car IQ, a San Francisco–based technology company specializing in connected vehicle payments. Element said the deal will integrate vehicle-initiated payments into its fleet management ecosystem across the U.S. and Canada.

Deal overview

The company announced the transaction alongside Car IQ on Dec. 2. Financial terms were not disclosed. Element (TSX: EFN) described itself as the largest publicly traded, pure-play automotive fleet manager and said the acquisition accelerates its Element Mobility strategy.

Element said folding Car IQ into Element Mobility will advance its position as a connected-fleet ecosystem provider in North America.

What Car IQ’s technology does

Car IQ develops technology that allows vehicles to authenticate and pay directly at merchants without the use of traditional fleet cards. According to Element, the capabilities include vehicle-initiated payments embedded within a full-suite fleet management platform.

• Fuel purchases at participating stations
• Toll payments

Why it matters for fleets

Element said the integration brings to market vehicle-initiated payments inside a broader fleet management ecosystem, aiming to streamline how fleets handle everyday transactions. The company indicated the capability will be deployed across its connected-fleet platform in the U.S. and Canada.

Ontario Provincial Police have identified a vehicle of interest after a hit-and-run on Highway 401 in Oxford County that killed a 42-year-old tow truck operator from Kitchener on Wednesday morning.

Crash details

OPP said the collision occurred shortly after 7 a.m. in the westbound lanes of Highway 401 near the Oxford Road 3 overpass, east of Woodstock. Investigators determined the victim, a tow truck operator assisting a stranded motorist on the shoulder, was struck by an unknown vehicle and pronounced dead at the scene.

OPP Sgt. Ed Sanchuk and Const. Matthew Foster confirmed the victim’s age and that the man was from Kitchener. His name has not been released.

Vehicle of interest

Police said they are seeking a commercial motor vehicle, described as a transport truck, in connection with the collision. OPP released a photo of the vehicle of interest and asked for the public’s help to advance the investigation.

Investigation status

According to OPP, the transport driver wanted in connection with the incident has been identified. Officers continue working to locate the driver and the vehicle. Anyone with relevant information is urged to contact OPP.

The U.S. Department of Transportation has warned that thousands of commercial driver’s license (CDL) training providers could lose authorization following a federal compliance review, potentially affecting nearly 44% of the roughly 16,000 programs listed nationwide.

DOT warns thousands of CDL schools over compliance

Federal transportation officials have signaled a broad enforcement action against truck driving schools and trainers that are not meeting government requirements. The review found widespread compliance concerns, and DOT has indicated that additional revocations are possible. Thousands of listed CDL training providers are impacted by the latest action.

Scope and potential impact

• Nearly 44% of the approximately 16,000 programs on federal lists could be affected, equating to roughly 7,000–7,500 training providers.
• Programs found out of compliance risk removal from federal approval lists, which would prevent graduates from testing for CDLs and could effectively shut down those schools.
• The increased enforcement follows a review focused on adherence to federal requirements for curricula, recordkeeping, and instructor qualifications.

Alaska reports no immediate impact

Alaska officials said the state’s commercial driving schools remain unaffected by the federal crackdown that is threatening thousands of programs elsewhere in the U.S.

What’s next

DOT has begun notifying providers implicated by the review and has warned of possible additional actions. Training programs and carriers are monitoring the situation as federal officials continue to scrutinize provider compliance with CDL training standards.

OEM investments, new production capacity in Europe, and selective fleet upgrades highlight this week’s trucking and heavy-equipment developments, alongside signals that subscription-based models and shop equipment demand continue to shape the market.

OEM and Factory Updates

• Hendrickson: Widely known for suspension systems, the company’s product reach extends further into truck and trailer equipment, underscoring its broader role across commercial vehicle components.
• Volvo Construction Equipment: Volvo CE is expanding its European industrial footprint with a new crawler excavator assembly factory in Eskilstuna, Sweden, to serve European markets.
• GM production support: Recent investments are supporting production of the Cadillac Escalade, Chevrolet Silverado and GMC Sierra, as well as the Chevrolet Equinox and Bolt EV.

Fleet and Equipment Moves

• Elevas has added three new Volvo FH16 780 6×4 tractor units to its fleet, signaling continued demand for high-horsepower tractors in heavy haul and long-haul applications.

Service, Electrification, and Operating Models

• BOSCH Auto Service is positioning its network with broader technical resources and brand support aimed at the evolving auto repair landscape, including service needs tied to advanced vehicle technologies.
• Zero-emission deployment: Battery-electric tractors have replaced diesel units on a 24-hour shuttle operation, illustrating practical, around-the-clock use cases for zero-tailpipe-emission trucks.
• Truck-as-a-Service (TaaS): The TaaS market is expanding as fleet operators adopt subscription and pay-per-use models to reduce asset ownership burdens and improve operational efficiency.

Market Watch

• Construction equipment outlook: Recent research highlights continued interest in the North America construction equipment market, reflecting steady demand from infrastructure and heavy civil projects.
• Shop equipment growth: Market Research Future projects the global automotive garage equipment market to grow at a 4.22% CAGR through 2035, pointing to ongoing investment in diagnostics and service capacity.

CRST will redeploy much of its Capacity Solutions over-the-road (OTR) fleet to other business units, shifting about 200 trucks out of its irregular-route, one-way solo OTR operation over the next 60 days. The company clarified it is not shutting down its OTR division following confusion sparked by reports suggesting a broader closure.

CRST outlines OTR redeployment

In a statement addressing current freight conditions, the company said, “In response to the challenging over-the-road market, CRST announced plans today to redistribute much of its Capacity Solutions OTR fleet operations to other business units.”

