A breakdown north of Fort St. John isn't the same as one on a city ring road. Shoulders are narrow, cell service comes and goes, temperatures drop fast after dark, and the next service point can be an hour away. What you need first isn't a tow — it's someone who can tell you whether the truck can be fixed where it sits.
We respond to roadside breakdowns across the Peace Region with a service truck carrying diagnostic gear, air and hydraulic fittings, common electrical parts, fluids and hand tools. A large share of highway calls — air leaks, dead batteries, blown hoses, alternator failures, sensor faults, fuel filter restrictions — get repaired on the shoulder and the truck drives away. We can't promise a fixed arrival time and we won't invent one, but we treat breakdowns as priority work and will give you an honest read on timing when you call.
Dead or weak batteries, a bad connection at a cable end, a failed starter solenoid, gelled fuel in a cold snap, or an ECM that isn't seeing a crank signal. We test rather than guess, because a boost that gets you rolling only helps if the charging system will actually keep up.
A blown air line, a failed chamber diaphragm or a leaking valve will dump system pressure and set the park brakes. This is one of the most common highway calls we get, and it's usually repairable in place with line, fittings and a replacement component.
Battery light on, gauges dropping, then a truck that dies and won't restart. Usually an alternator, a belt, or a corroded ground. Catching it while the engine is still running gives you more options than waiting until everything shuts down.
Hydraulic hoses on picker and dump units and coolant hoses on any diesel let go without warning. We make up hydraulic hose on-site and carry common coolant hose and clamps, so both are usually a same-visit fix.
If the temperature gauge is climbing, shut down before it becomes an engine failure. Leaking hoses, a failed water pump, a stuck thermostat or a plugged rad get diagnosed and, where possible, repaired on the shoulder.
Flats, blowouts and wheel-end issues on trucks and trailers. We handle tire and wheel changes roadside where the location can be worked safely.
The most useful thing you can do on the first call is describe exactly where you are and what the truck is doing. That decides what gets loaded before we roll.
Highway and nearest kilometre marker, lease road name, or a dropped pin. On the Alaska Highway, the mile marker is the fastest reference.
Is it on the shoulder, is it loaded, are you in a blind corner, is the engine running? Safety shapes how we approach the call.
If we can get to you, you get a realistic estimate of when. If we can't, we'll say so straight away so you're not waiting on us instead of arranging a tow.
Air fittings and line, hydraulic hose, electrical parts, belts, filters, fluids and diagnostic tools travel on the service truck.
Where the fix isn't a roadside job, we make the unit safe and tell you what it will take — so any tow you pay for goes to the right place.
Roadside response covers commercial and off-road equipment moving through northeastern BC, not just highway tractors.
We respond along Highway 97 between Dawson Creek and Wonowon, the Alaska Highway corridor, Highway 29 toward Hudson's Hope and Chetwynd, and lease roads around Fort St. John, Charlie Lake, Taylor, Montney and Buick. The further out you are, the more travel time matters, so call early rather than waiting to see if the problem gets worse. See the full service area.
A truck stuck on a highway shoulder in winter is not a routine job, and we don't schedule it like one. We'll tell you where you sit and get moving as soon as we can.
Hose, fittings, electrical parts, fluids and diagnostic tools ride with the service truck, so a lot of calls end with the truck driving away.
We won't quote a response time we can't hold. You get an honest estimate and a call if that changes.
That depends entirely on where you are, what we're already working on, and road conditions. We won't advertise a fixed response time because in this region that would be dishonest. Call and you'll get a realistic estimate before you commit to waiting.
No. We're a mobile repair service, not a tow operator. What we can do is diagnose the problem so that if a tow is needed, it goes to the right place instead of a shop that will just diagnose it again.
That's normal here. A loaded unit affects how we jack and support it and how we handle brake and driveline work, but it doesn't stop most repairs. Mention the load and weight when you call.
Emergency calls come in at all hours and we do our best to respond. Lighting and safety on a dark highway shoulder are real limits, and if it isn't safe to work we'll say so and help you plan the next step.
We can bring fuel to get a unit going, including priming and bleeding the system afterward, which is the part most people underestimate on a diesel.
Get the unit as far off the travelled lane as you safely can, triangles or flares out, hazards on, and stay clear of the traffic side — especially on the Alaska Highway where speeds are high and shoulders are narrow. Stay with the vehicle for warmth in winter.
More answers on the general service FAQ.
Tell us where you are and what happened. We'll give you an honest answer on whether we can reach you and how soon, and get a service truck rolling as fast as we can.
On-site diagnostics for no-starts, derates and warning lights.
Hoses made up and replaced on-site when a line lets go.
Tractor repair for highway units working the Peace Region.
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