Service Truck PULSE - May 2026

This big, bad beast from TireCraft Auto Centres uses a Stellar 17000 model rear-mounted hydraulic crane to help move those extra large tires with ease. Tirecraft is a Canadian-owned and -operated network of tire and mechanical retailers. Founded in 1968, the Tirecraft brand was purchased in 1990 by Remington Group, whose Town & Country Tire locations were re-branded to become Tirecraft Auto Centres. Photo via Kevin Barnim of Tirecraft Auto Centres on X. VOLUME 1, ISSUE 3 MAY 2026 GLOBAL INSTABILITY QUIETLY RESHAPES THE TECHNICIAN SHORTAGE DIESEL VS. ELECTRIC: WHICH POWERTRAIN WILL DRIVE THE NEAR-FUTURE OF SERVICE FLEETS? GLOBAL TRUCK SAFETY RULES POWER ON THE MOVE TECHNICIAN SHORTAGE LOOKS DIFFERENT NORTH OF THE BORDER THE TRUCK THAT FIXES ITSELF 03 06 10 14 16 19

SERVICE TRUCK PULSE MAY 2026 3 www.servicetruckmagazine.com Editor: Andrew Joseph editor@servicetruckmagazine.com Design & Production: Greg Marlow Contributing Artist: Nelson Dewey Advertising: Edna Tainsh 877-742-5038 x218 edna.tainsh@servicetruckmagazine.com Circulation/Subscriptions: Ashleigh Benedict 877-742-5038 x252 subscriptions@servicetruckmagazine.com Marketing & Operations: Denise Faguy denise.faguy@farms.com Publisher: Farms.com Canada Inc. 90 Woodlawn Road West, Guelph, ON N1H 1B2 Service Truck Pluse is published six times each year by Farms.com Canada Inc. Subscriptions are free for qualified industry members and can be completed online at www.servicetruckmagazine.com. ISSN 2368-4615 Your privacy is important to us. Occasionally we may send you information from reputable companies whose products or services we believe may be of interest to you. If you would prefer to have your name removed from the list, contact us at info@servicetruckmagazine.com Contents copyrighted by Farms.com Canada Inc. and may be reprinted only with permission. Copyright © 2026 Farms.com Canada Inc. Acceptance of advertising does not constitute endorsement of the advertiser, its products or services, nor do Service Truck Pulse, or Farms.com Canada Inc. endorse any advertiser claims. The publisher shall have no liability for the omission of any scheduled advertising. Follow Us: ADVERTISER INDEX Next Online Advertising Deadline: June 19, 2026 For more information, or to reserve space in the next issue, contact Edna Tainsh: 877-742-5038 x218 edna.tainsh@servicetruckmagazine.com Next Online Editorial Deadline: June 19, 2026 For writers’ guidelines and submission requirements get in touch with the Editor, Andrew Joseph at andrew.joseph@servicetruckmagazine.com We acknowledge the financial support of the Government of Canada. For years, the technician shortage has been framed as a domestic problem: retirements outpacing new entrants, training pipelines stretched thin, and fleets running harder and longer than ever. But the forces shaping today’s labor market don’t stop at the US or Canadian border. In fact, some of the most persistent pressures on the North American truck and heavy‑equipment service sector are coming from halfway around the world. The United States isn’t in a declared war, but it is deeply involved in a series of ongoing military operations—counterterrorism missions in the Middle East and Africa, defensive strikes in the Red Sea, and sustained support roles tied to global conflicts. While some make the news constantly, other engagements are rarely acknowledged by the media for more than a day or two. These “issues”, despite being talked about for loss of life and liberty of people in various countries, ripple through global supply chains, fuel markets, and labor pools in ways that land squarely on the shop floor. One of the most immediate impacts shows up in fuel volatility. Any time the U.S. Navy intercepts missiles in the Red Sea or tensions flare in the Strait of Hormuz, oil markets react. CONTINUED ON PAGE 5 › Global Instability Quietly Reshapes the Technician Shortage It’s not an obvious progression, but North America’s truck and heavy equipment shops are feeling the downstream effects of overseas military operations via parts delays, fuel costs, labor competition, and aging fleets. ANDREW JOSEPH, EDITOR Accelerate Conference 2 & Expo OCTOBER 25-28, 2026 • Dallas, TX • womenintrucking.org The education, resources, and network to empower women in the workplace. 1,000+ ATTENDEES 125+ SPEAKERS 150+ EXHIBITORS 50+ SESSIONS For exhibitor/sponsorship opportunities, email carleen@womenintrucking.org EDITORIAL

4 MAY 2026 SERVICE TRUCK PULSE SERVICE TRUCK PULSE MAY 2026 5 EDITORIAL Higher or unstable fuel prices push fleets to rethink their replacement cycles, causing new truck purchases to be delayed, and old trucks getting stretched. Preventive maintenance becomes a lifeline instead of a line item. And when fleets run equipment longer, technicians become the pressure valve that keeps everything moving. Shops feel it first: more aftertreatment issues, more high‑hour engines, more emergency calls from trucks that should have been retired two years ago. The second pressure point is parts. Defense operations consume many of the same materials civilian fleets rely on—filters, lubricants, electronics, tires, and diesel‑engine components. When global logistics tighten, civilian shops end up competing with military procurement, and the result is familiar to anyone turning wrenches today: backorders, substitutions, rebuilds, and a growing expectation that technicians can “make it work” with whatever is available. The technician’s job becomes part mechanic, part detective, and part supply‑ chain strategist. But the most overlooked impact is labor. Defense contractors, military logistics firms, and OEMs (original equipment manufacturers) supporting overseas operations all recruit from the same talent pool as civilian shops. They offer predictable hours, competitive pay, and government‑backed benefits— an attractive package for experienced techs who are tired of nights, weekends, and roadside calls. The result is a quiet but steady siphoning of skilled labor out of commercial trucking, construction, and mining. Shops in the Southwest, Midwest, and near major bases feel it most, but the effects ripple across the continent. There’s also a technology angle. Military operations accelerate development in telematics, predictive maintenance, autonomous systems, and emissions durability. Those innovations