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Winnipeg Free Press
2 days ago
- Winnipeg Free Press
Highway tragedies signal urgent need for truck driver training standards, industry professionalization
A Humboldt Broncos hockey jersey hangs in the lobby of Jim Campbell's trucking business, serving as a daily reminder of the omnipresent danger on Canada's highways. The memory still lingers in the seven years since 16 members of the junior hockey team died and another 13 were injured when their playoff-game-bound bus was struck by a semi-trailer in rural Saskatchewan. 'There's carnage all across Canada,' Campbell says as he climbs the stairs to his second-storey office at First Class Training Centre. To offer further proof, he opens Facebook, pulls up a national trucking community page and scrolls through videos of crash scenes and semis in ditches. MIKE DEAL / FREE PRESS A Humboldt Broncos jersey at Campbell's truck driver training school serves as a constant reminder of the dangers on Canadian highways. MIKE DEAL / FREE PRESS A Humboldt Broncos jersey at Campbell's truck driver training school serves as a constant reminder of the dangers on Canadian highways. According to Statistics Canada, there were 307 fatal crashes and 5,851 injury collisions in 2021 involving straight trucks, tractor trailers and buses. Manitoba, meanwhile, was the site of one of Canada's worst mass highway casualty crashes in 2023, when a handi-transit bus collided with a semi-trailer near Carberry, killing 17 seniors en route to a casino. And last November, a mother and her eight-year-old daughter were killed when their vehicle was struck by a semi-trailer near Altona. The Ontario driver, accused of running a stop sign, has been charged with two counts of dangerous driving. He remains wanted after evading police since his release. A veteran of long-haul trucking, Campbell just shakes his head. He spent 43 years on the road — from northern Manitoba to the southern United States — later opening First Class in 2012 to train a new generation of drivers. Ten years later, he founded the Professional Truck Training Alliance of Canada. He is part of a nascent movement pushing for trucking to become a Red Seal trade certified program with nationwide standards. Not everyone is onside with the idea. But industry associations, trucking companies, insurance corporations and drivers seem to be unified on at least one level — there's a need for better training before a driver gets behind the wheel of an 18-wheeler. The Mandatory Entry-Level Training (MELT) program for truck drivers took effect in the province in 2019, a year after the Humboldt tragedy. Manitoba's MELT programming covers 121.5 hours, split nearly equally between in-class, in-yard and in-cab training. Students get three opportunities to pass their Class 1 licence road test before requiring additional training in order to try again. Once obtained, drivers join an industry contributing $3.7 billion annually to the provincial GDP. Trucking encompasses more than 28,000 jobs and at least 2,800 employers in Manitoba. Several private vocational institutions in Manitoba, such as First Class, whose programming preceded MELT, offer double the amount of training, with 244 hours. Training varies widely by province. Ontario requires at least 103.5 hours of instruction; B.C. seeks 140 hours; and Alberta, previously, 113 hours. It's a fragmented system which has created an unsafe environment across Canada, Campbell says. Tired of waiting for change, he began contacting colleagues across the country who shared his concerns. Today, the Professional Truck Training Alliance of Canada has 67 members and four key objectives: MIKE DEAL / FREE PRESS Jim Campbell and his peers across the country have been pushing for the industry to be trade-certified with nationwide standards. MIKE DEAL / FREE PRESS Jim Campbell and his peers across the country have been pushing for the industry to be trade-certified with nationwide standards. In Manitoba, the number of driver-training schools ballooned during and after the COVID-19 pandemic. In 2019, 21 Class 1 driver-training schools held active permits from Manitoba Public Insurance; by 2023, 34 did. The growth corresponded with a boom in demand for truckers. It also followed MPI's creation of the MELT program, which made it easier for operators to open schools. 