Transportation in Canada

© Her Majesty the Queen in Right of Canada, represented by the Minister of Transport, 2017.
Cette publication est aussi disponible en français sous le titre Les transports au Canada 2016, Rapport
apporfondi.
TP No. 15357 E
Catalogue No. T1-23/2016E-PDF
ISSN 978-0-660-08415-2
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Table of Contents
Minister’s Message .................................................................................................. iii

Report Highlights ..................................................................................................... 1
Introduction .............................................................................................................. 3
Introduction .......................................................................................................................................... 3
About this report .................................................................................................................................. 3
The Role of Transportation in the Economy ............................................................. 5

The Transportation Sector ................................................................................................................... 5
Transportation and the Economy ......................................................................................................... 5
Transportation and Domestic Trade ................................................................................................... 5
Transportation and International Trade ............................................................................................... 5
Government Revenues and Expenditures .......................................................................................... 6
Canada’s Trade and Transportation Corridors ......................................................... 8

Western Corridor ................................................................................................................................. 8
Continental Corridor ............................................................................................................................ 9
Atlantic Corridor ................................................................................................................................... 11
Air Transportation Sector ......................................................................................... 12

Industry Infrastructure .......................................................................................................................... 12
Industry Structure ................................................................................................................................ 12
Safe and Secure Transportation .......................................................................................................... 13
Marine Transportation Sector .................................................................................. 14

Green Transportation ........................................................................................................................... 19
Rail Transportation Sector ....................................................................................... 20

Industry Infrastructure ......................................................................................................................... 20
Green Transportation .......................................................................................................................... 22
2016
Transportation in Canada i
Table of Contents
Road Transportation Sector ..................................................................................... 23

Green Transportation ........................................................................................................................... 25
Transportation of Dangerous Goods ........................................................................ 26

Performance of the Canadian Transportation System in 2016 ................................ 28
Economic Drivers ............................................................................................................................... 28
Productivity in the Transportation Sector ............................................................................................. 28
Freight Transportation Flows .............................................................................................................. 29
Performance and Utilization of the Transportation System ................................................................. 31
Travellers Traffic Flows ....................................................................................................................... 33
Safe and Secure Transportation Performance ................................................................................... 34
Green Transportation Performance .................................................................................................... 35
Financial Performance ......................................................................................................................... 36
Outlook, Trends and Future Issues .......................................................................... 38

Key Trends in Transportation ............................................................................................................... 38
The Key Trends in the Canadian Context ............................................................................................ 40
The Economic Outlook ....................................................................................................................... 42
Key Commodities Outlook .................................................................................................................. 42
Air Passenger Outlook ......................................................................................................................... 44
Annex A: Maps and Figures .................................................................................... 45

Annex B: List of Addendum Tables and Figures ...................................................... 54
ii
2016
Comprehensive Report
Minister’s Message
As Minister of Transport, it is with great pleasure that I submit

Transportation in Canada 2016, the annual report on the state of
transportation in Canada.
This report is based on the latest data and information in order
to understand the challenges and opportunities facing Canada’s
transportation system and its stakeholders. An addendum of useful
transportation statistics and figures is also included.
Transportation plays a critical role in the Canadian economy by enabling
Canadian products, services and people to access key markets, thus
creating prosperity and economic opportunities for the middle class.
A modern, safe, secure, reliable and environmentally responsible
transportation system is essential to our economic wealth.
In 2016, the Canadian transportation system continued its strong safety track record,
with accident rates below their 10-year average for all modes. In terms of environment,
transportation-related greenhouse gas emissions have been stable over the past decade as
the effect of increased activities has been offset by stricter standards. The transportation
system also continued to perform well in 2016 in a period of reduced demand for Canadian
merchandise, resulting from subdued global and domestic economic growth.
To continue building on these accomplishments, the Government of Canada, through its
Transportation 2030 Strategic Plan, aims to create a safe, secure, green, innovative and
integrated transportation system that supports trade and economic growth, a cleaner
environment and the well-being of all Canadians.
In accordance with this Strategic Plan, we announced a number of initiatives in 2016 including
the Oceans Protection Plan, which aims to create a world-leading marine safety system that
helps prevent marine incidents and strengthens environmental protection. We also continued
our work with provinces and territories in support of the Pan-Canadian Framework on Clean
Growth and Climate Change to develop a concrete plan to achieve Canada’s international
climate change commitments and drive innovation and growth.
While the system performed well in 2016, we must continue our efforts to strengthen
transportation corridors to international markets and help Canadian businesses compete,
grow and create more jobs for middle class Canadians. To that effect, we have announced
a $10.1 billion investment over 11 years through the Trade and Transportation Corridors
Initiative, with the objective of improving the quality of trade infrastructure across Canada,
strengthening the efficiency of the system and sharing evidence-based information about the
Canadian transportation system with Canadians and relevant transportation stakeholders.
I hope this report will provide Members of Parliament, stakeholders and the general public
with useful information on the state of Canada’s transportation system and how it affects the
life of every Canadian.
Sincerely,
The Honourable Marc Garneau, P.C., M.P.
Minister of Transport
2016
Transportation in Canada iii
Report Highlights
Summary:
• The relatively modest global and domestic economy growth in 2016 translated in lower
transportation demand for key Canadian commodities.
• While some fluidity issues were reported at the Port of Vancouver in the fall of 2016, the Canadian
transportation system did not experience any significant bottlenecks.
• Contrasting with lower commodity volumes, passenger traffic was on the rise especially for
international air passengers.
• Greenhouse gas emissions have been stable overall over the past decade. The Government of
Canada put in place a number of initiatives to strengthen environmental protection, including
the Pan-Canadian Framework.
• Canada continues to have a safe and secure transportation system with accident rates below
their 5 to 10-year average. A number of initiatives aim to ensure a safe transportation system
were established, including the new Oceans Protection Plan.
• In the coming years, Canada will face challenges and opportunities that will require transportation
stakeholders to keep abreast of new developments and adapt to changing socio-demographic
trends, key emerging technologies, and growing environmental concerns.
The Canadian economy continued to International air cargo exports (in value)
experience moderate growth in 2016. Modest decreased slightly in 2016, while trucking
global economic growth translated into lower exports to the U.S. recorded a strong
traffic volume in the Canadian transportation increase.
system, especially in the first half of the year.
Demand slightly picked up in the second The Canadian transportation system did not
half of 2016, but remained below 2015 level experience any significant bottlenecks with
for key bulk commodities, intermediate and respect to performance or capacity in 2016.
finished goods. This resulted in rail traffic The Port of Vancouver reported some fluidity
declines (in tonnage) for petroleum products, issues at its South Shore in the fall, but the
metals, grain and fertilizers materials. system was resilient enough to resolve the
issue. No major labour disruptions or major
On the marine side, international waterborne weather related event significantly impacted
traffic (in value) also decreased, as did fluidity at key ports or key railway corridors.
volume handled at certain ports. This is
especially true for the port of Vancouver, The lower volume of containers to handle
which observed declines for wheat, coal, over the year allowed fluidity to improve at
potash and intermodal traffic. In contrast, East key port terminals. Most container terminals
Coast ports, notably the port of Halifax and remained below their effective capacity level
Montréal, experienced a growth in volume throughout the year. Rail network velocity also
handled in 2016 supported by container and continued to improve in 2016.
crude oil respectively.
1
2016
Report Highlights
The Western grain supply chain remained Railway Safety Administrative Monetary
fluid despite a late and abundant harvest. Penalties Regulations, introduced a new Rail
Some issues related to exporters having Safety Improvement program and upgraded
difficulties to source the right type of grain, the Motor Vehicle Safety Act. Safety in the
especially the high-quality variety, caused transportation of dangerous goods was
more vessels to anchor outside the port of also strengthened across Canada, notably
Vancouver. through increased inspections, regulations
updates, and outreach and awareness to first
Contrasting with lower merchandise volumes, responders, municipalities and the general
the number of passengers increased in 2016 public, amongst other initiatives. Canada
overall. Air passengers travelling on domestic also continued to take steps to facilitate the
and international flights recorded solid gains flow of legitimate travellers and goods while
compared to 2015, while transborder sector maintaining Canada’s high level of security
growth remained the same. Benefiting from a through inspections, information sharing and
low Canadian dollar, more foreign travellers stakeholder engagements.
came to Canada than in 2015. On the other
hand, Canadian travellers to the United States In the coming years, Canada will face
(U.S.) declined across many modes. Intercity challenges and opportunities that will
rail travel increased slightly from 2015. require transportation stakeholders to
keep abreast of new developments in the
Greenhouse gas (GHG) emissions have continuously changing economy and adapt
decreased for air and marine transportation to changing socio-demographic trends, key
over the past decade thanks to new emerging technologies, as well as growing
initiatives, voluntary agreements and various environmental, safety and security concerns.
international commitments by the Government
of Canada. In contrast, rail and road Experts expect emerging and developing
transportation, the latter accounting for markets (notably developing Asian countries)
83.5% of transport-related emissions, have to lead global economic growth. With a
increased their GHG emissions over the same growing middle class and strong infrastructure
period, mostly due to increased traffic. investments, these markets will stimulate
demand for Canadian raw materials
Federal regulations have established and merchandises and in turn, affect
progressively stricter GHG emission transportation patterns.
standards for passenger automobiles and
light trucks of model years 2017 and beyond, From 2016 to 2025, transportation for
building on the existing standards. The Canada’s 5 major bulk commodities (coal,
Government of Canada indicated it would potash, crude oil, wood products and grain)
continue its work to progressively establish is projected to grow moderately. This growth
stricter standards to further limit greenhouse reflects demand for rail shipment of crude
gas emissions from new on-road heavy-duty oil and wood products in the near term and
vehicles and their engines in Canada starting potash and grain in the longer term.
with the 2021 model year.
The number of air passengers in Canada
Canada continues to have a safe and should continue rising over the next decade,
secure transportation system. The most with the strongest increase in international
recent figures show that accident rates passengers (other than the U.S.) supported
are below their 5 to 10-year average for all by growth from emerging markets. On
modes. A number of initiatives aim to ensure the domestic market, moderate economic
a safe transportation system including growth, an aged population and moderate
the new Oceans Protection Plan which demographic growth will hinder the rise in air
will increase capacity to prevent marine passengers.
incidents, improve responses and strengthen
environmental protection. For surface modes,
the Government of Canada amended the
2016
Transportation in Canada 2
Introduction
The 2016 Transportation in Canada Annual Report presents the state of transportation in
Canada with the most current available information.
Introduction About this report

An efficient and modern transportation system As required by the Canadian Transportation
has always been key to supporting a strong Act of 2007 subsection 52, the Minister
and competitive economy as well as to of Transport must table in both Houses
improve the quality of life of Canadians. of Parliament an overview of the state of
transportation in Canada.
Transportation is essential for trade. It allows
natural resources, agricultural products and The report highlights the role of transportation
manufactured goods to access domestic in the economy. It presents a short overall
and international markets. It is also vital to assessment of the performance of the
supporting the service sector by helping Canadian transportation system in 2016
Canada connect with its foreign business looking at fluidity, utilization and capacity of
partners and represents a key pillar for the the system. Subsequent chapters provide
tourist industry. an overview of the four transportation
modes (air, marine, rail, road) including
The transportation sector also touches every major developments over the course of
aspect of our society and greatly affects 2016. The report concludes with an outlook
our quality of life. It links communities and of foreseeable trends likely to affect the
people by reducing the effect of distance and transportation system in the coming years.
overcoming geographical barriers. It also
affects decisions we make in terms of where Transport Canada bases the report and
we live, where we work, where we shop and the corresponding Statistical Addendum
what mode of transportation we use. on extensive factual transportation data
from various data sources, which include
While transportation has such an a broad range of organizations. Great care
interdependent role, it evolves over time as and attention are given to data quality and
the environments change. This is especially reliability. However, the onus of data quality
true in an ever changing global economy rests with the sources of data reported. While
where economic opportunities depend to the most current information was used to
a growing extent on the mobility of goods, produce the report, not all data reported was
people and the right information. available for 2016. Providing a full picture
of the state of transportation in Canada is a
Transport Canada plays an integral role difficult task, restricted by access to data.
in monitoring and analyzing both the
evolution and future trends in the Canadian
transportation system by sharing data
and information with the public through its
main vehicle, the annual “Transportation in
Canada” report.
3
2016
Introduction
– TRANSPORTATION 2030 –
THE GOVERNMENT OF CANADA’S VISION ON TRANSPORTATION
The Government of Canada presented in 2016 its strategy for the future of transportation in Canada:
Transportation 2030. This strategy integrates findings from the Canadian Transportation Act Review, as
well as conclusions from extensive Minister-led public consultations during the spring and summer 2016.
TRANSPORTATION 2030 IS BASED ON FIVE THEMES:
THE TRAVELLER
Support greater choice, better service, lower costs, and new rights for travelers
SAFER TRANSPORTATION
Build a safer, more secure transportation system that Canadians trust
GREEN AND INNOVATIVE TRANSPORTATION

Reduce air pollution and embrace new technologies to improve Canadians’ lives
WATERWAYS, COASTS AND THE NORTH

Build world-leading marine corridors that are competitive, safe and environmentally sustainable,
and enhance northern transportation infrastructure
TRADE CORRIDORS TO GLOBAL MARKETS

Improve the performance and reliability of our transportation system to get products to markets
to grow Canada’s economy
As part of its Transportation 2030 Strategic Plan, the Government of Canada announced a number of
initiatives to support a safe, secure, green, innovative and integrated transportation system that enables
trade and economic growth, a cleaner environment and the well being of Canada’s middle class such as:
• The Trade and Transportation Corridors Initiative: $10.1 billion over 11 years in trade and
transportation projects aim to improve the quality of trade infrastructure across Canada. Investments
will be prioritized to address congestion and bottlenecks along vital corridors, and around
transportation hubs and ports providing access to world markets. This initiative includes:
• A National Trade Corridors Fund: to support investments targeted at reducing congestion and
inefficiencies at marine ports as well as along the busiest rail and highway corridors;
• Measures to modernize Canada’s transportation system: to develop regulations and establish pilot
projects for the safe adoption of connected and autonomous vehicles and unmanned air vehicles;
• Trade and Transportation Information System: to fill significant information, data and analytical
gaps in strategic elements of the transportation system.
• The Oceans Protection Plan: $1.5 billion over the next eleven years to improve marine safety and
responsible shipping, protect Canada’s marine environment, and offer new possibilities for Indigenous
and coastal communities.
• The Pan-Canadian Framework on Clean Growth and Climate Change: to achieve Canada’s
international climate change commitments, create good, well-paying jobs and leave a cleaner, more
prosperous economy for generations to come.
2016
The Role of Transportation in the Economy
A healthy Canadian economy is strongly connected to a well-functioning transportation

sector. Transportation provides mobility for products, services and people to access
key markets at home and abroad, creating prosperity and economic opportunities.
The Transportation Sector spending for personal travel accounted for

about 10% of GDP.
Transportation and warehousing is important to
the Canadian economy, representing 4.5% of
total Gross Domestic Product (GDP) in 2016.
Transportation and
This sector grew by 3.0% in real terms in the Domestic Trade
past year, more than double the growth rate
for all industries. The compound annual growth Of the produced goods that remained within
rate for GDP in the transportation sector over Canada, over 875 million tonnes were
the previous five years of 2.9% also exceeds transported by the commercial sector in 2015.
that of the economy as a whole (1.4%). Nearly 72% of this amount was carried by for-
hire trucking, 21% by rail and 7% by marine.
In 2016, 897,000 employees (including
self-employed people) worked in the In terms of value, interprovincial merchandise
transportation and warehousing sector, up trade totaled $156 billion (current dollars) in
0.6% from 2015. 2015, down 10.9% from 2014.
Employment in commercial transport