eventually filter into Class 8 trucks, off‑road equipment, and vocational fleets. When they do, technicians are expected to absorb the learning curve overnight. The job evolves faster than the training pipeline can keep up, widening the skills gap even further. None of this means the technician shortage is caused by global conflict. But it does mean the shortage can’t be solved by domestic solutions alone. The technician workforce is tied to global markets, global supply chains, and global defense activity. When the world becomes less stable, the technician’s world becomes more complicated. For fleets, the takeaway is simple: the pressures shaping your shop aren’t just local. They’re structural, international, and long‑term. For technicians, it’s a reminder that your skills are in demand far beyond the nearest dealership or jobsite. And for the industry as a whole, it’s a call to treat workforce development as a strategic priority—not just a hiring problem. I’m not complaining about the military—far from it— support our troops! However, because the technician shortage isn’t going away, it’s good to understand the forces behind it, which is the first step toward building a workforce that can withstand whatever the world throws at it next. PHOTO: Angelica Zander/iStock/Getty Images Plus CONTINUED FROM PAGE 3 Interested in advertising in Service Truck Magazine? CONTACT: EDNA TAINSH MEDIA ADVERTISING SALES 877-742-5038 x 218 Edna.Tainsh@ServiceTruckMagazine.com

6 MAY 2026 SERVICE TRUCK PULSE SERVICE TRUCK PULSE MAY 2026 7 POWERTRAINS POWERTRAINS Class 8 diesel semi typically costs $150,000–$180,000, depending on specifications and brand. A 2025 diesel Mack Anthem sleeper would have cost around $155,000. Mack is a subsidiary of Volvo. By contrast, electric Class 8 trucks range from $280,000 to $500,000, though prices are trending downward as battery costs fall and production scales up. A few years back, most of the electric semi Class 8 trucks from Freightliner, Volvo, Kenworth, and Peterbilt were in the $400,000 to $500,000 range. Other smaller electric vehicle specialist companies, such as Lion, BYD, and Nikola, offer their EVs for less—about $300,000 to $400,000. Obviously, it costs less if you are buying a Class 4, 5, 6, or 7 truck— electric, diesel, or gasoline. Tesla’s Semi, however, remains a standout, offering a 500-mile range for about $180,000, which is competitive with diesel for certain applications. However, most electric models from Freightliner, Volvo, and Nikola still carry a premium of $130,000– $250,000 over their diesel counterparts. Okay, so what about incentives? • Federal Commercial Clean Vehicle Tax Credit: Up to $40,000 per truck for zero-emission vehicles (valid through 2032). • Infrastructure Tax Credit: 30 percent of charger installation costs, capped at $100,000 per site. • S tate Programs: It varies by state, obviously. California’s HVIP offers rebates up to $120,000 per truck, while New York and Oregon provide similar programs. HVIP (Hybrid and ZeroEmission Truck and Bus Voucher Incentive Project) is designed to accelerate the adoption of clean trucks and buses by providing point-ofsale rebates to fleet operators. Administered by the California Air Resources Board (CARB), its purpose is to reduce upfront costs for zeroemission and hybrid commercial vehicles. Rebates of up to $120,000 per truck, depending on vehicle class and technology, are available and are available to fleets operating in California, including public and private entities. These incentives can significantly narrow the upfront gap, but operators must navigate complex eligibility rules and timelines. OPERATING COSTS: WHERE EVS SHINE Along with the fact that we aren’t going to run out of electricity, like we will one day run out of diesel (or at best, we still have diesel, but it’s too expensive to run cost-effectively), fuel, and maintenance are where electric trucks pull ahead. Energy Costs: • D iesel averages $3.50/gallon, translating to about $0.47 per mile for a Class 8 truck. • E lectricity costs roughly $0.12/kWh, or $0.25 per mile, saving fleets $26,000 annually on 120,000 miles (MORE INFO). Maintenance: EVs have fewer moving parts—no oil changes, no exhaust systems, and regenerative braking extends brake life. Maintenance costs average $0.176 per mile for EVs vs. $0.246 for diesel, according to the International Council on Clean Transportation, an independent, nonprofit research organization that provides technical, scientific, and policy analysis to help environmental regulators and policymakers improve the environmental performance of transportation systems worldwide. (MORE INFO). Over five years, these savings can offset much of the initial price premium, especially for highmileage fleets. PERFORMANCE: TORQUE VS. RANGE Electric trucks deliver instant torque, making them ideal for urban and regional routes. Leading Class 8 EVs now offer 2,000+ lb-ft of torque, compared to diesel’s 1,850 lb-ft. As you are aware, the higher the torque, the easier it is for the truck to pull trailers or carry large payloads. Acceleration is also superior. For example, Tesla’s Semi can hit 0–60 mph in 20 seconds fully loaded, versus 45+ seconds for many diesel rigs. Range remains diesel’s trump card: • D iesel: 1,000–1,200 miles per tank • E lectric: 300–500 miles per charge (best-in- class models) As well, charging times for electric vehicles vary: 30–45 minutes for 80 percent capacity on megawatt chargers, though full charges can take hours. Diesel refueling? About 15 minutes. But you already knew that. INFRASTRUCTURE: THE ACHILLES’ HEEL OF ELECTRIFICATION Just like it was about 120 years ago when battery electric vehicles were making inroads, infrastructure remains a concern, though we are certainly better positioned in the 21st century for EV success. Then again... By 2025, the US had 3,200 heavy-duty charging Just a few short years ago, the automotive industry was looking at how it could transform itself from being wholly dependent on diesel and gasoline, seeing as how the planet was coming to the end of its availability by sometime around 2070 AD. Sure, there were also cries denouncing the pollution caused by ICE (internal combustion engine) powertrains and that we, as a planet, need to move to cleaner options. But then politics happened—both here and abroad—and suddenly it was no longer “trendy” to