Lessons learned about the impacts of size and weight regulations on the articulated truck fleet in the Canadian prairie region

Abstract

Three highway engineering policies directed at improving truck productivity by increasing size and weight limits have been implemented in the Canadian prairie region within the last 35 years: the 1974 Western Canada Highway Strengthening Program, the 1988 Roads and Transportation Association of Canada Memorandum of Understanding on Heavy Vehicle Weights and Dimensions, and special permitting of longer combination vehicles. As policies change, the trucking industry adjusts its fleets to take advantage of available efficiencies. Evidence of these changes and the lessons learned from the adoption of these policies are provided. Ultimately, as a result of these policies, articulated trucks now carry heavier and larger payloads, have different axle configurations, and have higher axle weight limits than they did 35 years ago. The threefold to fivefold increase in articulated truck volumes that occurred during this period would have been more dramatic had these policies not been implemented. Further research is necessary to understand the interactions among policies, vehicles, and infrastructure.

Regulations governing the operation of longer combination vehicles in Canada

“…That is, while it enabled intra-jurisdictional movements (e.g., between Calgary and Edmonton, Alberta; between Regina and Saskatoon, Saskatchewan; between Winnipeg and Brandon, Manitoba), gaps in the network precluded significant levels of inter-jurisdictional LCV movement. As these gaps were closed, however, available evidence shows a corresponding increase in the levels of LCV activity in the region (Regehr 2009;Regehr, Montufar, and Clayton 2009a;Regehr et al 2009b;Di Cristoforo et al 2012).…”

“…These permits allow LCVs to operate beyond basic truck length limits but also define a regulatory environment which uniquely governs LCV travel. Because of their extended length, LCVs offer a transportation productivity advantage relative to other truck configurations, particularly when hauling low-density freight (Regehr, Montufar, Clayton 2009a).…”

Are Longer and Heavier Vehicles (LHVs) Beneficial for Society? A Cost Benefit Analysis to Evaluate their Potential Implementation in Spain

“…On the basis of interviews with different stakeholders involved in this survey, they found some slight differences among the states, and identified a market niche due to both the decreased density of certain payloads, and the fact that large shippers discovered more profitable logistical opportunities. Regehr, Montufar, and Clayton (2009) studied the effects that size and weight regulations have had on the articulated truck fleet used in recent decades in the Canadian Prairie regions. The engineering policies that were put in place allowed major increases in the weights and dimensions of large trucks.…”

Issues and Options for Oversize/Overweight Permitting of Petroleum-Related Trucks in a Performance-Based Regulatory Context: The Manitoba Experience

“…This signing was the culmination of several years of technical research concerning the impacts of truck loads on pavements and bridges and the relationship between vehicle configuration (i.e., number of axles, axle spacing, trailer coupling devices) and dynamic stability and control. The main objectives of the MoU were to: (1) improve regulatory uniformity across jurisdictional boundaries; (2) enable economic opportunity by purposely increasing truck productivity; and (3) ensure that the newly regulated, more productive vehicles met specified safety-related dynamic performance criteria (Woodrooffe et al 2010;Regehr, Montufar, and Clayton 2009).…”