industries accounts for about 5% of total
Transportation and
employment, a share that has remained International Trade
stable over the past two decades. There were
approximately 3.8 unemployed persons for Transportation is an important element of
every vacant job in the sector, compared to a Canada’s trade with other countries. In 2016,
ratio of 6.5 for the overall economy. total international trade amounted to $1,050
billion, a 1.0% decrease compared to 2015.
The U.S. continued to be Canada’s top trade
Transportation and the partner, with $673 billion in trade ($394.5
Economy billion exported, $278.3 billion imported),
down 2.2% from 2015. The U.S. accounted
GDP measures only include the economic for 64% of total Canadian trade in 2016. This
activities directly linked to for-hire or proportion has remained consistently between
commercial transportation. However, 63-66% each year over the past five years.
transportation is not confined solely to the
commercial sector, as transport functions In addition to the U.S., Canada’s top 5 trading
throughout the entire economy. When viewing partners in 2016 included China, Mexico,
the transportation sector in its entirety, the Japan and the United Kingdom. The latter
impact is much broader (see Figure 1 in four nations accounted for 17.0% of Canada’s
Annex A for a summary of the importance of total international trade in 2016, eclipsing
transportation by mode in Canada). 16.8% in 2012 as the new high mark for this
group. They have also remained constant
In 2016, aggregate household final as Canada’s second through fifth trading
consumption expenditures on transportation partners over the past five years. Figure 2 in
(including insurance) amounted to $179.5 Annex A presents top Canadian merchandise
billion – second only to shelter, in terms export flows to North America, Europe and
of major spending categories. Household Developing Asia.
5
2016
Government Revenues Air Travellers’ Security Charge ($755 million

in 2015-2016) and lease payments by airport
and Expenditures authorities ($324 million in 2015-2016) were
up 11.4% compared to the prior fiscal year.
All three levels of government deliver Federal fuel tax revenues and transportation-
and finance transportation infrastructure, related sales tax revenues rose by 0.7% and
programs and services.1 Tables G1 to G6 of 0.4% respectively. Federal vehicle registration
the statistical addendum provide more details fees (from imported vehicles) fell by 50%
on governments’ transportation expenditures relative to 2014-2015.
and revenues.
Federal government
Total federal transport-related expenditures
reached $6.9 billion in 2015-2016, a 18.1%
increase from the previous year, the highest
level since 2010-2011. This can be attributed
to increased expenditures for the Canadian
Coast Gard, Marine Atlantic, Fisheries and
Oceans Canada’s Small Craft Harbours
Program, and for the Windsor-Detroit Bridge
Authority.
The three main federal departments in Provincial-territorial governments

terms of transportation-related spending
Provincial-territorial spending on
were Transport Canada, with $1.7 billion
transportation totaled $24.5 billion in 2015-
(24.0% of total federal spending), followed
2016, up 8.9% from the previous year.
by the Canadian Coast Guard ($1.1 billion
After netting-out federal transfer payments
or 16.1%) and Infrastructure Canada ($0.8
related to transportation, provincial/territorial
billion or 11.8%). Federal spending included
spending was $23.8 billion, an increase of
operating and maintenance expenses, capital
9.2%. Nunavut reported the highest year-
expenditures as well as transfer payments.
over-year increase (38.8%), along with
Transfer payments include transportation-
New Brunswick (23.2%) and Manitoba
related contributions made under funding
(16.4%). Newfoundland and Labrador
programs such as the Gas Tax Fund
and the Northwest Territories were the
and the New Canada Building Fund. Tax
only two jurisdictions reporting declines in
expenditures, such as the cost of the GST
transportation-related spending, down 1.7%
exemption for municipal transit and the Public
and 6.9% respectively.
Transit Tax Credit, are also included.
Provincial and territorial transportation-
At the federal level, transportation-related related revenues came from sales taxes on
revenues more than offset transportation- transportation-related household purchases,
related spending. Federal revenues from fuel taxes, license and registration fees, user
transportation items totalled $13.8 billion in fees and various other sources. In 2015-
2015-2016, a 1.6% increase from 2014-2015. 2016 revenues amounted to $25.4 billion,
This include $5.6 billion in fuel taxes and a 4.9% increase from the previous year.
$6.7 billion in sales taxes on transportation- Fuel taxes made up for 38.5% of overall
related household purchases. Overall provincial-territorial revenues, with sales taxes
federal user fees and other miscellaneous contributing 40.3%.
revenues, including major items such as the
1 B
ased on Transport Canada’s survey of federal departments
and agencies, as well as provincial and territorial
governments for the period up to March 31st, 2016.
Estimates for municipal governments are not available after
2009, as data was discontinued by Statistics Canada.
2016
Nunavut reported large increases in fuel In fiscal year 2015-16 for example, all levels
tax revenues (up 64.3% versus 2014- of government combined, spent over $3.9
2015), followed by Alberta (up 45.1%), New billion capital improvements to the National
Brunswick (up 17.2%) and the Northwest Highway System (a sub-component of total
Territories (up 11.4%). Saskatchewan road expenditures), investments amounting to
reported a 7.0% decline in fuel tax revenues over $35.4 billion since 2006-07:
year-to-year.
• provincial and territorial governments have
Federal-Provincial-Territorial Public invested about $30.2 billion (86%)
Revenues and Expenditures by • the federal government has invested
Mode about $4.4 billion (12%)
Combined federal-provincial-territorial • other sources have invested $0.7 billion
expenditures (net of transfers) grew $750
(2%)
million for the marine mode in 2015-2016,
due mostly to federal investments in the The road mode was the main source of
Coast Guard. In contrast, provincial spending revenues for both the federal and provincial-
was responsible for most of the $1.4 billion territorial levels of government, making up
increase in transit spending in 2015-2016 94.4% of transportation-related revenues
compared to 2014-2015, notably in Ontario provincially-territorially and 78.7% federally.
and Québec.
The second-biggest transportation-related
Federal and provincial/territorial spending are revenues in 2015-2016 was air for the federal
not distributed evenly across modes. Taken government (accounting for 10.3%) and
together, the provinces/territories account transit for the 13 provincial and territorial
for over 90% of expenditures for roads and governments (with a 4.4% share).
transit, while the federal level contributes
three-quarters or more of total expenditures
on air, marine, rail and multimodal.
7
2016
Canada’s Trade and Transportation Corridors
Canada’s transportation and logistics system is comprised of key corridors, hubs and
infrastructure that are crucial for ensuring the fast and safe movement of people and
merchandise to domestic and international destinations.
As a large nation that depends on trade with Canada’s transportation and logistics system
the global market, Canada needs to ensure can be divided into three strategic regions/
that people and merchandise can move corridors (see Map 1 in annex A), including:
quickly and safely through its transportation
and logistics system in order to support 1. the Western Corridor
economic growth and prosperity. 2. the Continental Corridor
3. the Atlantic Corridor
Building on Transport Canada’s “gateways”
model, the Government of Canada has While there are common characteristics
launched the new Trade and Transportation among the three corridors with regards to
Corridors Initiative that will invest $10.1 billion facilitating trade and movement of goods
over 11 years in trade and transportation and people, each corridor has its own unique
projects aim to improve the quality of trade features.
infrastructure across Canada. Investments
will be prioritized to address congestion and Western Corridor
bottlenecks along vital corridors, and around
transportation hubs and ports providing The Western corridor is an important rail and
access to world markets. marine transportation corridor in Canada. This
corridor serves Canadian bulk commodities
exports (crude oil, grain, coal, wood products,
THE TRADE AND potash and copper), mainly destined to North
American and Asian markets. The Western
TRANSPORTATION Corridor also links container imports from
CORRIDORS INITIATIVE Asia to Central Canada, as well as to the U.S.
Midwest markets.
XX A National Trade Corridors Fund, In 2016, $101 billion worth of goods exports
XX A Trade and Transportation Information System, (excluding pipelines exports to the U.S.) were
shipped through this corridor. This amount is
XX M
easures to modernize Canada’s transportation
system,
down 1.3% from 2015 due to low commodity
prices and lower global economic growth.
XX The Oceans Protection Plan, and In 2016, 51% of the value of merchandise
XX F unding to undertake climate risk assessments exported through the Western Corridor
and address the requirements of existing federally (excluding pipelines) was destined for the
funded transportation assets (VIA Rail, Marine U.S., 38% for Asia and 2% for Mexico.
Atlantic and Eastern Atlantic ferries).
The Port of Vancouver is Canada’s largest
port in terms of traffic volume. It generated
135.5 million tonnes (Mt) of traffic in 2016,
2016
down 1.8% from 2015. Key generators In terms of passenger rail traffic, Via Rail
of traffic include bulk commodities (coal, operates the Canadian train, a long-haul
crude oil, wood products, potash and grain) passenger route that operates between
and containers. The Port of Prince Rupert, Toronto and Vancouver, stopping at major
Canada’s other main West Coast port, cities such as Edmonton, Saskatoon and
handled 18.9 Mt of traffic (mainly coal, grain Winnipeg along the way. The Canadian had
and containers) in 2016, down 4% from 2015. 93 thousand passengers in 2016, up 3.9%
from 2015. Other routes operated by Via
In 2016, Vancouver International Airport Rail in the Western Region include Jasper to
handled 257.1 thousand tonnes of cargo Prince Rupert, and Winnipeg to Churchill.
traffic, which amounted to 21% of Canada’s
air freight traffic.2 Continental Corridor
On the air passenger side, the Western The Continental corridor, the busiest corridor
Corridor is home to three of Canada’s top five in terms of surface traffic, serves Central
busiest airports. In 2016: Canada, the most densely populated and
industrialized region in the country. The
• Vancouver International Airport had 21.4 Continental corridor is a key enabler of
million passengers (+8.9% from 2015) international trade with the U.S. through its
• Calgary International Airport had 14.8 connections into the American Mid-West and
million passengers (+1.6% from 2015) Northeast. Using the Great Lakes and St.
Lawrence Seaway, the Continental corridor
• Edmonton International Airport had 7.0 is key to moves goods to and from Europe
million passengers (-6.6% from 2015) and other international markets. Key exports
Vancouver International Airport and Calgary included automotive products and parts, wood
International Airport serve as hub airports products, and metal/minerals.
for both Air Canada and WestJet, Canada’s
two biggest airlines. In 2016, international In 2016, the total value of merchandise
passengers at Vancouver came from/went to:3 exported through Ontario and Québec totaled
$327 billion (excluding pipeline exports), an
• Asia (29%) increase of 2.5% from 2015. In 2016, 80% of
• United States (49%) the value of merchandise exported through
• Europe (14%) the Continental Corridor (excluding pipelines)
was destined for the U.S., 11% for Europe,
• Other international (9%)4
5% for Asia, and 2% for Mexico
In 2016, international passengers at Calgary
The Great Lakes and St. Lawrence Seaway
came from/went to:
System portion of the corridor is used for
• Asia (2%) shipping bulk materials, transshipments of
exports and container imports. Grain from the
• United States (65%)
Prairies is typically shipped from the Port of
• Europe (18%) Thunder Bay and carried to different Québec
• Other international (15%)5 ports for international exports. In 2016, 11
million tonnes of grain moved through the St.
Lawrence Seaway, up 3.7% from 2015. In
2016, other commodities of importance to the
St. Lawrence Seaway traffic include:
2 S
ource for all air passenger and freight statistics in this
section: Transport Canada, adapted from Statistics Canada,
"Air Carrier Traffic at Canadian airports", Cat. 51-203, various
issues. Transport Canada, ECATS database for 2015 data.
3 Might not add up to 100% due to rounding.
4 M
ost popular “other international” destinations for Vancouver
airport include: Australia, Cuba, Mexico and New Zealand.
5 M
ost popular “other international” destinations for Calgary
airport include: Mexico, Cuba and Costa Rica.
9
2016
• iron ore (6.2 million tonnes, 17.8% of • pearls, precious metals and mineral (such
total traffic, mostly due to production in as gold, diamond, coins.)
Northern Québec) • airplanes, helicopters, and their parts
• coal (2.2 million tonnes, 6.4% of total • turbo jets, turbo-propellers and other gas
traffic) turbine
• pharmaceutical products such as
• petroleum products (2.4 million tonnes,
medicaments
6.8% of total traffic)
• salt (2.5 million tonnes, 7.2% of total On the air passenger side, the Continental
traffic) Corridor is home to Canada’s busiest and
third busiest airports. In 2016:
• other processed products (4.2 million
tonnes, 12.1% of total traffic) • Toronto Pearson International Airport
had 42.3 million passengers (+6.7% from
The Port of Montréal is of strategic
2015)
importance as it is the entrance to the St.
Lawrence Seaway, which connects the lower • Montréal-Pierre Elliott Trudeau
St. Lawrence River to the Great Lakes. The International Airport had 15.4 million
Port of Montréal serves as a major hub for passengers (+4.6% from 2015)
container traffic, mainly serving Québec,
Ontario and the U.S. Midwest. In 2016, 13 Air Canada uses both airports as hub airports
million metric tonnes of container traffic while WestJet uses Toronto Pearson as a hub
moved through the Port of Montréal, down airport.
0.2% from 2015. Overall freight traffic at
the Port of Montréal in 2016 was 35 million In 2016, international passengers at Toronto
tonnes, up 10.4% from 2015. came from/went to:
Trucking activity plays a more important • United States (44%)

role in the Continental corridor, primarily • Europe (23%)
moving food products, manufactured and • Asia (9%)
other processed goods within the Québec • Other international (24%)6
City - Windsor corridor and to the American
States surrounding the Great Lakes. Ontario In 2016, international passengers at Montréal
and Québec have the busiest road border came from/went to:
crossings in Canada. In the Continental
corridor, 52% of total merchandise value • United States (35%)
were exported by road in the last five years, • Europe (35%)
compared to 31% and 18% in the Western • Asia (1%)
and Atlantic Corridors, which rely more on • Other international (29%)7
marine transportation.
In terms of air cargo transportation, Toronto

(Pearson), Hamilton and Montréal (Trudeau
and Mirabel) are active in cargo shipping and
together accounted for 54% (667.7 thousand
tonnes) of air freight traffic in Canada in 2016.
This cargo travels mostly to the U.S., the
United Kingdom and China. Since air cargo
transportation is often reserved for high value
merchandise, the most important cargo (in
terms of value) exported by air out of the
Continental Corridor include:
6 Most popular “other international” destinations for Toronto
Pearson airport include: Cuba, Dominican Republic, Mexico
and Jamaica.
7 Most popular “other international” destinations for Montreal

airport include: Cuba, Dominican Republic and Mexico.
2016
Most of Via Rail operations come from the Containers account for an important part of
Continental region, separated into two specific the traffic, mostly transiting through the Port
corridors. of Halifax. Containers handled at the Port
of Halifax mainly serve the rest of Canada
• Corridor East operates trains between and the U.S. Midwest. Petroleum products
Québec City, Montréal, Ottawa, and also represent a large portion of traffic in this
Toronto. This is the busiest corridor, with corridor, as offshore crude oil is often shuttled
2.8 million passengers in 2016, up 5.8% from the Hibernia and Terra Nova fields to
from 2015. the transshipment terminal at Whiffen Head,
Placentia Bay. From there, the crude oil
• Corridor Southwestern Ontario operates moves by conventional tankers, often heading
trains between Toronto, London, Sarnia, to ports on the North American east coast and
Windsor and Niagara. It carried 953 the Gulf of Mexico.
thousand passengers in 2016, up 0.2%
from 2015. In the Atlantic Region, Via Rail operates the
Ocean train, a long-haul passenger route that
Via Rail also operates mandatory services operates between Montréal and Halifax. The
in the Continental region, including trains Ocean had 78 thousand passengers in 2016,
between Montréal and Senneterre, Montréal down 2.7% from 2015.
and Jonquière, and between Sudbury and
White River. Currently, mandatory service
between Montréal and Gaspé is temporarily
suspended until further notice due to
infrastructure problems.
Atlantic Corridor
The Atlantic Corridor is strategically located
to access global markets. The Port of Halifax,
one of the few ports on the North American
east coast that can handle fully laden post-
Panamax container vessels, is also North
America’s closest point of ice-free and
minimal tide access to Europe and Asia (via
the Suez Canal) from the east coast.
Key exports through the Atlantic Corridor

include petroleum products and sea food
products. In 2016, $24 billion worth of
exported merchandise moved through the
Atlantic corridor (excluding pipeline exports),
down 5.5% from 2015. In 2016, 70% of
the value of exported merchandise moving
through the Atlantic Corridor (excluding
pipelines) was destined for the U.S. and
Mexico, 13% for Europe and 13% for Asia.
11
2016
Air Transportation Sector
Canada has 15 million km2 of airspace to manage, one of the largest in the
world. The Government of Canada through its Transportation 2030 Strategic
Plan is committed to providing greater choice, better service, lower costs, and
new rights for travellers.
Industry Infrastructure The Canada Flight Supplement and the

Canada Water Aerodrome Supplement listed
Canada is the third largest aerospace sector in 1,594 certified and registered sites in 2016.
the world, and has 15,000,000 km2 of airspace They fall into three categories:
managed by the largest single Air Navigation
Service provider in the world (NAV CANADA). • 222 water bases for float and ski planes
• 370 heliports for helicopters
NAV CANADA is a privately run, not-for-profit • 1,002 land airports for fixed-wing aircraft
corporation that owns and operates Canada’s
civil air navigation system. It operates air traffic
control towers at 41 airports and flight service Industry Structure
stations at 55 airports.
In 2016, 6.2 million aircraft movements took
The Canadian Airport System includes: place at airports, 3.6 million of which were
made by airlines. The other 2.7 million were
• 6 airports (see Map 6 in annex A) from
2 itinerant and local movements made by general
the National Airport System (NAS): aviation companies.8
Calgary Prince George There were 36,448 Canadian registered

