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However, these systems cannot be used independently without mirrors, under the current CMVSS regulations.
A cursory review of in service tractors in Ontario confirmed that drivers are currently accustomed to using mirrors that are nearly three times larger than what is required under CMVSS regulations.
Ideally, a study could be conducted whereby a variety of gap fillers, side skirts and boat tails are sequentially added to the LCV in order to determine if the effects of these devices on LCVs is similar to their effect on conventional vehicles.
Canadian Motor Vehicule Safety Standards (CMVSS) compliant mirrors are responsible for approximately 2% of the overall drag on a conventional tractor and trailer.
Where applicable, any barriers to entry within the Canadian trucking community were explained to separate those technologies which could likely be used to those that would likely never gain widespread acceptance due to operational barriers For heavy vehicles such as tractor-trailer combinations and buses, pressure drag is the dominant component due to the large surfaces facing the main flow direction and due to the large wake resulting from the bluntness of the back end of such vehicles.
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However, this is still 40% of a very small number, and 8% of a very large number but the fact remains that increasing vehicle length increases the relevance of frictional drag reduction strategies and has much less effect on pressure drag.