4 TRANSPORTATION SAFETY AND SECURITY

TRANSPORTATION SAFETY

The most recent safety-related statistics for all modes of transportation, as well as for the transportation of dangerous goods, are included in this section. One of the principal sources of safety-related occurrence statistics are the reports of accidents and incidents made to the Transportation Safety Board (TSB). Accidents are those occurrences that have resulted in the loss of or damage to life, health and property, while incidents are those that have the potential to result in an accident. The specific definitions of a reportable TSB accident and incident vary according to the transportation mode. (See the TSB Regulations at www.tsb.gc.ca/en/common/acts.asp for details on aviation, marine and rail.) Road collisions reported to the police are collected by the provinces and territories under the agreement of the Canadian Council of Road Transport Administrators and provided to Transport Canada to develop the national casualty collision statistics. The collection and processing of high volumes of data for more than 600,000 crash case occurrences annually can take over a year to compile before the statistics are released at the jurisdictional and national levels. Transport Canada is the primary source for the transportation of dangerous goods-related occurrence statistics (See the TDG regulations on reporting requirements at: www.tc.gc.ca/tdg/clear/part8.htm). As safety-related occurrence statistics, they provide indicators of the transportation system's safety performance and help focus efforts on those initiatives and activities that have high safety benefits. At the same time, efforts continue to better align and link safety-related data with Transport Canada's key safety initiatives. In this year's report, these data alignment efforts are reflected for aviation where the TSB source data aligns with the Canadian Aviation Regulations for the Flight 2005 strategic plan. (For more information, see Aviation Safety in this chapter.)

In 2004, the number of both aviation and marine accidents was down over 2003, by 16.5 and 12 per cent, respectively. The number of reported rail accidents increased, however, by nine per cent — seven per cent higher than the previous five-year average. The latest available statistics for road casualty collisions (2003) show a decrease of two per cent from 2002. Reportable accidents involving the transportation of dangerous goods increased slightly from 356 in 2003 to 379 in 2004.

The safety performance of the transportation system can also be measured by the number of fatalities. In 2004, there was just one fatality caused by dangerous goods in a transport accident. There were fewer fatalities in the air mode; however, there was an increase in fatalities for marine and rail, which also increased over the previous five-year averages for these two modes. From 2002 to 2003 (the most recent statistics), there was a notable decrease (5.6 per cent) in road-related fatalities. Table 4-3 and the more detailed Table A4-1 in the Addendum summarize the modal safety record, including the transportation of dangerous goods.

Note: Note: P = Preliminary data for 2004.

1. Canadian-registered aircraft, other than ultralights, based on the Canadian Aviation Regulations.
2. Accidents involving Canadian-registered vessels.
3. Railways under federal jurisdiction.
4. Road statistics relate to 2003 (most recent road safety statistics) and to the 1998-2002 five-year averages. Road accidents are casualty collisions, and exclude collisions in which only property is damaged.
5. TDG = Accidents where transportation of dangerous goods (TDG) were involved. Fatality data relate to only those deaths caused by the dangerous goods.

Source: Transportation Safety Board and Transport Canada

Both the long-term trends and specifics of each mode, including level of activity and the changes in exposure to risk, should be taken into account to ensure the yearover- year analysis and modal comparisons are complete. That said, accident rates in 2004 declined over the previous years for air. The accident rates for marine, available only for commercial vessels of over 15 gross registered tonnage, declined marginally over the past two years. The accident numbers for marine, however, are lower in 2004 than all other years, with the exception of 2002. The 2003 rates for road accidents decreased over previous years, once again becoming the lowest for the past ten years. The 2004 rates for rail accidents were up over recent years, but remained below the rates of the 1990s. These rates indicate that the changes in the levels of activity measures (representing to various degrees the increased exposure to risk) have contributed to the changes in the number of accidents. Figure 4-1 shows the ten-year trend for the four modes, a trend that, despite observed fluctuations from one year to another, is generally downward in terms of both number of accidents and accident rates per activity level. It is important to note that these rates are only a basis for interpreting the occurrence statistics in each mode and not for comparing across modes, given that the activity measure is particular to each mode. In addition, the available activity measure (denominator), representing to a certain extent all or key operations of modal activities, may have its own set of data limitations. For more details, including information on limitations of data, see Table A4-1 in the Addendum.