'If somebody meets all (MPI's) requirements, they're basically handed the curriculum,' says Manitoba Trucking Association executive director Aaron Dolyniuk. Most Manitoba training schools follow the law, Campbell and others stress. But they are concerned some are cutting corners — for example, falsely crediting students for achieving the minimum hours of required training when actual instruction fell short. According to MPI, five driving instructors and four driving schools (not limited to Class 1) were sanctioned for failing to act with honesty and integrity and for failure to comply with conditions between 2023 and 2024. Those failures cover a 'range of bad behaviours' including fraud, criminal activity, dishonesty and general poor conduct, MPI spokeswoman Tara Seel says. In those situations, MPI would either decline or cancel a permit, or impose a suspension. As of February, the Crown corporation can also fine schools and instructors, from $250 for a first offence up to $4,500 for third and subsequent infractions. Since 2022, the year MPI established its MELT compliance program, the insurance body has received approximately 56 complaints about Class 1 academies. MIKE DEAL / FREE PRESS Jim Campbell supervises a classroom of students working on their final exam for a training course. MIKE DEAL / FREE PRESS MPI currently has five employees regulating driver-training schools, instructors and training vehicles of all licence classes (Class 1 through 6), a significant improvement from when there were only two employees auditing training schools between 2020-23. Campbell and others consider MPI's audit process robust. Records, vehicles, facilities and programs are inspected on-site. Class 1 schools are audited annually while complaints are investigated separately. However, Campbell notes audits might elicit different results if investigators showed up unannounced rather than in scheduled visits, as is the current practice. 'We need to get a good handle on the schools that are out there and make sure they are complying,' Campbell says. About 95 per cent of offences flagged during an audit are considered minor or moderate, such as administrative deficiencies that pose limited or no public-safety risk. They typically result in warnings or, as a last resort, suspensions. The new fines help toughen up oversight, Seel says, because warnings can be ignored and suspensions can negatively impact students. 'I'm trying to offer a bigger program for $9,000 … Who's going to come to a $9,000 program if you can get it faster and cheaper somewhere else?'–Jim Campbell The disparity in training-hour requirements results in a similar disparity in tuition costs, which, according to Seel, can range from $3,500 to $9,000. Some operators caution you get what you pay for. First Class is at the higher end because of the additional training provided, but Campbell admits it leaves him at a disadvantage, business-wise. 'I'm trying to offer a bigger program for $9,000,' he says. 'Who's going to come to a $9,000 program if you can get it faster and cheaper somewhere else?' Says Dolyniuk at the Manitoba Trucking Association: 'Companies are using non-compliance as a competitive advantage. MPI is doing what they can, but having a two-tiered system (MELT and the 244-hour), it makes it very hard to regulate.' On any given day, thousands of truckers cross multiple provincial borders in order to keep Canada's economic engine running. That border fluidity means poorly trained drivers, regardless of where they're from, are an always present danger. A 2024 CBC Marketplace investigation caught Ontario driving instructors who falsified documents for cash, saying students took driving classes when they didn't. A followup report found the system for testing truck drivers had been compromised by bribes, forged documents and 'rigged testing.' Alberta has suspended about five of its 60 Class 1 driving schools in recent years for similar infractions. 'The largest reason is just not putting in time,' says Alberta Transportation Minister Devin Dreeshen. 'Falsified records of things being done when they weren't done, truckers not actually having the proper time or training on certain things.' JOHN WOODS / FREE PRESS Many experts believe the various Mandatory Entry-Level Training programs don't go far enough in preparing drivers for the industry. JOHN WOODS / FREE PRESS Many experts believe the various Mandatory Entry-Level Training programs don't go far enough in preparing drivers for the industry. Cecilia Omole, the Insurance Bureau of Canada's manager of commercial policy, says her organization has documented a link between driver preparedness, claims and accidents over the last five years. 'A lot of truck training schools are very good, and they do a good job at preparing students,' Omole says. 'However, there's a few bad apples in the bunch.' As a result of its findings, the IBC formed a working group and commissioned a third-party report, which found new, inexperienced drivers were most likely to be involved in accidents and emphasized a need for oversight and enforcement of driver-training standards. The IBC has clocked a change in provinces' mandatory training since forming its working group. Last year, both Nova Scotia and Newfoundland and Labrador implemented approximately 112-hour MELT programs, while Ontario is reviewing its process for obtaining a semi-trailer licence. 'I think there's broad agreement that MELT does not go far enough,' Omole says. 