Trucking moves the overwhelming majority of Canada’s freight, and the people who drive it are in short supply. The industry has warned for years of a widening driver shortage, driven by an aging workforce, difficulty attracting younger entrants and the sheer scale of a country where goods travel enormous distances. That gap is why many of Canada’s largest carriers actively recruit qualified drivers from abroad.
This guide profiles 21 established trucking companies operating across Canada, the driving roles they hire, and the wages those roles typically command. It then explains how foreign drivers obtain a Canadian commercial licence, the immigration pathways that turn a job offer into permanent status, and the fleet safety framework that governs the job day to day.
The role in demand
Canada classifies occupations with National Occupational Classification (NOC) codes, and these codes determine which immigration programs a worker qualifies for. The central role here is the transport truck driver, NOC 73300, which covers long-haul and regional tractor-trailer driving and sits at TEER 3. It is one of the transport occupations Canada has prioritised in recent skilled-worker selection rounds, reflecting the persistent shortage.
Operating a tractor-trailer requires the top class of commercial licence — Class 1 in most provinces, and Class A/Z (“AZ”) in Ontario. Pay in long-haul trucking is frequently structured by distance driven rather than strictly by the hour, so mileage or per-kilometre rates, plus accessorial pay, are common; the figures in this guide are expressed as approximate hourly equivalents to allow comparison. Local, regional, less-than-truckload (LTL) and specialised work such as tanker and flatbed tend to sit at the higher end, while owner-operators are paid on a gross-revenue basis that is not directly comparable to an employee wage. Every legitimate offer must meet or exceed the prevailing wage published for the occupation and region on Canada’s Job Bank.
The 21 trucking companies
The carriers below span national LTL networks, long-haul dry-van fleets, refrigerated and bulk specialists, and strong regional operators in the Prairies, Ontario, Quebec and Atlantic Canada. Each runs large fleets and recruits drivers continually. Wage ranges are typical market ranges by segment, expressed as hourly equivalents, and vary by province, route and experience.
| # | Company | Segment | Driver roles commonly hired | Typical wage |
|---|---|---|---|---|
| 1 | TFI International | LTL & national | Long-haul Class 1 driver, city driver, owner-operator | $28–$46 |
| 2 | Bison Transport | Long-haul dry van | Long-haul driver, team driver, driver trainer | $30–$46 |
| 3 | Challenger Motor Freight | Long-haul & LTL | Long-haul Class 1/AZ driver, owner-operator | $29–$45 |
| 4 | Trimac Transportation | Bulk & tanker | Tanker driver, bulk driver | $32–$48 |
| 5 | Mullen Group | Trucking & logistics | Long-haul driver, specialised/oilfield driver | $30–$48 |
| 6 | Day & Ross | LTL & national | Long-haul driver, city/P&D driver, owner-operator | $28–$45 |
| 7 | Manitoulin Transport | LTL network | Long-haul driver, city driver | $28–$44 |
| 8 | Kriska Transportation Group | Long-haul dry van | Long-haul Class 1/AZ driver, owner-operator | $29–$45 |
| 9 | Erb Group | Refrigerated | Long-haul reefer driver, regional driver | $29–$45 |
| 10 | Yanke Group of Companies | Long-haul | Long-haul driver, team driver | $29–$45 |
| 11 | Rosedale Transport | LTL & temperature | Long-haul driver, city driver | $28–$44 |
| 12 | Titanium Transportation Group | Truckload & logistics | Long-haul Class 1/AZ driver, owner-operator | $29–$45 |
| 13 | Verspeeten Cartage | Long-haul dry van | Long-haul driver, regional driver | $29–$45 |
| 14 | Armour Transportation Systems | Atlantic LTL & TL | Long-haul driver, city driver | $28–$44 |
| 15 | Midland Transport | Atlantic & national | Long-haul driver, city/P&D driver | $28–$44 |
| 16 | Groupe Robert | Quebec & national | Long-haul driver, regional driver | $28–$45 |
| 17 | Siemens Transportation Group | Prairie long-haul | Long-haul driver, owner-operator | $29–$45 |
| 18 | Gardewine | Prairie LTL & TL | Long-haul driver, city driver | $28–$44 |
| 19 | Westcan Bulk Transport | Bulk & tanker (West) | Bulk/tanker driver, B-train driver | $32–$48 |
| 20 | Sutco Transportation Services | Bulk & flatbed | Bulk driver, flatbed driver | $31–$47 |
| 21 | Caravan Logistics | Intermodal & TL | Long-haul driver, drayage/city driver | $28–$44 |
The segment matters as much as the company. National LTL carriers hire the widest range of drivers, from long-haul to local pickup-and-delivery, and are good for building a Canadian record. Long-haul dry-van fleets offer the most highway miles and are often the entry point for newcomers. Bulk, tanker and flatbed specialists pay the most but expect additional endorsements and experience. Matching your background to the right segment, and being open to the routes where demand is greatest, makes an offer far more likely.