Charlottetown Québec aircraft, 69,012 licensed pilots, and 2,233
Edmonton Regina licences held by 1,440 air carriers (42.7%
Fredericton Saint John Canadian; 57.3% Foreign) in 2016.
Gander Saskatoon Canada has 17,278 aircraft maintenance
Halifax St. John’s engineers, 1,001 approved maintenance
Iqaluit Thunder Bay organizations, with 535 certified and 1,067
Kelowna Toronto non-certified aerodromes.
London Vancouver
Moncton Victoria
Montréal/Trudeau Whitehorse AIR TRAVELLERS
Montréal/Mirabel Winnipeg
Ottawa Yellowknife
As part of its Transportation 2030 Strategic Plan, the
• 1 regional and local airports serving
7 Government of Canada announced it will:
scheduled passenger traffic XX Work with industry to implement clear and fair
• 31 small and satellite airports without consumer protection rules for air travellers;
scheduled passenger services XX Work with other federal departments to make the
• 13 remote airports providing the only transportation system more accessible for persons with
disabilities.
reliable year-round transportation link to
isolated communities
• 11 Arctic airports (including the three
territorial capital airports counted already
in the NAS) 8 General aviation includes the following sectors: other
commercial, private, and government (civil and military).
2016
Air Transportation Sector
Air Canada Other carriers

In 2016, Air Canada, Air Canada Express In 2016, Porter Airlines, a regional carrier
and Air Canada rouge accounted for 51% of based at Toronto’s Billy Bishop airport, used a
available seat-kilometres in the domestic air fleet of 26 turboprop aircraft to provide direct,
market.9 non-stop scheduled passenger services to 15
destinations in Canada and eight in the U.S.
Air Canada, Air Canada Express, and Air
Canada rouge operated on average 1,570 Air Transat was the largest leisure carrier
scheduled flights per day. The Air Canada in Canada for 2016, with a fleet of up to 34
network has three hubs (Toronto, Montréal aircraft (depending on the season) serving 68
and Vancouver) and provided scheduled international destinations in 32 countries.
passenger services to 64 Canadian
destinations, 55 U.S. destinations and 87 Sunwing Airlines is Canada’s second largest
other foreign destinations on six continents. leisure carrier. It operates a fleet of up to 32
aircraft (depending on the season) serving 37
As of December 2016, Air Canada had a fleet international destinations in 15 countries.
of 168 aircraft, while Air Canada Express
was using 152 aircraft, and Air Canada rouge Foreign operators offered 12.7 million
operated 44 aircraft. scheduled seats from Canada on an average
of 308 flights per day. This is no change from
the 12.7 million seats also offered in 2015.
INTERNATIONAL OWNERSHIP OF As of December 2016, Canada had air

transport agreements or arrangements with
CANADIAN AIR CARRIERS 120 bilateral partners. In 2016, Canada
concluded expanded agreements with key
The Government of Canada has announced markets, including Mexico (ranked Canada’s
in 2016 its intention to change the rules on second largest air travel market based on
international ownership for Canadian air 2015 data) and China (sixth largest market).
carriers to encourage more competition
in the air transport sector while ensuring Safe and Secure
that safeguards are in place to mitigate any
associated risks.
Transportation
Transport Canada delivers approximately
120,000 Civil Aviation services per year. In
2016-17 the Department delivered 23,573
Licensing requests, 646 operating certificates,
WestJet 4,840 Aircraft Registration requests, 44,429
Medical Assessments, 3,754 UAV Special
In 2016, WestJet and WestJet Encore Flight Operating Certificates and thousands of
accounted for 41% of available seat- inspections.
kilometres in the domestic air market.
WestJet and WestJet Encore operated on

average 641 scheduled flights per day. They
provided scheduled passenger services to 38
Canadian destinations, 27 U.S. destinations
and 34 destinations in the Caribbean and
Mexico. In December 2016, WestJet had a
fleet of 119 aircraft, while WestJet Encore
recorded a fleet of 33 aircrafts.
9 A
ir Canada Express is comprised of Chorus (Jazz), Sky
Regional, Exploits Valley Air Services and Air Georgian.
13
2016
Marine Transportation Sector
The Government of Canada aims to build world-leading marine corridors that

are competitive, safe and environmentally sustainable. A number of initiative
were introduced in 2016 to improve marine safety and the environment, most
notably the new Oceans Protection Plan.
Industry Infrastructure Investments in new and existing port

infrastructure has helped CPAs diversify their
According to the Chamber of Marine offerings as well as open up access to new
Commerce, Canadian shipowners have global markets. Examples include:
invested more than $4 billion over the last five
years to modernize their fleets, introducing a • The Port of Montréal’s new Viau
new generation of efficient, environmentally- container terminal, funded in part by the
friendly vessels and retrofitting current Government of Canada, began operations
vessels on the Great Lakes-Seaway System. in 2016, and will increase capacity by
450,000 TEUs (twenty-foot equivalent
unit). It will also serve as an essential part
The Canadian Port System of the port’s overall capacity optimization
Ports and harbours offer vital connections to project.
promote domestic and international economic
activity. As of December 2016, Canada • In October 2016, a contribution agreement
had 559 port facilities and had 866 fishing was signed between the government of
harbours and 129 recreational harbours. Canada and the St. John’s Port Authority.
The government of Canada will contribute
Transport Canada is involved in two up to $6.4 million for the project. The
categories of ports: project consists of the construction of a
new steel pile supported Finger Pier at the
• 18 independently managed Canada Port junction of existing Pier 16 and Pier 17
Authorities (CPAs), shown on Map 7 in with the capability of mooring, servicing
annex A and offloading two Offshore Supply or
similarly sized ships.
Belledune Saguenay
The private sector also continues to invest in
Halifax Saint John CPAs through privately-funded infrastructure
Hamilton Sept-Îles projects, such as the $50-million G3 Canada
Montréal St. John’s Ltd. grain terminal at the Port of Hamilton,
Nanaimo Thunder Bay announced in 2015 and expected to be
Oshawa Toronto completed in 2017.
Port Alberni Trois-Rivières In March 2016, the Fraser Surrey Docks
Prince Rupert Vancouver completed the Port Authority Rail Yard to
Québec Windsor promote growth and expansion of the Asia
Pacific Gateway. Funding for the project was
• 48 port facilities currently owned and shared by Fraser Surrey Docks ($3.1 million)
operated by Transport Canada10 and the Government of Canada ($2.5 million).
10 A
s of December 2016, a total of 501 of the 551 Transport
Canada port facilities across Canada had been transferred,
demolished or had their public harbour status terminated.
2016
The Great Lakes St. Lawrence The slowdown in global trade, the weakness
Seaway System in commodity prices, the number of new
vessels and the introduction of mega-ships
As shown on Map 7 in annex A, the Great have created an important supply-demand
Lakes St. Lawrence Seaway System provides imbalance that pushed freight rates to their
a strategic waterway system into the North lowest level in recent decades.
American heartland which includes:
In 2016, this situation caused the bankruptcy
• The waterway between Lake Erie and of Hanjin Shipping and the merger of key
the Port of Montréal (the St. Lawrence players notably China Ocean Shipping
Seaway), with eight locks in the Welland Company (COSCO) and China Shipping
Canal and seven locks between Montréal Group. This environment has also triggered
and Lake Ontario. This portion of the a series of new mega alliances between
system (including five of the seven locks container carriers. Vessel sharing agreements
between Montréal and Lake Ontario) is are not new, but the new mega alliances now
managed by the Canadian St. Lawrence control almost 90% of container capacity on
Seaway Management Corporation. major trade lanes.
• The two remaining locks in the Montréal- On June 26, 2016 the expanded Panama
Lake Ontario segment are in U.S. waters Canal began commercial services, doubling
and managed by the Saint Lawrence its capacity. The Canal, which can now
Seaway Development Corporation. accommodate Post-Panamax vessels with up
to 13,000/14,000 TEUs, will likely divert some
The Great Lakes St. Lawrence Seaway flows of international traffic from the North
System serves 15 major international ports American West Coast to the East Coast.
and 50 regional ports that connect to more The increasing use of larger vessels in the
than 40 provincial or interstate highways global fleet requires ports to have sufficient
and 30 railway lines. In 2016, more than capacity to service them. This in turn, requires
7 billion dollars in direct Canadian trade matching surface connection capacity to
flowed through the Great Lakes-St. Lawrence ensure the efficient flow of goods along the
Seaway system. supply chains.
Industry Structure Canada

In Canada, dredging occurs in many
International locations across the country. Most dredging
According to the United Nations, 90% of the activities focus on port and shipping channel
world’s trade travels by sea. This represented maintenance while there are other areas
10 billion tonnes in 2015, the highest level in of activities taking place in support of
history. construction projects. In 2016, there were 54
Canadian registered dredging vessels located
The financial crisis of 2008 marked the end across the country. The main dredging
of one of the longest positive shipping cycles. operators in Canada include:
While world seaborne trade has recovered
since its 3.2% decline in 2009, the average • Fraser River Pile and Dredge (Graymar
annual rate of growth is slowing from the Equipment 2008 Inc.)
historic long-term (1950-2008) rate of 4.3%. • Ocean Group
World seaborne trade increased 2.6% in 2015 • JJM Construction Ltd
and 2.3% in 2016.11 • Dean Construction
• McNally Construction
• Dragage Acadien Ltée
11 M
artin Stopford, Clarkson Research, Workshop on
Maritime Clusters and Global Challenges, December 2016.
15
2016
The marine sector transports bulk and Main carriers serving this sector are:
containerized cargo domestically and
overseas. This sector also supports Northern • Seaspan Marine
resupply and resource development, • Island Tug and Barge
passengers coastal and inland ferry services, • Pacific Towing Services
and cruise ships. Many ferries are critical • SMIT Canada
transportation links. • West Coast Tug and Barge
Canadian registered vessels are active in These carriers are also active in transborder
domestic commercial activities (carrying trade to the states of Alaska, Oregon and
on average 98% of domestic tonnage) as Washington. Freight carried in this sector
well as in trade between Canada and the includes general cargo for community
U.S. In contrast, Canadian shippers rely resupply, wood products, gravel and stones,
predominantly on foreign-based carriers for construction materials and coal.
other international destinations.
2. The Great Lakes and the St. Lawrence
A number of Canadian-based marine River
companies active in international trade use
foreign registered vessels. The main ones Domestic marine activity in the Great Lakes–
are Fednav Ltd., CSL International (Canada St. Lawrence River covers a large area from
Steamship Lines), Teekay Shipping (Canada), its western point at Thunder Bay/Duluth (U.S.)
Canfornav and Kent Line. through the Great Lakes and the Seaway
System, ending at the opening of the Gulf of
Domestic shipping serves four main St. Lawrence.
geographical sectors.
Main domestic carriers in this sector are also
1. The Pacific Coast active in trade with the U.S. They include:
Most West Coast marine activity is trade- • Algoma Central Corporation

related, with Port of Vancouver and Port of • Canada Steamship Lines
Prince Rupert being the two main gateways • Groupe Desgagnés Inc.
for international trade. Nevertheless, domestic • Lower Lakes Towing Ltd.
marine activities play an important role in • McAsphalt Marine Transportation Ltd.
British Columbia’s economy. The Pacific • McKeil Marine Ltd.
Coast geographic area is very diverse and • Purvis Marine Ltd.
includes many inlets and islands. Coastal
communities located across this complex Freight carried in this area includes grain,
island shoreline rely on domestic tug and coal, iron ore, petroleum products, salt, gravel
barge operations. Domestic marine carriers and stones.
serve:
Canada and the U.S. have a history of close
• the Fraser River and Burrard Inlet regulatory co-operation in this region, as
• the coastal routes within the Gulf Islands shipping on the Great-Lakes St. Lawrence
• the Strait of Juan de Fuca Seaway system is an important driver for
• the inside Passage from Vancouver up to both, the Canadian and the U.S. economies,
the Alaska Border directly supporting almost 100,000 jobs and
• the Haida Gwaii’s archipelago over $33 billion (U.S. dollars) in business
revenue.
2016
3. The Atlantic Coast 4. The Northern Region

While most of the East Coast’s domestic Canada’s territories cover close to 40% of
marine activity takes place within the Great Canada’s area, but are home to just over
Lakes–St. Lawrence River, many activities 113,600 people (around 0.3% Canada’s
also take place in Canada’s four Atlantic population). This population is dispersed
provinces. Newfoundland and Labrador among numerous small communities often
receive supplies in general commodities via separated from each other by hundreds of
different daily and weekly feeder services. kilometers of land and water. Since they
Marine activities related to the mining industry are so remote, seasonally operated marine
are also important in the province such as transportation plays a critical role in the
the Voisey’s Bay Nickle Mine in Northen resupply of basic necessities sourced from
Labrador. southern Canada. Resource projects similarly
rely on marine transportation to move
Main domestic carriers in this sector include: equipment and supplies from the south and to
get their products to southern markets.
• Irving/Kent Line
• Coastal Shipping Ltd. There are four distinct marine systems
• Oceanex (1997) Inc. involved in resupplying northern Canadian
• Canada Steamship Lines communities:
• Groupe Desgagnés Inc.
• the Athabasca marine resupply system (A.
Most activities in this region relate to the Frame Contracting Ltd.)
petroleum industry in:
• the Mackenzie River and western Arctic
• Saint John (New Brunswick) system (Northern Transportation Co. Ltd.
and Cooper Ltd., Island Tug and Barge)
• ome by Chance (Newfoundland and
C
• the Inside Passage and Yukon system
Labrador) (Seaspan Marine)
• ewfoundland and Labrador’s current
N • the Keewatin/Hudson Bay and Eastern
offshore oil project sites–Hibernia, Terra Arctic system (Woodward, Nunavut
Nova, and White Rose Eastern Arctic Shipping Inc., Nunavut
Nova Scotia has two gas production Sealink and Supply Inc., Desgagnés
sites–Sable Island and Deep Panuke. Transartik/PetroNav and Fednav)
Most activities in this sector relate to using
specialized offshore vessels for research, Ferries
construction (deepwater) and support
Ferries in Canada provide an important
development and production activities.
transportation link for coastal and island
Main offshore operators in this region include: communities, as well as communities
separated by rivers or lake crossings where
• Atlantic Towing crossing demands do not warrant building
• Maersk a bridge. Ferries also play a vital role in
• Secunda resupplying some communities across the
country. There are ferry operators in most
Offshore operations in this region and provinces, examples include:
transborder trades with the U.S. also
contribute to marine activity. However, • Marine Atlantic Inc.
international marine carriers conduct most of • Northumberland Ferries Ltd.
this activity. • Société des traversiers du Québec
• BC Ferries
17
2016
The Canadian Commercial Fleet As a core member of the Marine Security

Operations Centres (MSOCs), Transport
In 2016, Canada’s commercial registered Canada continues to partner with other
fleet (1,000 gross tonnage and over) had federal government departments and
185 vessels with a total of 2.5 million gross agencies to leverage our combined capability,
tonnes.12 The dry bulk carriers formed the capacity and authority to enhance Canada’s
fleet’s backbone, with 50% of the gross marine security.
tonnage and 30% of vessels, followed by
tankers and general cargo vessels.
There was also a large active fleet of 526

THE OCEANS PROTECTION PLAN
tugs (15 gross tonnage and over) and 2,026
barges (15 gross tonnage and over) operating The Oceans Protection Plan is designed to achieve a
in Canada, mainly on the Pacific coast. world-leading marine safety and coastal protection
system that includes:
According to the United Nations Conference
on Trade and Development, as of January XX Restoring and preserving the marine ecosystems,
1, 2016, Canadians owned 362 ocean going XX S trengthening partnerships with Indigenous
ships that trade internationally under foreign communities, and
flags. XX Investing in evidence-based emergency
preparedness and response.
Safe and Secure
Transportation Investments under the Oceans Protection Plan will:
XX Increase capacity to prevent marine incidents and