'We would love to see a national standard of some sort.' For Campbell, the solution is simple: make trucking a Red Seal trade. The Professional Truck Training Alliance of Canada has met with various provincial governments to discuss the idea. Five provinces must be on board before a trade can gain Red Seal status. Plumbers, carpenters and bakers are among those holding the designation, which is recognized inter-provincially. They must undergo apprenticeship before graduating. To get there, there's a curriculum to create, inter-province meetings to endure and an application requiring approval. It's a 'long haul,' Campbell says. The PTTAC has met with Manitoba, Ontario, Saskatchewan, Alberta and Nova Scotia officials. Alberta, which previously only required 113 hours of training, has been at the forefront in pursuing the designation. It switched its driver-training model to a tiered system in April. The final tier, if other provinces join, would be Red Seal status. 'We didn't believe the MELT was actually giving the competencies that were needed,' says Robert Harper, president of the Alberta Motor Transport Association. 'We believe a lot of people had gotten some rather poor training in the industry.' 'We believe a lot of people had gotten some rather poor training in the industry.'–Robert Harper Alberta is short about 4,500 truck drivers. Officials believe a Red Seal designation can help keep people in the industry. 'The hope was that it would address the trucking shortage, to get people behind the wheel so they view trucking as a mortgage-paying, good profession … versus just something you do every now and then,' Transportation Minister Dreeshen says. The executive director of the Manitoba Trucking Association isn't convinced it's the answer. Red Seal trades require extensive training on the job before a licence is received, which is the reverse of truck-driver training, where mentorship typically comes after a licence is awarded, Dolyniuk says. NIC ADAM / FREE PRESS FILES Aaron Dolyniuk is executive director of the Manitoba Trucking Association. NIC ADAM / FREE PRESS FILES Aaron Dolyniuk is executive director of the Manitoba Trucking Association. He envisions an alternative, one where truck driving is a nationally designated trade — 'it'd do great things for our industry' —but training is tailored to the sector's reality. Such a move would help legitimize on-the-job training and produce safer drivers, he says, although cautioning many companies currently can't afford to spend much time mentoring new hires. If a national standard is created, he adds, it's crucial to 'harmonize up.' 'If one province has a lower standard, guess what happens? That's where those seeking a lower standard go to get their Class 1 licence,' he says. 'The lowest common denominator… typically dictates the state of our industry.' 'If one province has a lower standard, guess what happens? That's where those seeking a lower standard go to get their Class 1 licence.'–Aaron Dolyniuk Still, some Manitoba companies have extensive onboarding processes. Bison Transport has a phased program including 11 weeks of in-cab instruction, local runs for two months and restrictions on assignments for two years. Payne Transportation puts its drivers through internationally recognized Smith System Driver Improvement Institute courses and rewards those acting safely on the road. It uses artificial intelligence-equipped cameras in trucks to monitor driving. The provincial government, MPI and industry stakeholders are part of a joint steering committee the Manitoba Trucking Association co-chairs. The group was struck to study recruitment, training and retention of truck drivers. A 2023 report, commissioned by the MTA for the committee, found the retention rate of long-haul truckers sponsored for training was 'significantly' lower than other trades. The province would not make a minister available for comment, and instead issued a general statement saying it is committed to evaluating driver training and curriculum standards, improving testing and job retention, and is open to considering alternative training models. TIM SMITH / BRANDON SUN FILES A semi-trailer passes by a memorial on the TransCanada Highway near the intersection with Highway 5, where 17 seniors were killed in 2023 in one of Canada's worst mass highway casualty crashes. TIM SMITH / BRANDON SUN FILES Currently, Quebec is viewed as Canada's gold standard of truck-driver training. It offers subsidized programs allowing for 24 months of experience before a full Class 1 designation is received. During that time, the driver has a Class 1 learner's licence. Alan Warrington has trained hundreds of truckers at Alan's Driving School, a Portage la Prairie academy. Retirement is on his horizon. While he says MELT is an adequate program, he believes trucking 'certainly should be' a Red Seal profession, but with more focus on road training and less on classroom theory. Students often come from farms and Hutterite colonies. Some can't read or write well, but they can drive perfectly, Warrington says, adding success comes from teaching to learners' capabilities. Managers at Big Freight Systems and Payne Transportation and drivers interviewed at a Headingley truck stop expressed support for a national program. 'I think the profession would be taken a lot more seriously,' said Scott Warkentine, Big Freight Systems' director of safety and driver services. 