push the alternative fuel agenda as hard as it was being pushed. “We have time,” people said. “What’s the rush?” While discussing “alternative fuels,” the seemingly most popular was electrification, over other such promising technologies as propane, hydrogen, and various formats of biofuels. All have their denouncers; all have their proponents. As of 2026, the trucking industry is at a crossroads, undergoing its most significant transformation in decades. Diesel engines—long the backbone of freight and service fleets—now share the road with batteryelectric trucks (BEVs) that promise zero tailpipe emissions and lower operating costs. But promises don’t always translate into practical solutions. In 2026, fleet operators must weigh the pros and cons of both technologies. The decision isn’t just about fuel versus electricity; it’s about total cost of ownership (TCO), infrastructure readiness, regulatory compliance, and long-term sustainability. Oh yeah, and how much your diesel technician seems to have a hate-on for anything not diesel. UPFRONT COSTS: STICKER SHOCK VS. INCENTIVES Diesel trucks still dominate in purchase price. A new Diesel vs. Electric: Which Powertrain Will Drive the Near-Future of Service Fleets? As electric trucks gain traction in North America, fleet managers face a pivotal decision: stick with diesel or invest in battery-electric vehicles. Here’s a comprehensive look at costs, performance, infrastructure, and environmental impact in 2026. ANDREW JOSEPH, EDITOR PHOTO: algre/iStock/Getty Images Plus While they each do the same thing—an electric vehicle charger and a fuel nozzle—each represents a technology that is either on the way out or refusing to be allowed in. Which technology is best for now and the near-future for you and your fleet?

8 MAY 2026 SERVICE TRUCK PULSE SERVICE TRUCK PULSE MAY 2026 9 POWERTRAINS POWERTRAINS locations and 75 percent interstate coverage projected by 2026, thanks to $30 billion in public and private investment (MORE INFO). Major networks like Tesla Megacharger and Electrify America now offer 1 MW+ charging, but rural corridors still lag. Electrical grid capacity for cities and states is another concern. High-powered truck chargers place intense demand on local infrastructure, often requiring costly upgrades and long lead times. Let’s take a look at Texas. Why? Because we like Texas. Texas remains the largest oil and natural gas producer in the US, accounting for 43 percent of crude oil and 28 percent of natural gas withdrawals nationally. It also leads in wind power, generating about 22 percent of its electricity from wind and eight percent from solar, with nuclear adding seven percent. Fossil fuels still dominate at 63 percent of the mix, mostly natural gas (per Low-Carbon Power). Texas has faced major outages during extreme weather events, most notably a 2021 winter storm, Uri, that killed at least 246 people and exposed severe vulnerabilities. Despite billions spent on upgrades, ERCOT (Electric Reliability Council of Texas, an independent system operator that manages the flow of electric power to more than 26 million Texas customers, covering about 90 percent of the state’s electric load) warns that the grid remains fragile. For example: • A n 80 percent chance of rolling blackouts if a storm like Uri hits again. • E ven a weaker storm could trigger outages with a 50 percent probability, according to a Forbes news article. • S ummer heat and hurricanes also pose risks. Texas was ranked the second most at-risk state for summer outages in 2025, despite the newly added improvements like battery storage and backup systems. Texas-sized Issues: • M uch of the Texas grid equipment is decades old and vulnerable to severe weather, per an ABC News report. • G rid isolation: ERCOT operates independently from the national grid, limiting the ability of Texas to import power during emergencies. • H urricanes, heatwaves, and winter freezes repeatedly strain the system. Texas had 210 weather-related outages from 2000 to 2023, more than any other state, according to the Texas Tribune. • R apid demand growth from data centers, AI workloads, and additional EV adoption could increase electricity demand by 40 to 115 percent by 2035, outpacing infrastructure upgrades. But it’s not all doom and gloom. Texas added more renewable capacity and battery storage than any other state in 2024, improving flexibility during peak demand. The state legislature allocated $1.8 billion for backup power systems at critical facilities like hospitals and nursing homes, and new laws (such as Senate Bill 6) require large energy users like data centers to provide backup power and allow ERCOT to remotely disconnect them during emergencies. But can it handle a large increase in EV usage? According to NERC (North American Electric Reliability Corporation) and DOE (US Department of Energy) reports, several regions beyond Texas face elevated blackout risks due to aging infrastructure, extreme weather, and rising demand. California: heavy reliance on renewables creates volatility during low solar/wind output. Wildfirerelated shutoffs and extreme heat events strain the grid. Florida issues revolve around its hurricane season; combined with extreme summer heat, it increases outage risk. New York: Reliability violations forecast for New York City and Long Island starting summer 2026 are driven by generator retirements and transmission constraints, according to Observer Today. Midwest (MISO region): Elevated risk during prolonged heat waves and low renewable output. Southwest & Gulf Coast: Includes parts of Arizona, New Mexico, and Louisiana—are worried by heat and hurricane stress grids, according to U.S. Energy Information Administration. New England (ISO-NE): There are tight generation margins during peak demand and winter cold snaps, per Federal Energy Regulatory Commission. For all these areas, they are vulnerable because of: • A ging Infrastructure: Much of the US grid was built 40–70 years ago; transformers and transmission lines are beyond their intended lifespan (MORE INFO). • E xtreme Weather: Hurricanes, wildfires, and winter storms are increasing in frequency and severity (MORE INFO). • R apid Demand Growth: AI-driven data centers, EV adoption, and industrial electrification are pushing demand up by 10 GW year-over-year in some regions (MORE INFO). • R enewable