7 ROAD TRANSPORTATION
TRUCKING FREIGHT TRANSPORTATION
TRUCK TRAFFIC IN CANADA
At the time of publication of this report, no 2004 truck traffic data in terms of tonnes, tonne-kilometres and transportation revenue on an origin/destination basis was available. A new Trucking Commodity Origin and Destination (TCOD) Survey has been developed and put in place by Statistics Canada with 2004 as the reference. However, this data is not yet available to users. Trade data (value) was used to approximate truck traffic for 2004.
TRUCK TRAFFIC BY SECTOR
The most recent data available for domestic trade9 is from 2002. The value of goods traded at the domestic level by all modes was estimated to be approximately $581 billion, including 77 per cent ($448.7 billion) in the intraprovincial sector, while 23 per cent ($132.1 billion) was recorded interprovincially. Ontario dominated trade within the provinces with goods traded worth $181.4 billion or 40 per cent of total intraprovincial commodity trade. Quebec ranked second with a 21 per cent share, followed by Alberta at 17 per cent and British Columbia at 10 per cent.
TABLE 7-15: SHARE OF FOR-HIRE TRUCKING TRAFFIC IN DOMESTIC SECTOR, 2003
| (Millions tonnes) |
|
Intraprovincial |
Interprovincial |
Total |
Share |
| For-hire trucking |
168.42 |
51.35 |
219.77 |
49.4 |
| Rail |
46.37 |
109.87 |
156.24 |
35.1 |
| Marine |
47.64 |
20.66 |
68.30 |
15.4 |
| Air |
N/A |
N/A |
0.45 |
0.1 |
| Total |
262.43 |
181.88 |
444.76 |
100.0 |
Source: Transport Canada, adapted from Statistics Canada, various publications
As the modal breakdown was not available from the "input-output" source, a rough estimate of the value of domestic trade carried by trucks could be derived from many sources, such as transportation surveys10 for various modes (tonnes) and the Canadian Vehicle Survey. As shown in Table 7-15, in 2003, Canadian for-hire trucks11 carried over 60 per cent of total tonnage shipped intraprovincially, while the rail mode dominated at the interprovincial level with nearly 61 per cent of total tonnes shipped between provinces. For-hire trucking ranked second (28 per cent) interprovincially. The Canadian Vehicle Survey (CVS) also provided some estimates of vehicle-kilometres for all trucks weighing at least 4,500 kg broken down by sector. In 2003, approximately 68 per cent of all truck vehicle-kilometres were driven intraprovincially. As a result, it would be relatively safe to estimate that at least 50 per cent of domestic trade activity is related to trucks, and the percentage is probably higher as the traffic activity of private carriers, small for-hire carriers and owner-operators is not currently measured.
At the international level, international trade customs-based data provides the mode of transportation at the port of exit (export case) and at the port of clearance in the case of imports. In 2004 and 2005, Canada's total exports shipped by trucks totalled $186.7 billion and $188.8 billion, respectively. The U.S. was the final destination for the quasi totality of these exports by trucks. On the import side, the picture is more blurred, as the mode at the port of clearance is not necessarily the same as the mode at the port of arrival.12 As a result, imports by trucks were slightly overestimated at $219.9 billion in 2004 ($215.6 billion in 2005). The U.S. was the country of origin for commodities shipped by truck amounting to $162.6 billion in 2004 and $164.5 billion in 2005.
COMMODITIES AND TRUCKING FLOWS
In domestic trade, the main commodity groups carried were construction materials valued at $140.7 billion (24 per cent of total domestic goods trade in 2002), almost exclusively in the intraprovincial sector. Agricultural products ranked second at $100.9 billion (17 per cent), followed distantly by primary metals, metal and mineral products ($52.4 billion) and energy products ($51.8 billion) each with a similar share of nine per cent. In both sectors (intraprovincial and interprovincial), Ontario, Quebec, Alberta and British Columbia dominated, capturing almost 80 per cent of all domestic trade activity for goods. The main interprovincial flow was the Quebec/Ontario route (both directions) accounting for $41 billion worth of commodities or 30 per cent of total interprovincial trade. The Alberta/Ontario route (both directions) ranked second at $16.6 billion (12 per cent). Tables A7-9 to A7-12 in the Addendum provides more details on commodity groups and interprovincial flows.
At the international level, five commodity groups represented almost 80 per cent of total exports by trucks in 2004. These were automobiles and transport equipment ($42.1 billion), machinery and electrical equipment ($34.4 billion), other manufactured products ($34.4 billion), plastic and chemical products ($18.2 billion) and base metals/articles of base metal ($17.6 billion). The same commodities dominated in similar proportion in 2005. On the import side, the same five groups captured almost 88 per cent of total imports reported as truck-related. Machinery and electrical equipment ranked first accounting for $64.1 billion in 2004, followed by automobiles and transport equipment ($45.9 billion), other manufactured products ($33.1 billion), plastics and chemical products ($23.9 billion) and base metals/articles of base metal ($15.9 billion). The picture was similar in 2005.