'I think people that are in the profession or want to get into it … it would set a higher standard.' Improved safety would follow, he says, though the cost of putting a driver through a Red Seal or similar program could be a challenge for some. Employers would need to be willing to pay more for staff, cautions Thomas McKee, Payne Transportation's vice-president of driver services and innovation. 'Red Seal would be such a blessing,' he says, noting it could protect truckers from low wages. 'It would just elevate the whole industry.' Trucker Sandeep Dhaliwal went through the MELT program several years ago. Improving training may improve driver skill, but it could also detract people from entering the profession, he says, and also might force out established drivers if they have to go back to school. 'There are a lot of untrained and unskilled people driving semi-trucks, which they should not be doing,' he says. 'It's a hard career. It's not an easy job.' The onus shouldn't just be placed on training schools. Sometimes there's a lack of willingness to learn and a 'disregard for others' safety' on the driver's part, he says, noting he has also encountered unsafe truckers on the highways. 'Every day, you run into good ones and bad ones,' Dhaliwal says. 'I don't know. I try to do the job honestly.' Monday Mornings The latest local business news and a lookahead to the coming week. Gabrielle PichéReporter Gabrielle Piché reports on business for the Free Press. She interned at the Free Press and worked for its sister outlet, Canstar Community News, before entering the business beat in 2021. Read more about Gabrielle. Every piece of reporting Gabrielle produces is reviewed by an editing team before it is posted online or published in print — part of the Free Press's tradition, since 1872, of producing reliable independent journalism. Read more about Free Press's history and mandate, and learn how our newsroom operates. Our newsroom depends on a growing audience of readers to power our journalism. If you are not a paid reader, please consider becoming a subscriber. Our newsroom depends on its audience of readers to power our journalism. Thank you for your support.
TECHx
23-05-2025
- Business
- TECHx
AI Threats Escalate in 2025 Cloud Security Report
Home » Emerging technologies » Cloud Computing » AI Threats Escalate in 2025 Cloud Security Report Gigamon, a leader in deep observability, has released its 2025 Hybrid Cloud Security Survey. The annual report revealed mounting pressure on hybrid cloud environments due to the growing influence of artificial intelligence (AI). The third edition of the survey gathered responses from over 1,000 global Security and IT leaders. Findings showed a sharp rise in cyberthreats, with breach rates reaching 55 percent. This marks a 17 percent year-over-year increase. Gigamon reported that AI-generated attacks are a key driver behind this surge. Security and IT teams are struggling to cope. According to the World Economic Forum, the global cost of cybercrime is now estimated at $3 trillion. The report revealed organizations face challenges like fragmented cloud systems, limited intelligence, and ineffective security tools. Gigamon's study highlighted several critical trends: 46% of leaders ranked AI-generated threats as their top priority. 58% reported an increase in AI-powered ransomware, up from 41% in 2024. 47% said attacks on large language model (LLM) deployments are rising. Additionally, 91 percent of leaders admitted to making trade-offs when securing their hybrid cloud infrastructure. The lack of clean, high-quality data and poor visibility into lateral network movement were key reasons. Public cloud security is now under scrutiny. Gigamon revealed that 70 percent of leaders view it as the most risky environment. As a result, many organizations are reconsidering their strategies. Around 70 percent are thinking of moving data back to private clouds. Moreover, 54 percent are hesitant to use AI in public cloud setups due to concerns about intellectual property. Visibility remains a key concern. The report found that 64 percent of organizations plan to prioritize real-time threat monitoring. However, 55 percent lack confidence in their current tools' ability to detect breaches. Deep observability is gaining ground. Gigamon announced that 89 percent of respondents see it as vital for managing hybrid cloud security. Executive boards are also taking notice, with 83 percent now discussing deep observability as a strategic issue. Mark Jow, EMEA technical evangelist at Gigamon, stated that deep observability helps eliminate visibility gaps and restore control. He explained that integrating network-derived telemetry with MELT data enhances situational awareness. Freshfields CISO Mark Walmsley supported this view. He emphasized that visibility into AI systems and data flows is crucial. According to Walmsley, deep observability enables early threat detection and risk mitigation. Gigamon concluded that deep observability is quickly becoming essential for securing AI deployments and protecting hybrid cloud environments.