Integration Challenges: Intermittent generation and lack of storage create reliability gaps during peak demand (MORE INFO). What can we say? If you operate fleets in Texas, California, Florida, New York, or the Midwest, grid reliability should factor into your EV adoption strategy. Backup power planning and charging infrastructure resilience will be critical through 2026. ENVIRONMENTAL IMPACT: BEYOND TAILPIPE EMISSIONS Electric trucks produce zero tailpipe emissions, cutting smog-forming pollutants by 97 percent compared to diesel. However, battery production carries a heavy carbon footprint—about 200 kg CO2 per kWh, and recycling rates remain below 10 percent in North America. Lifecycle analyses show EVs emit 30 to 40 percent less CO2 overall than diesel, assuming a moderately clean grid. Obviously, if your state gets its electricity generated from coal-burning plants, it is not as clean a grid as a solar or wind electricitygenerating plant grid. In a coalheavy region, the EV advantage narrows but persists. TOTAL COST OF OWNERSHIP: THE 2026 OUTLOOK For Class 8 trucks running 120,000 miles annually, the TCO (Total Cost of Ownership) is: • Diesel TCO (15 years: $2.6– $2.8 million • Electric TCO (15 years): $2.3–$2.5 million (including infrastructure). The break-even point for EV ownership typically occurs within three to five years, faster for regional fleets with predictable routes. However, long-haul operations remain challenging due to charging downtime and infrastructure gaps. ADOPTION TRENDS: WHO’S MAKING THE SWITCH? As of late 2025, electric trucks now account for 12 percent of new Class 7 and Class 8 sales in the US, which is up from two percent in 2022. Light- and medium-duty segments are even higher at nearly 20 percent. Large fleets lead the charge, driven by ESG goals (self-appointed Environmental, Social, and Governance regulations) and regulatory mandates like California’s Advanced Clean Fleets rule. Market size projections show EV growth from $22.7 billion in 2025 → $64.6 billion by 2029 (CAGR 29.8 percent), per Mordor Intelligence. CHALLENGES AHEAD Charging infrastructure is still uneven, especially for long-haul routes. The battery supply chain—mining and recycling— remains an environmental and logistical hurdle. And then there’s policy uncertainty. Federal tax credits have expired for vehicles acquired after September 30, 2025, though commercial credits are still available. Diesel, as a fuel, isn’t disappearing overnight. Because of EV range limitations, diesel remains the practical choice for long-haul operations—at least until battery technology and charging networks catch up. Or maybe hydrogen fuel cell technology? Or biofuels? But for regional and urban fleets, electric trucks are increasingly compelling, offering lower operating costs, regulatory compliance, and a greener footprint. Fleet managers should approach electrification strategically: • S tart with short-haul routes; • L everage incentives before they disappear; • I nvest in scalable charging infrastructure. The road ahead isn’t one or the other—it’s a blend of diesel, electric, and other alternative fuel technologies and is, and will continue to be, shaped by economics, technology, and government policy. You can get in on the action now or wait until later. Service Truck Pulse is only trying to provide you with some food for thought to help in your decision- or non-decision-making process. PHOTO: patruflo – stock.adobe.com

10 MAY 2026 SERVICE TRUCK PULSE SERVICE TRUCK PULSE MAY 2026 11 TRUCK SAFETY TRUCK SAFETY meet strict mechanical and emissions standards to remain road‑legal. For North American fleets, Japan’s model demonstrates how consistent inspection intervals can drive higher maintenance discipline and longer vehicle life cycles. US AND CANADA: ROADSIDE ENFORCEMENT AND EVOLVING REGULATORY FRAMEWORKS North America takes a different approach. Instead of a universal national inspection cycle, the United States and Canada rely heavily on roadside inspections, annual compliance checks, and targeted enforcement campaigns. The CVSA Roadcheck: North America’s Annual Stress Test Every year, the Commercial Vehicle Safety Alliance (CVSA) conducts the International Roadcheck, a 72‑hour enforcement blitz across the US, Canada, and Mexico. In 2025, inspectors conducted more than 56,000 inspections, placing roughly 18 percent of vehicles and six percent of drivers out of service for violations ranging from brake defects to hours‑of‑service issues. These numbers illustrate the scale of North America’s enforcement model: instead of relying on fixed inspection intervals like Japan, regulators focus on real‑time compliance and roadside enforcement. Trucks must be ready for inspection at any moment, which places significant responsibility on drivers and maintenance teams to ensure continuous compliance. CANADA’S REGULATORY SHIFTS Canada’s 2025 regulatory updates included stricter emissions standards, mandatory third‑generation ELDs (electronic logging devices), and updated idling restrictions. These changes reflected a broader push toward cleaner, more efficient commercial transportation. For service truck operators, these shifts mean more emphasis on emissions‑related maintenance, telematics integration, and preventive diagnostics. US CROSS‑BORDER AND INTERNATIONAL REQUIREMENTS The U.S. Federal Motor Carrier Safety Administration (FMCSA) maintains specific rules for carriers operating across borders, including safety, hazardous materials, and operational requirements for fleets traveling between the US, Canada, and Mexico. These rules ensure that trucks entering the US meet consistent safety standards regardless of origin. This cross‑border framework reinforces the need for technicians who understand not only domestic regulations but also international compliance requirements. EUROPE: HARMONIZATION AND TECHNOLOGY‑DRIVEN COMPLIANCE Europe’s regulatory environment is shaped by harmonized vehicle standards and emissions rules. The European Union regularly updates its vehicle safety and emissions regulations, including revisions to major frameworks such as EU 2019/2144, which governs advanced safety technologies and vehicle design requirements. While Europe’s rules differ from Japan’s and North America’s, the common thread is increasing emphasis on: • a dvanced driver‑assistance systems; • e missions reduction; • s