The busiest transborder route was the Ontario/U.S. central region13 (both directions) accounting for $171.5 billion in 2004 or 31 per cent of total Canada/U.S. trade, followed by the Ontario/U.S. south region ($69.3 billion) and the Ontario/U.S. northeast region ($51.5 billion). Almost 80 per cent of shipments in these three routes were carried by trucks. The same trends prevailed in 2005. Tables A2-5 and A7-12 in the Addendum provide more information on the routes and commodities carried.
CANADA–U.S. BORDER CROSSING ACTIVITY
Heavy truck activity across the Canada–U.S. border fell about one per cent in 2005, to 13.3 million two-way trips, the average level since 2001. Crossing activity remains below the 2000 peak for the fifth straight year. Car crossings were down another 3.4 per cent from last year to 57.5 million trips, the lowest level since 1986.
Tables 7-16 and 7-17 compare the level of heavy truck activity at the top 20 border crossings between 2001 and 2005.
TABLE 7-16: TWENTY LARGEST BORDER CROSSINGS FOR TRUCKS, 2001 – 2005
| (Millions of truck movements) |
2005
Rank |
Port |
Province |
2001 |
2002 |
2003 |
2004 |
2005 |
2005
share
(per cent) |
| 1 |
Windsor - Ambassador Bridge |
ON |
3.24 |
3.32 |
3.25 |
3.37 |
3.45 |
25.8 |
| 2 |
Sarnia - Blue Water Bridge |
ON |
1.47 |
1.56 |
1.61 |
1.71 |
1.78 |
13.4 |
| 3 |
Fort Erie - Peace Bridge |
ON |
1.35 |
1.31 |
1.27 |
1.27 |
1.26 |
9.4 |
| 4 |
Niagara Falls - Queenston-Lewiston Bridge |
ON |
1.00 |
1.05 |
1.01 |
1.01 |
0.96 |
7.2 |
| 5 |
Lacolle |
QC |
0.79 |
0.78 |
0.77 |
0.78 |
0.76 |
5.7 |
| 6 |
Pacific Highway/Douglas |
BC |
0.79 |
0.78 |
0.75 |
0.75 |
0.73 |
5.5 |
| 7 |
Lansdowne - Thousand Island |
ON |
0.50 |
0.53 |
0.49 |
0.49 |
0.46 |
3.4 |
| 8 |
Emerson |
MB |
0.37 |
0.41 |
0.41 |
0.40 |
0.40 |
3.0 |
| 9 |
Windsor - Detroit-Windsor Tunnel |
ON |
0.32 |
0.32 |
0.33 |
0.29 |
0.31 |
2.3 |
| 10 |
Philipsburg |
QC |
0.30 |
0.31 |
0.32 |
0.34 |
0.30 |
2.2 |
| 11 |
Rock Island |
QC |
0.26 |
0.25 |
0.27 |
0.28 |
0.26 |
2.0 |
| 12 |
Coutts |
AB |
0.29 |
0.25 |
0.23 |
0.24 |
0.25 |
1.9 |
| 13 |
Aldergrove |
BC |
0.16 |
0.16 |
0.20 |
0.21 |
0.20 |
1.5 |
| 14 |
Woodstock |
NB |
0.16 |
0.17 |
0.15 |
0.15 |
0.14 |
1.1 |
| 15 |
North Portal |
SK |
0.13 |
0.12 |
0.12 |
0.12 |
0.13 |
1.0 |
| 16 |
Sault Ste. Marie |
ON |
0.13 |
0.13 |
0.12 |
0.13 |
0.13 |
0.9 |
| 17 |
Armstrong |
QC |
0.11 |
0.12 |
0.12 |
0.12 |
0.12 |
0.9 |
| 18 |
Huntingdon |
BC |
0.14 |
0.18 |
0.13 |
0.15 |
0.11 |
0.8 |
| 19 |
Osoyoos |
BC |
0.06 |
0.07 |
0.10 |
0.09 |
0.10 |
0.8 |
| 20 |
Milltown |
NB |
0.08 |
0.07 |
0.08 |
0.08 |
0.09 |
0.6 |
| |
Top-20 crossings |
|
11.64 |
11.89 |
11.72 |
11.97 |
11.93 |
89.4 |
| |
All other crossings |
|
1.54 |
1.57 |
1.47 |
1.48 |
1.41 |
10.6 |
| |
Total |
|
13.18 |
13.46 |
13.20 |
13.45 |
13.33 |
100.0 |
Note: Two-way traffic volumes were estimated by doubling one-way flows northbound into Canada.
