Seriously? Canada’s current federal Minister of Transportation has made an announcement that will surely solve everything. The regulations that are often criticized as barriers to trade between Canadian provinces could all crumble within a month, according to federal cabinet minister Anita Anand. Following an announcement at the Port of Halifax on Wednesday, a reporter asked Anand if "interprovincial trade barriers [could] be dealt with, wiped away in 30 days?" "The short answer to your question is yes," responded Anand, the minister of transport and internal trade. Anand suggested her optimism was based on an emergency meeting last week between Prime Minister Justin Trudeau and the premiers. "We are making incredible, fast-paced progress with all of the provinces and territories," she said.
Really? Yes? That's optimistic—considering the government's track record on this very issue.
For decades, provinces have been hindered by barriers that impede interprovincial trade, costing businesses, industries, and, frankly, everyone in the country. The lack of regulatory alignment has been so bad that in 2017, a push was made to start some sort of interprovincial regulatory cooperation. Fast forward eight years and—surprise!—not much has changed. Many provinces, including Alberta, have resorted to adopting memorandums of understanding (MOUs) to handle region-specific issues. An example would be the New West Partnership Trade Agreement (NWPTA), between Manitoba, Saskatchewan, Alberta, and British Columbia to address regional concerns.
Why is it acceptable for the government to do nothing for eight years without delivering any meaningful action? Accountability is non-existent, and there’s no sense of urgency. But why should we expect any different? Just look to the Electronic Logging Device (ELD) regulations—implemented by the federal government in 2020—and still, no interpretation guide from either the federal or Alberta government. The carrier profile enforcement information data transfer system has been broken since 2019, again, nobody cares.
The idea of harmonizing road transportation regulations is old. In the 1970s, we had the Roads and Transportation Association of Canada (RTAC), which was supposed to make life easier for truckers by aligning weight and dimension regulations. These efforts culminated in the publication of the "Pavement Management Guide" in 1977. In 1988 we tried again with the Memorandum of Understanding (MoU) on Heavy Vehicle Weights and Dimensions, RTAC the re-mix. This aimed to harmonize truck weight and dimension regulations across Canada. The implementation process faced challenges because of differing regional preferences which are still in place today.
The fact is that Minister Anand’s objectives sound admirable but, there’s a catch. The reality is the federal government doesn’t have the power to fix this. The feds handed control over to the Canadian Council of Motor Transport Administrators (CCMTA), a body that is supposed to facilitate federal regulations for provincial and territorial governments. But here’s the kicker: the federal government only provides a measly $4.44 million to the provinces and territories for road safety and transport-related initiatives. It’s no wonder things haven’t moved an inch.
So, how can Minister Anand’s bold vision become a reality? Is harmonization even possible? The answer is yes—but don’t get too excited. It’s not going to be easy, and some of the regional differences are never going to disappear. Canada’s geography and diverse terrain mean that some differences are simply unavoidable. What’s needed is clear direction from the federal government, telling the CCMTA that aligning regulations is a top priority. The CCMTA needs to step up and get everyone in a room to hash it out. After all, they managed to implement MELT within a year after the Humboldt tragedy—so surely, they can handle something as basic as truck weight and dimension regulations.
But while the feds and the CCMTA fiddle around with their big ideas, Alberta must address some glaring issues themselves. Here are a few suggestions that could make a big difference:
Let’s not forget the issue of consultation with Indigenous communities. Consultation with Indigenous communities must happen when changes to regulations that impact the weights and dimensions allowed on highways that run through traditional territories. The days of Canada just bulldozing the roads through is over, communities must be involved. This is going to be more important as mining and exploration increases in the north. Those projects involve equipment and people that need to get north on limited road infrastructure, not on a 62,500 kg RTAC highway. If these projects do not include Indigenous consultation, you can bet legal action will follow. This can only delay and increase the costs of projects—something Canada can't afford as industries look to expand.