On November 7, 2016, the Government of improve responses,
Canada announced the $1.5 billion Oceans
XX Strengthen environmental protection,
Protection Plan (see box).
XX C
reate opportunities for Indigenous communities
In addition to new measures introduced as to participate and play an active role in responsible
part of the Oceans Protection Plan in 2016, shipping and the marine safety regime, and
safety and security of seafarers was improved XX F und additional research that draws on the expertise
by introducing: and experience of the science community, both in
Canada and abroad.
• Vessel Fire Safety Regulations published
in Canada Gazette, Part I
• Regulations Amending the Small Fishing
Vessel Inspection Regulations published
in Canada Gazette, Part I & Part II,
• Regulations Amending the Vessel
Operation Restriction Regulations
(Columbia River) published in Canada
Gazette, Part I & Part II, and
• Regulations Amending Certain
Regulations Made Under the Canada
Labour Code published in Canada
Gazette Part I
12 S
elf-propelled vessels of 1,000 gross tonnage and more.
This includes dry bulk vessels, tankers, general cargo
vessels and ferries (including government-owned ferries).
It excludes tugs used in offshore supply. This is the way
the Canadian Vessel Register defined the Canadian
commercial registered fleet.
2016
Green Transportation To protect Canadian waters from invasive

species, Transport Canada:
In 2015, the Government of Canada
announced funding to install shore power: • requires ships to manage their ballast
water
• $6 million to the Port of Vancouver, to • conducts joint inspections with U.S.
service container vessels at two container authorities to verify that all vessels from
terminals overseas entering the Seaway meet
• $5 million to the Montréal Port Authority ballast water regulations
These projects are currently under Joint inspections found that 97% were
construction. The shore power technology compliant, while the remainder needed to take
reduces fuel consumption, fuel costs, GHG corrective action before entering the Seaway.
and air pollutant emissions from vessels by
providing ship operators an alternative to In 2010, Canada ratified an international
running diesel auxiliary engines. Convention to further increase protection.
In 2016, this Convention met the applicable
In 2013, Canada adopted a number of requirements for entry into force, and will do
measures to reduce air pollutant and GHG so on September 8, 2017. Transport Canada
emissions from ships, developed at the is working to amend the Ballast Water Control
International Maritime Organization (IMO). and Management Regulations to give effect to
the Convention in Canada.
Since January 1, 2015, under the North
American Emission Control Area in coastal
waters, vessels operating in Canada must use
fuel with a maximum sulphur content of 0.1%
or use technology that results in equivalent
sulphur emissions, to reduce air pollutants.
In the Great Lakes St. Lawrence Seaway
System, progress continued under the Fleet
Averaging Regulatory Regime to reduce
sulphur emissions from domestic vessels. We
expect these measures will reduce sulphur
oxide emissions from ships by up to 96% from
2013 levels.
The Energy Efficiency Design Index requires

vessels on international trade that were
constructed after January 1, 2015, to meet
energy efficiency targets to reduce GHG
emissions.
19
2016
Rail Transportation Sector
The Government of Canada continues its work to build a safer and more secure
rail system through a number of measures including amendments to the
Railway Safety Administrative Monetary Penalties Regulations and a new Rail
Safety Improvement program.
Industry Infrastructure Industry Structure

The Canadian Rail System currently has The rail transportation sector specializes
45,199 route-kilometers (km) of track, as in moving heavy, bulk commodities and
illustrated on Map 7 in annex A: containerized traffic over long distances.
• CN owns 49.1% (22,186 km) Its passenger function includes providing

• Canadian Pacific (CP) owns 25.6% commuter, intercity and tourist rail services.
(11,574 km)
Over 60 railways operate in Canada. About
• Other railways own 25.3% (11,439 km) half of them operated under the federal
jurisdiction in 2016, including three Canadian
The Rail System also includes:
Class I and several U.S. railways:13
• 9 intermodal terminals operated by either
1
• CN
CN or CP to run truck/rail and container
intermodal services • CP
• 27 rail border crossings with the U.S • VIA Rail a Crown corporation established
in 1977, which operates Canada’s national
passenger rail service on behalf of the
In the last 10 years (2007-2016), 2,600 km Government of Canada. VIA Rail operates
of track were officially abandoned and 845 intercity passenger rail services, mainly
km transferred, mainly to new short line rail over CN and CP track
operators. CN has acquired some track in • AMTRAK, the U.S. National Railroad
takeovers of Class II carriers. Passenger Corporation, which provides
two cross-border passenger rail services
On a system-wide basis, railways invest to Montréal and Vancouver and a joint
about 20% of their revenue into infrastructure, cross-border service to Toronto with VIA
averaging approximately $1.8 billion annually Rail
over the past 5 years.
• Some large U.S.-based carriers with
freight rail operations in Canada.
Examples include the BNSF Railway
Company, CSX Transportation Inc., and
the Union Pacific Railroad Company
13 In December 2016, 26 federal railway companies held

a valid certificate of fitness (with 5 cancelled and 1
suspended licenses), down from 34 in 2007.
2016
Note: The BNSF rail line is a strategic link in goods to global markets. The legislation will
the trade route between Canada, the United strengthen the freight rail policy framework by
States and Mexico. Its service to Canada’s striking a proper balance between supporting
Pacific Gateway gives Vancouver with unique rail customers and delivering continued
strategic advantage of being the only port investments in the system.
on the west coast served by three Class I
railroads.
Safe and Secure
Other federally regulated railways include
short line railways. These are line-haul
Transportation
carriers that provide point-to-point haulage Amendments to the Regulations Amending
services across distances of between 20 and the Railway Safety Administrative Monetary
450 kilometres, though some have shorter or Penalties Regulations (Grade Crossing
longer networks. Short lines typically connect Regulations) came into force in April 2016.
shippers to Class I railways, other short lines These amendments give the Minister of
and/or ports to move products across longer Transport a full set of safety compliance and
distances. For example, Québec North Shore enforcement tools.
and Labrador Railway (QNS&L), a wholly-
owned subsidiary of Iron Ore Co. of Canada, In December 2016, the Prevention and
offers freight services between Labrador City, Control of Fires on Line Works Regulations
Emeril Junction and the port of Sept-Îles. were introduced, and will come into force in
Some short lines also provide passenger June 2017. These regulations will improve the
rail services, including Rocky Mountaineer Rules for the Control and Prevention of Fires
Railway.14 on Railway Rights-of-Way.
In terms of equipment, Class I railway carriers In October, 2016, the Minister of Transport
had over 2,700 locomotives in 2015, with announced the $55 million Rail Safety
51,600 freight cars (mainly hopper cars, Improvement program. This new program
boxcars, flatcars and gondolas). increases funding, expands lists of eligible
recipients and broadens the scope of three
Under the Safe and Accountable Rail Act, Transport Canada rail safety programs:
Transport Canada adopted a strengthened
rail liability and compensation regime which • the Grade Crossing Improvement
came into force on June 18, 2016. The Program
strengthened regime establishes risk-based
• the Grade Crossing Closure Program
minimum insurance levels for federally
regulated freight railways ranging from $25 • Operation Lifesaver
million to $1 billion; and a shipper-financed In addition, Transport Canada continued
compensation fund that would be accessed applying regulations that had previously come
in the case of an accident involving crude oil into force, such as the:
or other designated goods, when the costs
exceed a railway’s insurance level. • dministrative Monetary Penalties
A
Regulations
As well, in August 2016, the Fair Rail for
Grain Farmers Act was extended by one • Railway Operating Certificate Regulations
year to allow the Government to plan for • Grade Crossings Regulations
the upcoming crop year under predictable
• ailway Safety Management System
R
conditions and enable the Government to
assess the CTA Review report. In November Regulations, 2015
2016, the Minister announced the intention • mendments to the Transportation
A
to introduce legislation in Spring 2017 for a Information Regulations
more transparent, balanced, and efficient
rail system that reliably moves Canadian
14 O
ther smaller companies include Alberta Prairie Railway
Excursions, South Simcoe Railway, and Steam Train HCW.
21
2016
In response to recent terrorist attacks in

various countries (e.g. Brussels airport and
metro system in March 2016), Transport
Canada continues to conduct inspections
at major passenger rail and urban transit
stations across Canada. In 2016, Transport
Canada also held several multimodal
classified briefings and a Canadian Surface
Security Roundtable with key industry
stakeholders to increase information
sharing, discuss best practices and enhance
stakeholder engagement to improve the
security of Canada’s transportation system.
Green Transportation
In 2013, Transport Canada and the
Railway Association of Canada renewed a
memorandum of understanding to encourage
voluntary emission reductions from the
Canadian rail sector during 2011-2015. In
2015, the memorandum was extended until
the end of 2016. The latest annual report
published under this memorandum shows
the intensity of GHG emissions from rail
freight operations in 2014 improved by 3.6%
compared to 2013. In addition, Transport
Canada and the U.S. Environmental
Protection Agency are working with key
stakeholders to advance efforts under the
Canada-U.S. Regulatory Cooperation Council
Locomotive Emissions Initiative.
2016
Road Transportation Sector
As most passengers and goods in Canada travel by road, the Government of Canada
has taken actions to strengthen the safety of the network by amending the Motor
Vehicle Safety Act, and to ensure the reduction of GHG emissions through the
stricter standards.
Industry Infrastructure safety, ease congestion and cut travel

time for drivers.
There are more than 1.13 million two-
lane equivalent lane-kilometres of public • In 2016, the final stretch of Autoroute
road in Canada.15 Approximately 40% of 73 connecting Lévis to Saint-Georges in
the road network is paved, while 60% is Québec was completed. The Government
unpaved.16 Four provinces—Ontario, Québec, of Canada gave $126.5 million towards
Saskatchewan, and Alberta — account for the $531 million project. This project
over 75% of the total road length. will enhance the security and fluidity of
moving people and goods, and will make
In 2015, the National Highway System (NHS) it easier to export products to the United
included over 38,075 lane-kilometres:17 States.
• 72.7% was classified as Core routes • In July, the Philip Avenue overpass in
• 11.8% as Feeder routes Vancouver, British Columbia opened
• 15.5% as Northern and Remote routes to traffic. The Government of Canada
contributed $10.8 million towards the $27
As shown on Map 6 in annex A, the NHS million project. The new overpass reduces
consists mainly of interprovincial and traffic congestion in the area and improves
international road linkages. In 2015, the safety by eliminating the Pemberton
NHS accounted for nearly 40% of vehicle- Avenue at-grade rail crossing.
kilometres travelled.
• The Government of Canada gave $16.7
Four important highway projects were million towards highway improvements
completed in 2016: between Monte Creek and Pritchard
on the Trans-Canada Highway near
• In October, the Highway 104 Phase 2 Kamloops, completed in 2016. The
twinning project in Nova Scotia opened highway improvements were made in a
to traffic. The Government of Canada manner that was sensitive to aboriginal
gave $55 million towards the $159 million artifacts found on-site.
phased project. The multi-phased project
is a new 14.5-kilometre four-lane highway
that stretches from west of Addington
Forks Road to the east point of Taylor’s
Road, Antigonish County. It will improve
15 T
his figure is lower than previously reported. There has
been a methodological change to the calculation of two-
lane equivalent kilometres for unpaved roads.
16 A
lane-kilometre measures the number of traffic-lanes on
each section of road.
17 T
he NHS was first established in 1988 as a result of
federal-provincial-territorial cooperative study, and was
comprised of 24,459 kilometers across Canada.
23
2016
Industry Structure Owner operators are independent business

people (e.g. drivers) who own or lease their
Most passengers and goods in Canada trucks/road tractors and haul goods for
travel by road. This is particularly true for the either a private (e.g., manufacturer, retailer,
transport of manufactured goods. wholesaler) or a for- hire carrier.
As of December 2016, there were 66,751 In 2015, more than 23.9 million road motor
businesses whose primary activity was vehicles were registered in Canada, up 1.6%
trucking transportation. Trucking includes from 2014. Most (92.2%) were vehicles
many small for-hire carriers and owner- weighing less than 4,500 kilograms (mainly
operators, and some medium and large for- passenger automobiles, pickups, Sport Utility
hire companies that operate fleets of trucks Vehicles (SUV) and minivans), while 4.4%
and offer logistic services. were medium and heavy trucks weighing
4,500 kilograms or more, and 3.3% were
Trucking companies were concentrated in four other vehicles such as buses, motorcycles
provinces: Ontario (41.1%), Alberta (16.3%), and mopeds.
Québec (15.1%), and British Columbia
(14.6%). The Memorandum of Understanding (MoU)
on Vehicle Weights and Dimensions is the
The trucking industry is involved in three main main tool for harmonizing truck weights
types of trucking activities. and dimensions across Canada. It was first
signed by federal, provincial and territorial
1. For-hire trucking services, which fall into transportation ministers in 1988, and has
two main categories: been amended nine times since. The most
recent amendments were approved in
• less-than truckload, i.e. the September 2016 by the Council of Ministers
transportation of relatively small-sized Responsible for Transportation and Highway
freight from different shippers in a truck Safety to allow longer maximum wheelbase
• truckload, i.e. transportation of a tractors for:
shipment from a single shipper in a
truck • category 1 trucks (a tractor pulling a single
semitrailer) from 6.2 to 7.2 metres
2. Courier operators, which specialize in
• category 3 trucks (a tractor pulling two
transporting parcels. As of December
2016, there were 11,764 companies with semitrailers) from 6.2 to 6.8 metres
courier or messenger services as their
main line of business. Also in 2016, an agreement was signed
between Ontario, Québec, New Brunswick
3. Private carriers, where businesses and Nova Scotia to harmonize requirements
maintain a fleet of trucks and trailers to for long combination vehicles. This agreement
carry their own goods (e.g., Walmart, will allow carriers to transport goods more
Costco). These carriers’ activities are not easily and efficiently across the four provinces
tracked, as they are part of companies while reducing fuel consumption and
whose main line of activity is not trucking. emissions.
Trucking companies can also be classified

as intraprovincial or extraprovincial (i.e. ones
that routinely cross provincial or international
boundaries).
2016
In December 2016, Canadian Tire unveiled

53 and 60-foot prototype trailers for use on
Green Transportation
Canadian highways. Max-Athas (an Ontario- In 2016, the Pan-Canadian Framework on
based company) developed two other Clean Growth and Climate Change included
prototype models. All were easy to operate a commitment for federal, provincial, and
with one hand, a key design requirement. territorial governments to work with industry
The designs easily alternate between 53- and other stakeholders to develop a Canada-
and 60-foot configurations and are both wide strategy for zero-emission vehicles by
expected to reduce manufacturing and 2018.
overall transportation costs. CP Rail has
successfully tested one of the prototype units In 2016, the Government of Canada indicated
on its network. The use of transport 60-foot it would continue its work to implement
trailers is awaiting the approval of individual emissions standards for post- 2018 model
provinces and territories. year heavy-duty vehicles and engines,
building on the first-ever regulations covering
Safe and Secure model years 2014 to 2018. On March 4,
2017 the Government of Canada published
Transportation proposed amendments to the existing Heavy-
duty Vehicle and Engine Greenhouse Gas
In 2016, Bill S-2, an amendment to the Emission Regulations. These proposed
Motor Vehicle Safety Act was tabled to: amendments would:
• enhance defect and recall powers • establish progressively stricter standards

• provide an administrative monetary to further limit greenhouse gas emissions
penalty system from new on-road heavy-duty vehicles
• provide some flexibilities for introducing and their engines in Canada beginning
new technologies with the 2021 model year
• introduce new standards for new trailers
In 2016, Canada upgraded the Motor hauled by on-road transport tractors in
Vehicle Safety Regulations with several new Canada beginning in the 2018 model year
and updated regulations. For example:
• a new requirement will mitigate the
ejection of vehicle occupants. It requires
that side curtain air bags to remain
inflated during a rollover collision
• updated regulations for side impact
protection, which will improve vehicle
occupant safety
25
2016
Transportation of Dangerous Goods
As part of a series of transformative changes, the Transportation of Dangerous

