4

TRANSPORTATION AND SAFETY

Transportation Occurrences

Record lows in the number of occurrences in aviation and on the road made 1999 a particularly successful year in transportation safety. This was despite marginal increases in the rail and marine sectors. The aviation sector saw the fewest accidents involving Canadian-registered aircraft in the last 25 years, at 340. Likewise, road collisions also represented the lowest number during this period, at 150,919 in 1998. While the number of marine accidents was up marginally, seven per cent over 1998, it was still 16 per cent below the five-year average. The number of rail accidents was also up slightly over 1998 levels, five per cent, yet remained below the comparable five-year average by six per cent. Despite these increases in rail and marine occurrences, the overall accident rate continued its downward trend.

These somewhat mixed results in terms of accidents/collisions were tempered by the fact that the number of fatalities fell significantly in each of the four major modes. Fatalities in air, marine and road each registered double-digit reductions from the five-year average of 20, 17 and 11 per cent, respectively, while rail fatalities were down six per cent. Overall, fatalities were 11 per cent lower than the five-year average.

These comparisons can be misleading, however, as they do not take into account the specifics of each mode, nor do they reflect the level of activity or exposure to risk associated with each.

Table 4-1 compares the most recent statistics on transportation occurrences by mode with the five-year average.

The accident rates shown for 1999, which attempt to take into account the level of activity in each mode, continued either to exhibit a general downward trend or were consistent with the five-year average. (Reliable activity measures for motor vehicles are not available.) While the accident rate for aviation was more than one full point below the five-year average (1.3), those for marine and rail were consistent with the five-year trend.

Table 4-2 compares accident and fatality rates by mode for 1999 with the five-year average.

These aggregate measures of activity are intended to provide a point of reference in interpreting the occurrence statistics; however, each has its inherent limitations. In rail, for example, the measure of train-miles captures only that activity that occurs on main-track lines and does not extend to yards, spurs and sidings. Since roughly half the rail occurrences take place on non-main track areas, this tends to overstate the actual accident rate. Similarly for marine, measures of trip movements and vessel movements do not directly take into account the overall distance travelled. Accident rates for aviation can vary significantly whether measured through flying hours, aircraft movements or licences.

Figure 4-1 shows the number of transportation of dangerous goods reportable accidents for the period 1990 to 1999.

Rail

Domestic Operations

The statistics presented in this section include all railways under federal jurisdiction.Note 1

There were 1,129 rail-related accidents reported to the Transportation Safety Board in 1999. While this was up five per cent from the 1998 total of 1,076, it was still a decrease of six per cent from the five-year average of 1,197. The increase in the number of accidents, coupled with a marginal decrease in total train-miles, was reflected in a higher accident rate per million train-miles in 1999 of 15.2 over the 1998 rate of 14.3. Nonetheless, it was slightly better than the rate for the 1994 - 1998 five-year average of 15.6.

With the exception of main-track and non-main-track collisions, all accident types contributed to the increase in 1999. Of the total rail-related accidents, non-main-track train derailments accounted for the largest portion, with 36 per cent. Crossing accidents followed at 25 per cent and main-track train derailments at 11 per cent. The increase in non-main-track train derailments was mainly attributable to accidents involving single-car derailments in a yard, spur or siding, occurring at relatively slow speeds and with a low associated public risk.

Approximately 50 per cent of all main-track train derailments in 1999 resulted in either one or two cars derailing, and 12 per cent involved dangerous goods. Accidents involving a dangerous goods product represented 20 per cent of the total rail accidents in 1999, down seven per cent from the previous five-year average. The number of accidents involving a release of dangerous goods product remained at roughly one per cent of the total.

A total of 334 incidents was reported to the Transportation Safety Board in 1999, down 24 per cent from the 440 reported in 1998, and down 29 per cent from the five-year average of 471. The majority of these incidents (50 per cent) involved dangerous goods cars leaking a product, but not as a result of an accident.

Table 4-3 summarizes rail accidents reported for the five-year period 1995 - 1999.

In 1999, 105 people were fatally injured in rail-related accidents, up from 101 in 1998 but down from the five-year average of 112. The 1999 total of 97 fatal accidents represented a slight decline from the 1998 total of 98 and was below the five-year average of 103. The majority of the fatalities (93 per cent) were related to accidents involving trespassers (58 per cent) or associated with rail grade crossing accidents (35 per cent). The number of crossing accidents involving passenger trains remained relatively consistent in 1999 compared with the five-year average. Transport Canada, in partnership with its stakeholders, has several programs to address these safety concerns. Direction 2006, for example, is a major initiative aimed at reducing the number of trespasser and crossing fatalities by 50 per cent by the target year.