Getting licensed to drive in Canada
This is the step foreign drivers most often underestimate. A commercial licence in Canada is issued by each province, not nationally, and a foreign licence cannot simply be used to drive a tractor-trailer. To operate one you need a Class 1 licence (Class A/Z in Ontario), and earning it involves more than a road test.
Most provinces now require Mandatory Entry-Level Training (MELT) — a set minimum of classroom, yard and in-cab instruction — before a driver may attempt the Class 1 road test. Depending on the province and the country your existing licence was issued in, you may be able to exchange or fast-track part of the process, or you may need to complete MELT and testing in full. Because requirements and reciprocity differ from one province to the next and change over time, the safest approach is to contact the destination province’s driver-licensing authority early, confirm exactly what your licence and experience entitle you to, and budget time and money for training before you count on starting work.
How work authorization and sponsorship work
Foreign drivers reach these jobs through two broad pathways, and knowing the difference is essential.
The temporary work permit
Many drivers begin on an employer-specific work permit. A Canadian carrier offers the job, applies to the government for a Labour Market Impact Assessment (LMIA) showing the role could not be filled locally, and — once approved — the driver uses that decision to apply for a work permit tied to that employer. This is what most people mean by “visa sponsorship” in Canada: the process is employer-driven, and the carrier pays the LMIA fee by law.
Permanent residence
Transport truck drivers have real permanent-residence options. Express Entry has held category-based rounds targeting transport occupations, which can favour qualifying drivers. Provincial Nominee Programs in several provinces run streams that include long-haul truck drivers, often on the strength of a local job offer and a provincial licence. The Atlantic Immigration Program offers an employer-driven route across the four Atlantic provinces, and rural and smaller-community pilots direct workers to regions that depend heavily on trucking. Quebec operates its own selection system with separate rules and should be treated as a distinct pathway.
Landing a role
The strongest candidates start their provincial licensing enquiry early, target a segment and region that match their experience, and apply through official channels: each carrier’s careers site, Canada’s Job Bank, and reputable trucking job boards. A clear, one-to-two-page résumé that names the NOC code, states licence class and any endorsements, and quantifies clean driving experience and kilometres reads well to Canadian recruiters. Documents to prepare in advance include a passport, a current driving abstract or record, proof of experience, reference letters and English or French language test results, which weigh heavily in permanent-residence scoring. A genuine offer is always a detailed written contract specifying pay structure, expected miles or hours, and home terminal.
Commercial fleet safety guidelines
Trucking is one of the most heavily regulated jobs a newcomer can hold, and understanding the safety framework is part of understanding the work. Every federally regulated carrier operates under the National Safety Code, and each truck and driver contributes to the company’s safety rating — the record that keeps it licensed to operate. A driver who understands this framework is a more valuable and more employable one.
At the centre of daily compliance are hours-of-service rules, which cap driving and on-duty time to prevent fatigue, and are now enforced through the electronic logging device (ELD) mandate that requires federally regulated trucks to record duty status automatically rather than on paper. Around that sits a wider layer of technology: fleet management software that plans routes, schedules maintenance and monitors compliance; telematics and GPS fleet tracking that report vehicle location, speed and engine health in real time; and dash-camera and driver-scoring systems that support coaching and accident review. For the carrier, these tools also feed the commercial fleet insurance and commercial truck insurance programs that are among the industry’s largest costs — a clean safety record and strong telematics data directly influence premiums. For a driver relocating to Canada, the practical point is simple: the equipment records how you work, safe driving protects both your record and the carrier’s, and the best employers treat fleet safety compliance as a shared responsibility rather than a burden placed on the driver alone.
Frequently asked questions
Do these trucking companies sponsor visas directly?
Carriers hire and, where the role qualifies under current rules, apply for an LMIA that supports a work permit — the Canadian equivalent of sponsorship. The offer must come from the carrier and meet the prevailing wage for the region.
How much do foreign truck drivers earn in Canada?
Typically the equivalent of CAD $28 to $48 per hour depending on segment, province and route, with bulk, tanker and flatbed work at the higher end. Long-haul pay is often based on miles or kilometres rather than the hour, and owner-operators are paid on gross revenue. Every offer must meet the local prevailing wage.
Can I drive on my foreign licence?
Not a tractor-trailer. You need a provincial Class 1 licence (Class A/Z in Ontario), and most provinces require Mandatory Entry-Level Training (MELT) before the road test. Some provinces allow exchange or fast-tracking depending on your existing licence, so confirm with the destination province’s licensing authority early.
Is a work permit the same as permanent residence?
No. A work permit is temporary and usually tied to a single employer, while permanent residence lets you live and work anywhere in Canada. For drivers, category-based Express Entry rounds and provincial nominee programs are often the strongest routes to permanent residence.
Official resources
Confirm current rules, wages, licensing and employer eligibility through official sources: Canada’s Job Bank for postings and prevailing wages; Immigration, Refugees and Citizenship Canada (IRCC) for work permits and permanent-residence programs; Employment and Social Development Canada (ESDC) for the Temporary Foreign Worker Program and LMIA rules; your provincial driver-licensing authority for Class 1 / AZ licensing and MELT; and each carrier’s official careers page to apply directly.