FIGURE 4-1: ACCIDENTS AND ACCIDENT RATES PER ACTIVITY MEASURE FOR RAIL, ROAD, MARINE AND AVIATION

Rail Accidents and Rate

Road Casualty Collisions and Rate

Marine Accidents and Rate

Canadian Registered Aircraft Accidents and Itinerant Movement Rate

Source: Transportation Safety Board, Transport Canada and Statistics Canada

RAIL SAFETY

The number of rail accidents increased in 2004 by 9.3 per cent, from 1,032 in 2003 to 1,128 in 2004, and was seven per cent above the previous five-year average (1999-2003) of 1,053.6 accidents. An accident rate of 12.4 per million train-miles (includes main track train-miles and yard switching-miles) was observed in 2004, up from 11.5 in 2003 and the previous five-year average of 11.8. Of the reported accidents, the increase in 2004 over 2003 was attributed mainly to a greater number of non-main track derailments (from 389 in 2003 to 444 in 2004), and trespasser accidents (from 65 in 2003 to 99 in 2004). The non-main track accidents, involving either a derailment or collision (accounting for about half of the 2004 total) are generally minor, as they usually involve rolling stock travelling at slow speeds and generally pose less risk to the travelling public. The 52 per cent increase in the number of trespasser accidents, however, resulted in two thirds of all 2004 rail fatalities.

In 2004, there were 72 fatal accidents resulting in 99 fatalities, an increase from the 77 fatalities in 2003 and the 1999-2003 average of 93.2 fatalities. There were 92 serious injuries in 2004, an increase over the 77 serious injuries reported in 2003. For more details, including a provincial breakdown of accidents, fatalities and serious injuries, as reported to the Transportation Safety Board, and involving railways under federal jurisdiction, see tables A4-2 to A4-4 in the Addendum. In recent years, a federal/provincial data-sharing initiative was undertaken to capture occurrences under provincial jurisdiction. In 2004, the provincial railways continued to account for a small portion of the total national rail networks (12.5 per cent, with 41 companies under provincial jurisdiction), while federal railways accounted for most of the network (87.5 per cent, with 38 companies regulated federally).

Direction 2006 Initiative — In 1996, Transport Canada along with its partners, the Railway Association of Canada, provincial and municipal governments, railway companies and their unions, law enforcement agencies, and other safety organizations, joined to promote and implement initiatives to change human behaviour at grade crossings and with respect to trespassing on railway property through eight key result areas: education, communications, enforcement, research, resources, outreach, legislative and performance measurement. The objective is to reduce railway grade crossing collisions and trespassing incidents by 50 per cent by 2006. (For more information on Direction 2006, visit www.tc.gc.ca/Railway/Dir2006_e.htm.) A high proportion of crossing and trespasser accidents are fatal or result in serious injury and they continue to account for approximately 90 per cent of total rail fatal and serious injury accidents. Crossing accidents decreased five per cent, from 250 in 2003 to 237 in 2004, and remained below the five-year average. Fatalities related to crossing accidents also decreased slightly, from 28 in 2003 to 25 in 2004, as did serious injuries, from 52 to 50. There were 99 trespasser accidents in 2004, a 52 per cent increase over the 2003 total of 65, and a 26.3 per cent increase over the 1999-2003 fiveyear average of 78.4. Fatalities from trespasser accidents increased to 67 in 2004 from 45 in 2003, up from the 53.4 for the 1999-2003 five-year average. Serious injuries also increased from 19 in 2003 to 34 in 2004.

Figure 4-2 presents recent trends in crossing and trespasser accidents, indicating a declining trend despite increases in road use (approximately ten per cent increase in motor vehicle registrations since 1996 – see Addendum Table A4-4) and urban development around railway lines. The to date grade crossing collisions have been reduced by 70 per cent of the Direction 2006 target. Trespassing incidents, however, have fluctuated, and in 2004 this reduction was only 43 per cent of the Direction 2006 target.

FIGURE 4-2: CROSSING AND TRESPASSER ACCIDENTS, 1995 – 2004

Source: Transport Canada, based on Transportation Safety Board data

Grade Crossing improvement program — In 2004, crossing accidents at public automated crossings decreased from 136 in 2003 to 119 in 2004, and at public passive crossings from 72 in 2003 to 64 in 2004. However, accidents at private crossings increased from 36 in 2003 to 50 in 2004. See Addendum Table A4-4 for more details. Through the Grade Crossing Improvement Program, Transport Canada funds up to 80 per cent of safety enhancement costs at approximately 80 to 100 sites across the country, an annual investment of up to $7.5 million. Over $100 million has been invested in this program over the past 15 years.

