Ontario lcv pilot program conditions

All required qualifications, documentation, training, and testing are as set out in the LCV Driver and Instructor Certification Manual. Instructors must possess a valid Ontario LCV Instructors Certificate accompanying Drivers-in-Training Certificates are valid only for the carrier appearing on the certificate and must be presented upon request to a police officer or officer appointed to carry out the provisions of the Highway Traffic Act.

MTO may share this information with police. Upon request, carrier must provide MTO copies of documentation to support driver eligibility criteria, including copies of driver abstracts dated no more than one month prior to certificate issue date. Drivers and Instructors may hold LCV certificates for more than one carrier.

The Network will generally consist of controlled access, multi-lane, divided highways often referred to as freeways, expressways and parkways including ramps connecting one highway with another.

Highways will be considered for addition to the Primary LCV Network upon application from an interested proponent. Unless a specific concern is identified - controlled access, multi-lane, divided highways or specified portions of such highways and their connecting ramps may be added to the Primary LCV Network without engineering assessment.

An engineering assessment is required in all such cases. In cases where the proposed addition to the Primary LCV Network includes a municipal roadway, bridge authority or privately operated highway, written consent is required from a transportation official of the road authority acknowledging they do not object to LCV travel over the proposed route. Written consent is also required from the facility operator or property owner i. If a portion of the route was previously approved or will be shared with another proponent, applicants may work together through the engineering consultant to defray costs.

Consultant to acquire recent and relevant i. These may include design drawings plans or orthophotos of ramps, turns and intersections. A site visit is required to verify existing conditions. The consultant should also obtain posted speeds and relevant traffic information.

The appropriate road authority i. Proposed changes to existing roads within the planned LCV route shall be documented and evaluated to determine the implications to LCV operations.

Consultant will overlay turning templates of LCVs on the route images using turn simulation software to determine if ramp, roadway, intersection and entranceway geometry can safely accommodate LCV travel without damage to roadway infrastructure or fixtures and without causing negative impact to traffic operation. Hard copy plots of the simulations shall be provided in the assessment documentation for review.

Consultant will provide an operational and traffic safety impact analysis based on turning and weaving movements, storage and lane change space, and traffic signal timing.

Design vehicles and turning templates will be based on maximum allowable LCV axle spacings ie. As Stinger-Steer LCV combinations require less turning space, A or B-train assessments are also deemed acceptable for stinger-steer configurations. In the event an assessment specifies that it applies only to an A-train or B-train, the assessment may be expanded to apply to both combinations by submitting a letter from the original Engineering Consultant expressing that both combinations would be feasible and accepted.

It is expected that all wheels of the LCV will remain on the paved surface of any provincial highways or ramps. Any modifications to the Primary LCV Network or other route infrastructure to accommodate LCVs are the responsibility of the proponent working in conjunction with the appropriate road authority or property owner.

All documents will be scanned or converted to. Other areas may be consulted as required. Applications for new or additional routes or locations must be accompanied by any necessary engineering assessments as well as written consent from appropriate road authorities.

Road Authorities are taken to mean any party other than MTO having control over the roadway municipality, Highway ETR, bridge authority, facility owner or operator, etc. Both rear axles of tractor must be drive axles.

B-Train Double consists of a 3-axle tractor, a tridem-axle lead semi-trailer and a tandem or tridem-axle second semi-trailer. B-trains comprised of two Twin Stinger-Steer Auto Carriers consist of a 3-axle tractor, a triple-axle equipped lead semi-trailer where the rear-most axle is liftable, and a tandem-axle second trailer. Both rear axles of the tractor must be drive axles.

Aerodynamic devices at rear of trailers are excluded from length measurements provided they are authorized by and meet all conditions of a separate vehicle or fleet permit or meet requirements specified in the Highway Traffic Act. The allowable gross weight of any stinger-steer LCV combination must not exceed 55, kg. Steering axle must be capable of turning at least 40 degrees in either direction from straight ahead position. The speed recording device must be a GPS or similar tracking system and must display in a legible table, including rows and columns.

Tachograph and tachograph charts are not acceptable speed recording devices within the Program. Upon request, such reports must be provided to MTO who, in turn may share them with police. I guess we will keep our fingers crossed and hope for a broader allowance for those carriers that have proven themselves. But it has been a frustrating issue for odd years. Under the pilot program, Dhahak said there have been 21, LCV truck trips covering 6.

LCVs also provide congestion relief on GTA highways by shifting truck movements from peak to non-peak hours. May not carry more weight than existing multi-axle tractor-trailers. May not operate at the start and end of long weekends.

May not carry dangerous goods that would require a warning on the vehicle's exterior. May not carry livestock. Must avoid driving in bad weather or slippery conditions.

Additional requirements apply to everything from the horsepower under the hood, to braking and stability systems, driver training, and allowable routes. But they deliver more than additional freight volumes per driver. There are potential safety and environmental gains as well. When Alberta Infrastructure and Transportation studied collisions that occurred between and , it found that LCVs were involved in fewer fatalities, injuries and property-damage collisions per million kilometers once traffic exposure was considered.

More than half of the collisions that did occur were limited to single vehicles, usually at night or when crossing paths with wildlife. The Ontario Ministry of Transportation , meanwhile, counted more than 45, one-way LCV trips per year, and calculated that the equipment eliminated 9 million tonnes of greenhouse gas emissions in the process. And there is a direct link between unwanted GHG emissions and fuel economy. The units traveling in that province are restricted to Series highways, and require terminals to be located within 2 km of an assessed and approved highway interchange.

But the fleet headquartered in Cambridge, Ont. The need for extra pulling power is one of the most obvious equipment needs associated with an LCV.