Issue: With profit margins in the transportation industry growing increasingly thin and more scrutiny on the environmental impact of the industry, transport providers are under increased pressure to find cost-effective and eco-friendly means of transporting goods
Shift: Collaboration between the transport sector, government and safety groups is resulting in more transport operators doubling up loads and reducing the number of engines on the road
It might be a rare sight in Ontario, but at certain times of the day, motorists may catch a glimpse of an LCV travelling the 400 network of highways.
What is an LCV, you ask? It’s a term used in the transportation industry for Longer Combination Vehicles. A more common sight outside of Ontario, these extended units interconnect two fullsize trailers. The idea behind the approach is to reduce the environmental impact of over-the-road truck traffic.
While double trailers have been commonly used in a smaller format (maximum 25 metres per trailer), these extended-length combinations (35 metres per trailer) are another thing altogether.

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LCVs have been traversing roads in the Prairie provinces and Quebec for some time, with New Brunswick and Nova Scotia coming to the table more recently, reports David Bradley, president and CEO of the Ontario Trucking Association in Toronto. “Ontario was the odd man out. It really became a case of political will at a time when we’re seeing manufacturing leaving the province.”
There’s a reason why Ontario only recently came on board with LCVs, Mr. Bradley notes. “Government was rightfully concerned about how the public will receive LCVs despite the fact there’s no question they offer both economic and environmental benefits. It was really more of a perceptual issue since there are no real questions in terms of their safety.”
Ontario also has infrastructure challenges that other jurisdictions don’t. Traffic and population density have presented a major stumbling block.
“The 400 series is the most congested highway network in North America,” says Brian Patterson, president and CEO of the Ontario Safety League in Mississauga. “Obviously there’s a considerable amount of testing and requirements to get approval. If you live in Alberta, once you’re 15 minutes outside of the city you can keep driving.”
What finally tipped the scales for LCV approval in Ontario? Despite the perceived resistance, the trucking companies and shipper community have been on board with the idea for some time, as have provincial governments for the most part, says Robert Ballantyne, president of the Canadian Industrial Transportation Association in Ottawa. “It’s not only efficiency issues driving this. It’s a means to minimize fuel and congestion, as well as to address an imminent driver shortage.”
Anything that improves the productivity of a supply chain is of value to the people who produce and ship the goods and, in the long run, to the consumers that buy them, he adds. “Transportation is a big producer of greenhouse gas emissions, so reducing fuel consumption helps in terms of commercial operations and productivity.”
Even though safety groups and railway players have tended to oppose the use of LCVs, in Ontario, the collaborative effort on the part of government and industry went a long way to allay any concerns. Through its co-operative approach, Ontario has in fact managed to establish the most stringent safety guidelines in North America, Mr. Ballantyne reports.
“No one is fussing about it too much now. Everyone involved understands that they really have to do this right.”
The initial LCV permits were issued in the summer of 2009 to a select few carriers. Canadian Tire was the first out of the gate in August 2009. Currently there are 54 participating carriers operating 150 vehicles in Ontario that can travel on routes covering the Oshawa-to-Windsor corridor. (The government dictates a four-permit-per-carrier limit.)
Qualifying for these sparsely distributed permits is a significant feat. There is a long list of stipulations, including the times of day they can run (not during rush hour); what highways they can operate on (only the 400 series where there are hard shoulders); tractor horsepower and model year; weight limitations (lightweight cargo only); maximum speeds (90 km per hour); emissions compliance; available rest stops and access ramps; weather conditions; and time of year they can be used.
In addition, only the most experienced drivers with a spotless record can operate the vehicles. The same goes for the trucking company. “Not just anyone is qualified to do this,” Mr. Bradley says. “They have raised the bar very, very high.”
The Ontario Trucking Association reports that since 2009, there have been more than 45,500 LCV trips in the province covering 14.8 million kilometres, without any major incidents or violations. The metrics are showing a 40% productivity enhancement over conventional vehicles.
Neil McKenna, vice-president of transportation for Canadian Tire Corp. notes that while rail is a less expensive conveyance, destination points are an issue.
“There are not a lot of rail terminals between Toronto and Montreal. Besides, over-the-road is still more suited to time-sensitive travel.”
He estimates that LCVs save the company about 30% in delivery costs over conventional modes, and each LCV permit reduces greenhouse gas emissions by 136,000 pounds each year.
However, LCVs are unlikely ever to be commonplace, mainly because they are strictly cut out for direct runs on multi-lane highways.
“They’re really, really good in a straight-line operation with minimal turns,” says Mr. McKenna. “You don’t want to be going up and down mountains with these.”
Given that turning must be minimized, carriers also have to work closely with engineering analysts and municipal authorities to ensure the trucks can be safely negotiated when arriving at terminals.
In fact LCVs are only a smart part of a much broader spectrum of approaches to reducing fuel consumption and emissions. These include more aerodynamic truck designs to reduce air drag, speed limiters, engine improvements and route-optimization software.
What really makes Ontario’s LCV story unique, however, is its collaborative history. Initially, the Ontario Safety League was opposed to the idea and demanded a number of changes from the Ministry in the interest of public safety.
“But they agreed to every single one, and there have been no issues since,” says Mr. Patterson.
“When all safety requirements we asked for were taken, obviously the industry had to step up and do their part to meet them. And they did,” he says.
As far as the future of LCVs is concerned, rumour has it that Saskatchewan is piloting three-trailer “road trains” to travel between Regina and Saskatoon and selected northern runs. But Ontario and its counterparts to the east needn’t worry, says Mr. Ballantyne.
“The chances for that happening anywhere between Ontario and the east coast are virtually nil.”