Time Business News
24-04-2025
- Automotive
- Time Business News
Becoming a Bus Driver in Canada: What You Need to Know About the Class 2 Licence
If you've ever thought about driving a bus professionally — whether for a school board, public transit system, or charter service — you're not alone. Bus drivers are in demand across Canada, and the path to becoming one starts with earning your Class 2 commercial driver's licence. Unlike long-haul trucking, a bus driving career often comes with more predictable schedules, stable hours, and strong community impact. But the process of getting licensed still requires preparation, especially when it comes to the knowledge test. This guide breaks down everything you need to know about becoming a licensed bus driver in Canada — and how to prepare for your Class 2 test using the free tools available at A Class 2 licence allows you to operate: School buses Public transit buses Motor coaches Special activity or charter buses You can also operate any vehicle covered under a Class 4 or Class 5 licence, which includes smaller passenger vans and regular passenger vehicles. This licence is ideal if you're looking for a local or regional driving career that emphasizes safety, responsibility, and consistent interaction with people. Requirements vary slightly by province, but here's what you generally need: Be at least 18 or 19 years old (depending on where you live) Hold a valid, full Class 5 (or G) driver's licence Pass a vision screening and medical exam Pass the Class 2 knowledge test Pass a Class 2 road test using a bus that meets provincial standards Complete any additional training required by your province or employer Some provinces also require Mandatory Entry-Level Training (MELT) or similar classroom instruction for commercial drivers. Before you can schedule your road test, you need to pass the written knowledge test. It's based on your province's commercial driver's handbook, and covers topics such as: Passenger safety procedures Pre-trip inspections specific to buses Emergency evacuation protocols Road rules and defensive driving School bus-specific regulations (if applicable) Vehicle handling and braking Even if you've been driving a personal vehicle for years, this exam introduces new information that most people aren't familiar with. That's why practice is key. Reading the handbook is important, but it doesn't prepare you for the structure or style of the actual exam. You need to be comfortable with how the questions are worded and how the material is tested. That's where comes in. Here's how it helps: Class 2-specific practice tests that reflect real test conditions No sign-up, no payment — just click and start Instant answer feedback with clear explanations Access from any device — study from home, work, or on the go Targeted quizzes so you can focus on weak areas If you're getting 85% or higher on the site's full-length practice tests, you're likely ready for the real thing. Get the Handbook Download your provincial commercial driver's handbook and review the Class 2 section. Start Practicing Online Go to and take your first practice test. It gives you a baseline of what to expect. Book a Medical Exam Most provinces require a medical exam form signed by a licensed physician before you can take your road test. Pass the Knowledge Test Once you're consistently passing practice tests, schedule your official exam through your provincial licensing office. Complete Training (if required) Some provinces or employers will require you to take a government-approved training course before your road test. Pass the Road Test Your driving skills will be evaluated in a bus that meets provincial standards. This includes inspections, turns, stops, and passenger safety handling. Get Hired Apply to school boards, transit agencies, or private companies. Many employers are actively recruiting and may even assist with training or fees. Do I need an air brake endorsement? Yes, if the bus you plan to drive is equipped with air brakes. In that case, you'll need to pass a separate air brake knowledge test (Z-endorsement) and practical exam. Can I use to prepare for the air brake test too? Absolutely. The site offers full air brake practice tests that follow the same format as the real endorsement test. Are there jobs available for new Class 2 drivers? Yes. Many regions across Canada are facing driver shortages in both school and public transit sectors. Employers often welcome new, properly licensed drivers. Is the pay competitive? Bus drivers in Canada typically earn between $45,000 and $65,000 per year, with full benefits, paid training, and pension opportunities — especially in unionized positions. Becoming a licensed bus driver takes focus and preparation, but it's a rewarding and respected career. Whether you're working with children, serving your city, or driving for private charters, the Class 2 licence opens the door. Start your journey the right way — by practicing smart. Visit to take your first free practice test today and get one step closer to the road. TIME BUSINESS NEWS
