Donna Laframboise reviews a new memoir by Gord Magill, recounting his career in trucking in Canada, the United States, Australia and New Zealand:
… Gord has written a splendid book that belongs on Economics 101 reading lists everywhere. End of the Road: Inside the War on Truckers is chock-a-block with firsthand anecdotes. He tells us, for example, about traveling north into Canada from New York state during the 2022 Freedom Convoy protest, and feeling “drunk with patriotism, in love with every person I met, and they were in love with me”. After returning to his wife and daughters south of the border, he says he’d “never seen so many Canadian flags flying in the United States. It was unbelievable.” For a short time, “I was a minor celebrity simply for being from Canada”.
But this book is more than a collection of quirky tales about life behind the wheel. It’s a deep dive into shark-infested waters. For decades, but especially in recent years, experienced truckers have been treated like disposable widgets rather than skilled professionals. An industry upon which much of the North American economy depends has been undermined and hollowed out by perverse economic incentives, widespread fraud, and foolish policy. All of this makes our highways dangerous.
Gord explains that members of the public are three times more likely to be killed in a truck crash in America than down under partly because Australia has a graduated, quasi-apprentice licensing system. After driving smaller trucks for a year, people apply for the next level of trucking license, and then the next level, and then the next.
In North America these days, licenses seem to be given out like breath mints. The driver who blew through a stop sign in rural Saskatchewan in 2018, killing sixteen people associated with the Humboldt Broncos junior hockey team and injuring 13 others had less than one month of trucking experience. Yet he was behind the wheel of one of the largest configurations on the road (two interconnected trailers, known in the industry as a Super B-train). In Australia, that same driver would have needed a minimum of four years of experience and would have completed multiple courses and passed multiple tests before being entrusted with such a load.
Gord reminds us about the Ethiopian driver (on a work visa) who plowed into traffic that had slowed to a halt in a Texas construction zone last March. Five people — including a family of two parents and two young children — were killed, eleven others were sent to hospital, and seventeen vehicles were damaged. In that case, the driver reportedly had only four months of trucking experience.
Shortly afterward, in August 2025, three people died in Florida when, as Gord writes, “a tractor trailer attempted to pull an illegal U-turn through a small access point in the median … As the driver of the truck executed the turn, he pulled in front of a minivan, which ran into his trailer at high speed.”
The trucker in that case, an illegal immigrant from India, had somehow acquired commercial driver’s licenses in two US states. But when an English proficiency test was administered a few days after the accident, he answered only 2 of 12 verbal questions correctly and could identify only 1 of 4 traffic signs. It was later reported he’d failed his commercial trucking exam ten times during a two-month period.
Then there’s the trucker who drove an 18-wheeler weighing forty tons across a bridge with a clearly posted weight limit of six tons in rural Arkansas in 2018. The bridge collapsed and the truck sank into the river. It took seven months to extract it, while the bridge remained out-of-service for years.