tandardized inspection procedures; • d igital compliance tools. European fleets often operate across multiple countries, making harmonized regulations essential. For you North American readers, please note that Europe's model demonstrates how unified standards can streamline compliance and reduce administrative complexity—something that remains a challenge in the US and Canada, where state‑ and province‑level rules can vary. THE NORDIC COUNTRIES: HIGH‑CAPACITY TRANSPORT AND HARSH‑WEATHER SAFETY The Nordic region—Sweden, Norway, Finland, and Denmark—adds another dimension to global truck safety rules, combining strict inspection regimes with some of the world’s most progressive transport policies. The Nordic countries permit significantly longer and heavier truck combinations than most of Europe: • F inland: up to 34.5 meters (113 feet) and 76 tonnes (167,550 lb); • S weden: up to 34.5 m (113 ft) under new 2025 HCT regulations; • N orway: up to 25.25 m (83 ft) and 60 tonnes (132,280 lb); • D enmark: up to 18.75 m (61.5 ft) and 56 tonnes (123,460 lb). Despite obvious differences to the way a vehicle looks, and the products it transports, commercial trucks look similar enough no matter where they operate. However, the rules governing their safety, emissions, and roadworthiness vary widely across the world. From Japan’s famously strict inspection cycles to Europe’s harmonized technical standards, the Nordic region’s high‑capacity transport rules, and North America’s roadside enforcement blitzes, every region has developed its own approach to keeping heavy vehicles safe and compliant. For fleet managers and service truck operators in the United States and Canada, understanding how other countries regulate trucks isn’t just an academic exercise. It highlights the increasing complexity of global supply chains, the rising expectations for vehicle safety, and—most importantly—the growing importance of the truck maintenance mechanic. As inspection cycles tighten and compliance demands increase, the mechanic’s role becomes central to uptime, safety, and operational efficiency. This article compares truck inspection and compliance rules across major regions—Japan, North America, Europe, and the Nordic countries—while exploring what these differences mean for service truck operations and the technicians who keep fleets moving. JAPAN: A CULTURE OF RIGOROUS, PREDICTABLE INSPECTION CYCLES Despite the Editor having lived in Japan for over three years in a rural city, he admits this article was inspired by watching the video in last issue’s March Pulse: Day in the Life of a Japanese Mechanic. Japan is known for its disciplined approach to vehicle safety, and its commercial truck inspection system reflects that reputation. Trucks must undergo the national roadworthiness certification known as Shaken every two years after the initial inspection. This two‑year cycle applies to most commercial trucks, including light and medium‑duty vehicles. In addition to Shaken, heavier commercial trucks are subject to more frequent mandatory inspections— some every six months and others every three months—depending on weight class and commercial use. These additional inspections are part of Japan’s broader Periodic Technical Inspection framework, which emphasizes preventive maintenance and early detection of mechanical issues. Japan’s system is built on the idea that predictable, mandatory inspections reduce the likelihood of catastrophic failures. The structure also places a premium on technician expertise, since vehicles must Global Truck Safety Rules What North American fleets can learn from worldwide inspection standards. ANDREW JOSEPH, EDITOR PHOTO: Lajst/E+ via Getty Images

12 MAY 2026 SERVICE TRUCK PULSE SERVICE TRUCK PULSE MAY 2026 13 These allowances require advanced braking systems, stability controls, and strict maintenance standards. For technicians, HCT vehicles mean more axles, more articulation points, and more complex inspection requirements. Heavy vehicles in Sweden, Norway, and Finland must undergo full inspections every 12 months, with no exceptions for commercial use. This is more predictable than North America’s roadside model and more frequent than Japan’s two‑year Shaken cycle. The Nordic countries also enforce some of the world’s toughest winter‑driving rules: • m andatory winter tires are required with specific tread depths; • c hain requirements for certain routes; • s trict braking‑performance standards; • e nforcement of load‑securement rules are in place due to icy conditions For North American fleets operating in winter climates, the Nordic model highlights the value of seasonal maintenance programs and technician training focused on cold‑weather performance. GLOBAL ROADSIDE INSPECTION PRACTICES: A PATCHWORK OF APPROACHES A comparative analysis of global roadside inspection procedures shows that every country maintains its own regulatory framework, inspection protocols, and compliance requirements. This creates challenges for fleets operating internationally, but it also highlights shared goals: safety, efficiency, and risk reduction. Across regions, inspectors always tend to focus on similar categories: • b rake systems; • s teering and suspension; • t ires and wheels; • l ighting and electrical systems; • c argo securement; • d river credentials and hours‑of‑service; • e missions compliance. Despite differences in frequency and enforcement style, the underlying philosophy is consistent: safe trucks require disciplined maintenance and skilled technicians. WHY THESE DIFFERENCES MATTER FOR NORTH AMERICAN FLEETS There are many reasons why Service Truck Magazine brings up this topic—because it does matter for NA fleets. 1 Rising Expectations for Mechanical Readiness Japan’s predictable inspection cycles and Europe’s harmonized standards create environments where trucks must meet strict mechanical thresholds at all times. North America’s roadside enforcement model achieves the same goal through surprise inspections and targeted blitzes. For US and Canadian fleets, this means that mechanical readiness is no longer optional—it’s a competitive necessity. 2 Increasing Complexity of Vehicle Systems Modern trucks incorporate: • a dvanced emissions systems; • t elematics platforms; • e lectronic braking systems; • d river‑assistance technologies; • h ybrid and electric powertrains As regulations evolve, technicians must understand not only mechanical systems but also software, diagnostics, and data interpretation. 