Goods (TDG) Program continues to work to improve all areas of its Program with the
overarching objective of ensuring that the appropriate TDG related regimes are in
place to protect public safety.
Safety in the transportation of dangerous • Address the classification of dangerous

goods was strengthened across Canada goods and new dangerous goods
through the following measures and initiatives safety marks.
undertaken by Transport Canada:
• Introduce ambulatory references for:
• Increase in inspection regime, resources
and capabilities required to respond to »» UN recommendations;
the significant increase of flammable »» International Maritime Dangerous
liquids transported by rail to ensure that Goods Code; and
high risk sites handling dangerous goods
continue to be identified, inspected and, »» International Civil Aviation
as required, that corrective measures are Organization (Technical
taken to further protect public safety. Instructions).
• Completion of phase 2 of its chlorine • Update safety standards for the design,
release study (Jack Rabbit II) to address manufacture, selection, and use of
rapid large-scale releases of pressurized, Means of Containment (MOC).
liquefied Toxic Inhalation Hazard (TIH)
gases from a railcar. • Publication of regulations in Canada
Gazette, Part II to update and clarify the
• Launching of a collaborative research reporting requirements. This will enable
project on crude oil, in partnership with the the efficient collection of data and improve
U.S. Department of Energy, Department risk analysis related to dangerous goods
of Transportation, and Sandia National incidents. These new regulations also
Laboratory. The project will assess harmonize with how the U.S. collects
sampling and analysis methods to ensure its own incident data. This will allow
an accurate characterization of crude oils the two countries to compare data and
in transport. It will also investigate fire promote further collaboration on research
properties of different crude oils. initiatives.
• Publication of regulations in the Canada • Completion of the Emergency Response
Gazette, Part I. These regulations will Task Force (ERTF) mandate in March
update parts of the Transportation of 2016, in response to the Lac-Mégantic
Dangerous Goods Regulations in order to: tragedy. Its final report was published
in December 2016, which proposed 40
• Align with the 20th edition of the United recommendations to strengthen response
Nations (UN) Model Regulations for the capacity to rail incidents involving
Transportation of Dangerous Goods flammable liquids in Canada.
(UN recommendations).
2016
Transportation of Dangerous Goods
• Establishment, in December 2016, of a

Steering Committee on First Responders
Training, per an ERTF recommendation to
facilitate the development of a flammable
liquid curriculum for First Responders.
• Adoption of a TDG Safety Awareness

Strategy, which comprises the
distribution of outreach and awareness
information materials to first responders,
municipalities and the general public –
such as the Transportation of Dangerous
Goods Safety Awareness Kits.
• Development of an Emergency Response

Guide to support emergency responders
attending dangerous goods incidents.
27
2016
Performance of the Canadian
Transportation System in 2016
Modest economic conditions in North America and around the world, translated into
lower demand for the Canadian transportation system, especially in the first half of 2016
favoring the efficient movement of goods. While some capacity issues were registered
at the Port of Vancouver South Shore, the Canadian transportation system did not
experience major bottlenecks or capacity problems.
Economic Drivers Asian markets continued to post strong

growth, but have been losing momentum over
Canadian real gross domestic product the past years with China rebalancing from
increased 1.4% in 2016, a slight improvement an export driven economy to one centered
from 2015 (0.9%). The first half of the year on domestic consumption. China’s GDP
was marked by the Fort McMurray wildfires, increased by 6.7% in 2016, down from 6.9%
which forced temporary shutdown of many a year earlier and from 9.6% in 2011. This
energy projects in northern Alberta. The represents the lowest growth since 1990.
economy rebounded slightly in the second Despite this slowdown, Canada’s export
half but continued to face a number of value with China increased by 4.0% in
challenges including modest business 2016, supporting transportation demand for
investments, particularly in the oil and gas key commodities (i.e. copper, colza, wood
sector, as the industry responded to low products, iron ore, coal). Japan, the largest
commodity prices. market for Canadian coal and an important
destination for copper, lumber, cereals and
Exports were also low in 2016 despite the wood product, posted a 1.0% growth in 2016
depreciation of the Canadian dollar over the (from 1.3% in 2015).
past two years. The value of merchandise
exports declined by 1.4% with drops in most
top transported commodities such as potash Productivity in the
and oil products. We can attribute this modest Transportation Sector
performance on commodities struggling to
regain value over the year and to the modest Productivity has grown faster in the
economic performance of Canada’s main transportation and warehousing sector than
trading partners. in the overall business sector since the
1980s. According to Statistics Canada, total
The U.S., Canada’s main trading partner, factor productivity (TFP) in the transportation
recorded moderate economic growth in 2016. and warehousing sector has increased
Despite showing more momentum in the by an average of 0.4% yearly from 1986
second half of the year, real GDP increased to 2015, compared to 0.1% for the overall
by 1.6% over the whole year, the slowest business sector.18 Over the same time period,
growth rate since the 2011 recession. This labour productivity increased by an annual
performance hampered demand for Canadian average of 1.6% for the transportation and
commodities, notably iron ore, coal and warehousing sector and by 1.3% for the
potash. overall business sector.19
Real gross domestic product increased
by 1.8% this year in the European Union
(compared with 2.2% in 2015). Europe is a
large market for Canadian exports of precious
metals, grain (wheat) and containerized 18 T
FP is the ratio of output to a combined measure of all
goods. inputs.
19 Labour productivity is the ratio of output to labour input.
2016
Performance of the Canadian Transportation System in 2016
In addition to calculations from Statistics We may attribute these strong long term
Canada, Transport Canada calculates productivity gains to many factors, including:
productivity measurements for the air and rail
transportation sectors.20 • deregulations of the air transportation
sector in the 1980s and 1990s
TFP for the freight rail sector increased by • the restructuration of Air Canada in the
2.9% yearly on average between 1986 and early 2000s
2014, with labour productivity increasing • the liberalization of international air
by an annual average of 4.9%. Output
markets
increased by an annual average of 1.8%
and the amount of inputs used decreased by • the easing of international travel burdens
1.1%. Between 2011 and 2014, the freight • increased capacity utilization by using big
rail sector’s TFP improved by 1.5% yearly on data and advanced software,
average and labour productivity improved by • increased fuel efficiency
2.8%. • organizational improvements
Factors responsible for the long term

improvement of productivity in the freight rail Freight Transportation
sector include: Flows
• the deregulation of freight rail Traffic flows and utilization were slightly down
transportation in the 1980s and 1990s, for most of the 2016 reflecting the modest
• increased fuel efficiency demand for commodities.
• more powerful and efficient locomotives
• infrastructure improvements, Traffic by Region
• better educated and specialized workers Freight flows were down overall across all
• organizational and other technological modes in the Western, Continental and
improvements Atlantic corridors for most of the year. This
reduced pressure on the congested portions
Between 1986 and 2014, TFP improved by of the network contributed to a generally
1.4% yearly on average for the passenger strong performance of the transportation
rail sector, with labour productivity improving network. Modest growth in most freight traffic
by 0.7%. Output decreased by an annual was observed in the fourth quarter of 2016,
average of 1.6% and the amount of inputs suggesting a recovery may be under way.
used decreased by 2.9%. Between 2011 and
2014, passenger rail sector’s TFP declined Despite the strong overall system
by 0.1% yearly on average and labour performance, there were a number of
productivity improved by 0.5%. efficiency/infrastructure issues/bottlenecks
along key bulk export supply chains and
In the air transportation sector, TFP increased import containers.
by 1.7% yearly on average between 1986 and
2014, with labour productivity increasing by
3.4%. Output increased by an annual average TRADE AND TRANSPORTATION
of 3.1% and the amount of inputs used INFORMATION SYSTEM
increased by 1.4%. Between 2011 and 2014,
air transportation sector’s TFP improved Budget 2017 announced a $50 million
by 1.0% every year on average and labour investment over 11 years to establish a
productivity improved by 2.7%. Trade and Transportation Information System
to fill significant information, data and
analytical gaps in strategic elements of the
transportation system. More investments and
20 T
rucking and Marine were not calculated due to a lack enhanced collaboration with transportation
of data. Statistics Canada uses the growth accounting
methodology while Transport Canada calculates
stakeholders will better inform key strategic
productivity using growth in indices (see Centre for the public and private decisions on transportation.
Study of Living Standards report for more information
http://www.csls.ca/reports/csls2016-04.pdf).
29
2016
For example, the Port of Vancouver South grain tonnage remains above the 5 years
Shore experienced performance issues over average.
the fall of 2016 due to human resources
challenges (i.e. lack of experienced operators The growth in container volumes handled at
on the ground), construction at Delta Port Canadian ports varied across the country in
Container Terminal and the high volume of 2016. After having recorded a strong year in
grain harvested. Complex rail operations (e.g. 2015 due to diverted traffic from U.S. ports
interchanging, co-production) in Vancouver, facing labour disruptions, container volumes
combined with large volumes of freight traffic handled at the Port of Vancouver decreased
of multiple commodities makes accessing 4% in 2016 to 2.9 million TEUs. In contrast,
terminals on Vancouver’s North and South the Port of Prince Rupert saw a growth
shore a challenge. of 2% over the same period. On the East
Coast, container traffic at the port of Montréal
Marine Transportation Flows decreased to 1.3 million TEUs in 2016, down
from 1.4 million TEUs in 2015. A decrease
The value of Canadian international was also recorded at the Port of Saint John,
waterborne trade was $199 billion in 2016, while volumes surged by 15% at the Port of
down 3.0% from 2015. In terms of value, the Halifax.
most important waterborne commodities were
crude petroleum, gasoline and fuel, as well as Rail Transportation Flows
grain and agricultural products.
Total rail freight carried in 2016 was an
In 2016, Port of Vancouver was Canada’s estimated 297.4 million tonnes, down 2.5%
busiest port, handling 135.5Mt of freight. Of from 2015.21 Most rail freight traffic was bulk
this total: commodities.
• 69% were bulk commodities (coal, grain, The railways transported nearly 539,000
basic minerals, fertilizers, wood products carloads of grain produced across Canada
and petroleum products) during the 2015-2016 crop year, a 6.0%
• 15% were containerized goods decrease compared to the record high of
2014-2015. So far in 2016-2017 (August to
• 12% was breakbulk
February), there have been over 337,000
Montréal, the second busiest port, handled carload movements of grain, a 2.3% increase
35.4 million tonnes in 2016. This is an compared to the same period in 2015-2016.
increase of 10.4% compared to 2015, due
The number of crude oil rail carload
partly to the increase of crude oil movements.
movements decreased by about 51% in
Cargo handled at some Canadian ports 2016 compared to 2015, falling to about
decreased in 2016, especially for coal, wheat, 72,000 carloads (preliminary estimate) from a
iron ore and potash. Of note, almost 90% peak of 193,000 in 2014. Crude oil carloads
of coal exported through Western Canadian accounted for about 2% of total carloads in
ports is shipped through Vancouver with 2016.
the remaining 10% shipped through Prince
In 2016, the value of rail international trade
Rupert. Coal volumes through Prince Rupert
traffic amounted to $128.3 billion, up 0.7%
have fallen by over 65% from their peak
from 2015. This included rail exports of $81.9
in 2012, while coal volumes fell by 6% at
billion and imports of $46.4 billion. The main
Vancouver in 2016, year over year.
commodities by export value were automotive
Grain tonnage handled at Canadian ports products, chemical products, forest and
remains unchanged compared to 2015. The metals. On the import side, automotive
ports of Vancouver and Montréal saw slight products and chemical products were most
increases whereas ports of Prince Rupert and significant.
Thunder Bay saw a modest decrease. Overall
21 Including both federally regulated and provincially

regulated railways that interchange with a federally
regulated railway.
2016
Road Transportation Flows Multimodal Flow Rate22

In 2016, about 10.9 million two-way trucking Given the modest demand for commodities,
movements were recorded at Canada/U.S. rail-marine commodity flow rates declined
border points, up 3.2% from 2015. This or remained stable for most commodities
was the highest number of trucks crossing in all three corridors in 2016. This suggests
the border since 2008. Over 68% of these that freight levels are well within levels the
movements were related to Canadian transportation system is used to handling. The
registered trucks. Port of Halifax was the only exception, with
double-digit container growth.
The value of trucking traffic between Canada
and the U.S. totaled $418 billion in 2016 As a result of this downward trend in demand,
($218 billion for exports and $200 billion for the rate of utilization of most container
imports), up 16.3% from 2015. The same terminals was below the 85% threshold for
commodities dominated both exports and effective capacity set by Port Authorities.
imports: automotive products, machinery and Prince Rupert was a slight exception with a
electrical equipment, other manufactured utilization rate over 85% in 2015 and 2016.
products, and agricultural products. It is important to note that operating at this
level had no negative impact on operational
Air Transportation Flows efficiency.
In 2016, Canadian and foreign air carriers On the grain side, the Western grain volumes
loaded and unloaded an estimated 1.2 million transported along most of the rail and marine
tonnes of freight at Canadian airports. This is network from September through December
up 5.5% from 2015. The value of Canada’s 2016, was 3% lower than in the previous year
international air cargo trade in 2016 amounted (as shown in Map 4 in annex) despite supply
to $125.2 billion, an increase of 2.6% over being 7% higher.23 This implies that the late
2015. harvest for the current crop resulted in lower
than usual monthly volumes at the beginning
High-value commodity air cargos were of the grain shipping season.
mainly machinery and electronic equipment,
aircraft material, precious minerals/stone, and Given its heavy dependence on bulk
pharmaceutical products. commodities, total tonnage on the Great
Lakes St. Lawrence Seaway System was
Performance and down by 10% compared to 2015. Shifting
trade patterns has caused an imbalance
Utilization of the between up-bound and down-bound Seaway
movements that affect marine carriers’
Transportation System profitability and could translate into higher
Several indicators are used to measure costs to shippers in the future.
the performance of the system including
Rail Velocity
measures of: multimodal flow rates, rail
velocity, border wait times, supply chain end- Network rail velocity continued to improve in
to-end transit time and inter-city travel time. 2016, with an increase of 6% year-over-year.
For 2016, these indicators show that the As shown in the figure below, intermodal (con-
modest demand for commodities translated
into a reduced flow of key commodities on
the network. Performance improved with
respect to rail velocity and truck border wait 22 T
he Commodity Flow Rate Indicator is a monthly
measurement that evaluates how much freight the transport
times at some crossings compared to 2015. system is handling compared to the previous 5 years. This
The system’s good fluidity performance indicator provides a signal of whether there is a potential for
allowed Canada’s West Coast ports to remain capacity constraints on a particular corridor. It is multimodal
competitive. in scope, as it includes a combination of rail and marine
traffic flows by corridor.
23 T
hat is, grain supply (production plus carry-forward volumes)
in British Columbia, Alberta, Saskatchewan and Manitoba
from August to July.
31
2016
tainer) trains usually travel faster than other shippers have the option of clearing customs
commodities, reflecting the time-sensitive inland rather than at the border.
nature and competiveness of the container
business. Velocity is a key indicator of rail net-
work performance, and every marginal gain
in speed significantly improves rail system
capacity and productivity.
Intercity Travel Time Index

The Intercity Travel Time Index was stable
or improved relative to 2015 for most road
corridors.24
Border wait times

Border wait times were maintained or
improved in 2016 for both directions at most
border crossings. On average, southbound
truck wait times were less than 20 minutes at
all major border crossing across the country.
Congestion was not a significant problem at
most borders as only 5% of trucks had wait
times greater than 30 minutes in 2016 (95th
percentile). However, delays during busy
periods (represented by 95th) exceeded 40 However, over the last 5 years, truck travel
minutes at high-traffic borders in Southern reliability has deteriorated and actual truck
Ontario and British Columbia. Delays of more travel times have been increasing for most
than 40 minutes can be costly and disruptive trade corridors. This could be the result of
for short-haul trips carrying time-sensitive increasing urban and highway congestion. For
goods, such as in the automotive sector. example, in 2016 average truck transit times
Northbound truck border wait times were between Calgary and Edmonton were more
generally lower across the board, though than 20% longer than expected.
for the most part delays were highest at the
same high-traffic borders for U.S.-bound
traffic mentioned above. One likely reason for 24 T
he Intercity Travel Time Index is a comparison, on a
lower wait times when entering Canada is that corridor level, of actual to expected travel time. A value
above 1 indicated that trucking firms’ average travel times
were higher than expected.
2016
Intermodal Container Supply Chain End-to- The Port of Prince Rupert stood out again
End Transit Time25 with a strong performance, outperforming
the Ports of Los Angeles and Long Beach in
Despite some challenges in container dwell the end-to-end transit time for the Shanghai
times at the Port of Vancouver (due in part to Chicago trade lane: 20.2 days on average
to rail yard reconfiguration at Deltaport and in 2016 via Prince Rupert compared to 23.2
operational challenges accessing South days through Los Angeles/Long Beach.
Shore terminals), the relative competiveness Prince Rupert’s performance in 2016 was an
of Canada’s West Coast ports, in terms of improvement over its 3-year average of 21.8
end-to-end transit times, remained strong. days.
The average end-to-end transit time (marine-
port-rail) was 23.6 days from Shanghai At the Port of Montréal, import port dwell
to Chicago at the Port of Seattle/Tacoma, times were more than half a day shorter
compared to 24.5 days via the Port of than last year and on par with the three-year
Vancouver, which is more than a day less average. Shorter dwell times pushed the
than the 3-year average. average end-to-end transit times of containers
moving through Montréal from Antwerp to
Vessels arriving on time (within 8 hours) at the Chicago to just below the 3-year average
Port of Vancouver in 2016, reached 58%, an (17.1 days versus 17.3). As is the case on
improvement from the 3-year average of 50%. the West Coast, ocean transit accounts for
The arrival of vessels within the scheduled most of the transit time (almost 70%).
berth window is particularly important for
a large port such as Vancouver, since late In addition to efficient rail service, the Port
arrivals can lead to congestion in the terminal of Montréal also enjoys reliable and quick
yards. truckload services to major inland markets.
Truck travel times to Toronto and Chicago
have consistently averaged around 10 and 31
hours respectively over the last 5 years.
Travellers Traffic Flows