CRST further clarified the scope of the change: The company has shifted about 200 trucks out of its irregular-route OTR operation into other profitable and successful divisions. The transition will occur over the next two months. According to the company, “Over the next 60 days, Capacity Solutions’ one-way, solo OTR fleet operations will be redeployed to other parts of CRST.”

Initial shutdown reports corrected

Industry confusion arose after a headline suggested CRST’s OTR operations were shutting down. FreightWaves noted it was informed by a source “considered credible” that the carrier was shutting down a significant portion of its operations—understood to be its entire OTR division. The company’s subsequent statement clarified that the move is a redeployment within CRST, not a closure of the OTR business.

What this means for shippers and drivers

• CRST’s Capacity Solutions one-way, solo OTR fleet will be reassigned to other CRST business units.
• Approximately 200 trucks are being moved from irregular-route OTR into divisions the company describes as profitable and successful.
• The company framed the changes as a response to current OTR market conditions rather than a shutdown of the OTR division.

The Federal Motor Carrier Safety Administration (FMCSA) is moving to strengthen oversight of electronic logging devices (ELDs) with a new vendor vetting process, while reiterating existing exemptions and clarifying when paper logs are permitted. The agency also signaled that an exemption “window” could allow a 24-hour off-duty reset after six consecutive days, in contrast to the typical 34-hour restart.

FMCSA to tighten ELD vendor vetting

FMCSA said its forthcoming ELD vetting process will include an initial review, fraud detection measures, and clearer application outcomes. Submissions will be categorized as:

• Approved
• Information Requested
• Further Review
• Denied

Industry groups have pushed for stronger oversight to prevent non-compliant devices from entering or remaining on the agency’s registry. The American Trucking Associations (ATA) praised the move. “We appreciate this first step from the Trump Administration to overhaul the vetting process for electronic logging devices,” ATA President and CEO Chris Spear said. “This action, paired with the recent removal of noncompliant ELDs from the registry, shows the FMCSA is committed to addressing this issue swiftly, which is critical for highway safety and fair competition.”

Who must use ELDs — and who is exempt

Most commercial motor vehicle drivers required to keep hours-of-service (HOS) records must use an ELD. FMCSA, however, allows exemptions for certain short-haul operations and for vehicles equipped with engines manufactured before model year 2000. The agency has indicated it does not plan to remove the pre-2000 engine exemption.

Paper-log allowance clarified

Under 49 CFR 395.8(a)(1)(ii)(A), drivers who are required to keep records of duty status may use paper logs instead of an ELD for up to eight days within any 30-day period. FMCSA recently confirmed that an organization operating more than eight days in a 30-day span does not qualify for this paper-log provision, even if trips are infrequent. In such cases, ELD use is required.

Regulatory outlook: ELD updates and HOS exemption window

FMCSA’s 2022 advance notice of proposed rulemaking sought feedback on possible updates to the ELD mandate across several areas. The comment period closed in November 2022, and a notice of proposed rulemaking is not expected until May 2026.

Separately, FMCSA outlined that within a defined exemption “window,” any period of six consecutive days may be followed by the beginning of an off-duty period of 24 or more consecutive hours. That approach differs from the typical option of taking 34 or more consecutive hours off duty to reset under HOS rules. Further details would be specified in the applicable exemption or guidance when issued.

The U.S. Department of Transportation said Monday it is moving to remove nearly 3,000 commercial driver’s license (CDL) training providers from the Federal Motor Carrier Safety Administration’s (FMCSA) Training Provider Registry (TPR) for failing to meet federal requirements, and has warned roughly 4,000 additional providers that they face the same outcome if deficiencies are not corrected. Affected providers have 30 days to come into compliance.

FMCSA enforcement targets noncompliant CDL training providers

According to USDOT, the enforcement action focuses on providers that have not met federal Entry-Level Driver Training (ELDT) standards. Removal from FMCSA’s TPR means a school or training company cannot certify new drivers’ ELDT completion, and state driver licensing agencies will not recognize training from a provider that is not listed on the registry.

30-day compliance window and broader warning

DOT said the nearly 3,000 targeted training providers must take corrective action within 30 days to avoid removal from the registry. The agency also notified about 4,000 additional providers that they could face similar action if they do not address identified issues. DOT indicated that targeted schools must notify affected students of the potential change in their training provider’s status.

Background: ELDT and the Training Provider Registry

FMCSA’s ELDT rule, in effect since 2022, sets baseline national requirements for entry-level drivers seeking a Class A or Class B CDL, a passenger or school bus endorsement, or a hazardous materials endorsement. Only providers listed on FMCSA’s Training Provider Registry may deliver ELDT and submit completion certifications that allow applicants to proceed with CDL skills testing or endorsement issuance. Providers can be removed from the registry if they fail to meet curriculum, instructor qualification, recordkeeping, or reporting requirements.

Federal regulators have added five electronic logging devices to the Federal Motor Carrier Safety Administration’s revoked list and announced a tougher vetting process aimed at keeping non-compliant units off the market. Motor carriers and drivers have up to 60 days to replace any revoked devices with compliant ELDs.

Five ELDs revoked; agency tightens vetting

FMCSA said it is implementing “a complete overhaul of the vetting process for Electronic Logging Devices (ELDs)” to prevent loophole exploitation and reduce the risk of future revocations that force carriers to swap equipment. The agency’s update adds five models to the Revoked ELDs list and sets a 60‑day window for replacement.

FMCSA reiterated that carriers using a newly revoked device must transition to a compliant ELD within the 60‑day period and continue meeting all hours‑of‑service recordkeeping requirements during the changeover.