3 The Mechanic as a Compliance Partner • I n Japan, technicians ensure vehicles pass Shaken; • I n Europe, they maintain compliance with harmonized safety and emissions rules; • I n North America, they prepare trucks for unpredictable roadside inspections. Across all regions, the mechanic’s role has expanded from repair specialist to compliance partner. Fleets increasingly rely on technicians to: • i dentify issues before inspections; • m aintain digital maintenance records; • i nterpret telematics alerts; • e nsure emissions systems remain functional; • p repare vehicles for cross‑border operations This shift elevates the profession and underscores the need for continuous training. 4 A Reminder From the Nordic Countries: The world’s longest and heaviest trucks demand higher maintenance discipline. As mentioned, the Nordic region operates some of the longest and heaviest truck combinations in the world. Managing equipment of that scale requires exceptional braking performance, stability control, and axle‑load management. For North American fleets, the takeaway isn’t the specific dimensions—it’s the maintenance culture behind them. Nordic fleets rely on strict annual inspections, rigorous winter‑readiness standards, and disciplined preventive maintenance to keep these massive combinations safe and compliant. The reminder is simple: when trucks get heavier, longer, more complex, or operate in harsher conditions, maintenance becomes a frontline safety system, and technicians become even more essential to fleet performance. WHAT NORTH AMERICA CAN LEARN FROM GLOBAL MODELS Japan’s Predictability: Japan’s structured inspection cycles encourage disciplined preventive maintenance. North American fleets could benefit from adopting more predictable internal inspection schedules, even if not required by law. Europe’s Harmonization: Europe’s unified standards reduce regulatory fragmentation. While full harmonization is unlikely in North America, greater alignment between US states and Canadian provinces could simplify compliance. Nordic HCT and Winter Standards: High‑capacity transport rules and winter‑readiness requirements show how safety and efficiency can coexist. North America’s Real‑Time Enforcement: The US and Canada excel at real‑time enforcement through roadside inspections and data‑driven targeting. This model encourages continuous compliance rather than periodic preparation. THE FUTURE: MORE TECHNOLOGY, MORE DATA, MORE RESPONSIBILITY Telematics‑based compliance, predictive maintenance analytics, automated inspection tools, and digital vehicle records are becoming global norms. As these tools become standard, technicians will need to master both mechanical and digital diagnostics. The mechanic of the future will be part technician, part data analyst, and part compliance specialist. Truck regulations around the world differ in structure, frequency, and enforcement style. Japan emphasizes predictable inspection cycles. Europe focuses on harmonized standards and advanced safety technologies. North America relies on roadside enforcement and evolving emissions and safety rules. Yet despite these differences, the global trucking industry shares a common goal: safer roads, cleaner fleets, and more reliable commercial vehicles. And at the center of that mission is the truck maintenance mechanic. Whether preparing a truck for Japan’s Shaken, ensuring compliance with Europe’s safety frameworks, or keeping a North American fleet ready for CVSA Roadcheck, technicians are the backbone of global fleet safety. Their expertise ensures that trucks not only meet regulatory requirements but also operate efficiently, sustainably, and safely. As regulations tighten and technology advances, the importance of skilled mechanics will only continue to grow—making their role indispensable in the future of commercial transportation. The mechanic of the future will be part technician, part data analyst, and part compliance specialist. Despite regional differences, the global trucking industry shares a common goal: safer roads, cleaner fleets, and more reliable commercial vehicles. And at the center of that mission is the truck maintenance mechanic. TRUCK SAFETY TRUCK SAFETY PHOTO: Smederevac/iStock/Getty Images Plus

14 MAY 2026 SERVICE TRUCK PULSE SERVICE TRUCK PULSE MAY 2026 15 This video follows agricultural equipment technician Andrew Rentz as he diagnoses, repairs, and maintains modern farm machinery in real working conditions. This video follows heavy-duty truck mechanic “Adept Ape” aka Buddy as he walks viewers through hands-on diagnostic and repair work on a Caterpillar C13 diesel engine. POWER MOVE on the Heavy Duty Truck Diesel Engine Mechanic Agricultural Equipment Technician This video features Rummel Construction mechanic Chase Hamilton introducing his heavy‑equipment team and outlining the wide range of repair, maintenance, and field‑service duties they handle on a typical workday. This video follows a GCI (Green Construction, Inc.) fuel and lube technician as he performs daily service rounds, refuels heavy equipment, and completes essential lubrication and maintenance tasks on an active jobsite. Fuel & Lube Technician Heavy Equipment Construction Equipment Mechanic

16 MAY 2026 SERVICE TRUCK PULSE SERVICE TRUCK PULSE MAY 2026 17 WORKFORCE Canada’s heavy‑duty service sector is wrestling with a technician shortage that mirrors the United States in many ways—aging workers, declining apprenticeship enrollment, and increasingly complex equipment—but the symptoms don’t always look the same. In the US, the shortage is visible in packed bays, long repair queues, and fleets scrambling for uptime. In Canada, the picture is more uneven. Some shops are overwhelmed, while others appear strangely under‑utilized, even in regions with strong freight activity. That contrast has led many fleet managers to ask a fair question: If Canada has a technician shortage, why do some dealership shops look slow? The answer lies in how the Canadian service ecosystem is structured—and why the country’s technician gap is real, even if it doesn’t always resemble the US version. A SHRINKING PIPELINE—JUST LESS LOUDLY DISCUSSED, EH Across Canada, apprenticeship enrollment for truck and transport mechanics has