Railway Safety Management Systems (RSMS) — The Railway Safety Management System is a formal framework for integrating safety into day-to-day railway operations. The RSMS Regulations, which came into effect on March 31, 2001, require all federally regulated railway companies to implement and maintain an RSMS. In 2003-04, Transport Canada continued to establish its RSMS audit program through ongoing industry education and awareness, assessing company safety management system documentation (pre-audit), and evaluating the implementation and effectiveness of documented processes and procedures (verification audit). To date, a total of 40 railways have been the subject of an RSMS pre-audit, 12 of which have also been through verification audits. As the initial audits and follow-ups are completed, future audits will move to a more focussed, integrated, issue-driven approach, based on results from the monitoring programs and previous RSMS audits. For more information on rail safety RSMS, visit www.tc.gc.ca/railway/SMS_Regulations.htm.

ROAD SAFETY

Canada's road safety record continues to improve decade after decade. In 2003, (most recent statistics) there was a two per cent decrease in casualty collisions from 2002. There was, however, a notable decrease (5.6 per cent) in road-related fatalities (from 2,931 in 2002 to 2,766 in 2003). The 2.5 per cent decrease in roadrelated injuries, translates into 5,723 fewer injuries in 2003. Addendum Table A4-5 illustrates annual and longer-term trends in road-related casualty collisions that have resulted in fatalities and injuries. The annual changes may be attributable in part to changes in vehicular traffic, such as the number of vehicle registrations (up 1.3 per cent in 2003 over 2002) and vehicle-kilometres travelled (down one per cent). The 2003 casualty collision rate (50.1) per 100 million vehicle-kilometres travelled decreased slightly over the 2002 rate (50.6). The longer-term downward trend in fatalities (497 fewer fatalities in 2003 than the 3,263 in 1994) and total injuries (22,850 fewer injuries in 2003 than in 1994) has helped reduce the estimated annual social cost to Canadians of up to $25 billion. These long-term trends are confirmed by a rate of 1.5 fatalities per 10,000 motor vehicle registrations in 2003 compared with 1.9 in 1994 (or to 2.5 for the 1984-1993 ten-year average). Continuing the trend of decreased rates, the 2003 rates became the lowest for the past ten years and since the 1950s. Data by provinces/territories are shown in Addendum Table A4-6.

Road Safety Vision 2010 (RSV 2010) — This initiative was introduced by the federal, provincial and territorial governments and the Canadian Council of Motor Transport Administrators. It aims to raise awareness of road safety issues, improve collaboration and cooperation among safety agencies, strengthen enforcement, and improve national road safety data collection and quality. Its national target is a 30 per cent decrease during the 2008 – 2010 period in the average number of road users killed or seriously injured over comparable 1996 – 2001 figures. In 2003, there were 6.7 per cent fewer fatalities and three per cent fewer serious injuries as compared to the 1996 – 2001 baseline of the RSV 2010. For more information on targets and sub-target areas, see Road Safety Vision 2010-2002 Annual Report at www.tc.gc.ca/roadsafety/vision/menu.htm.

Seat belts — A crucial RSV 2010 sub-target is to increase seat belt wearing rates among Canadians to 95 per cent or higher. Seat belts continue to save thousands of lives each year. In 2003, 36.8 per cent of driver and 37.4 per cent of passenger fatalities were victims who were not using seat belts. (See Addendum Table A4-7.) The percentages for serious injuries were much lower (14.6 and 19.8 per cent, respectively), pointing to a relatively higher risk of fatalities for those not wearing seat belts in serious road crashes. For more details, see www.tc.gc.ca/roadsafety/tp/tp3322/2003/menu.htm. In September 2002, Transport Canada conducted an observational survey of seat belt use in rural communities during the daytime across Canada and in September 2003, a similar survey was conducted in urban communities. These surveys showed that the seat belt wearing rate in rural areas was lower than in urban communities. Much lower rates of seat belt use were indicated among front seat occupants of light trucks (80 per cent) than of passenger cars (88.9 per cent), and the rate was lower by approximately three per cent for males than that of females and similarly, by age group, among those aged 25 and under. For more information on the above surveys of seat belt use visit: www.tc.gc.ca/roadsafety/tp2436/rs200405/menu.htm, as well as Road Safety's main menu for related vehicle restraints and safety studies and programs (e.g., air bags, booster seats for children, child seats on school buses).