Government uses the word collaboration freely but rarely practices what they preach. In order for Minister Arnad’s wishes to become reality there must be collaboration. Collaboration by the 14 representatives to the CCMTA without ego, avarice, tribalism or elitism. Regulatory alignment is just one of a few issues facing the road transportation industry. Recently the federal government has limited the manufacture of manual transmission models to 10% of their total heavy-duty truck sales. The decision is driven by the need to comply with stricter greenhouse gas (GHG) emission standards. Certain industries require equipment with manual transmissions, and this will drive up the cost for those carriers to configure equipment. These challenges on top of the Carbon Tax increase in April and the upcoming US tariffs are going to make a difficult industry impossible. If the feds and the CCMTA can’t accomplish alignment this time around the industry will remain in its current unstable condition. The only solution is collaboration, we are all Canadian, on our home on native land. Cooperation makes it happen.
In the arena of politics and government decision-making, lobbying is a controversial practice that often sparks debates and raises concerns about its influence on public policy. While lobbying can serve as a powerful tool for advocacy and positive change, it also has a dark side marked by unethical behaviors and potential manipulation of government regulations.
Lobbying, defined as the act of attempting to influence decisions made by government officials, is a common practice in both the United States and Canada. However, the way lobbying is conducted, and its impact vary between the two countries. In the United States, the connections between lobby groups and donations to government officials have raised suspicions and led to scrutiny, especially during presidential elections. On the other hand, Canada has a smaller lobbying industry with less influence of money, but it is not immune to lobbying scandals.
One such scandal that rocked the Canadian political landscape was the SNC-Lavalin affair, where a prominent engineering company engaged in unlawful lobbying activities to secure a government agreement. The scandal shed light on the ethical and legal implications of lobbying practices, highlighting concerns about transparency in government decision-making and the potential for undue influence on public policy.
While cases like the SNC-Lavalin scandal tarnish the reputation of lobbying, not all lobbying efforts are harmful. Advocacy organizations like Mothers Against Drunk Driving (MADD) in Canada have successfully lobbied for stricter laws and policies to combat impaired driving, leading to tangible improvements in road safety and a reduction in alcohol-related accidents.
However, the issue arises when lobbying serves the interests of specific industries at the expense of public safety and accountability. This example of the Alberta Motor Transport Association (AMTA) lobbying on behalf of the Canadian Association of Energy Contractors (CAOEC) to secure exemptions raises questions about the integrity of lobbying practices.
The AMTA successfully lobbied Alberta Transportation and got exemptions to the Oilfield Exemption Permit as it relates to the Hours of Service regulations. Specifically, under this permit, a driver does not have to use the prescribed log book required in the Hours of Service regulation. Drivers under this permit are already exempt from using a ELD and should be using a paper log to meet the Hours of Service requirements. However, because of lobbying instead of a paper log these drivers are allowed to record working time on a “tour sheet”. The criteria for a “tour sheet” only requires the total on-duty and off duty hours for the day. No work shift start and end time is required. There is absolutely no way for an auditor to confirm total off duty requirements are met if there is no start and end time. The CAOEC essentially got an exemption to the very heart of the regulation which is to ensure drivers are getting adequate off duty time. By influencing Alberta Transportation to grant exemptions that compromise driver safety and accountability, the AMTA and CAOEC showcase how lobbying can be used to circumvent regulations for the benefit of industry interests.
Farmers and Ranchers in Alberta have been asking for a ELD permit or a ELD exemption for years and it has been ignored. The disparity in treatment between different sectors, as seen in the case of farmers and ranchers in Alberta seeking ELD permits or exemptions, further underscores the need for fair and transparent lobbying practices.
When government decisions prioritize economic interests over public safety, it creates a concerning precedent that undermines the trust in regulatory processes. Unethical lobbying practices erode trust in government institutions and jeopardize public welfare. It is crucial for policymakers, advocacy groups, and citizens to remain vigilant and hold lobbying activities with government accountable to ensure transparency, fairness, and ethical conduct in shaping government decisions.