been declining for years. Provincial labor‑market data shows a steady drop in new entrants since the late 2010s, with some regions reporting double‑digit percentage declines. The causes mirror the US: an aging workforce, Technician Shortage Looks Different North Of The Border Canada faces the same technician‑pipeline pressures as the US, but dealership culture and service‑network structure make the shortage harder to see. ANDREW JOSEPH, EDITOR PHOTO: welcomia/iStock/Getty Images Plus A diesel technician troubleshoots a Class 8 engine, illustrating the hands on expertise fleets are struggling to replace. WORKFORCE fewer young people entering the trades, and a growing mismatch between the technical demands of modern trucks and the number of qualified people available to maintain them. But recent changes in provincial educational thinking have eliminated the ability of trade colleges to attract talent from outside of Canada. Ontario’s ability to attract international students into skilled‑trades programs has been sharply reduced due to a combination of federal caps and provincial allocation rules that now prioritize universities and non‑trade programs. Beginning in 2024 and accelerating through 2025, the federal government imposed strict limits on study‑permit approvals, cutting Ontario’s international‑student intake by more than half and forcing the province to ration permits across institutions. Ontario responded by reserving the majority of its reduced allocation for master’s and doctoral programs, while career colleges received no applications at all, and public colleges were restricted to the same or fewer seats than the previous year. And all this was happening as the province issued TV commercials espousing the much-needed growth of the trades industry in Canada. The problem is that few Canadian students were listening. Number one, how many youth are actually watching TV in this day and age? Next to none. The messaging was lost. Thirteen Ontario colleges—including Conestoga, Fanshawe, Georgian, Lambton, Loyalist, Northern, and others—were ordered to significantly reduce international admissions, directly shrinking the pipeline of foreign students entering trades programs. These cuts were compounded by federal changes to post‑graduation work‑permit eligibility, which removed incentives for international students to enroll in many college‑level skilled‑trades programs. The result is that Ontario colleges—especially those offering truck and transport technician training—can no longer rely on international enrollment to fill classrooms, even as the province faces a growing shortage of heavy‑duty technicians. Classes that once had 22 foreign students of 25 total students in them were unable to continue when just three local applicants wanted to learn a trade. The left hand should check out what the right hand is doing, and consider working together. In Canada, independent repair centers, municipal fleet garages, and mobile service operations feel the shortage most acutely. They report difficulty hiring, rising labor costs, and increasing pressure to keep up with diagnostic requirements across multiple OEM platforms. In those environments, the shortage looks exactly like it does in the US: too many trucks, not enough techs, and no easy fix. But that’s not the whole picture. WHY SOME CANADIAN SHOPS LOOK SLOW—EVEN DURING A SHORTAGE A key difference between the two countries is the service‑center business model. In the US, large independent all‑makes shops and national service chains absorb a significant share of the repair market. They compete aggressively for fleet work, and their bays stay full. In Canada, the dealership network plays a more dominant role, and many OEM‑affiliated shops operate under narrower mandates. They often: • s ervice only the brands they sell or lease; • p rioritize warranty work; • f ollow OEM‑controlled labor‑rate structures; • l imit outside fleet work; • m aintain fixed staffing models regardless of local demand. The result is a paradox. A technician shortage exists, but some dealership shops don’t appear busy because they are not competing for the full market of repairable trucks. Their business model restricts what comes through the door. Independent shops, by contrast, rarely have that luxury. They take all‑makes work, they handle aging equipment long out of warranty, and they support fleets that can’t afford downtime. Those shops feel the shortage every day. GEOGRAPHY AMPLIFIES THE CONTRAST Canada’s population and freight corridors are more spread out than the US, and that affects how the shortage shows up. A dealership in a smaller market may have only a handful of bays and a limited technician roster. If that shop services only its own brand’s warranty work, it may not appear busy—even though the region as a whole lacks enough qualified technicians to support the total truck population. Meanwhile, independent shops in the same region may be booked solid for weeks. This geographic dispersion also affects apprenticeship intake. Rural and northern regions struggle to attract

18 MAY 2026 SERVICE TRUCK PULSE SERVICE TRUCK PULSE MAY 2026 19 new technicians, and many young workers relocate to larger cities or other industries. That leaves fleets in remote areas with fewer options and longer waits, even when a dealership in a nearby town appears underutilized. Modern diesel engines, emissions systems, telematics platforms, and electric‑drive components require a level of diagnostic skill that takes years to develop. Canadian shops face the same challenge as their US counterparts: the technology is advancing faster than the workforce. Battery‑electric trucks, hydrogen‑combustion platforms, and fuel‑cell systems will only widen that gap. Fleets that operate mixed powertrains—diesel, natural gas, electric, and soon hydrogen— will need technicians who can move fluidly between mechanical, electrical, and software‑ driven diagnostics. Canada’s technician pipeline is not currently positioned to meet that demand at scale. Large national carriers often have in‑house maintenance teams, strong apprenticeship programs, and the ability to recruit across provinces. They feel the shortage, but they can manage it. Small- and mid‑sized fleets face a different reality. Many rely heavily on dealership service departments, and when those departments limit their scope of