Impaired drivers — Since the late 1980s, the percentage of fatally injured drivers who were tested and found with an alcohol concentration rate in their blood over the legal limit of 80 mg% has declined steadily, from approximately 40 per cent in the late 1980s to approximately 30 per cent in recent years (29.3 per cent in 2002). A similar trend can be seen in police reported charges for impaired driving offences, where the numbers dropped from over 111,000 in the early 1990s to 66,682 in 2002 (most recent data). It is unclear what percentage of these reductions are a result of greater public awareness, tougher penalties or changes in traffic enforcement levels and/or procedures. Addendum Table A4-8 shows this downward trend with a decrease in 2002 (most recent data). The role of drugs, such as cannabis, in collision causation dates back many years, although much less is known about the impact of this drug on collisions. Studies revealing that cannabinoids are the drugs most commonly found (after alcohol) in drivers who have been injured or killed in motor vehicle collisions, have increased concerns both nationally and internationally. Risks related to motor vehicle collisions increase in cases where both alcohol and cannabis are being used by drivers. For more information, please see "Impacts of cannabis on driving: An analysis of current evidence with an emphasis on Canadian data" at www.tc.gc.ca/roadsafety/tp/tp14179/menu.htm.

Commercial Vehicles — Another key RSV 2010 subtarget is to reduce the number of road users killed or seriously injured in crashes involving commercial vehicles (i.e., heavy trucks and buses). Commercial vehicle drivers account for approximately 3.5 per cent of total licenced drivers between 1999 and 2002 (for details, visit www.tc.gc.ca/roadsafety/tp/tp3322/2003/page12.htm), although when compared to passenger vehicles, they generally account for much higher proportions of vehiclekilometres travelled. From 1999 to 2003, collisions involving commercial vehicles accounted for approximately eight per cent of all road collisions and roughly 20 per cent of all road fatalities. In 2003, 576 fatalities resulted from collisions involving commercial vehicles, down from 581 fatalities in 2002. (For details, see Addendum tables A4-9A and A4-9B). Fatigue is recognized as a factor in transportation accidents. Consequently, a key initiative in recent years has been to revise and modernize the hoursof- service rules (under the consensus-based National Safety Code Standard #9), allowing trucking companies to better manage the fatigue factor in their operations. In December 2004, consensus was reached among key players in the Canadian trucking industry on safety rules for extra-provincial commercial vehicle operations. The Commercial Vehicle Drivers Hours of Service Regulations - Proposed Regulation are available at: http://canadagazette.gc.ca/partI/2003/20030215/html/ regle1-e.html. Transport Canada has an ongoing research program on human performance and fatigue management. In 2004, a prototype fatigue management program for commercial drivers was developed to train drivers, dispatchers and company managers about ways to avoid fatigue and to get the best possible rest, at home or on the road. The program will undergo field trials under a 2003 joint research agreement between Transport Canada and Canadian provincial and U.S. authorities. For information on human performance research, see: http://tcinfo/tdc/projects/hfactors/menu.htm.

Addendum Table A4-10 shows that motor vehicle drivers accounted for about half of the 2003 fatalities (2,766), while passengers accounted for about a quarter (23.6 per cent). Although pedestrian fatalities, accounting for 13.7 per cent, increased again in 2003 (from 368 in 2002 to 379 fatalities), a recent study indicates that they decreased by 24.1 per cent over the 1992-2001 ten-year period (416 for this ten-year average). For details, visit www.tc.gc.ca/roadsafety/tp2436/rs200401/menu.htm. As Addendum Table A4-11 shows, of the vehicles involved in fatal collisions between 1999 and 2003, after automobiles, pickup trucks and larger trucks, were motorcycles (at a distant fourth place, accounting for about four per cent), bicycles (in fifth place), and all buses (at sixth place with about one per cent of the total). For more statistics on road safety system performance, visit www.tc.gc.ca/roadsafety/stats/menu.htm.