Emergency rule on non‑domiciled CDLs paused by federal court

Separately, FMCSA’s recent emergency rule affecting non‑domiciled commercial driver’s licenses has drawn significant public comment. A District of Columbia U.S. Court of Appeals issued a temporary stay of the rule on November 13, pausing enforcement while a legal challenge proceeds. The three‑judge panel cited arguments that FMCSA did not follow required procedures, including consultation with states, and had not demonstrated that the change would improve safety.

FMCSA launches nationwide safety and economic study

The agency is also initiating a nationwide research project to quantify safety and economic impacts tied to commercial motor vehicle operations. FMCSA noted there is currently no comprehensive, existing dataset for the project. According to the agency, researchers will analyze drivers’ hours‑of‑service duty logs, crash and incident records, and inspection violation data.

Training providers face scrutiny; tighter CDL standards proposed

Nearly 44% of the approximately 16,000 truck driving schools in the U.S. may be at risk of closure following a U.S. Department of Transportation review that identified potential non‑compliance with federal requirements. DOT has also proposed tougher commercial driver’s license rules after a fatal crash involving a foreign‑born driver; supporters say the changes would strengthen safety, while critics characterize the proposal as an immigration‑related crackdown. The proposals remain under review and subject to public comment.

Carrier bankruptcies continue amid regulatory shifts

According to Equipment Finance News, eleven additional motor carriers filed for Chapter 11 bankruptcy protection in October, following ten filings in September. The report highlights continued financial pressure across segments of the trucking industry as regulatory changes and enforcement actions evolve, including efforts related to driver eligibility and English language proficiency.

Federal regulators are tightening oversight of Electronic Logging Devices (ELDs) and other safety rules. The Federal Motor Carrier Safety Administration (FMCSA) announced a complete overhaul of the ELD vetting process, revoked five devices with a 60-day replacement window for carriers, and advanced separate actions on commercial driver licensing, hours-of-service exemptions, and equipment allowances.

FMCSA to overhaul ELD vetting

FMCSA said it is implementing “a complete overhaul of the vetting process for Electronic Logging Devices” to reduce the risk of approving devices that later require revocation. The agency said the updated process “closes loopholes in the system,” giving carriers and drivers greater assurance that the ELDs they purchase are accurate, reliable, and compliant.

The initiative follows remarks by FMCSA Senior Policy Advisor Michael Hampton at the Guilty By Association Truck Show in September, where he said the agency would implement a more thorough ELD vetting process.

Five ELDs revoked; 60-day replacement window

FMCSA has revoked five ELD models and reminded motor carriers and drivers using any of the affected devices that they have 60 days to replace them with compliant units. The revocation-and-replacement timeline follows the agency’s standard approach when devices are removed from the approved list.

Hours-of-service and ELD compliance decisions

FMCSA clarified that a charitable organization’s drivers do not qualify for the paper log provision under 49 CFR 395.8(a)(1)(ii)(A). Although the organization reported infrequent trips, the agency confirmed its operations exceed eight days within a 30-day period, requiring use of an ELD to track hours of service.

The agency also announced it will deny the NPGA’s application for exemption from certain hours-of-service requirements between December 15 and March 15 each year. The decision will be published in a Notice in the Federal Register on December 2, 2025.

Other regulatory actions

In late September, FMCSA issued an emergency interim final rule stating that an Employment Authorization Document (EAD) would no longer be sufficient to obtain a non-domiciled commercial driver’s license.

In a separate equipment action, FMCSA noted that Grote Industries has sought a five-year exemption renewal allowing motor carriers to install amber brake-activated warning lamps on the rear of trailers.

Canadian provinces are tightening oversight of commercial carriers, with Ontario emphasizing emissions enforcement for diesel-powered vehicles and Alberta moving ahead with stricter road safety measures that include new carrier reporting requirements.

Ontario steps up emissions enforcement

Ontario’s Ministry of Transportation (MTO) is underscoring enforcement against excessive emissions and tampering on diesel-powered commercial vehicles. Police and MTO officers are authorized to stop and inspect vehicles when they suspect excessive emissions or tampering.

The ministry signaled that carriers should expect active roadside inspections focused on emissions compliance. The effort reinforces existing regulations governing vehicle condition and environmental standards for commercial fleets operating in the province.

Alberta plans stricter safety measures

Alberta’s government says it is taking further action to improve road safety by enforcing stricter measures on commercial carriers. The province is introducing a new requirement for carriers to provide driver experience records, part of a broader push to strengthen oversight of carrier fitness and driver qualifications.

Officials indicated the changes are aimed at enhancing transparency and accountability among carriers operating in the province.

Compliance and record-keeping

Maintaining accurate logs and documentation remains central to regulatory compliance across provinces. Carriers are expected to keep detailed records of drivers’ hours, vehicle inspections, maintenance, and load information. Electronic logging devices (ELDs) can streamline record-keeping, reduce errors, and help ensure records are current and available for audits or inspections.

Vehicle inspection background

Vehicle inspection programs, administered by national or subnational governments, are designed to ensure that vehicles meet safety and emissions requirements. Inspections may occur periodically or at specific events, such as a change of ownership, to verify compliance.

Knight-Swift Transportation has been named the official tour carrier for the 2025 U.S. Capitol Christmas Tree, transporting the “People’s Tree” from the forests of Nevada to Washington, D.C. Kenworth supplied a specially decaled T680 for the haul, outfitted with a 76-inch sleeper and the PACCAR Powertrain.

Carrier Named for 2025 Capitol Tree Tour

Knight-Swift Transportation Holdings Inc., a publicly traded motor carrier holding company based in Phoenix, Arizona, was selected to handle this year’s tree tour. The company’s primary subsidiaries include truckload carriers Knight Transportation and Swift.