There was a total of 282 crossing accidents in 1999, a three per cent increase from the 1998 total of 273. The 1999 total remained well below the five-year average of 343. Although the number of rail-crossing accidents increased in 1999, that of fatalities and serious injuries was slightly lower than in the previous year and considerably lower than the five-year average.

Table 4-4 shows the number of railway crossing accidents by province from 1995 to 1999.

The number of crossing accidents at automated crossings remained relatively constant at 45 per cent of the total crossing accidents in 1999. Although automated crossings accounted for the largest portion, this form of protection is generally in areas with relatively high motor vehicle traffic. The increase in 1999 can be attributed in part to crossing accidents occurring at non-automated farm crossings, where the number of accidents doubled to 10 in 1999 from five in 1998.

Table 4-5 summarizes trespasser accidents by province from 1995 to 1999.

The number of trespasser accidents rose to 94 in 1999 from 78 in 1998, but remained well below the five-year average of 103. The majority of these accidents occurred in the Ontario and Quebec, 49 and 28 per cent, respectively. The number of fatal trespasser accidents remained relatively constant at 60, slightly below the five-year average of 62. Two thirds of all rail-related fatal accidents were a result of trespasser accidents, a consistent ratio during the past five years.

Through public awareness and education programs, monitoring and enforcement, safety programs and research, Transport Canada will continue to address the issues related to reducing accidents. In additional to Direction 2006, Transport Canada also continues to support the Operation Lifesaver Program, which focuses on education and public awareness.

Figure 4-2 plots the number of crossing and trespasser accidents since the launch of the Direction 2006 initiative in 1996. Significant reductions were achieved (particularly in grade crossing accidents) in the period immediately following the launch; the trend has slowed more recently, however.

Two rail accidents in 1999 warranted particular attention. The first occurred in Thamesville, Ontario, where a VIA passenger train collided with stationary rail cars containing dangerous goods products. Two employees were fatally injured, and some train passengers suffered injuries.

The second occurred in St. Hilaire, Quebec, where 33 cars of a CN train carrying petroleum products derailed. A second CN freight train struck the derailed cars, which were obstructing their way, with a resultant 26 additional cars and two locomotives also derailing. Two crew members sustained fatal injuries and fires and explosions were reported. In addition, 350 people from the town of St. Hilaire were evacuated because of heavy smoke.

Road

The most recent annual data on motor vehicle traffic collision statistics is 1998 for fatalities, injuries and casualty collisions and 1997 for property damage only collisions.

Domestic Operations

Canada's road safety record has continued to improve steadily over the last several decades. In 1998, there were 2,927 fatalities resulting from motor vehicle accidents, the lowest annual total in 43 years. (Statistics of this nature have been recorded since 1945.) The number of road-related fatalities was down 4.5 per cent from 1997 and was significantly below (10.7 per cent) the 1993-1997 average.

Table 4-6 gives the national number of road-related casualty collisions, fatalities and injuries from 1993 to 1998.

Casualty collisions include all reportable motor vehicle accidents that result in a fatality or an injury. The steady downward progression has continued, with the national total falling 1.2 per cent from 1997 and 7.9 per cent from the 1993-1997 five-year average. The number of fatalities also declined in 1998, standing at 4.5 per cent below the 1997 level and 10.7 per cent below the comparable five-year average.

Table 4-7 shows the number of road fatalities in Canada classified by six major types of road users.

All categories, with the exception of bicyclists and motorcyclists, contributed to the continued overall decline in fatalities between 1993 and 1998. The category "drivers," which represents the single largest segment of the road user population, also accounts for the largest share of road fatalities. In 1998, this category of road user accounted for 51 per cent of total road fatalities, while "passengers" and "pedestrians" accounted for 25 per cent and 14 per cent, respectively.

From 1996 to 1998, the highest fatality rates in Canada were in the Northwest Territories and the Yukon, reflecting the relatively low number of vehicles registered in those territories and the more difficult driving conditions. Ontario, with the largest road network and the highest number of vehicle registrations, continued to have one of the lowest fatality rates during this period at 1.4 per 10,000 vehicles registered, behind Newfoundland at 1.2.

Figure 4-3 compares road fatality rates by province from 1996 to 1998.