MARINE SAFETY

In 2004, the number of Canadian registered vessel accidents decreased by 11 per cent in the marine transportation sector with 431 accidents, compared with 485 in 2003 and 462.8 for the previous five-year average. Historically, the majority of marine accidents were shipping accidents and 2004 was no exception. There were 385 shipping accidents, 89 per cent of the total. However, this was a decrease of 11 per cent over 2003 and seven per cent over the previous five-year average. Accidents aboard ship made up the remainder of the 431 Canadian vessel accidents, falling to 46 in 2004 from 53 in 2003 and from the five-year average of 49.2. Of the 406 Canadian vessels involved in a shipping accident, which includes those where more than one vessel was involved (e.g., collision between vessels), fishing vessels represented the largest proportion, with 54 per cent, while commercial vessels followed with 35 per cent. There are approximately 36,700 registered/licenced vessels in Canada (excluding recreational); 64 per cent are fishing vessels, 25 per cent are commercial vessels under 15 gross registered tonnage (GRT), and 10 per cent are vessels over 15 GRT. For details on registered vessels, see: http://www.tc.gc.ca/ShipRegistry/menu.asp?lang=e. The accident rate, based on vessel-kilometres and available only for the commercial vessels of over 15 GRT, fell from 20.5 in 2003 to 17.9 in 2004.

The decrease in marine accidents in 2004 was not reflected in the number of lives lost on Canadian vessels, which increased from 19 in 2003 to 27 and was slightly higher than the previous five-year average (23), as there was a minor rise in the number of multi-casualty occurrences. There were 76 persons injured aboard Canadian vessels in 2004, comparable to both the 2003 total of 78 and the five-year average of 73. A record low of confirmed Canadian vessel losses was reported in 2004. The 17 losses represented less than half of the previous five-year average of 39. For more details, including provincial breakdown of occurrences, which take into account foreign vessels inside Canadian waters (not included in the above total occurrences and rates), as they are reported to the Transportation Safety Board, see Addendum tables A4-12 and A4-13.

One of the key commitments in Marine Safety's Strategic Plan 2003 – 2010 is to achieve a certain level of safety targets by 2010, based on the 1998 – 2002 five-year averages for Canadian and foreign vessels. These safety targets are focused on the number of fatalities (20 per cent reduction of 33.8), injuries (30 per cent reduction of 80.2), and the Canadian and Foreign flag commercial accident rates (20 per cent reduction of 3.8 and 2.0 respectively). The 2004 figures, indicating early progress against the safety targets, show that there was an 85.8 per cent contribution towards the fatality reduction target, while injuries remained on a par with the 1998-2002 baseline figure and no progress was made. For more information on the plan and safety targets, visit www.tc.gc.ca/MarineSafety/tp/tp13111/menu.htm.

Small Commercial Vessels (fishing and passenger) — The 51 small vessels (<=150 GRT) engaged in commercial operations in 2004, excluding fishing, represented 13 per cent of Canadian vessels involved in shipping accidents. Of these, 25 were engaged in passenger/charter activities. For more details, see Addendum Table A4-14. Canadian small vessels engaged in fishing activities have historically accounted for the highest proportion of the total vessels involved in shipping accidents (52 per cent in 2004). It should, however, be noted that accidents involving these vessels have declined significantly in the last decade, as shown in Addendum Table A4-15. Transport Canada continued to advance the regulatory and safety agenda for small commercial vessels in 2004 through the Marine Safety Small Vessel Monitoring and Inspection Program. Impending amendments to stability and construction standards, life-saving equipment and certification in the Small Vessel Regulations will further enhance safety. In 2004, Transport Canada developed and distributed a Small Commercial Vessel Safety Guide to holders of small commercial vessel licences. In addition, the Canadian Marine Advisory Council (CMAC) Standing Committee on Fishing Vessel Safety, with government and industry representation, continued to address regulatory issues and operator certification and training.

International — As a member of the International Maritime Organization, Canada is required to report casualties for large commercial vessels. In 2004, there was one "very serious" casualty (collision with loss of lives) involving a Canadian vessel. There were eight less serious casualties for Canadian vessels. Accidents involving foreign-flag vessels in Canadian waters continued to decline in 2004 (to 49 from 64 in 2003), as shown in Addendum Table A4-12. Canada is a signatory to two Memoranda of Understanding (MOU) on Port State Control. In 2004, Canada continued to meet its obligation under the MOUs, with 1,173 foreign-flag vessels inspected. Improved targeting and special inspection programs for bulk carriers and tankers have helped improve the safety of foreign ships entering Canadian ports, and trends show that detentions have decreased from five years ago. Marine Safety publishes an annual report on the Port State Control Program that provides comprehensive data on inspections. In 2004, Canada hosted the Second Joint Ministerial Conference of the Paris and Tokyo Memoranda of Understanding (MOU) on Port State Control.