work, fleets are forced to look elsewhere. Independent shops and mobile techs are filling the gap, but they, too, are constrained by the shrinking labor pool. Some fleets have begun offering retention bonuses, tool allowances, and flexible schedules to keep technicians from leaving. Others are investing in diagnostic training or partnering with local colleges to build apprenticeship pathways. But these efforts vary widely by region and fleet size. THE US COMPARISON: SAME PROBLEM, DIFFERENT VISIBILITY In the United States, the technician shortage is highly visible because the service ecosystem is more competitive. All‑makes shops, dealership groups, and national service chains all fight for the same labor pool. When the shortage tightens, it shows up immediately in longer wait times and higher labor rates. In Canada, the shortage is just as real, but the dealership‑centric model masks some of the pressure. A shop that only services its own brand’s warranty work may not feel the same urgency to expand capacity or hire aggressively. That doesn’t mean the shortage isn’t there—it just means the symptoms are distributed differently. If apprenticeship enrollment continues to fall and experienced technicians continue to retire, Canada could face a structural shortage that affects uptime, freight efficiency, and the adoption of new powertrains. Hydrogen‑combustion engines, fuel‑cell systems, and high‑voltage electric drivetrains will require specialized training that many shops are not yet equipped to deliver. The risk is not just fewer technicians—it’s a widening skills gap that could slow the industry’s transition to cleaner technologies. WHAT NEEDS TO HAPPEN NEXT Industry groups, colleges, and OEMs are already discussing solutions, but several priorities stand out: • E xpand all‑makes training so technicians can work across brands and powertrains. • S trengthen apprenticeship incentives, including tool‑cost support and paid training. • E ncourage dealerships to broaden their service scope, especially in regions with limited repair capacity. • P romote technician careers earlier, targeting high‑school students before they choose other paths. • I nvest in hydrogen and electric vehicle training, to ensure that the workforce is ready for next‑generation platforms. The technician shortage is no longer a uniquely American problem, nor is it something Canada can afford to view from a distance. Both countries are facing the same structural pressures—an aging workforce, declining apprenticeship intake, reduced international‑student participation, and equipment that grows more complex every year. The difference is visibility: in the US, the shortage shows up in crowded bays and long repair lines, while in Canada, it’s often masked by dealership service models and uneven regional demand. But the operational impact is converging. Whether a truck is running in Ohio or Ontario, fleets are competing for the same shrinking pool of skilled people, and the next decade of diesel, electric, and hydrogen platforms will only intensify that competition. Recognizing the shortage on both sides of the border is the first step; building the training capacity and workforce pipeline to match the industry’s future is the real test. WORKFORCE TECHNOLOGY We’re a quarter of the way through the 21st century, a sobering thought for those of us of a certain vintage who grew up watching TV shows such as Knight Rider. “Ha-ha, Michael. Welcome to a new era of selfaware trucks.” Knight Rider (1982-86) followed a crime‑fighter named Michael Knight (played by actor David Hasselhoff) who teamed up with KITT, an advanced, self‑aware, high‑tech car, to take down criminals and help people who had nowhere else to turn. The key there is “self-aware”. This car was AI before we knew what artificial intelligence was. For decades, service trucks have been built around mechanical reliability and technician know‑how. But as digital systems have crept deeper into engines, hydraulics, cranes, compressors, and even welding units, a new capability has emerged: the ability for equipment to diagnose itself—and in some cases, fix itself—without ever coming into the shop. Remote diagnostics and over‑the‑air (OTA) updates have already reshaped the consumer automotive world. Now they’re rapidly becoming essential tools for vocational fleets, where uptime is money and a truck sidelined for even a day can disrupt entire operations. For service fleets that support construction, utilities, mining, agriculture, and heavy industry, the shift is especially significant. The promise is simple: problems are identified earlier, technicians arrive better prepared, and software fixes can be deployed without touching the truck. The result is fewer surprises, fewer shop visits, and more productive hours on the job. TELEMATICS MEETS TROUBLESHOOTING Remote diagnostics isn’t new, but its capabilities have expanded dramatically. While early systems focused on basic engine codes, today’s platforms monitor hundreds of data points across powertrains, aftertreatment systems, electrical networks, and auxiliary equipment. Ford, for example, has been pushing OTA updates across its commercial lineup since 2021. In a public statement, Ford said its Power‑Up OTA system can “deliver quality enhancements and new features that can help reduce the need for repair trips” and that many updates “take less than two minutes and can be completed in the background.” General Motors has taken a similar approach. In a 2023 update on its connected vehicle strategy, GM stated that its Ultifi software platform enables “continuous improvement through over‑the‑air updates” and allows the company to “diagnose issues remotely and, in some cases, repair them without a dealership visit.” For service fleets, the implications are clear: fewer unplanned stops, fewer diagnostic hours, and a more predictable maintenance schedule. The Truck That Fixes Itself A look at how remote diagnostics and OTA updates are redefining service fleet uptime. ANDREW JOSEPH, EDITOR PHOTO: metamorworks/iStock/Getty Images Plus In much the same way we can have virtual meetings with our doctors, rather than having to go into a clinic, our trucks can use remote diagnostics to tell fleet managers where it hurts, or at least provide notification of upcoming mechanical issues.

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