From 1990 to 1997, vehicles involved in collisions with commercial vehicles accounted for approximately eight per cent of all vehicles involved in road collisions, yet accounted for roughly 18.6 per cent of all road fatalities. The number of fatalities resulting from collisions involving commercial vehicles increased slightly in 1997 over the previous year due, in large part, to the single vehicle/bus collision at Les Eboulements, Quebec, in October of that year. Figure 4-4 shows the percentage of road collisions and fatalities involving commercial vehicles from 1990 to 1997.Note 2

Table 4-8 gives a breakdown of commercial and other vehicles involved in fatal collisions by type of vehicle from 1993 to 1997.

In 1997, private automobiles accounted for 53 per cent of vehicles involved in fatal collisions. This share was down slightly from that of 1993, when the automobile accounted for 56 per cent. Light duty trucks and vans had the second largest share of vehicles involved in fatal collisions in 1997, with 25 per cent, followed by the combined categories of Truck (Tractor Trailer, Trucks less than 4,536 kg and other) with 13 per cent.

Table 4-9 compares the number of vehicles involved in fatal motor vehicle collisions by type of vehicle from 1993 to 1997.

International Comparisons

As a result of its continuing successes in improving motor vehicle safety, Canada ranks as one of the top Organization for Economic Co-operation and Development (OECD) member countries that are comparable.

Figure 4-5 compares fatality rates per motor vehicles registered for selected OECD member countries from 1996 to 1998.

Vehicle ownership rates are considered to be an indicator of motor vehicle activity and exposure to risk. Canada's vehicle ownership rate was 58 per 100 inhabitants in 1997, compared with 76 in the United States, which has the highest among OECD countries. Higher ownership rates in Canada and the United States indicate a greater degree of reliance on this mode of transportation and therefore a generally higher exposure to risk for road users.

Marine

Overview

There were 525 shipping accidents in 1999, up seven per cent from 1998 but 16 per cent below the
1994 - 1998 five-year average, and approximately half the 1990 total. Over the past decade, there has been an average annual decline in shipping accidents of seven per cent. This decline has been relatively steady, with increases recorded in only three years, 1990, 1994 and 1999. In both 1990 and 1994, the largest increase was in the number of flooding accidents; in 1999, the greatest upturn was in the number of groundings (143), propeller/rudder/structural damage (40) and collision (24) accidents. These increases were largely attributable to fishing vessels.

As in preceding years, the largest proportions of shipping accidents in 1999 by type of accident were in the categories grounding at 27 per cent, followed by striking at 15 per cent, fire/explosion at 13 per cent and flooding at 12 per cent. The number of capsizing accidents (seven) declined notably in 1999, representing roughly half the 1998 total and one third of the five-year average.

A total of 573 vessels were involved in shipping accidents in 1999. Fishing vessels accounted for 280, or 49 per cent, of these, consistent with historical trends. This total for fishing vessels did, however, represent a 11 per cent increase from 1998. As in previous years, the majority of these vessels were involved in grounding and flooding accidents, at 28 and 20 per cent, respectively.

The proportion of commercial vessels involved in accidents in 1999, 39 per cent, was on a par with the previous five-year average. There were 225 vessels involved, one per cent below the 1998 total and 19 per cent below the five-year average. Of those vessels that pose a greater risk to persons and the environment, ferry (22 vessels in 1999) and passenger (18 vessels) remained comparable with their respective five-year averages, while tanker vessels (14) showed a modest decrease. The one notable increase over 1998 was in the number of accidents involving barge vessels (36), up 33 per cent in 1999 but still on a par with the five-year average. The largest decrease in recent years has been in the number of accidents involving vessels in the bulk carrier/oil, bulk, ore (OBO) category, with 67 reported in 1999, compared with the five-year average of 97. Striking accidents and grounding accidents were the most common type reported for commercial vessels, at 28 and 22 per cent, respectively.

In 1999, there were 69 accidents involving vessels in other categories (i.e. service, non-commercial and other), 23 per cent over the 1998 total and nine per cent above the five-year average. Service vessels accounted for the single largest component, with almost 51 per cent.

Figure 4-6 shows the number of vessels involved in shipping accidents by vessel type from 1994 to 1999.

In 1999, there were 84 foreign-flag vessels involved in shipping accidents, down slightly from the 1998 total of 87 but 30 per cent below the five-year average of 120. Bulk carrier/OBO was the most common vessel type at 45 per cent. The majority of shipping accidents involving foreign-flag vessels involved striking, at 33 per cent, and groundings, at 25 per cent. The Laurentian Region reported the greatest number of foreign-flag vessels involved in shipping accidents, with 26, followed by the Western Region, with 23.