Knight-Swift selected a driver identified as Porter to pilot the cross-country move. The tree is scheduled to arrive in Washington, D.C., following a multistate tour with public viewing stops along the route.

Kenworth T680 Hauls the “People’s Tree”

Kenworth provided a specially wrapped T680 for the assignment. The tractor is equipped with a 76-inch sleeper and the PACCAR Powertrain. The T680 is Kenworth’s flagship long-haul model, designed for efficiency and driver comfort on extended runs.

• Model: Kenworth T680
• Sleeper: 76-inch
• Powertrain: PACCAR Powertrain
• Special features: Tour-specific decals and lighting for public events

About the U.S. Capitol Christmas Tree

Known as the “People’s Tree,” the U.S. Capitol Christmas Tree is harvested each year from a different national forest and travels on a public tour before being placed on the West Lawn of the U.S. Capitol. For 2025, the tree was sourced from Nevada. Public events along the route typically include community celebrations and opportunities to view the truck and trailer before the tree reaches the Capitol for installation and lighting later in the season.

Smart trailer technology is gaining traction across North American fleets, with suppliers emphasizing simpler, faster insights for maintenance and operations. That focus emerged during Hendrickson’s recent media day, themed “Beyond Suspensions,” where speakers highlighted how sensor-rich trailers are shifting from hardware add-ons to data-driven decision tools.

Fleets Want Simplicity, Not More Complexity

Supplier feedback indicates that fleets increasingly want fewer dashboards and more actionable alerts. Representatives from Phillips Connect said customers are asking the company to reduce complexity and streamline how information reaches technicians, drivers, dispatchers, and maintenance managers. The goal: deliver the right alert to the right person at the right time, without adding workflow friction.

• Technicians: diagnostic clarity and maintenance prioritization
• Drivers: clear, timely alerts that don’t distract from driving
• Dispatchers: situational awareness tied to load status and schedules
• Maintenance managers: fleetwide visibility for planning and cost control

Integration Spotlight: Phillips Connect and Hendrickson Tiremaax Pro

Reflecting that direction, Phillips Connect has integrated with Hendrickson’s Tiremaax Pro, an automatic tire inflation system widely used on trailers. The integration is designed to surface tire condition data more efficiently, helping fleets address issues before they lead to roadside events or equipment downtime. By consolidating tire health insights alongside other trailer sensors, fleets can connect maintenance actions to real-world operating conditions and schedules.

Why It Matters

The push toward smarter, simpler trailers comes as the trucking industry leans further into safety and efficiency technologies. Driver-assistance features continue to expand, aiming to make jobs safer and less demanding, while manufacturers have confirmed—or are considering—new electric truck models later this decade. In that environment, sensor-driven trailers and streamlined data delivery offer fleets a path to better asset utilization, tire life, and uptime without adding operational complexity.

Ontario is preparing to introduce tougher penalties for commercial vehicle offences — including distracted driving and speed limiter violations — as part of a wider road safety bill, while a national carrier group warns a separate federal tax-compliance push could strain an already fragile supply chain.

Ontario set to toughen commercial vehicle penalties

The Ontario government says it will bring forward sweeping changes to dangerous driving laws in a bill to be introduced on November 25, 2025. The package is intended to keep high-risk drivers off the road and strengthen penalties for serious offences affecting commercial vehicles.

Proposed measures would raise penalties for offences such as distracted driving and speed limiter non-compliance. Ontario has long required speed limiters on most heavy trucks; enforcement provisions would be tightened under the new legislation, according to the government’s outline.

Bill dedicated to crash victim

Officials say the bill honours the memory of Andrew Cristillo, a 35-year-old father of three who was killed in August in an alleged dangerous driving crash. The government framed the legislation as a response to persistent high-risk behaviours on provincial highways and an effort to enhance deterrence.

Industry group warns of supply chain impacts from federal tax plan

The Canada Truck Operators Association (CTOA) cautions that a federal plan to crack down on tax non-compliance in the trucking sector could backfire. The group says additional compliance measures, if not implemented carefully, risk exacerbating operational pressures and could worsen supply chain fragility.

CTOA’s warning underscores concerns from carriers and owner-operators about added administrative burdens and potential disruptions at a time of tight margins and ongoing market volatility.

What’s next

The Ontario bill is expected to be tabled as part of a broader legislative package. Details on specific fine amounts, enforcement timelines, and implementation steps were not immediately available. At the federal level, further clarification on the scope and timing of tax-compliance actions is pending.

Ontario has proposed tougher fines and suspensions for commercial vehicle drivers, while an investment in training equipment will expand Skills Ontario’s teaching fleet to six trucks by August 2026. The measures aim to strengthen road safety and broaden hands-on training opportunities for youth entering the skilled trades.

Stronger penalties proposed for commercial drivers

The province is advancing a plan to increase fines and suspend commercial drivers more aggressively for violations. Specific penalty amounts and timelines were not detailed, but the proposal signals a push to tighten enforcement across Ontario’s commercial vehicle sector.

Training investment expands Skills Ontario fleet

With the new funding, Skills Ontario will grow its training fleet from four to six trucks by August 2026. The additional equipment is intended to give Ontario youth more access to hands-on skilled trades training, including exposure to trucking-related careers.

Industry response

“More work needs to be done,” said Stephen Laskowski, president and CEO of the Ontario Trucking Association and the Canadian Trucking Alliance, in response to the announcements. The associations represent carriers at the provincial and national levels, respectively.

What it means for carriers and drivers

If implemented, stricter penalties could raise the consequences for non-compliance, while expanded training resources may help build the entry-level talent pipeline. Further details on the enforcement framework and program funding are expected as the initiatives progress.