Source: International travel section, Statistics Canada and other unpublished statistics
TABLE 7-17: TWENTY LARGEST BORDER CROSSINGS FOR CARS/OTHER VEHICLES, 2001 – 2005
| (Millions of truck movements) |
| 2005 Rank |
Port |
Province |
2001 |
2002 |
2003 |
2004 |
2005 |
2005 share (per cent) |
| 1 |
Windsor - Ambassador Bridge |
ON |
7.89 |
7.13 |
6.39 |
6.26 |
5.94 |
10.3 |
| 2 |
Fort Erie - Peace Bridge |
ON |
6.67 |
6.65 |
5.84 |
5.51 |
5.06 |
8.8 |
| 3 |
Windsor - Detroit-Windsor Tunnel |
ON |
7.62 |
6.87 |
6.34 |
5.77 |
4.99 |
8.7 |
| 4 |
Pacific Highway/Douglas |
BC |
5.49 |
4.76 |
4.71 |
4.86 |
4.92 |
8.6 |
| 5 |
Sarnia - Blue Water Bridge |
ON |
4.13 |
3.88 |
3.69 |
3.71 |
3.54 |
6.2 |
| 6 |
Niagara Falls - Queenston-Lewiston Bridge |
ON |
3.28 |
3.20 |
3.03 |
3.12 |
3.15 |
5.5 |
| 7 |
Niagara Falls - Rainbow Bridge |
ON |
4.17 |
4.10 |
3.32 |
3.28 |
3.13 |
5.4 |
| 8 |
Cornwall |
ON |
2.05 |
2.09 |
2.08 |
2.07 |
2.03 |
3.5 |
| 9 |
Lacolle |
QC |
1.90 |
1.96 |
1.88 |
1.87 |
1.69 |
2.9 |
| 10 |
Sault Ste. Marie |
ON |
2.07 |
1.82 |
1.60 |
1.56 |
1.68 |
2.9 |
| 11 |
St. Stephen |
NB |
1.60 |
1.33 |
1.37 |
1.46 |
1.53 |
2.7 |
| 12 |
Edmundston |
NB |
1.34 |
1.33 |
1.37 |
1.42 |
1.43 |
2.5 |
| 13 |
Boundary Bay |
BC |
1.48 |
1.35 |
1.44 |
1.45 |
1.38 |
2.4 |
| 14 |
Huntingdon |
BC |
1.31 |
1.15 |
1.12 |
1.12 |
1.11 |
1.9 |
| 15 |
Lansdowne - Thousand Island |
ON |
1.16 |
1.18 |
1.11 |
1.13 |
1.10 |
1.9 |
| 16 |
Aldergrove |
BC |
1.16 |
1.09 |
1.06 |
1.07 |
1.01 |
1.7 |
| 17 |
Rock Island |
QC |
1.16 |
1.10 |
1.04 |
1.05 |
0.99 |
1.7 |
| 18 |
Milltown |
NB |
0.76 |
0.71 |
0.73 |
0.79 |
0.82 |
1.4 |
| 19 |
Philipsburg |
QC |
0.88 |
0.88 |
0.82 |
0.82 |
0.80 |
1.4 |
| 20 |
Fort Frances |
ON |
0.77 |
0.77 |
0.78 |
0.74 |
0.73 |
1.3 |
| |
Top-20 crossings |
|
56.90 |
53.36 |
49.71 |
49.06 |
47.01 |
81.7 |
| |
All other crossings |
|
11.42 |
10.94 |
10.46 |
10.52 |
10.53 |
18.3 |
| |
Total |
|
68.32 |
64.31 |
60.17 |
59.57 |
57.53 |
100.0 |
Note: Two-way traffic volumes were estimated by doubling one-way flows northbound into Canada.
Source: International travel section, Statistics Canada and other unpublished statistics
9 Interprovincial trade flows are estimated using the provincial National Accounts Information System, which is based on inputs and outputs. Statistics Canada recently issued a new time series (1997-2002) based on the new North American Industry Classification System (NAICS), but this does not include a modal breakdown of the provincial trade flows. Return
10 Quarterly For-hire trucking (Commodity Origin/Destination) survey (TOD); and other Statistics Canada surveys on the marine, rail and air modes. Return
11 Canadian-domiciled long-distance for-hire trucking firms with annual revenues of $1 million or more. Return
12 In the case of imports, the mode of transport represents the last mode by which the cargo was transported to the port of clearance in Canada and is derived from the cargo control documents of customs. This may not be the mode of transport by which the cargo arrived at the Canadian port of entry in the case of inland clearance. This may, therefore, lead to some underestimation of Canadian imports by the marine and air transport modes. Return
13 The U.S. Central region includes states in the Great Lakes area, i.e., Michigan, Ohio, Indiana, Illinois, Wisconsin, Minnesota, Iowa, Missouri, North Dakota, South Dakota, Nebraska, and Kansas. Return
Major Events
Infrastructure
Industry Structure
Passenger Transportation
Freight Transportation
Trucking Freight Transportation
Price, Productivity, Financial Performance