In addition to shipping accidents, there were 69 accidents aboard ship in 1999, up 14 per cent from the 1998 total of 59 and 13 per cent from the 1994-1998 average of 60. The majority of these accidents, 43 per cent, occurred on commercial vessels, while 37 per cent occurred on fishing vessels. The Maritimes Region reported the largest increase, up 35 per cent over the five-year average, and represented one quarter of the total, the same share held by the Western Region.

There were 29 marine-related fatalities in 1999, down from 48 in 1998 and below the five-year average of 35. Approximately half (15) of the casualties resulted from accidents aboard ship. Of the 29 fatalities, 14 were on a fishing vessel, eight on a commercial vessel and seven on a non-commercial vessel. Only two marine accidents resulted in multiple casualties. In one, a collision between a pleasure craft and a tug towing a barge on the West Coast resulted in five fatalities; in the other, a charter fishing boat in the Laurentian Region foundered with the loss of three lives.

Forty one vessels were lost in 1999, down 16 per cent from 1998 and 40 per cent from the five-year average. Vessels of less than 150 gross registered tonnage accounted for the largest proportion (93 per cent) of those lost vessels in 1999. Most were small fishing vessels.

The number of shipping incidents in 1999 (171) was consistent with the total for the previous five-year average of 176. The most common, 41 per cent, were related to engine/rudder/propeller problems. The greatest reduction in the longer-term trend has been in the number of close-quarters situations reported. In 1999, this type of incident represented 19 per cent of the total, still well below the five-year average of 29 per cent.

Table 4-10 shows marine occurrences by type from 1994 to 1999.

Regional Overview

The Transportation Safety Board (TSB) defines six regional boundaries for occurrence reporting purposes. Accidents occurring in foreign waters involving Canadian vessels are also captured as part of the regular statistical occurrence reporting.

The Western Region, which has routinely reported the single largest regional total of shipping accidents (167 in 1999), registered the largest decrease from 1998 levels, with a 14 per cent decline. Shipping accidents in this region have been decreasing since 1994, when the total was 300. The decline has been largely attributed to the number of fishing vessels involved. Vessels lost in this region in 1999 represented 39 per cent of the national total.

Conversely, the trend for the Maritimes Region, which had been declining since 1994, showed a 26 per cent increase in shipping accidents over 1998. The increase was seen mostly in the number of accidents involving fishing vessels, up to 92 in 1999 from 60 in 1998. The greatest percentage of fishing vessel accidents was due to grounding and flooding, at 24 and 23 per cent, respectively. Vessel losses that occurred in this region accounted for approximately 27 per cent of the national total.

The largest year-over-year increase in 1999 occurred in the Newfoundland Region. The number of shipping accidents there rose by 38 per cent from 1998 to 95, a 35 per cent increase from the five-year average. Of the 103 vessels involved, 74 per cent were fishing vessels, up 36 per cent from 1998. The leading categories amongst fishing vessel accidents were fire/explosion at 20 per cent, propeller/rudder/structural damage at 19 per cent and flooding at 18 per cent. The number of vessel losses occurring in this region represented about one quarter of the national total.

In 1999, there were 67 shipping accidents in the Laurentian Region, up four per cent from 1998. Much of the increase was due to a rise in the number of accidents involving tug/barge vessels (15), up from six in 1998 and from 12 for the five-year average. In addition, there were 25 grounding accidents, twice as many as in 1998. Commercial vessels were involved in 76 per cent of these grounding accidents for the Laurentian Region.

The Central Region reported 50 shipping accidents, a 21 per cent decrease from the previous year's total. Fewer accidents involving ferry/passenger vessels (five in 1999, 13 in 1998) were behind this overall decline.

The Arctic Region saw 15 vessels involved in shipping accidents, three times the 1998 total of five and almost double the five-year average of eight. The increase was attributed in large part to accidents involving service type vessels.

Figure 4-7 compares the percentage share of shipping accidents by Transportation Safety Board regions for 1999.

Commercial Shipping Activity

In terms of the level of shipping activity, the estimatedNote 3 number of vessel trips for Canadian commercial vessels in 1999 has decreased by four per cent from 1998, whereas the number of vessels involved (154), remained equivalent. Foreign-flag vessel trips are estimated to have declined by 11 per cent from 1998, while the number of vessels involved (71) was on par with the 1998 total. When comparing accident ratesNote 4 for Canadian and foreign vessels over the same period, it is important to recognize that included in Canadian commercial vessels are the daily operations of numerous tugs and barges, whereas foreign-flag vessels mainly comprised larger vessels such as tankers, bulk carriers and container vessels. This incongruity contributes to a generally lower accident rate for foreign-flag vessels. Canadian commercial fishing vessel activity was estimated to have increased by 14 per cent in 1999.