Workhorse Group (Nasdaq: WKHS) shareholders have approved the company’s merger with Motiv Electric Trucks, clearing a key step toward combining two medium-duty electric vehicle manufacturers.

Shareholders approve merger

CINCINNATI — Workhorse Group said its shareholders voted in favor of the company’s merger with Motiv Electric Trucks at the 2025 Annual Meeting held earlier today. The companies expect the transaction to close in the coming weeks, subject to customary closing conditions, including financing and regulatory approvals.

Workhorse has described the combination as creating a stronger competitor in medium-duty electric trucks, with an internal target of approximately $20 million in cost and operational synergies by 2026.

About the companies

• Workhorse Group develops and manufactures electric commercial vehicles and related technologies for the medium-duty segment.
• Motiv Electric Trucks builds medium-duty electric trucks and buses. The company collaborates with established truck body manufacturers, offering an electrified chassis designed as a drop-in replacement on existing production lines.

Motiv’s products are available to public-sector agencies through Sourcewell via a partnership with National Auto Fleet Group, providing an additional procurement channel for municipalities and other government entities.

What’s next

Following the shareholder vote, the companies will work to complete remaining closing requirements. Until the transaction closes, both businesses continue to operate independently.

Industry context

The proposed combination aligns with broader adoption of battery-electric platforms for city and regional routes in the medium-duty segment, driven by fleet sustainability targets and zero-emission regulations. A consolidated product lineup and expanded procurement pathways could streamline electrification options for vocational and municipal fleets once the merger is finalized.

Regulators on both sides of the border are tightening oversight of trucking, with the U.S. Federal Motor Carrier Safety Administration (FMCSA) pressing California over non-domiciled Commercial Driver’s Licenses (CDLs) and Canadian industry leaders debating tax reporting and border screening priorities.

FMCSA targets California over non-domiciled CDLs

California has said it will revoke 17,000 CDLs as part of a federal review into how states issue licenses to non-domiciled drivers. Officials said California is the only state the administration has acted against so far because it was the first to complete an audit. A recent government shutdown delayed reviews in other states.

The FMCSA, in a letter to the California Department of Motor Vehicles, outlined actions the state must take to correct what the agency determined were problematic processes and systems related to non-domiciled CDL issuance.

Pointing to recent high-profile crashes and the audit findings, the U.S. Department of Transportation (DOT) described the current system as “broken” and “a threat to public safety,” saying many drivers with non-domiciled CDLs are not qualified or are not legally in the United States.

Enforcement findings and industry reaction

Texas officials reported that nearly one in three truck drivers pulled over during a recent operation were in the country illegally, and many held CDLs issued in California. State troopers worked with federal immigration authorities during the enforcement effort.

Industry feedback has been mixed. “Secretary Duffy and the Department of Transportation have taken important steps to immediately make America’s roads safer by cracking down on non-domiciled CDLs and ensuring that anyone operating an 80,000-pound commercial vehicle can read road signs,” said George O’Connor, speaking for the Owner-Operator Independent Drivers Association.

Canada debates tax compliance and border screening

In Canada, a renewed push to enforce contractor tax reporting in trucking is drawing industry attention. “A lot has changed since the moratorium was introduced in 2011, and the idea that issuing T4As creates a mountain of red tape for small businesses is simply not true in 2025,” said Stephen Laskowski, president and CEO of the Canadian Trucking Alliance (CTA), responding to federal budget measures.

At the same time, some industry voices warn that a broad crackdown on tax noncompliance could exacerbate supply chain pressures if not implemented carefully.

Border operations are also under scrutiny. Witnesses told a parliamentary committee that the Canada Border Services Agency (CBSA) has relied too heavily on automation at ports of entry, reducing human contact. “We need to get our focus back on interdiction, it’s been entirely about facilitation for far too long,” one witness, Weber, said. At issue is CBSA’s One Touch intake system, which critics say prioritizes speed over screening.

Technology and safety backdrop

These developments come as new driver-assistance technologies promise to make truck driving safer and less demanding. Regulators and industry groups continue to balance adoption of automation with the need for rigorous licensing, verification, and border security processes that support highway safety and supply chain reliability.

Governments on both sides of the border are tightening oversight of commercial drivers. Canada’s latest budget proposes new enforcement measures targeting the misclassification of drivers, while California is preparing to revoke thousands of commercial driver’s licenses to align with federal rules on work authorization—moves that follow heightened scrutiny after recent fatal crashes.

Canada targets driver misclassification in budget measures

The federal budget includes steps to crack down on the misclassification of truck drivers, including lifting a longstanding moratorium on issuing T4A slips tied to driver payments and enabling the Canada Revenue Agency (CRA) to share information with Employment and Social Development Canada (ESDC). Critics often refer to misclassification schemes as “Driver Inc.” when employers treat drivers as incorporated contractors to avoid employment obligations.

Industry advocates stress that incorporation itself is not illegal and argue that recent narratives risk casting all independent and incorporated drivers as noncompliant. The Canadian Trucking Organizations Alliance (CTOA) maintains the core issue is tax compliance and education, citing CRA comments at a November 2025 transport committee meeting.

California moves to revoke CDLs under federal pressure

Sacramento officials say California will begin revoking up to 17,000 commercial driver’s licenses in January, affecting drivers who do not have permanent work authorization. The action follows federal pressure to comply with new U.S. Department of Transportation rules overseen by the Federal Motor Carrier Safety Administration (FMCSA) regarding license eligibility and status verification.