Marine Transportation Safety Management Systems — These systems have been in place since 1998 when they were implemented on a worldwide basis for tankers, bulk carriers and passenger ships in international trade. In 2002, these requirements were extended to almost all vessels trading internationally and are implemented through the Safety Management Regulations. To date, close to 70 Canadian vessels have obtained the required statutory certification; issued by classification societies on behalf of Transport Canada. In 2004, a monitoring program was well established as Transport Canada directly monitored seven of the audits carried out by these authorized organizations, and 26 audit reports were also reviewed. Transport Canada continues to support the voluntary adoption of Safety Management Systems by vessels operating in Canadian waters, and is actively reviewing the feasibility of implementing a Safety Management System for operators of Canadian domestic vessels (including small passenger vessels).

Transfer of Recreational Boating and other responsibilities — The responsibility for the Office of Boating Safety that administers a regulatory program for pleasure craft was transferred to Transport Canada from the Canadian Coast Guard, Department of Fisheries and Oceans in December 2003. In 2004, Transport Canada administered the operator competency program and worked in partnership with the Canadian Coast Guard Auxiliary to deliver boating safety education and awareness programs. The most current data available for recreational boating fatalities show that the 1996 – 2000 five-year average of 199 was higher than the 1991 – 1995 five-year average of 161 fatalities. It should be noted that there are approximately eight million recreational boaters in any given year. The Red Cross maintains comprehensive information on accidents and fatalities relating to pleasure craft at www.redcross.ca. Transfer of other safety related responsibilities from the Canadian Coast Guard include marine navigation services, pollution prevention and response, and navigable waters protection.

Further details on the above initiatives and other safety regimes under the Marine Safety Program can be found at http://www.tc.gc.ca/marinesafety/menu.htm.

AVIATION SAFETY

Preliminary 2004 Canadian-registered aircraft aviation accident figures showed a decrease of 17 per cent in comparison to 2003 figures, from 289 to 241 (excluding ultra-light aircraft). This is a 19 per cent decrease over the 1999-2003 five-year average of 296. The decline is largely attributable to a combined reduction in aerial work accidents, flight training accidents and recreational aviation accidents; however, this decline was partially offset by a 21 per cent increase in air taxi accidents. In 2004, fatal accidents declined (21 compared to 32 in 2003) and the total number of fatalities (34) was notably lower than 2003 (60) and the five-year average (52). The accident rates, based on total hours flown, itinerant movements and the number of aircraft registered, all confirm decreasing rates compared with 2003 and the previous five-year average.

The source of the data this year is the Transport Canada's Flight 2005 database: data that is extracted from the Transportation Safety Board of Canada (TSB) database and then aligned with the Canadian Aviation Regulations (CARs) and towards the Flight 2005 safety targets. The Addendum Table A4-16 provides more details on these occurrences and A4-17 further summarizes occurrences as they were reported to the TSB. Addendum Table A4-18 provides more detail on accident rates, and Addendum Table A4-19 provides a breakdown by province of aviation accidents, fatal accidents and fatalities based on the above data alignment.

The number of commercially operated aircraft involved in an accident (104 in 2004) accounted for 43.2 per cent of the total Canadian-registered aircraft accidents while the rest (140) were Recreational Aviation. Historically, airlines and commuter aircraft account for a small portion of involvement in these accidents. In 2004, Canadianregistered airliners were involved in three accidents. For the fourth year in the row, none of these three accidents and none of the four accidents involving commuter aircraft resulted in fatalities. Commuter aircraft accidents had a notable decline in 2004 from 10 in 2003 to four and declined over the 1999-2003 average of 8.6.

Approximately half (54.8 per cent) of the commercial aviation operations accidents in 2004 involved air taxis. This was consistent with the previous five years. While at 57 accidents, the 2004 figure was notably higher than that of 2003 when there were 47 accidents, it was on par with the previous five-year average of 59. In 2004, of the 57 accidents involving aircraft of this category, five (8.6 per cent) resulted in fatal accidents, causing 18 fatalities. There was a major decline in aerial work accidents (17), (accounting for 16.3 per cent of all 2004 commercial aviation operations) compared with 2003 accidents (41) and the 1999-2003 five-year average (39.8).