Figure 4-8 charts the accident rate of Canadian-flag and foreign-flag commercial vessels from 1994 to 1999.

Port State Control

Canada is signatory to two Memoranda of Understanding (MOU) on Port State Control: the Paris MOU, which includes 18 European countries as well as Canada, and the Tokyo MOU, which comprises 18 Asia-Pacific countries and Canada. Members of the Paris MOU are required to obtain an inspection rate of 25 per cent of vessels entering the members' ports. Members of the Tokyo MOU are working toward a regional percentage of individual vessels at 50 per cent of vessels entering the region's member ports.

In 1999, in Canada, 1,078 inspections were carried out under these MOUs on vessels from 57 different flags of registry. Of the vessels inspected, 52 per cent were found to have defects, and of these, 22 per cent were serious enough to require the vessels to be detained. Most detentions issued in Canada were issued under three categories of offences: lifesaving equipment, firefighting equipment and structural defects. The majority of vessels inspected, 44 per cent, were bulk carriers, with 17 per cent of these being detained. The average age of detained vessels was 16.5 years.

In 1999, there were seven Canadian vessels inspected in foreign ports that are signatory to the Paris MOU. They were found to have deficiencies and two were detained. Of the vessels inspected, there were five supply ships, one passenger ship and one special purpose vessel. As for the defects leading to detention, for the passenger ship, its detention was related to its oil record book and oily water separating equipment while the supply ship, certification issues tied to minimum safe manning, oil pollution prevention and cargo ship safety radio were behind its detention.

Recreational Boating

In 1997, the most recent year for which data is available, there were 138 drowningsNote 5 from recreational boating in Canada. This is a 12 per cent decline from the previous year's total and a three per cent drop from the 1992 - 1996 five-year average of 143. At 33 per cent, fishing accounted for the largest proportion of drownings from recreational boating; this was consistent with 1996. At 43, drownings as a result of powerboating showed a marked increase over the 1996 total of 30.

Ontario reported the largest percentage of drownings from recreational boating, with 30 per cent, followed by Atlantic and Quebec, both at 20 per cent. There were no recreational boating drownings in the Northwest Territories or the Yukon in 1997, down significantly from the 1996 total of 11.

The number of non-drowning boating fatalities dropped to 16 in 1997 from 20 in 1996. Of these, 11 involved collision/trauma and five were the result of immersion hypothermia. In 1997, nearly half the fatalities for both these incident types occurred in British Columbia.

Aviation

Domestic Operations

This section summarizes the aviation occurrences involving Canadian-registered aircraft. It does not include occurrences involving foreign aircraft, nor does it include occurrences involving ultra-light or advanced ultra-light aircraft.

In 1999, there were 340 accidents involving Canadian-registered aircraft, down 12 per cent from the 1998 total of 385, and eight per cent lower than the 1994 - 1998 five-year average of 371. The 1999 total represents the lowest annual number of aviation accidents involving Canadian-registered aircraft in the last 25 years. Table 4-11 shows the number of accidents and fatal accidents by type of aircraft from 1990 to 1999.

Over this ten-year period, the number of accidents for most aircraft types declined significantly, most notably in the categories of air taxi/aerial work and private aircraft. The number of accidents involving helicopters also decreased substantially. Private/state aircraft accounted for 48 per cent of the total number of accidents, while air taxi/aerial work aircraft operations accounted for 27 per cent. Although the number of accidents involving private/state aircraft has been steadily decreasing over time, this category has consistently represented nearly half the total accidents involving Canadian-registered aircraft and, in 1999, accounted for roughly 57 per cent of the total of fatal accidents.

Airliners include commercial aircraft that have a maximum take-off weight of greater than 8,618 kilograms or aircraft that are authorized to carry more than 20 passengers. In 1999, Canadian-registered airliners were involved in seven accidents, down from 14 in the previous year and from the 1994 - 1998 five-year average of eight. One of these resulted in fatalities. In January, at Mayne Island, British Columbia, a Kelowna Flightcraft aircraft collided with terrain and had two fatalities.