In a letter sent last week, FMCSA said a recent collision “may have been avoided” had California complied with the new federal rules. The agency also warned that full compliance could ultimately affect as many as 61,000 CDL holders in the state. Publication of the interim federal rule has fueled debate in California and beyond.

Fatal crashes intensify scrutiny

Policy debates accelerated following high-profile cases. Authorities say an August 12 crash on Florida’s Turnpike occurred when a driver, who was licensed in California and alleged to be in the country without legal status, made an illegal U-turn in front of a minivan, resulting in three deaths. In a separate October incident in Ontario, Canada, a truck-involved collision killed three people; federal authorities alleged the driver did not have legal status.

Industry perspective and next steps

While critics of misclassification push for stronger enforcement, industry groups caution against conflating independent contractor status with illegality. They argue that proper tax compliance, verification, and education should remain the focus as governments implement new measures.

Neither the Canadian budget provisions nor the U.S. rule changes have been fully detailed in final guidance. Carriers and drivers are watching for implementation timelines, enforcement protocols, and any clarifications from CRA, ESDC, and FMCSA in the months ahead.

The Federal Motor Carrier Safety Administration is advancing several initiatives affecting motor carriers and drivers, including a nationwide survey to quantify the benefits of adding truck parking, the removal of five electronic logging devices from its registered list, and expanded crash-causation research. The agency is also continuing oversight of non-domiciled commercial learner’s permit (CLP) and commercial driver’s license (CDL) issuance practices at state motor vehicle departments.

FMCSA to survey drivers on truck parking benefits

FMCSA says it will survey thousands of semi-truck drivers as part of a project to “quantify the benefits of creating new truck parking spaces,” noting that “currently, there is no comprehensive, existing data set that can be used for this project.”

The effort comes amid a persistent national shortage of safe, secure, and accessible truck parking. According to the American Transportation Research Institute, there is roughly one legal truck parking space available for every 11 drivers.

ELD registry update

FMCSA has removed five additional electronic logging devices from its list of registered ELDs. Devices not on the agency’s registry are not considered compliant. Carriers and drivers can consult FMCSA’s ELD list for current device status.

Data and safety research

The agency recently launched a Crash Causal Factors Program (CCFP) to analyze crash, roadway, and vehicle data with the goal of identifying root causes of commercial motor vehicle crashes and targeting enforcement, training, and other interventions.

FMCSA also referenced ongoing work tied to hours-of-service (HOS) research. In its 2011 final HOS rule for commercial motor vehicle drivers, the agency committed to analyzing relative crash risk by driving hour, evaluating the impact of HOS changes, and examining differences in crash risk after restarts that include two nighttime periods versus those that do not. In December 2014, Congress passed the FAST Act, which suspended the then-new 34-hour restart provision and directed FMCSA to study its effectiveness. In 2015, FMCSA selected the Virginia Tech Transportation Institute to conduct a large-scale naturalistic study to inform that analysis.

State CDL compliance oversight

FMCSA says it will conduct a supplemental review of California’s non-domiciled CLP and CDL issuance practices once the state notifies the agency that corrective actions have been completed. Federal officials have warned that California could risk up to $160 million in transportation grants if it fails to comply with federal requirements.

Pointing to recent high-profile crashes and concerns identified in reviews of non-domiciled CDL issuance, the U.S. Department of Transportation has characterized the situation as a public safety issue and said some drivers with non-domiciled CDLs were not qualified. In late September, FMCSA issued an emergency interim final rule aimed at addressing the problem. DOT has also said it conducted a nationwide audit of trucking licensing policies and cited additional compliance concerns in Texas, South Dakota, Washington, Pennsylvania, and Colorado.

An early-season winter storm prompted a no-travel advisory in west-central Minnesota late Tuesday as snow and gusty winds moved across the region. With holiday traffic ramping up, transportation agencies are urging professional and passenger drivers to monitor conditions, use official road tools, and expect slower operations as winter weather sets in.

Storm impacts in the Upper Midwest

Authorities in west-central Minnesota issued a no-travel advisory late Tuesday afternoon amid deteriorating conditions. The storm marks the state’s first widespread snowfall of the season, and local towing operators said they were preparing for a busy stretch as snow and wind reduce visibility and traction.

State tools and winter operations resources

State and local transportation departments are deploying plows and sharing real-time condition updates as winter operations ramp up. The Michigan Department of Transportation, along with numerous municipalities, provides online maps showing plow locations and roadway status to assist commuters and holiday travelers.

In Maine, the State Police, AAA, the Maine Turnpike Authority, and state transportation officials launched a winter driving awareness effort on Monday, emphasizing preparation as snow and ice return.

Research and recent safety reminders

Winter weather can magnify risks on curves, bridges, and higher-speed corridors. A study published in the Transportation Research Record reported that dynamic signs “had a significant speed reduction effect for drivers approaching the curve during winter weather conditions,” indicating potential safety benefits for targeted warnings in low-friction environments.

Separately, the Ohio Department of Transportation released footage showing a truck striking overhead signage and stopping shortly afterward, underscoring how visibility, surface conditions, and driver workload can converge during adverse weather.

Regulatory note: FMCSA ELD removals

The Federal Motor Carrier Safety Administration has removed five additional electronic logging devices from its list of registered ELDs. FMCSA maintains the official registry and periodically adds or removes devices based on compliance with technical specifications. Carriers and drivers can verify device status on the agency’s ELD registration list.

Alberta is moving to modernize driver identification and training standards while Canadian and U.S. regulators tighten compliance expectations for carriers and drivers. Key changes include a proposed option to add personal health numbers to Alberta driver’s licences by late 2026, clarified Class 1 learning pathways, the selection of a new provincial licence plate, and renewed contractor tax reporting. South of the border, U.S. regulators continue to emphasize electronic logging device (ELD) and logbook accuracy enforcement.

