[PPT] - The Impact of Truck Routes, Roundabouts and LCVs on Goods Movement PowerPoint Presentation

SLIDE 1

The Impact of Truck Routes, Roundabouts and LCVs on Goods Movement

Stephen Laskowski Senior Vice President Ontario Trucking Association November 1, 2013

SLIDE 2

What Trucking Means to Communities in Ontario

It is estimated that more than 95% of the goods moved

within Ontario depend on truck transportation, either solely, or as part of a truck-rail intermodal shipment.

There are between 175,000 - 200,000 trucks on Ontario

roads any given day.

Trucking is a major employer in Ontario —over 200,000

people make their livelihood in the trucking sector.

Source: Statistics Canada and Transport Canada

SLIDE 3

What is a Truck Route?

A ‘Truck Route’ is the set or network of roads or streets that a local government has formally designated for certain trucks to use when traveling through or within their jurisdiction.

Truck route planning promotes the safe and efficient movement
f goods in and around a community.

SLIDE 4

Why Establish a Truck Route?

A Truck Route Can:

Help trucks to avoid inappropriate

residential streets

Reduce traffic congestion
Increase logistics options
Improve economic competitiveness
Increase attractiveness of industrial sites

at major distribution points

Results:

Increased safety on residential streets.
Reduced cost to residents for shipped

goods.

Provides strong foundation for

economic growth.

Truck route planning promotes the safe and efficient movement of goods in and around a community.

SLIDE 5

Key Considerations When Planning a Truck Route

Special issues to consider when establishing a truck route include:

Anticipation, planning and incorporation of future development needs.
Development of off-peak deliveries program in key commercial areas.
Identifying the businesses served by trucks.
Location of current trucking companies within the municipality.
Incorporation into and/or modification of major thoroughfare plan.
Consideration of the traffic impacts to surrounding roads if truck traffic is restricted to a single

road.

Development of freight-supportive land use guidelines.
Development of the plan as part of regional approach to moving goods.

SLIDE 6

For a More Detailed Look at Truck Route Planning See:

SLIDE 7

Roundabouts

Roundabouts on the rise in Ontario

A number of existing intersections and roads in

new developments have increasingly incorporated roundabouts as an alternative means of traffic control.

Traffic engineers and designers have embraced

roundabouts due to their safety and operational performance.

SLIDE 8

Roundabouts and Commercial Vehicles

As the number of roundabouts increases in Ontario, commercial vehicle

perators will more and more be

required to manoeuvre through them.

Specific design features that make the

roundabout attractive can be problematic to commercial vehicle

perators.
Failure to properly account for

commercial vehicle traffic in their design

ften results in damage to vehicles and

fixed objects.

SLIDE 9

Considering Commercial Vehicles in Roundabout Design

Example: Off-Tracking

Large vehicles need

more space when driving in a roundabout. A truck apron is a paved area on the inside of the roundabout for the rear wheels of large trucks to use when turning.

SLIDE 10

Examples of Considerations for Commercial Vehicles in roundabout Design

Numerous modifications can be made that allow commercial vehicles to be accommodated within a roundabout including:

Widened entry and exit lanes - On single-lane roundabouts with anticipated significant commercial

vehicle traffic, commercial vehicle operators may require wider entries to enter the roundabout. Extra turning space can be added by using hatching within the entry and exit lanes providing space for wider right turns .

Truck aprons - Used on the central island to provide an additional paved area to allow off-tracking of

commercial vehicles without compromising the deflection of smaller vehicles. Where aprons are used, they should be designed so that they are traversable by commercial vehicles, but discourage passenger vehicles from using them .

Bypass lanes – Used to allow commercial vehicles to entirely bypass the roundabout, passing through a

larger radius curve.

Gates for pass through traffic – Used to provide a means by which an oversize/overlength commercial

vehicle can pass entirely through the central island.

SLIDE 11

Roundabouts and Goods Movement

As cities and municipalities

continue to construct roundabouts, authorities need to carefully consider the needs

f commercial vehicles.
Poorly constructed

roundabouts essentially serve as barriers to the movement of commercial goods.

SLIDE 12

Long Combination Vehicles (LCVs)

Long combination vehicles (LCV)

in Ontario consist of two 53 foot (industry standard) semi-trailers being pulled by one tractor (power unit).

Ontario’s LCV program, is a joint

private-public partnership between the Ministry of Transportation (MTO) and the Ontario Trucking Association (OTA) operating since August 2009.

Many Canadian jurisdictions and

US states have had LCV programs for decades.

SLIDE 13

Benefits of LCVs

LCVs have been found to provide economic and environmental benefits to the trucking industry including reduced operating costs and reduced greenhouse gas emissions. For example:

35% reduction in GHGs
Canadian studies on existing operations indicate LCVs are 25% to 30% more

efficient than standard tractor-trailers when moving the same freight volume. By the numbers LCVs are perhaps the safest vehicles on the road. For Example: In 2012, there were only four on-road situations:

One tire blow out (where the driver safely stopped alongside the media).
One driver medical emergency (no other vehicles involved).
Two side mirrors knocked off an LCV by a passing tractor trailer (local roads).

SLIDE 14

LCVs in Ontario

Approved origin/destination locations: 53 (+3)

Brampton - 5
Brantford - 1
Cambridge - 4
Cardinal - 1
Concord - 1
Cornwall - 4
Dorchester - 1
Leeds - 1
London - 2 (+1)
Fort Erie - 1
Kingston - 3
Lakeshore (near Windsor) - 3 (+1)
Mississauga - 15
Oshawa - 1 (+1)
Prescott - 1
Toronto - 6
Vaughan - 2
Woodstock - 1

Program Participants

Permits issued to-date: 294 (+7)
Participating Carriers: 71 (+1)
LCV Trips (2013)
March - 2,418 trips (744,149 km)
April - 4,001 trips (1,241,535 km)
May - 4,597 trips (1,435,178 km)
June - 4,129 trips (1,269,323 km)
July - 4,637 trips (1,419,199 km)
August - 4,613 trips (1,408,101 km)
September - 4,034 trips (1,243,382 km)
Total - 28,429 trips (8,760,866 km)
Grand Total (since August 2009) -

101,296 trips (32,392,584 km)

SLIDE 15

A Closer Look at Peel Region

Peel Region currently holds 40% of the

Origin/Destination locations in Ontario, but handles around 55% of LCV volumes.

For Example, this year of the 28,617 one way

trips made by LCVs, 55% have either Brampton or Mississauga as their origin or destination.

SLIDE 16

The Case for LCVs

LCVs and Goods Movement

LCVs are a more economic

and environmental way to move goods.

LCVs help to address driver

shortages.

LCVs improve supply chain

efficiency. Challenges Going Forward

A multi year plan is needed.
Expanding available permits.
Addressing these issues will

allow carriers to make the necessary investments and further incorporate LCVs into their logistics planning.

SLIDE 17

The Impact of Truck Routes, Roundabouts and LCVs on Goods Movement - - PowerPoint PPT Presentation