Regional or large commuter aircraft are those having a maximum take-off weight of less than 8,618 kilograms and capable of carrying 10 to 19 passengers/crew. In 1999, there were 12 accidents involving aircraft in this type of operation, up slightly from the previous year (10) but remaining in line with the five-year average of 13. In 1999, there were two fatal accidents involving Canadian-registered commuter aircraft, each reported as collision with terrain and each resulting in a single fatality. The first occurred in March, at Davis Inlet, and involved a de Havilland DHC6 departing Goose Bay with two crew on a VFR flight to Davis Inlet. It was reported that weather conditions presented poor visibility with blowing snow. The second took place in August, at Sept-Îles, and involved a Beech 1900D that was travelling from Port-Meunier to Sept-Îles. The pilot was fatally injured, while the co-pilot suffered serious injuries on impact.

Most commercial air accidents involve aircraft in the air taxi/aerial work categories. These types of operations accounted for 27 per cent of the total number of accidents involving Canadian registered aircraft, a decrease of 29 per cent from 1998 and 24 per cent from the 1994-1998 average. One fatal accident was reported in 1999 involving an aerial application operation.

The accident rate in 1999 was 8.3 accidents per 100,000 hours flown, below the both rate for 1998 and the five-year average.

By region, the number of accidents continued to decrease in 1999 and to follow a downward trend for all regions over the 1990 - 1999 period. In 1999, the Prairie and Northern Region accounted for 37 per cent of all accidents involving Canadian-registered aircraft, followed by Ontario with 31 per cent and Quebec with 13 per cent. With the exception of the Ontario Region, which remained unchanged over 1998 (105 accidents) and the Quebec Region, which increased marginally (by two accidents), all regions reported fewer accidents in 1999. The largest year-over-year decrease occurred in the Pacific Region in 1999 - 1998, which saw the number of accidents fall from 70 to 40, or 43 per cent.

Table 4-12 summarizes air accidents by region over the ten-year period, while Table 4-13 shows the corresponding number of air fatalities by region.

In 1999, air fatalities were down 19 per cent from both the previous year and the 1994-1998 average. Although the Pacific Region recorded the fewest number of accidents, it registered the highest number of fatalities, with 26, followed by the Prairie and Northern Region, with 17, and Ontario, with 14. There were 43 serious injuries resulting from accidents, declining slightly from the 1998 total of 48 and the five-year average of 49.

The number of reported incidents involving either a Canadian- or foreign-registered aircraft decreased by ten per cent from 1998 levels and was only 3.5 per cent more than the 1994 - 1998 average. All types of incidents contributed to the overall decline in 1999. Loss of separation (which refers to an instance in which less than the authorized minimum separation or distance between two aircraft was not assured, and includes collisions and risk of collision), declared emergencies, engine failures and smoke/fire incidents were all down considerably.

International Comparisons

Table 4-14 compares the percentage of fatal air accidents involving airliner and commuter aircraft for Canada and the US from 1994 to 1999.

Comparing Canadian and US accident data is made difficult by the fact that each country classifies and records its occurrence data differently, and due to fundamental differences in the domestic air network and infrastructure of each country. Canada's air transportation network is largely linear in nature, extending the entire breadth of the country; the US, on the other hand, uses a highly developed hub and spoke network, fanning out in all directions. Both countries, however, are members of international panels and working groups whose goals are to establish a common taxonomy and to standardize aviation safety related information. Work from such collaborative efforts should greatly facilitate comparisons and understanding of international safety records.

Based on the preliminary US aviation accident statistics for 1999, there was an increase in the number of American-registered scheduled airlines flying under Part 121 Air CarriersNote 6 and Commuters.Note 7 Both accidents and fatal accidents for US-registered aircraft were up, by eight and five per cent, respectively. At 64, US aviation accident totals for these categories were well above the 1994 - 1998 five-year average of 50, while the total for fatal accidents was consistent with the five-year average of six.

From a safety perspective, using a rate of fatal accidents per number of accidents as a rough means of comparison, Canada had a slightly lower overall rate for the five-year period, although year-to-year variations tend to fluctuate widely. In terms of safety, 1998 was a banner year for the US air industry, while Canada enjoyed its most successful year in 1999.

TRANSPORTATION AND SAFETY

Transportation Occurrences

Transportation of Dangerous Goods

NOTES

1 Since the passage of the Canadian Transportation Act on July 1, 1996, a growing number of federal rail lines have been transferred to other operators that now report to provincial jurisdictions. These provincial short-line operators now constitute upwards of 18 per cent of the total rail network in Canada.