Alberta ID modernization: health numbers on driver’s licences by late 2026

The Alberta government has tabled legislation that would enable residents to add a personal health number to their driver’s licence or provincial ID card as early as late 2026. The measure is part of a broader plan to replace paper health cards and consolidate credentials to reduce damage and loss. The proposal is included in Bill 11, the Health Statutes Amendment Act, 2025 (No. 2).

Alberta has also confirmed that a new provincial licence plate design has been selected following a public vote that drew more than 240,000 responses. Details on rollout timelines and distribution were not disclosed.

Class 1 (tractor‑trailer) learning period and experience pathways

Alberta has reiterated minimum prerequisites for progressing through the Class 1 licensing path, which is required to operate tractor‑trailers in the province. During the learning period, applicants must meet at least one of the following before advancing:

• Hold a Class 1 learner’s licence for three months, or one month if the applicant is 25 or older; or
• Have 60 months of cumulative experience as a Class 5 licence holder; or
• Be registered in an approved truck driver training program.

These prerequisites align with Alberta’s commercial driver training framework and are designed to ensure adequate experience prior to full Class 1 testing and licensure.

Contractor reporting: T4A slips return in Canadian trucking

Industry stakeholders report that the reintroduction of T4A information slips for independent contractors in the trucking sector concludes a decade-long policy debate. The move is intended to standardize income reporting for contractors and improve clarity for carriers and drivers engaging in contractor relationships. Carriers and contractors should monitor federal guidance for filing requirements and timelines.

U.S. compliance note: FMCSA logbooks and ELD enforcement

The Federal Motor Carrier Safety Administration (FMCSA) continues to enforce electronic logging device (ELD) requirements for most commercial motor vehicle drivers subject to federal Hours-of-Service rules. Drivers and carriers are required to maintain accurate records of duty status; falsification of logs can lead to citations, civil penalties, and out-of-service orders. Carriers may also face liability for permitting or requiring non-compliance. Cross-border fleets operating in the United States should verify that ELDs are compliant and that recordkeeping procedures align with FMCSA regulations.

Cargo theft activity is climbing in 2025, and the Thanksgiving holiday remains a prime target window for thieves, according to a new alert from Verisk CargoNet. Food and beverage loads face the highest risk during the holiday period, with California and Texas continuing as the nation’s most active hotspots.

Holiday risk profile and hotspots

Verisk CargoNet’s 2024 Thanksgiving-period analysis recorded the highest number of incidents involving food and beverage shipments (31 incidents), followed by household products (24 incidents) and electronics (19 incidents). The trend also extends to vehicles and accessories and other consumer goods moving into retail channels ahead of the holiday weekend.

Geographically, activity remained concentrated in key freight corridors. California accounted for 35% of incidents and Texas for 22%, driven by high volumes of electronics, food-and-beverage, home goods, and auto parts moving through these states.

Evolving theft tactics: deceptive pickups and cyber-enabled fraud

Thieves are increasingly moving beyond simple pilferage to more sophisticated schemes. CargoNet and industry security partners report rapid growth in deceptive (fraudulent) pickups, where criminals impersonate carriers or drivers to unlawfully obtain loads.

In several recent cases, criminals used stolen or compromised credentials to access company systems and communications, then impersonated employees to book or intercept freight. Overhaul’s law enforcement partners recovered more than $670,000 in stolen electronics shipments in the past month alone, all tied to fraudulent pickups.

Industry guidance and enforcement activity

Security guidance highlighted by cargo risk specialists for the holiday period includes the use of high-security locks, strategic parking, staying close to the trailer during stops, and maintaining awareness of higher-risk commodities and corridors.

Separately, prosecutors on Long Island recently announced the takedown of a “sophisticated criminal organization” alleged to have targeted FedEx parcels containing electronics and cellphones, citing a two-year investigation that uncovered 48 alleged pattern acts of theft. While distinct from long-haul cargo theft, the case underscores the broader surge in organized theft against high-value goods in the holiday season.

Outlook

With theft volumes rising in 2025 and the Thanksgiving window historically attracting organized groups, CargoNet is urging heightened vigilance across food-and-beverage, electronics, and other in-demand categories—particularly in California and Texas and along major retail replenishment lanes.

The Ohio Turnpike and Infrastructure Commission has issued a weather-related travel ban on the Ohio Turnpike ahead of forecast high winds, rain, and snow, potentially impacting freight movement across northern Ohio.

What’s been announced

The Commission announced a travel ban for the Ohio Turnpike in advance of the incoming storm system. The initial notice did not specify which vehicle classes are affected or the exact timing and duration of the restriction.

• Notice: Travel ban issued for the Ohio Turnpike due to approaching high winds, rain, and snow.
• Details: Vehicle categories and end time were not provided in the initial announcement.

Why it matters for trucking

The Ohio Turnpike (primarily I-80/I-90) is a key east–west freight corridor linking Indiana and Pennsylvania across northern Ohio. Weather-related restrictions on this route can disrupt long-haul schedules and regional distribution, affecting transit times for carriers moving through the Great Lakes region.

Background and next steps

Turnpike authorities and state agencies routinely implement targeted travel restrictions during severe weather to reduce risk and maintain operations. Such measures can include limits on certain vehicle types during high wind events, speed restrictions, or temporary closures of affected segments.

Operators planning to traverse the corridor should monitor official updates from the Ohio Turnpike and Infrastructure Commission and the Ohio Department of Transportation for any changes to restrictions, timing, and affected segments.