Increases in passenger traffic were recorded
for the air, rail and marine (ferry) modes. In
contrast, vehicles crossing the Canada/U.S.
were down from 2015.
Air sector
In 2016, Canadian airports reported an
estimated 140 million enplaned and deplaned
passengers, a 5% increase over 2015.
• 83.9 million on domestic services

• 26.7 million on services between Canada
and the U.S.
25 T
ransport Canada’s measure of end-to-end transit times • 29.4 million on other international services
encompasses ocean transit from key ports in Asia and
Europe, dwell at the port, and in-land (rail and truck) Between 2007 and 2016, total air passenger
transit to major inland hubs such as Toronto and Chicago. traffic (enplaned and deplaned passengers)
Segmenting the indicator by marine, port and inland
portions sheds light on the relative importance of each
grew by 32%.
transportation mode, and provides insight into the impact
of the performance of a particular mode. For example, the In 2016, around 90% of the total air
indicators reveal that the marine portion makes up roughly passenger traffic was handled at Canada’s 26
60-65% of the total transit time for containers going from National Airport System (NAS) airports, with
Shanghai to Central North America via West Coast ports.
This is important to note, since Canada relies exclusively on record-breaking traffic experienced at the top
foreign carriers to move containers and therefore has little three airports:
influence on the industry.
33
2016
• Toronto Pearson International served 42.3 Road sector

million passengers (6.7% annual growth),
accounting for 30% of passenger traffic. In 2016, around 52 million two-way passenger
• Vancouver International served 21.4 vehicle movements were recorded at Canada/
U.S. border crossings, down 4.3% from 2015.
million passengers (8.9% annual growth),
The decline is entirely due to an 8% reduction
accounting for 15% of passenger traffic. in Canadian vehicles crossing. American
• Montréal-Trudeau International served vehicle crossings increased by nearly 5%.
15.4 million passengers (4.6% annual This can be attributed to the falling Canadian
growth), accounting for 11% of traffic. dollar over that same period. Over 67% of
vehicle movements crossing the border in
U.S. customs pre-cleared over 12 million 2016 were Canadian registered vehicles
U.S.-bound passengers per year at Canada’s (down from the 2013 peak of 87%).
eight largest airports under the current
bilateral Air Agreement on Air Transport. In 2015, public transit systems carried 2.07
Once the new bilateral land, rail, marine and billion passengers, no change from 2014.
air preclearance agreement signed in 2015
comes into force, it will become possible to
expand preclearance to all modes. Safe and Secure
Marine sector
Transportation
Performance
In 2016, international cruise ships carried
close to 1.4 million passengers to major Canada continued to have a safe and secure
Canadian ports, up 3.5% from 2015, mainly transportation system with accidents rates
in Vancouver (826,820 passengers), Halifax below their 5 to 10-year average for all modes
(238,200) and Saint John (143,900). BC in 2016.
Ferries, Canada’s largest ferry operator,
recorded carrying 6.7 million vehicles and Air sector
17.2 million passengers on various routes,
representing an increase of 4.1% and 3.0% In 2016, 184 aviation accidents (under the
respectively from 2015. Canadian Aviation Regulations) involving
Canadian-registered aircraft were recorded,
Rail sector down 13% from the 2011-2015 average.
These accidents caused 29 fatalities, a
VIA Rail’s annual passenger traffic grew 4.1% decrease when compared to 35 fatalities in
to around 4 million in 2016. This was the first 2015. This was lower than the previous five-
significant increase after remaining stable year average of 42.
during the 2012-2015 period. The number of
passenger amounted to 3.7 million in the busy In 2016, Canada continued to take steps to
Quebec City-Windsor Corridor, rising 4.3% facilitate the flow of legitimate air travellers
from 2015. and goods while maintaining Canada’s
high level of aviation security. In 2016, the
In 2016, 181,900 passengers used rail Canadian Air Transport Security Authority
carriers to cross Canada/U.S. border points, (CATSA) screened 60 million passengers and
nearly identical to 2015 (down by 0.1%). The their belongings from 89 Canadian airports,
number of passenger has been trending down including the 26 NAS airports.
over the past five years and was down 3.8%
from 2012.
2016
Marine sector Green Transportation

Canada has a strong record of safe and Performance
secure marine shipping. Given the thousands
of ships that operate in Canadian waters, Overall, transport-related greenhouse gas
there are relatively few accidents. In 2016, emissions have been stable over the past
there were 251 reportable accidents involving decade with decreases recorded for air and
at least one Canadian registered vessels, marine modes and increases for rail and road
down from the ten-year average. There were transportation.29
also 49 foreign registered vessel accidents
reported in Canadian waters in 2016, down Air sector
from the ten-year average. There have been
164 commercial marine fatalities reported in In 2014, domestic aviation emitted 7.5
Canada over the 2007-16 period, including 7 megatonnes (Mt) of carbon dioxide
in 2016.26 equivalent (CO2e). This accounts for 4.4% of
transportation-related GHG emissions. Over
Rail sector the 2005-2014 period, domestic aviation
GHG emissions decreased by 3.4% despite
In 2016, there were 1,032 recorded railway increased passenger traffic.30
accidents, down 14% from 2015. These
accidents caused 65 fatalities, 14% less than The sector has been improving fuel
the average over the previous 5 years. efficiency through measures under voluntary
agreements with the Government of Canada
Road sector since 2005, and updated in 2015. Compared
with 2014, Canadian air carriers improved fuel
Over the last 10 years (2005-2014), road efficiency by 0.8% in 2015. This represents
casualty collisions decreased by 24%, a 1.5% average annual improvement from a
although more vehicles were on the road. The 2008 baseline, or a cumulative improvement
fatality rate decreased from 1.5 to 0.8 over of 10.1% from 2008 to 2015.
that period.27,28
Marine sector
In 2016, manufacturers issued 662 safety
recalls affecting a total of 5,494,685 vehicles, In 2014, the domestic marine sector emitted
tires and child car seats in Canada. Of 4.8 Mt of CO2e. This is 2.8% of transportation-
these recalls, 31 (or 4.7%) were influenced related GHG emissions. Over the 2005-2014
by Transport Canada’s interactions with period, domestic marine GHG emissions
manufacturers, affecting 20.3% (1,113,605) of decreased by 2.6%, as shippers have shifted
the total recall population. to other modes such as trucks and rail.
In 2016, the National Aerial Surveillance

Program flew 1,886 hours to watch Canada’s
three coasts. Crews found 179 oil spills
totalling 1,764 litres of oil in the water. Regular
aerial surveillance flights have contributed
significantly to the decrease in oil discharges
at sea, as ships are increasingly aware
29 E
missions for other modes (e.g. residential, commercial and
recreational off-road vehicles) of transportations are lower
than a decade ago and represent 8.8% of transport-related
emissions in 2014.
26 S
tatistical information provided by the Transportation
30 T
his differs from domestic aviation emissions reported in
Safety Board (March 15, 2017).
the latest annual report on Canada’s Action Plan to Reduce
27 Collisions with fatalities and injuries. Greenhouse Gas Emissions from Aviation. This is due to
scope and methodological differences between that report
28 D
ead person in a reportable traffic collision per 10,000 and the official emissions reported in Canada’s national
motor vehicle registrations. inventory.
35
2016
that their illegal polluting activities can be

detected.
Financial Performance
The overall financial performance of the air
Rail sector and marine transportation sectors remained
strong with increasing revenues and profits,
In 2014, the rail sector emitted 7.6 Mt
and decreasing expenditures.
of CO2e. This is 4.5% of transportation-
related GHG emissions. Freight operations Air sector
accounted for 98% of rail GHG emissions.
Despite efficiency improvements, a large Canadian air carriers in 2015 had operating
jump in freight activity increased rail GHG revenues of $22.6 billion, up from $22.3 billion
emissions in 2014 by 14.1% compared to in 2014. This represent a 1.3% increase year
2005. over year. Operating expenses declined to
$20.1 billion, decreasing by 2.6% between
Road sector 2014 and 2015. This is largely due to falling
fuel prices. Rising operating revenues
In 2014, the road transportation sector
and declining expenses translated into an
emitted 142.6 Mt of CO2e, or 83.2% of
operating income of $2.5 billion, up 49.7%
transportation-related GHG emissions and
from the 2014 reported income of $1.6 billion.
19.5% of total Canadian GHG emissions.
Important financial notes from 2016 include:
From 2005 to 2014, road transportation
GHG emissions grew by 3.1%. Despite fuel • Air Canada reported a net profit of $876
efficiency improvements across all vehicle million on revenues of $14.7 billion.
classes, this increase stems from: Its EBITDAR was $2.8 billion and its
operating profit was $1.3 billion. 31
• growth in passenger and freight activity
• a shift towards more GHG intensive • WestJet reported a net profit of $295.5
transportation including heavy duty trucks million on revenues of $4.1 billion. Its
and larger passenger vehicles (i.e., SUVs EBITDAR was $965.7 million and its
and light trucks) operating profit was $440.1 million.
GHG emissions from on-road freight vehicles • Chorus Aviation, parent of Jazz Aviation,
increased by 14.0% between 2005 and 2014, reported a net profit of $111.8 million on
from 48 to 55 Mt. Over the same period, road revenues of $1.3 billion. Its EBITDAR was
freight activity, measured in tonne-kilometres, $253.6 million and its operating profit was
also increased by around 25%. $151.5 million.
GHG emissions from on-road passenger • For the fiscal year ending October 31,
vehicles decreased by 2.7% between 2005 2016, Transat A.T. a tour operator that
and 2014, from 90 to 88 Mt. Over the same owns Air Transat, reported a net loss of
period, road passenger activity, measured in $86.5 million on revenues of $2.9 billion.32
passenger-kilometres, increased by about
6%. • Total rent the National Airport System
airport authorities paid to the federal
Federal regulations have set progressively government was $314.5 million in 2015, a
stricter GHG emission standards for 1% increase from 2014.
passenger automobile and light trucks of
model years 2017 and beyond, building on
the existing standards covering model years
2011 to 2016.
31 E
arnings before interest, taxes, depreciation, amortization,
and restructuring or rent costs.
32 T
hese figures reflect the entire group. The company does
not report the Air Transat component separately.
2016
In 2015–16, revenues from Transport In 2015, VIA Rail Canada reported revenues
Canada’s airports and aerodromes were of $297.8 million and a loss of $280 million.
$11.7 million while operating expenditures The federal government provided $280 million
were $28.2 million. in operating funding and $97.9 in capital
funding.
Marine sector
The same year, the federal Remote
Due to the discontinuance of Statistics Passenger Rail Program gave $11.2 million in
Canada’s Financial Survey of Canadian Water subsidies to two Aboriginal-owned passenger
Carriers (last released on April 2010), no rail services, the Keewatin Railway Company
information is available on marine carriers’ and Tshiuetin Rail Transportation.33
financial performance.
Road sector
Operating costs for ports under Transport
Canada’s management totalled $11.7 million No information is available on the financial
in 2015-16, which represents a 5% increase performance of the road mode.
from 2014-15. In 2015–16, Transport Canada
collected about $8.1 million in revenue from
these ports, down 7% compared to 2014–15.
Rail sector
In 2016, Canadian Class I rail freight carriers
had operating revenues of $18.2 billion. This
represents a decrease of 5.7% from 2015
revenues of $19.3 billion. Operating expenses
decreased 8% in 2016 to $10.4 billion. This
provided a favourable decrease in operating
ratio to 57.1%.
System-wide, CN earned $12 billion in

operating revenues in 2016. This represents
a decrease of 4.8% over 2015 revenues of
$12.6 billion. Operating expenses decreased
8.2 %, from $7.3 billion in 2016 to $6.7
billion in 2015. Labour and fringe benefits
represented the largest expense, decreasing
12.5%, from $2.4 billion 2015 to $2.1 billion in
2016. Net income rose 2.9% from $3.5 billion
in 2015 to $3.6 billion in 2016.
System-wide, CP earned $6.2 billion in

revenues in 2016, representing a 7.5%
decrease over the $6.7 billion earned in
2015. Operating expenses decreased 7.5%,
from $4 billion in 2015 to $3.7 billion in 2016.
Compensation and benefits, the largest
operating expense, decreased 14.3%. Net
income rose 14.3% from $1.4 billion in 2015
to $1.6 billion in 2016.
33 F
unding for Algoma Central Railway has been terminated
as per the Budget 2013 decision.
37
2016
Outlook, Trends and Future Issues
Economic growth and activity are the main drivers for transportation demand, but over
the medium to long term, the Canadian transportation system is bound to experience
significant changes amid global uncertainties, linked to environmental issues, safety
and security concerns, significant socio-demographic changes, and rapidly evolving
technology. Canada’s transportation system will need to be successfully positioned to
address fundamental opportunities and challenges lying ahead.
Transportation demand, both for passenger Technological Change and Innovation

and freight traffic, is fundamentally connected
to increasing economic activity and incomes. The transportation sector is being transformed
However, within this economic context, by emerging and disruptive technologies with
transportation demand will also likely be broad economic, social, and environmental
influenced by other important factors over impacts. The speed and scope of these
the long term that alter how people choose changes is outpacing established regulations
to travel and the needs of businesses in and policies, and will require policymakers to
connecting to suppliers and customers. review these conventions to ensure growth
While these factors will apply to the particular of these technologies is not hampered while
geography, demography, and resource continuing to ensure high standards for safety
endowments in Canada, they are often global and security.
in scope. More specifically, Canada will face
challenges and opportunities that will require Over the next decades, significant
transportation stakeholders to keep abreast of advancements are expected in the area of
new developments in a continuously changing automated and connected vehicles (CV/AV),
economy, evolving socio-demographic as well as unmanned air vehicles (UAV).
trends, key emerging technologies, as well as However, these new technologies also raise
growing environmental, safety and security many questions, which challenge established
concerns. regulatory regimes and force planners to
rethink the way they conceive transportation
Successfully positioning Canada’s infrastructure and urban development.
transportation system to better respond
to these challenges and opportunities will New players are also entering the
ensure it remains one of the most modern transportation marketplace. Their innovative
and efficient systems in the world while business models and mobility solutions are
continuing to be safe, secure, reliable and transforming how people and goods move,
environmentally responsible. and are poised to have a significant impact
on the transportation sector. For example,
companies like Amazon and Google are
Key Trends in exploring delivery by unmanned aircraft and
Transportation delving into automated vehicle technology.
A number of important issues will likely Connectivity is also expected to expand to

change and shape passenger and freight other modes and pilot applications, such
transportation in the 21st century. Some of as vehicle to rail communication for grade
these were identified in the most recent crossing safety, and other connections that
transport outlook of the International can increase efficiencies in multi-modal hubs,
Transportation Forum (ITF).34 such as ports. In terms of infrastructure,
developments in satellite–based remote
34 ITF Transport Outlook 2017, Published on January 30,

