And they watch, year after year, as competitors who do none of those things undercut them on every contract.
“There’s so much wrong with this industry right now,” Phil told CBC News.
Francie put it even more bluntly: “The next time you’re driving on a highway with a transport truck beside you, I want you to wonder—how safe am I, really?”
That’s a very good question. And now, the federal government is finally starting to ask it too.
Below, DPF Super Store Canada examines Canada’s crackdown on the “Driver Inc.” trucking model.
It’s called “Driver Inc.”—and if you’ve never heard of it, that’s partly the point.
Here’s how it works: Instead of hiring truck drivers as employees with proper wages, payroll taxes, vacation pay, and employment insurance, some carriers classify their drivers as independent contractors operating through their own personal corporations. On paper, the driver is running their own little business. In reality, they’re showing up every day, driving a company truck, on a company schedule, with no benefits, no job security, and no safety net.
The carrier, meanwhile, pockets a cost advantage of up to 30% compared to a fully compliant competitor like the Langevins. They don’t offer payroll deductions, overtime, or vacation pay. That’s not a small edge. In freight, where margins are thin and contracts go to the lowest bidder, 30% is a huge advantage.
The Canadian Trucking Alliance (CTA) estimates that the scheme has cost the Canadian economy roughly $1 billion in lost tax revenue. That’s money that was supposed to fund line items such as healthcare, public services, and Canada Pension Plan contributions that drivers thought they were earning. They weren’t.
Behind the numbers are real people, and their stories are not pretty.
Karanveer Singh came to Canada from Punjab, India, as an 18-year-old international student in 2018, chasing what he called the “Canadian dream.” He got his commercial trucking license and went to work. The first two companies he drove for classified him as an incorporated contractor and, eventually, stopped paying him altogether.
Singh fought back. He took his case to the Canadian Labour Board, proved he’d been misclassified, and won. One company paid up. The other still owes him nearly $40,000, and he may never see it.
“Until the government enforces it, it is useless,” he told CBC. “These companies, they know what they are doing. Most of the time, they will find new immigrants, new truck drivers to target—because they are so easy to target, because every new immigrant is desperate for a job.”
Singh’s experience isn’t an outlier. Roughly 35% of Canada’s truck transportation workforce is made up of immigrants, many of whom entered the industry through exactly these kinds of contractor arrangements. The “Driver Inc.” model, critics say, specifically targets these newcomers who don’t yet know their rights—or who feel they can’t afford to push back.
For years, the problem was acknowledged and largely ignored. The CTA has been lobbying the federal government about “Driver Inc.” since at least 2018. Progress was slow. Moratoriums on penalties were quietly extended. Enforcement stayed minimal.
That changed with Budget 2025, enacted last November. The Carney government committed $77 million over four years, with $19.2 million annually on an ongoing basis, to crack down on the loophole, using the Canada Revenue Agency and Employment and Social Development Canada (ESDC). The CRA simultaneously lifted its long-standing moratorium on penalties for carriers who fail to issue T4A tax slips to incorporated drivers, effective for the 2025 tax year.
In plain terms: If your trucking company has been using the “Driver Inc.” model and not issuing the right tax paperwork, the grace period is over. ESDC inspectors can now show up unannounced, demand to see your payroll records and driver contracts, and levy fines on the spot. The CRA and ESDC are also sharing data directly, meaning a carrier flagged by one agency is now visible to both.
Federal task forces have already conducted more than 670 inspections and 420 education and outreach sessions nationwide. Enforcement is concentrated heavily in Southern Ontario—the Hamilton-Toronto corridor—one of the busiest freight regions in North America. In April 2026, the Council of Ministers responsible for Labour and Transport officially called for a unified National Action Plan to end “Driver Inc.” entirely.
The message from Ottawa is clear: This is no longer a warning phase. It’s now enforcement.
Here’s where it gets practical for everyday Canadians, because the effects of this crackdown won’t stay inside the trucking industry.
Trucking moves virtually everything you buy. Groceries, furniture, medication, clothes, electronics—at some point, it rode on a truck. When it costs more to move things, those costs work their way down the supply chain and eventually arrive at the cash register. The Bank of Canada estimates that it takes about six to nine months for cost changes in transportation and logistics to fully show up in retail prices.
When carriers that have been operating at a dishonest 30% cost advantage suddenly have to comply, or exit the market entirely, available trucking capacity shrinks. Fewer trucks chasing the same loads often means higher freight rates. Industry analysts already project that the crackdown will contribute to reduced capacity and upward rate pressure through 2026, especially in high-volume corridors.
For Canadians who have already watched average grocery prices climb roughly 22% since 2022, that’s not welcome news. But there’s a longer-term argument to be made: The artificially cheap freight rates that “Driver Inc.” produced weren’t actually free. Someone was always paying. It just happened to be the drivers being stiffed on wages, the compliant carriers being undercut, and the public losing $1 billion in tax revenue.
The financial picture matters, but Francie Langevin’s highway warning points to something even more immediate.
Karanveer Singh described his “trainer”—a driver at a “Driver Inc.” company—hitting a concrete wall at the Port Huron border crossing during what was supposed to be a training run. On Singh’s very next trip, he was handed a new trainee to mentor. Nobody told him anything. The company just needed the load delivered.
Critics argue that “Driver Inc.” operators, laser-focused on cutting costs and winning contracts, routinely cut corners on training and safety. A federal crackdown that removes that competitive pressure, or removes those operators from the market entirely, means better-trained drivers on the road. That matters to everyone who shares a highway with an 80,000-pound truck.
Not everyone loses in this shift. Companies like Kriska Transportation Group—a large, fully compliant carrier in Prescott, Ontario—have been playing by the rules for years while watching “Driver Inc.” operators lowball them on bids. For them, enforcement is a long-overdue leveling of the playing field.
Smaller fleets and owner-operators that built their models around contractor arrangements face harder choices. Restructuring quickly isn’t always financially viable, and some will exit the market rather than comply, which is part of why analysts expect capacity to keep tightening through the year.
For drivers themselves, the picture is complicated. Some genuinely preferred the contractor structure, the flexibility, and, in some cases, higher short-term take-home pay. Others, like Singh, found themselves exploited with no recourse. What reclassification as an employee means in practice depends enormously on the carrier doing the reclassifying and whether they do it in good faith.
What’s not complicated is the direction of travel. Ottawa has committed real money, activated multiple agencies, and set enforcement machinery in motion that will be hard to walk back. The Ontario Trucking Association, which has been fighting this battle since 2018, calls the current moment the closest the industry has come to a genuine resolution.
Canada’s “Driver Inc.” crackdown is more than a regulatory housekeeping exercise. It’s an attempt to correct a decade-long imbalance in one of the most fundamental industries in the country—one that affects every supply chain, every grocery store shelf, and every Amazon delivery that lands on your porch.
The transition will have costs. Some of those costs will eventually be visible in freight rates and, down the line, in the prices of goods. That’s real, and it’s worth being aware of.
But the alternative was a trucking industry where companies that cheat consistently undercut compliant carriers, immigrant drivers like Karanveer Singh worked for months without pay and had little recourse, and undertrained drivers navigated border crossings on public highways. It was just cheap for the people gaming the system.
Phil and Francie Langevin have been paying the real price for years. So has everyone else, without even knowing it.
This story was produced by DPF Super Store Canada and reviewed and distributed by Stacker.