Verisk CargoNet is warning the trucking and logistics sector to brace for elevated cargo theft over the Thanksgiving period and into the holidays, citing organized groups targeting high-demand goods and increased activity in key freight corridors.

Holiday Outlook: Theft Risk Ramps Up

Verisk CargoNet anticipates this activity will continue throughout the holiday season and is urging carriers, brokers, and shippers to exercise heightened vigilance as travel and shipping volumes surge. The firm notes that cargo theft activity traditionally intensifies during this time, with Black Friday kicking off a season when organized groups seek out high-value consumer shipments.

Commonly targeted commodities include:

• Electronics
• Apparel
• Home goods

Hotspots and Cross-Border Context

California and Texas were the nation’s top hotspots for cargo theft in the third quarter, a trend tied to heavy freight flows through major corridors and distribution hubs. While cargo theft has been trending downward in Ontario’s Peel Region, the area remains the No. 3 cargo crime hotbed in North America.

Evolving Methods and Sophistication

Analysts report that criminal organizations are employing more complex fraud techniques to steal loaded conveyances, with a level of planning that signals a shift in how these crimes are carried out. Tactics increasingly include the repurposing of legitimate remote monitoring and management (RMM) tools—software commonly used by IT departments—that are digitally signed and less likely to trigger antivirus alerts, allowing criminals to hide in plain sight.

In a recent discussion, Verisk CargoNet Vice President of Operations Keith Lewis and retired Los Angeles County Sheriff’s Department cargo theft detective Gerardo Pachuca described the drivers behind this change and why California has become a focal point for organized theft operations.

Seasonal Freight Backdrop

The trucking industry expects a more subdued bump in freight activity this holiday shipping season amid ongoing headwinds and uncertainties. Even so, the sector acknowledges that with the increase in loads on the road comes an increase in freight theft, underscoring the need for sustained vigilance through year-end.

Protest convoys and new technology deployments are affecting road and port operations across several regions, with farmer-led motorcades reported in Canada and the United Kingdom, and Britain’s Port of Felixstowe receiving another convoy of autonomous electric trucks. Separate organizers in New Zealand outlined routes for a planned convoy near Auckland. Industry technology integrations also continue to expand shipper access to carrier capacity through leading transportation management systems (TMS).

Farmer-led convoys reported in Canada

Multiple Canadian cities saw farmer-organized convoys, according to local reports. In Ontario, one group departed the Crown Hill carpool lot near Barrie, drawing comparisons from observers to previous large-scale demonstrations. Authorities and organizers did not immediately publish comprehensive route or timing details. Motorists in affected corridors reported slower traffic where the convoys moved through urban areas.

Tractor convoy slows traffic in Newcastle, UK

In northeastern England, traffic was reduced to a crawl as a convoy of tractors traveled from the Newburn Riverside Industrial Estate into Newcastle city centre. Localized delays were reported along the route while the motorcade passed through.

Felixstowe adds autonomous electric truck units

At the Port of Felixstowe, a new convoy of autonomous electric trucks from China’s Westwell moved through the North Rail Terminal, marking the arrival of a second batch of driverless units at Britain’s largest container port. The vehicles are part of an ongoing automation initiative aimed at improving terminal efficiency and reducing emissions during container transfers on port property.

Convoy route advisory near Auckland, New Zealand

Event organizers in Auckland said a planned convoy will use the Oteha Valley Road on-ramp and the State Highway 16 Port off-ramp, with participants meeting at the Albany Park and Ride. Drivers traveling in the area should anticipate intermittent delays while the convoy is underway.

TMS integrations expand access to carrier capacity

Many leading TMS platforms, including McLeod, 3PL Systems, Port TMS, and LoadStop, offer integrations with digital freight networks, enabling shippers and brokers to connect with vetted carrier capacity through existing workflows. Users should confirm current connectivity and capabilities with their respective TMS providers.

Ontario is preparing a broad road safety package that would sharply increase penalties for commercial vehicle offences, including distracted driving and speed limiter violations, under proposed legislation introduced in 2024.

What the province is proposing

• Higher penalties for distracted driving by commercial drivers: The government has signaled plans to double current fines and impose longer licence suspensions. Proposals under consideration include a seven-day suspension and a $1,000–$2,000 fine for a first distracted driving offence while operating a commercial vehicle, with escalating penalties for repeat offences.
• Speed limiter enforcement: The package would increase penalties for speed limiter violations on commercial motor vehicles, reinforcing Ontario’s existing requirement that limiters be set at 105 km/h.
• Roadside licence suspensions: New and expanded roadside suspensions would apply to specific high-risk behaviours, complementing existing enforcement tools.
• Careless and dangerous driving: The legislation would raise roadside suspension periods and fines for careless driving and careless driving causing death.
• Lifetime licence suspensions for fatal offences: The Safer Roads and Communities Act, 2024 would authorize a lifetime driver’s licence suspension for anyone convicted under the Criminal Code of impaired driving causing death, and would impose a lifetime ban for dangerous driving causing death.
• Focus on safety and technology: The changes emphasize accountability, appropriate use of in-cab technology, and stricter penalties for behaviours linked to serious collisions.

Impact on commercial carriers and drivers

The proposals target high-risk conduct among commercial motor vehicle operators, with particular emphasis on handheld device use and speed compliance. Higher fines, longer suspensions, and more robust roadside enforcement are intended to deter dangerous driving behaviours and align penalties with the severity of outcomes in serious and fatal crashes.

Status and next steps

The measures are part of Ontario’s Safer Roads and Communities Act, 2024. They are not in force unless and until the legislation passes and related regulations are finalized. The province has not announced an implementation date for the proposed changes.