2017.
2016
sensing and smart infrastructure sensing Social, demographic and economic

will provide alerts on abnormal behavior and determinants
levels of degradation, to support preventive
maintenance and increase the safety of the According to the ITF, transportation policy-
network. Automated inspection technologies makers will need to stay up-to-date on
for the rail industry will also have a significant changes in consumer behavior that can
positive effect on the existing network’s influence demand for transportation. This
growth in capacity. could entail accelerated demand of digital
goods (e.g. book, music), increased localized
Also, the ITF outlook notes that new consumption, particularly for food and the
technologies in manufacturing could emergence of the sharing economy, which
have profound impacts on existing supply could entail substantial changes in commuter
chains, which many subject matter behavior and spending.
experts argue have reached their limit.
3D printing, in particular, could result in The development of transportation
localized manufacturing and “re-shoring” of infrastructure faces increasing challenges due
manufacturing activities in North America. to the need to earn social license, particularly
in major transportation hubs featuring dense
Green transportation population and competing land use. For
instance, some marine ports face mounting
As noted in the ITF report, efforts to pressure with respect to air, water and noise
meet national emission reduction targets pollution, as well as pressure to convert
established at the Paris Conference of the waterfront properties to residential or leisure
Parties (COP21) will require application use. Furthermore, views and considerations
of a wide range of policy levers to avoid on development vary across the country. As
unnecessary transportation demand, shift traffic is likely to trend upwards going forward,
transportation to sustainable options, and capacity expansion projects could prove
make transportation systems more efficient. difficult to achieve without public support.
Electrification of the transportation system Moreover, an aging population leads to more
is expected to grow over the next decade workers retiring, skill shortages will likely be
as battery performance improves and the an issue moving forward. The need to recruit,
cost of battery technology falls. However, train and retain workers in the transportation
the extent of this growth remains uncertain sector, especially in the marine and trucking
and hinges on many factors, including industries will increase as competition for
consumer preferences, relative fuel prices skilled employees grows.
and available charging infrastructure, among
others. Vehicle manufacturers will continue Safe and secure transportation
developing a portfolio of powertrains including
battery electric vehicles, plug-in-hybrids, and Security will remain a central concern with the
hydrogen fuel cell vehicles, and are expected growing number of domestic and international
to continue to make improvements in engines, travelers and the growing interconnectedness
transmissions, aerodynamics, light-weighting, of the international transportation system.
and accessories to improve the fuel efficiency While new technologies and efforts from all
of internal combustion engines. transportation actors (i.e. governments, the
industry and international partners) have
In addition, a gradual shift to a low-carbon made travelling more secure than ever,
global economy points and changes in the terrorism poses ongoing threats as the
energy mix in many countries will reduce or transportation system remains a possible
alter the demand for hydrocarbons, notably target for attacks.
oil and coal. This would result in changes
of existing trade patterns and associated Increasing dependence on connected
transportation activities. technology and web-based communication
(e.g. connected and automated vehicles)
has also opened the door for cybersecurity
39
2016
threats. To counter this growing risk and The automotive industry in Canada is also
protect our transportation network, enhanced ensuring that they are keeping pace with the
cyber security software and technologies will rapid development of automotive technology.
evolve as security considerations get more In 2016 General Motors of Canada Company
complex. announced that it is investing in the areas
of Autonomous Vehicle Software & Controls
Therefore, transportation security Development, Active Safety and Vehicle
technologies and methodologies, including Dynamics Technology, Infotainment and
education and new regulations, must Connected Vehicle Technology. Moreover,
continuously evolve and adapt in response Ford Motor Company of Canada joined with
to threats. Such efforts and vigilance will be the Government of Canada and Government
necessary for the system to remain secure. of Ontario to announce a $1.2-billion
investment that will strengthen Canada’s
The Key Trends in the research and development capacity at
existing facilities, and establish new research
Canadian Context and engineering centres focusing on
connectivity, infotainment, in-vehicle modems,
Technological change and innovation gateway modules, driver-assist features and
self-driving cars.
Canada needs to position itself for a future
characterized by emerging and disruptive Green transportation
technologies and new approaches.
Connectivity and automation will have far- Transportation accounts for almost a quarter
reaching impacts on the transportation sector, of Canada’s greenhouse gas emissions.
and the economy as a whole. Although increased efficiencies, particularly
in the on-road passenger sector, will likely
In 2016, for the first time in Canada, Ontario reduce overall transportation emissions,
allowed the testing of automated vehicle transportation will continue to rely primarily on
technology as part of a pilot project to develop fossil fuels over the next decade. This, along
driving automation. While these applications with rising demand, means the transportation
are only a first step, the move shows that sector must be a key contributor to
technologies are developing rapidly. reaching national emission reduction
targets established at COP21. In 2016, the
Government of Canada, in collaboration
MODERNIZING CANADA’S with the Provinces and Territories, brought
TRANSPORTATION SYSTEM forward the Pan-Canadian Framework on
Clean Growth and Climate Change to reduce
domestic greenhouse gas emissions (see box
Budget 2017 proposes to provide Transport above).
Canada with $76.7 million over 5 years, for
modernizing Canada’s transportation system. Canada will address the environmental
Proposed activities include:
impacts associated with continued growth in
XX developing regulations for the safe adoption of international maritime shipping and aviation
CV/AVs and UAVs by its ongoing involvement at the International
XX working with industry, provinces, territories Civil Aviation Organization (ICAO) and
and municipalities to identify and address International Maritime Organization (IMO).
critical technical, regulatory or policy barriers, Efforts to advance recent accomplishments
and to establish pilot projects and other milestones will continue, such
as the agreement reached at ICAO in
XX increasing Transport Canada’s ability to October 2016, for a global aviation market-
establish and provide the codes, standards and based measure to address CO2 emissions
certifications that industry will need to safely from international aviation. Canada will
use these new technologies in Canada also continue to engage at the IMO, as an
international convention on ballast water
management will enter into force in 2017,
which will trigger a global regime to reduce
2016
the risk of aquatic species invasions, and Social, demographic and economic
challenge the global fleet to purchase, install determinants
and operate emerging technology to meet its
requirements. Over the past two decades, the Canadian
population has increased by more than
Canadian leadership will help shape the 20% to 35 million in 2016. Looking ahead,
development of standards and other the population is expected to increase
approaches to reduce the environmental by more than 6 million by 2036. As major
impacts from international transportation. urban centres absorb the bulk of that
growth, the United Nations, through its
World Urbanization Prospect, projects that
urbanization in Canada will reach 88% in
PAN-CANADIAN FRAMEWORK 2050 up from 83% today, increasing demand
ON CLEAN GROWTH AND for urban travel and the risks of congestion.
Higher urban congestion could also raise
CLIMATE CHANGE demand for public transit. According to the
TomTom 2016 Traffic Index, Vancouver
The framework includes a Pan-Canadian approach ranks as the most congested city in Canada,
to carbon pricing, which will: followed by Toronto and Montréal with extra
overall travel time between 26% and 34%.
XX incentivize the use of low-cost ways to reduce
emissions The growing population of Canadian seniors
XX drive the uptake of low-carbon solutions and will also affect the nature of passenger
modernized, energy-efficient supply chains transportation in the future by increasing
the need for more flexible and accessible
Key elements shaping these environmental transportation. In 2036, Statistics Canada
performance of the transportation sector will expects the population aged 65 and over to
include: reach 24% of the population, up from 17% in
XX more stringent GHG emission regulations for 2016.
new on-road vehicles
Safe and secure transportation
XX regulatory and other measures to improve fuel
efficiency Canada has recorded a decade of decreasing
XX transportation infrastructure investments, accident rates across all modes. Yet, the
including for public transit, alternative fuel and growth in freight and passenger traffic
charging infrastructure expected over the next decade could increase
the risk of accidents and incidents in the
XX the further evolution of low-carbon and smart
system.
transportation technologies, such as zero-
emission vehicles Risks related to the transport of dangerous
goods will likely remain, notably for crude oil
transported by rail, despite the approval of
new pipelines, including the expansion of the
Trans Mountain pipeline to Canada’s West
Coast, and the approval of the Keystone XL to
the United States Gulf Coast.
In addition, risks related to other dangerous

goods such as lithium batteries, widely
used in commercial and consumer goods
will likely increase. Lithium batteries have a
documented risk of spontaneous combustion,
making them a dangerous good, particularly
when transported in bulk on aircraft.
41
2016
Looking ahead, it will be important for while growth in the Euro area is expected
Canada to keep up with evolving risks and to average 1.5%. As with most industrially
proactively adopt new technologies tools and advanced nations, slower demographic
other measures to minimize the risks, while expansion is anticipated to restrain long-term
ensuring the transportation system remains growth.
efficient.
Consistent with this outlook, commodity
prices are expected to pick up over the next
The Economic Outlook few years. While forest product prices have
Eight years after the global financial crisis, recovered most of their recent losses there
global economic growth is expected to pick up is still room for upward growth in agricultural
over the next two years, increasing freight and products and in metals and minerals relative
passenger transportation demand. According to their mid-2014 price levels. On the energy
to the International Monetary Fund (IMF) side, after reaching a 2016 low of $US43, the
January 2017 forecast, growth will be led by West Texas Intermediate price of oil should
recovery among developing markets while reach approximately $US64 in 2021.35
near-term growth prospects among developed Domestically, with energy prices recovering,
countries will be mixed. World output growth growth should return to the oil patch as
is expected to rise to 3.4% in 2017 and 3.6% firms refocus on expansion. The Canadian
2018 from the (estimated) 3.1% realized in dollar slid along with oil and gas prices in
2016. recent years, making Canadian goods more
Export-led growth in many key Canadian competitive abroad and absorbing part of the
markets will be supported by a strengthening economic shock of falling commodity prices.
outlook for the U.S. In the near term, the This is expected to reverse over the next few
economy of Canada’s most important trading years, as commodity prices recover. While the
partner should grow in the mid-2.5% range rebound in commodity prices will lift Canadian
and is expected to converge to just below 2% investment and exports in the near term,
annually out to 2025. the domestic front will experience long-term
headwinds with the slowdown in population
In the near term, growth will be strongest growth, gradually eroding economic growth
among East Asian nations with China’s rates. Despite these longer-term domestic
economy expanding at about 6% per year challenges, U.S. growth and a recovering
and India coming in at around the mid-7% world economy will help Canada to strengthen
range. As China continues its pivot towards growth over the next few years.
domestic-led growth, India has taken the lead
among high-growth countries over the last Key Commodities Outlook
few years. Looking further down the road to
2025, the growth prospects for developing Canada’s vast territory is blessed with
countries are expected to moderate as abundant primary products (e.g. crops,
global demographic growth continues to wood products, minerals, or energy goods).
slow. India is expected to remain a growth Growing demand from increased economic
leader, with expansion in the 6% range while activity in large developing countries, as
China should grow at a 5.5%. Growth for the well as from economic growth of traditional
entire Asia-Pacific region will average in the commercial partners, creates opportunities
5% range annually over the next ten years, for expanding trade and economic
supporting demand for both Canadian freight prosperity for Canadians.
and passenger transportation services.
Despite U.S. recovery and ongoing expansion

in developing markets, some of Canada’s
largest trading partners are expected to
record slower growth. Of note, Japan’s
economic growth should remain very modest
over the next decade around 0.5% to 1%
35 December 2016 Survey of Private Sector Economic
Forecasters released by Finance Canada.
2016
Canada’s major markets Key transported commodities in Canada: Rail

demand outlook
The U.S., the destination for more than 40%
of key transported bulk commodities value Bulk commodities are of high importance to
in 2016, will remain by far Canada’s largest the Canadian economy. In 2016, Canadian
trading partner. The U.S. is the primary industries directly related to producing coal,
destination of Canadian wood products crude oil, grain, potash and wood products
and potash, energy, and a large market for (top 5 bulk commodities) represented
grain. 25% ($124 billion) of the goods-producing
industries’ GDP.
In the next ten years, bringing Canada’s

primary goods to industries around the
China’s growing middle class and
globe will likely continue to be challenging
infrastructure investments will stimulate
due to these commodities’ volumes and
demand for raw materials and imported
due to the large distances and geographic
goods, and continue to drive growth of
obstacles that separate production sites
Canadian exports. The country is currently the
from major consumption centers. Although
destination of close to 14% of key exported
trucking will likely continue to be used to
bulk commodities and the principal market
some extent, experts expect rail to keep its
for Canadian grains. Other major Canadian
economic advantage for bulk commodities
partners for bulk commodities such as Japan
transportation over long distances.
(coal), Mexico (grain) and South Korea (coal),
are expected to grow at a more moderate From 2016 to 2025, transportation for the top
pace. This growing demand is already five bulk commodities is projected to grow
creating capacity pressures on the Canadian steadily, driven by demand for rail shipment of
transportation system’s accessibility and crude oil and wood products in the near term;
fluidity, particularly in Western Canada. and potash and grain in the longer term. Note:
If new oil pipelines construction fails to occur
To fully benefit from the anticipated growth in
or is significantly delayed, crude oil shipments
demand for commodities, Canada will need
by rail could be higher than the current base
to:
case projection in 2025.
• ensure the needed transportation
infrastructure is in place to access these
remote and northern areas
• address bottlenecks to ensure fluid
movement of commodities to tidewater
and main border crossings
43
2016
Air Passenger Outlook begin to come under pressure, air travel

growth is anticipated to be less rapid than
Over the last 10 years, the number of origin- in recent years. In addition, a gradual aging
destination passengers in Canada have of the population over the coming decade
grown by an average 3.6% annually reaching will slowly erode the growth of Canada’s
79 million passengers in 2015. population base in relation to the preceding
decade.
Over that period, the fastest growth occurred
in the other international sector, which Despite the lacklustre domestic results, a
showed annual gains of 4.8%. Transborder strong market for sun-seeking travel will
and domestic sectors expanded at a more continue to expand, since older Canadians
modest 3.0% and 2.7% rates, respectively. make up a key segment of winter travel
During this period, the other international to the southern U.S and the Caribbean. A
sector increased its share of total travelers to recovering Canada-U.S. exchange rate, due
38.4% in 2015 from 34.2% in 2005. to recovering energy prices, will enhance
Canadian spending power which should
The historical pattern above is expected to support more southbound movement in the
persist over time, driven mainly by domestic long term. In the interceding years, a lower
growth in Canada and its respective Canadian dollar will support U.S.-originating
destination regions as well as the increasing trips to Canada as U.S. tourism dollars will
travel requirements of growing immigrant “go further” north of the border.
communities. In addition, the air carrier
industry response to factors such as Transborder passenger growth averaged
competition, the role of low-cost carriers, around 3% over 2006 to 2015 and this is
and the ability of full-cost carriers to adjust to expected to be largely unchanged over the
changing market conditions, all play a part in 2016-2025 projection horizon. With U.S.
future passenger growth prospects. growth picking up and disposable incomes
rising, it is anticipated that growth should
The total number of origin-destination remain stable. Moreover, with the close
passengers in Canada is expected to rise business ties shared between Canadians and
from 79 million in 2015 to 106 million travelers Americans, business travel will remain strong
in 2025 corresponding to an average annual between the two countries.
increase of 3.1%.
Over this period, the strongest growth (3.9%)

should occur in the other international
sector, which relies on growth from emerging
markets. As such, a proportion of the growth
in this sector is due to foreign travelers from
rapidly growing markets entering income
groups that make air travel an affordable
option (e.g. China, India and Brazil). In
addition, as the world becomes increasingly
interconnected, international leisure and
business travel will become increasingly
popular for Canadians.
Domestic passenger growth is expected to

slow to 2.1% over the 2016-2025 projection
horizon, from 2.7% over 2006 to 2015. As
global economic growth moderates and fares
2016
45
Figure 1: Transportation Network
TRANSPORTATION NETWORK
MOVING GOODS AND PEOPLE
 OVER 550 PORT FACILITIES  40 FEDERALLY REGULATED  26 NATIONAL AIRPORTS  OVER 23 MILLION ROAD
RAILWAYS MOTOR VEHICLES
Annex A: Maps and Figures
 18 CANADIAN PORT  71 REGIONAL AND

AUTHORITIES  FOUR CLASS 1 RAILWAYS LOCAL AIRPORTS
 1.13 MILLION TWO-
LANE EQUIVALENT LANE
 HANDLED INTERNATIONAL  45,199 ROUTE KILOMETRES  6.2 MILLION AIRCRAFT KM OF PUBLIC ROAD
TRADE VALUED AT $199 OF RAILWAY TRACK MOVEMENTS
 FOR-HIRE TRUCKING
BILLION TRAFFIC AMOUNTED TO
 RAIL FREIGHT JUST OVER  OVER 140 MILLION AIR
 TOTAL TRAFFIC FOR ALL PORTS 297 MILLION TONNES PASSENGERS PER YEAR
276 BILLION TONNE-
WAS 473 MILLION TONNES KILOMETRES
 DIRECT ECONOMIC FOOTPRINT OF CANADA’S TRANSPORTATION SECTOR WAS $75 BILLION IN

