Canadian trucking industry is supportive of current and future carbon
reducing regulations, but decision makers should heed lessons from the
past when considering future environmental policy direction and
was essentially the message delivered by Canadian Trucking Alliance
(CTA) President Stephen Laskowski today in Ottawa to the Standing Senate Committee on Agriculture and Forestry.
is currently the only freight mode in Canada using equipment regulated
from a carbon perspective,” he explained. “Future rules will reduce our
carbon footprint. The Canadian Trucking Alliance is supportive of this
path to reduce our sector’s carbon footprint. However, the targets set
for future regulations must be based on proven technologies and any
carbon pricing system needs to be properly structured and revenues must
be funneled to support future green transportation technologies and
Laskowski said the industry is
hopeful the upcoming Phase II GHG-reduction regulations do not
introduce equipment with the same reliability challenges that previous
regulations forced into the industry, leading some fleets to purchase up
to 20% more power units because of breakdowns related to the mandated
Laskowski specifically pointed
to concerns with mandated tire inflation systems on trailers in 2018.
While the technology works, it must be built to Canadian standards. The recent recall legislation introduced by Minister Garneau could help in this area, added the CTA president, but only time will tell.
must do their part by removing regulatory and other barriers that stand
in the way of the industry’s efforts to become more fuel efficient when
introducing these technologies,” said Laskowski, pointing to the federal government’s cancellation of diesel fuel refunds for
fuel-saving devices like electrical temperature-controlled trailers;
power take-off units; and auxiliary power units (APUs)/in-cab heaters
While CTA is not conceptually opposed to carbon pricing, Laskowski
stressed that if the federal government proceeds with a national carbon
pricing system, it must be properly structured, transparent, and easy
to administer. Moreover, it needs to be coordinated on a national
and international basis to avoid regional competitive disparities.
Furthermore, revenues raised from the carbon pricing system should be
directed into programs that accelerate investment and industry adoption
of environmental solutions.
is the second largest cost for a trucking company; and, combined with
choppy economic growth and a depressed U.S. dollar, it is unreasonable
to expect low-margin trucking companies to absorb aggressive carbon
price increases without passing them onto customers.
US trucking companies will not face similar carbon pricing pressures,
we have concerns with the Canadian trucking industry’s ability to stay
competitive in the North American market,” Laskowski told the committee. “When
considering carbon pricing mechanisms, it’s essential government at all
levels recognize Canada and the Canadian supply chain must still
compete globally and our systems of capturing rising fuel prices must be
taken into account.”
CTA is also questioning the federal government’s current proposal, which exempts certain sectors. He said if Ottawa’s carbon pricing plan is truly about emissions, then all transportation modes must be treated equally.
Laskowski urged lawmakers to clearly identify a policy purpose for any national carbon pricing system.
diesel more expensive for trucking fleets will not create the emergence
of a viable alternative anytime soon,” he said. “CTA believes the only
sound policy rationale for mandating carbon pricing on diesel fuel is to
assist the trucking industry in introducing proven carbon reducing
technologies under Environment Canada’s GHG regulation.”
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