Hamilton truck plan delayed and rerouted

Proposed changes to truck routes in Hamilton, Ont., are facing resistance from residents and trucking businesses as the issue plays out throughout the planning process. of the city.

A related master plan – which places significant limits on trucks with more than five axles, as well as traveling through the city center – is being sent back to staff for further review before returning. another subcommittee in March.

Hamilton, Ontario
(Photo: istock)

The rules will apply to any truck or trailer with a gross vehicle weight greater than 4,500 kg, and such vehicles will only be allowed to take the “shortest route” off the designated truck route when doing so. Local delivery now.

“The average Hamilton truck route will add 17 kilometers per trip, about 15-20 minutes per day,” said Stephen Laskowski, president of the Ontario Trucking Association, referring to feedback from members. member traveling west of Hamilton. “More time, more kilometers, you add costs…. Making the trip longer, we burn more fuel. We burn more fuel, you create GHGs”.

“These are not routes that the trucking industry likes to take because we love going there. That’s because our customers ask us to go there,” he said.

Laskowski was one of dozens of delegations at the Truck Route Subcommittee meeting on November 29, with residents and community groups largely protesting against trucks in residential areas – citing concerns. concerns about quality of life, emissions and safety.

Hamilton recorded 13 truck-related traffic deaths between 2014 and 2018, of which six involved pedestrians.

“The council has recently taken a bold stance in examining urban development. How does the traffic jam industrial truck routes through rural communities speak to respecting the spread? ” asked Tanya De Jager, one of the residents who questioned the plans for Nebo Road.

“We drove past the Amazon building and really couldn’t count the number of truck compartments. Is this what the commission is trying to do with turning two-lane country roads into dedicated truck routes? “

“You are licensing operators to use our neighborhoods as shortcuts. To destroy our infrastructure. Contaminates our lungs, wakes us up from our sleep and endangers our people,” said resident David Colacci.

Robert Iszkula, representative of the Communities Group Restarting Truck Routes, said he does not see the issue as needing to become a “battle” between the industry and the people. “What we are asking is that the transport trucks need to go from the highway to the industrial area and the ports are directed only to Nikola Tesla Avenue and Burlington Street,” he said. “Those roads are built for this. Allowing heavy trucks on our downtown roads puts too much pressure on them.”

‘There is no other way’

Hugh Loomans, Sylvite’s president and chief executive officer, admits that the trucks going through the city center even drive him crazy.

“There is no other way. It was disappointing,” he said. “By the time you get in a heavy truck, drive through Lincoln Alexander Parkway, down the Red Hill Valley, back into Burlington and on to the West Harbor, I think it’s considerably more than 15 minutes.”

Bunge North America noted in a written submission that adding 15-45 minutes per round trip between Pier 11 and 403 could add $20 to transportation costs in each direction.

Challenges have also arisen with plans to further restrict the movement of vehicles with more than five axles.

“The introduction of axial restrictions on connectors critical to the regional network is a major concern because it is punitive,” said Larissa Fenn, Director of Public Affairs at the Hamilton Oshawa Port Authority. unjust users of agriculture.

Instead of taking 12 minutes to travel today’s 7.8-kilometer routes, the proposed restrictions could keep trucks moving 26 or 37 kilometers between Pier 10 and the foot of Highway 6, she said.

“The five-axis limit would eliminate our ability to operate in this part of the city or use the West/Southern routes to continue,” said Mark Hebert, national transport director. access highways in that direction without having to take a more circuitous route to the East. at P&H Milling Group.

All but one of its vehicles have more than five axles. And Hebert notes that axle restrictions will also increase congestion and delays around ports.

The problem isn’t just with the agriculture-focused fleets that serve the station.

Steve Foxcroft, vice president of Fluke Transport, said: “Many companies like ours, which mainly transport household items, often run tandem and tricycle trailers. “The impact of this additional axle is not in any way detrimental to what is being attempted in the trucking master plan.” Hamilton truck plan delayed and rerouted


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