2016, WHICH TRANSLATED TO 897 THOUSAND JOBS
 OVER $1 TRILLION OF GOODS MOVED TO AND FROM INTERNATIONAL MARKETS
2016
Figure 2: Canadian Merchandise Export Flows by Region
2016
Map 1: Freight Transportation Corridors
47
2016
Map 2: Rail System Flow Comparison – Total Traffic 2016 Compared to 3-Year Average
2016
Transportation in Canada
48
49
Map 3: Truck Border Crossings Performance Metrics – Traffic Flows
Two-Way Truck Traffic Flow Rate – Key Regional Border Crossings
Red – indication of truck traffic flow rate values that represent the quarterly maximum for those five years
*Note: rounding errors may cause flagging inconsistencies, i.e.) 99.7 flagged as 100.0
2016
Map 4: Rail System Flow Comparison – Grain Traffic 2016 Compared to 3-Year Average
2016
Transportation in Canada
50
51
Map 5: Rail System Flow Comparison – Intermodal Traffic 2016 Compared to 3-Year Average
2016
Map 6: Highway and Air Infrastructure
2016
Map 7: Rail and Port Infrastructure
53
2016
Annex B: List of Addendum Tables and Figures
The following tables can be found in the 2016 Statistical Addendum, available at: http://www.tc.gc.ca/eng/policy/anre-menu.htm
Transportation and the Economy

General
Table EC1 Economic Indicators, 2016
Table EC2 Transportation Sector GDP and GDP Shares by Province and Territory, 2013
Table EC3 Aggregate Household Final Consumption Expenditures on Transportation, 2016
Merchandise Trade
Table EC4 Volume of Goods in Domestic Trade, by Sector and Mode of Transport, 2006–2015
Table EC5 Modal Shares in Canada’s International Trade, 2007–2016
Table EC6 Modal Shares in Canada-United States Trade, 2007–2016
Table EC7 Modal Shares in Canada-Other Countries Trade, 2007–2016
Table EC8 Canada-United States Trade, by Main Trade Flows, 2015–2016
Table EC9 Canada’s Exports and Imports, by Origin, Destination, and Mode of Transport, 2016
Table EC10 Canada’s Merchandise Trade - Top 25 Partners, 2015-2016
Travel and Tourism

Table EC11 Visits by Canadians to All Countries, 2014 and 2015
Table EC12 Canada-United States Travel, by Mode of Transport and by Purpose, 2015
Table EC13 Overseas Travel, by Mode of Transport and by Purpose, 2015
Labour
Table EC14 Employment in the Transportation Sector, 2007-2016
Figure EC15 Labour in Transportation Modes in Canada, by Age Range, 2016
Table EC16 Average Weekly Earnings, by Selected Industries, 2007–2016
Table EC17 Labour Actions in the Transport Sector, by mode, 2007–2016
Price Performance of Transport

Table EC18 Average Crude Oil Prices – Canadian and U.S. $ per Barrel, 2007–2016
Table EC19 Retail Price of Regular Road Gasoline and Diesel For Selected Cities, 2007–2016
Table EC20 Price of Other Transportation Fuels, 2007–2016
Table EC21 Price and Output Indicators, Transport Industries, 2011–2015
Table EC22 Efficiency Indicators, Transport Industries, 2009–2014
Table EC23 Cost Structure of Transport Industries, 2011–2014
Table EC24 Financial Performance of Transportation Industries, 2009–2015
Government Spending and Revenues on Transportation

Table G1 Summary of Transportation Expenditures and Revenues by Level of Government, 2006/07 - 2015/16
Table G2 Transportation Expenditures and Revenues by Mode and Level of Government, 2006/07- 2015/16
Table G3 Detailed Federal Transport Expenditures, by Mode and by Department/Agency, 2006/07 - 2015/16
Table G4 Government Revenues from Transport Users, 2006/07–2015/16
Table G5 Summary of Provincial Transport Expenditures by Province/Territory, 2006/07- 2015/16
Table G6 Detailed Provincial/Territorial Expenditures by Mode and by Province/Territory, 2006/07-2015/16
Environment and Energy

Figure EN1 Greenhouse Gas Emissions, by Economic Sector, 2014
Figure EN2 Greenhouse Gas Intensity of End-Use Sectors, 2005 and 2014
Table EN3 Transportation Energy Consumption, by Type and Mode, 2006–2015
Table EN4 Total Transportation Greenhouse Gas Emissions, All Modes, 2000–2020
Table EN5 Air Pollutant Emissions from the Transportation Sector, by Type of Pollutant, 2006–2015
Figure EN6 Transportation Mode Share of Total Air Pollutant Emissions, 2015
Table EN7 National Aerial Surveillance Program Key Metrics, 2006/07–2015/16
Table EN8 Rail Greenhouse Gas Emission Intensity, by Type of Operation, 2005–2014
Table EN9 Railway Fuel Consumption, 2006–2015
2016
Transportation Safety and Security

Table S1 Summary of Transportation Safety Statistics for Aviation, Marine, Rail, Road and TDG, 2007–2016
Figure S2 Accidents and Accident Rates per Activity Measure for Rail, Road, Marine and Aviation
Rail Occurences
Table S3 Railways Under Federal Jurisdiction, Accidents and Incidents, 2008–2016
Table S4 Railways Under Federal Jurisdiction, Accidents by Province/Territory, 2008–2016
Table S5 Railways Under Federal Jurisdiction, Crossing and Trespasser Accidents, 2008–2016
Road Occurences
Table S6 Road Casualty Collisions, Fatalities and Injuries, with Rates (per 10,000 MVR and Billion Vehicle- Kilometres), 2006–2015
Table S7 Road Casualty Rates (Fatalities and Injuries per Billion Vehicle-Kilometres) by Province/Territory, 2014 and 2015
Table S8 Commercial and Other Vehicles Involved in Fatal Collisions by Vehicle Type, 2010–2015
Table S9 Fatalities Resulting from Commercial and Other Vehicles Involved in Fatal Collisions by Vehicle Type, 2010–2015
Table S10 Fatalities by Road User Class, 2010–2015
Table S11 Vehicles Involved in Fatal Collisions by Vehicle Type, 2010–2015
Marine Occurences
Table S12 Marine Occurrences, 2007–2016
Table S13 Small Canadian Vessels Engaged in Commercial Activity - Marine Occurrences, 2007–2016
Table S14 Small Canadian Vessels Engaged in Commercial Fishing Activity - Marine Occurrences, 2007–2016
Air Occurences
Table S15 Aviation Occurrences and Casualties Involving Aircraft Operating Under CARs, 2011–2016
Table S16 Summary of Aviation Occurrences Reported to the Transportation Safety Board, 2011–2016
Table S17 Canadian-Registered Aircraft Accident Rates for Aircraft Operating Under CARs, 2011–2016
Table S18 Accidents Involving Aircraft Operating Under CARs by Province/Territory, 2011–2016
Dangerous Goods Occurences

Table S19 Reportable Accidents Involving Dangerous Goods by Mode and Phase of Transport, 2005–2016
Table S20 Deaths and Injuries Attributed to the Dangerous Goods at Reportable Accidents, 2005–2016
Air Transportation
Airports
Table A1 Number of Aerodromes in Canada, 2007–2016
Table A2 Airport Capital Assistance Program Expenditures, by Province/Territory, 2007/08–2016/17
Table A3 Airport Authorities Financial Performances, 2015
Table A4 Airport Improvement Fees (AIF) at National Airport System (NAS) Airports, 2006–2016
Table A5 Air Travellers Security Charge (ATSC), 2002–2016
Table A6 Top 10 Busiest Canadian Airports in Terms of Aircraft Movements, 2005–2016
Aircraft and Licences

Table A7 Licence Authorities Held by Air Carriers as of December 31, 2015 and 2016
Table A8 Civil Aviation Personnel Licences and Permits, by Category, as of December 2016
Table A9 Personal Licences and Permits, by Province/Territory, as of December 2015 and 2016
Airlines and Services

Table A10 Total Operating Revenues of Canadian Air Carriers, 2004–2015
Table A11 Annual Labour Costs per Employee of Canadian Air Carriers, 2006–2015
Table A12 Average Scheduled Daily Seat-Kilometres, by Air Carrier, Domestic Sector, 2015 and 2016
Passenger Traffic
Table A13 Competition in the Top 25 Domestic Air Markets as of December 31, 2016
Table A14 Top 20 Busiest Canadian Airports in Terms of Enplaned/Deplaned Revenue Passengers, 2007–2016
Table A15 Top 10 Busiest Canadian Airports in Terms of Enplaned/Deplaned Revenue Passengers, by Sector, 2007–2016
Table A16 Volume of Traffic Carried by Canadian Air Carriers, 2006–2015
Freight Traffic
Table A17 Top 10 Busiest Canadian Airports in Terms of Loaded/Unloaded Revenue Cargo, by Sector, 2007–2016
Table A18 Air Exports and Imports, by World Region, 2015 and 2016
Table A19 Main Commodity Groups Shipped by Air in Canada’s International Trade, 2015 and 2016
55
2016
Marine Transportation
Ports
Table M1 Port Classifications, as of December 31, 2016
Table M2 Number of Port Sites Under the Control and Administration of Transport Canada, by Province, 2007–2016
Table M3 Divestiture Status of Transport Canada Regional/Local and Remote Ports
Financial Profiles
Table M4 Canada Port Authorities (CPA) Financial Profiles, 2015
Table M5 Canada Port Authorities (CPA) Financial Comparison, 2014 and 2015
Table M6 Financial Results for Transport Canada Ports, 2007/08–2016/17
Table M7 Pilotage Authority Financial Results, 2007–2016
Table M8 St. Lawrence Seaway Financial Performance, 2006/07–2015/16
Fleet and Pilotage

Table M9 Canadian-Registered Fleet by Type, 1996, 2006 and 2016
Table M10 Total Pilotage Assignments and Assignments Per Pilot, 2007–2016
Traffic
Table M11 Total Tonnage Handled in Canada’s Port System, 2006–2015
Table M12 St. Lawrence Seaway Cargo Traffic, 2007–2016
Table M13 St. Lawrence Seaway Traffic by Commodity, 2007–2016
Table M14 International Cruise Ship Traffic at Major Canadian Ports, 2007–2016
Table M15 Canada’s Marine Domestic and International Traffic Handled by Canada Port Authorities and Other Ports, 2014 and 2015
Table M16 Share of Tonnage Carried by Foreign-Flag Ships in the Canadian Coasting Trade, (Domestic), 2006–2015
Table M17 Canada’s International Marine Traffic, by Foreign Regions, 2006–2015
Table M18 Canada’s International Marine Traffic, by Canadian Region and Containerization Rate, 2002–2011
Table M19 Canada’s Leading Ports Handling International Containerized Freight, 2006–2015
Table M20 Main Commodities Shipped in Canada’s International Marine Trade, by Market, 2016
Table M21 End-to-End Transit Times from Shanghai to Toronto via British Columbia Ports Using a Direct Rail Model, 2010–2016
Table M22 Key Performance Indicators for Selected Intermodal Container Ports, 2016
Rail Transportation
Railway Profile
Table RA1 Railways in Canada, 2016
Table RA2 Railway Revenues, 2006–2015
Table RA3 Railway Fleet, 2006–2015
Table RA4 Average Monthly Train Velocity, by Rail Carrier, 2016
Table RA5 Revenue Tonne-Kilometres, by Railway Sector, 2006–2015
Traffic - Freight
Table RA6 Overall Rail Traffic Characteristics, 2007–2016
Table RA7 Traffic Received and Forwarded, by Canadian-Based Class II Carriers, 2007–2016
Table RA8 Volume of Rail Exports and Imports, by Commodity, 2007–2016
Table RA9 Value of Rail Exports and Imports, by Commodity, 2007–2016
Table RA10 Dangerous Goods Shipments on Rail, 2007–2016
Table RA11 Volume of Rail Exports, by Province/Territory of Origin, 2007–2016
Table RA12 Value of Rail Exports, by Port of Exit and Clearance, 2007–2016
Table RA13 Volume of Rail Marine Exports and Imports, 2007–2016
Table RA14 Volume of Rail Marine Exports by Commodity, 2007–2016
Table RA15 CN and CPR Intermodal Traffic, 2007–2016
Traffic - Passengers
Table RA16 Passenger and Passenger-Kilometres for VIA Rail Canada and Class II Carriers, 2007–2016
2016
Road Transportation
Road Network
Table RO1 National Highway System, 2015
Table RO2 Length of Public Road Network in Canada, 2016
Light and Heavy Vehicle Use

Table RO3 Road Vehicle Statistics, by Province/Territory, 2009
Table RO4 Canadian Vehicle Use Study Light Vehicle Statistics, Annual Averages Per Vehicle, 2015
Table RO5 Canadian Vehicle Use Study Light Vehicle Statistics, Averages Per Trip, 2015
Table RO6 Canadian Vehicle Use Study Trucking Statistics, Annual Averages Per Vehicle, 2015
Truck - Profile and Activity

Table RO7 Annual Trucking Bankruptcies by Region, 2007–2016
Table RO8 Traffic Volume by Canadian For-Hire Carriers, 2011–2015
Table RO9 Canadian International Trade Value Shipped by Trucks, by Commodity Groups, 2015–2016
Table RO10 Canada’s Road Trade with the United States, by Busiest Border Crossing Points, 2015–2016
Table RO11 Twenty Busiest Border Crossings for Cars/Other Vehicles, 2012–2016
Table RO12 Twenty Busiest Border Crossings for Trucks, 2012–2016
Table RO13 Border Wait Times for Southbound Trucks at Selected Crossings, 2016
Bus - Profile and Activity

Table RO14 Bus Industry Revenues, by Service Lines, 2005–2014
Table RO15 Long-Term Trends in Urban Transit - Passengers Carried and Vehicle-Kilometres, 2006–2015
Table RO16 Urban Transit Fleet Composition, 2006–2015
Table RO17 Average Annual Compensation in the Bus Industry, 2005–2014
Table RO18 Selected Provincial Systems Indicators for Urban Transit, 2015
57
2016

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© Her Majesty the Queen in Right of Canada, represented by the Minister of Transport, 2017.

Minister’s Message .................................................................................................. iii

The Role of Transportation in the Economy ............................................................. 5

Canada’s Trade and Transportation Corridors ......................................................... 8

Air Transportation Sector ......................................................................................... 12

Marine Transportation Sector .................................................................................. 14

Rail Transportation Sector ....................................................................................... 20

Road Transportation Sector ..................................................................................... 23

Transportation of Dangerous Goods ........................................................................ 26

Outlook, Trends and Future Issues .......................................................................... 38

Annex A: Maps and Figures .................................................................................... 45

As Minister of Transport, it is with great pleasure that I submit

Introduction About this report

Build a safer, more secure transportation system that Canadians trust

GREEN AND INNOVATIVE TRANSPORTATION

WATERWAYS, COASTS AND THE NORTH

TRADE CORRIDORS TO GLOBAL MARKETS

A healthy Canadian economy is strongly connected to a well-functioning transportation

The Transportation Sector spending for personal travel accounted for

Employment in commercial transport

Government Revenues Air Travellers’ Security Charge ($755 million

The three main federal departments in Provincial-territorial governments

3 Might not add up to 100% due to rounding.

Trucking activity plays a more important • United States (44%)

In terms of air cargo transportation, Toronto

7 Most popular “other international” destinations for Montreal

Key exports through the Atlantic Corridor

Industry Infrastructure The Canada Flight Supplement and the

Calgary Prince George There were 36,448 Canadian registered

Air Canada Other carriers

INTERNATIONAL OWNERSHIP OF As of December 2016, Canada had air

WestJet and WestJet Encore operated on

The Government of Canada aims to build world-leading marine corridors that

Industry Infrastructure Investments in new and existing port

Industry Structure Canada

Most West Coast marine activity is trade- • Algoma Central Corporation

3. The Atlantic Coast 4. The Northern Region

The Canadian Commercial Fleet As a core member of the Marine Security

There was also a large active fleet of 526

XX Increase capacity to prevent marine incidents and

Green Transportation To protect Canadian waters from invasive

The Energy Efficiency Design Index requires

Industry Infrastructure Industry Structure

• CN owns 49.1% (22,186 km) Its passenger function includes providing

13 In December 2016, 26 federal railway companies held

In response to recent terrorist attacks in

Industry Infrastructure safety, ease congestion and cut travel

Industry Structure Owner operators are independent business

Trucking companies can also be classified

In December 2016, Canadian Tire unveiled

• enhance defect and recall powers • establish progressively stricter standards

As part of a series of transformative changes, the Transportation of Dangerous

Safety in the transportation of dangerous • Address the classification of dangerous

• Establishment, in December 2016, of a

• Adoption of a TDG Safety Awareness

• Development of an Emergency Response

Economic Drivers Asian markets continued to post strong

19 Labour productivity is the ratio of output to labour input.

Factors responsible for the long term

21 Including both federally regulated and provincially

7 Most popular “other international” destinations for Montreal

XX Increase capacity to prevent marine incidents and

13 In December 2016, 26 federal railway companies held

21 Including both federally regulated and provincially

34 ITF Transport Outlook 2017, Published on January 30,