Recreational aviation is by far the largest contributor to the number of Canadian-registered aircraft accidents, accounting for 58 per cent of the 2004 total and 55 per cent for the 1999 – 2003 five-year average. In 2004, 140 recreational aircraft (excluding 34 basic and advanced ultra-lights) were involved in an accident, a decrease over the 2003 figure of 152. Of this total, 126 (90 per cent) involved aeroplanes and nine of these (7.1 per cent) were fatal, a decrease over 11.4 per cent 1999 – 2003 five-year average. Approximately one fifth of the total accidents were fatal for the basic and advanced ultra-light aircraft (6 out of 34 in 2004 and 8 out of 37 for the five-year average), making it the highest ratio among all aircraft involved in an accident. It should, however, be noted that this ratio may be influenced in good part by the reporting characteristics for the ultra-light aircraft category.

The number of reportable incidents reported to the Transportation Safety Board involving either a Canadian- or foreign-registered aircraft increased in 2004 to 906 from 834 in 2003. Risk of Collision/Loss of Separation (44 per cent increase over 2003), accounted for less than a quarter of the total reportable incidents (24.5 per cent in 2004), while Declared Emergency accounted for the highest percentage (30.5 per cent) among the categories of incidents. For more details on aviation incidents, please see Addendum Table A4-17.

Flight 2005 — The two main objectives of the Civil Aviation Safety Framework for Canada are: a continued improvement in the high level of aviation safety in Canada; and a high level of public confidence in the country's civil aviation program. Flight 2005 targeted a 25 per cent reduction of the five-year average of accidents and fatal accidents (378.20 accidents and 43.40 fatalities for 1995 – 1999 five-year averages) in all sectors by 2005, while a target of 90 per cent public confidence, measured by public opinion research, was set as the target for the second objective. In 2004, when compared to the 1995 – 1999 baseline, the 104.2 fewer accidents and 9.4 fewer fatalities is a reduction of 110 per cent, exceeding the targets for both accidents and fatalities. A March 2004 EKOS survey, with questions related to flight safety (and excluding questions regarding security) reported a public confidence rating of 98 per cent, and a high confidence rating of 67 per cent, an increase of seven per cent in high confidence over 2002. ¹ For more information on Flight 2005, visit http://www.tc.gc.ca/civilaviation/menu.htm.

Safety Management Systems — Implementing Safety Management Systems (SMS) is the cornerstone of the evolving directions of Flight 2005 framework for improving the safety performance within the Canadian Civil Aviation Industry. To date, more than 500 delegated officers have been trained, with SMS training generally well received. In addition, SMS pilot projects have proven to reduce costs through the proactive management of risks. Transport Canada pre-published the first set of Safety Management System Regulations for aviation organizations in the Canada Gazette in March 2005. These regulations will provide aviation organizations with the flexibility to decide how to meet the safety requirements, allowing for innovation while improving safety. A briefing campaign to prepare the civil aviation industry for SMS implementation is being incorporated into regional SMS implementation plans. For more information on SMS, please visit: http://tcinfodev/civilaviation/SMS/menu.htm.

Business Aircraft-Operational Safety Standards System (BA-OSSS) — Industry, through the Canadian Business Aviation Association (CBAA), has also been given flexibility through the BA-OSSS to develop a safety system suited to their individual operations while not compromising safety. These aviation services have historically experienced an extremely low accident rate, averaging less than one accident per year for the last six years. (For details, refer to Private Operator Passenger Transportation operations in the Addendum Table A4-16). The BA-OSSS is made possible through a regulatory approach of performance-based rules linked with a safety management system. The CBAA is currently responsible for issuing operating certificates to these operators. For more information on the Flight 2005 and related initiatives, visit http://www.tc.gc.ca/civilaviation/menu.htm.

TRANSPORTATION OF DANGEROUS GOODS

The number of reportable accidents involving the transportation of dangerous goods was up slightly in 2004 (379) from 2003 (356). However, few accidents involving dangerous goods are actually caused by the goods themselves. Figure 4-3 shows that in recent years most reportable accidents involving dangerous goods did not occur during transport, but rather during the loading or unloading phase at transportation facilities. The majority of deaths and injuries involving the transportation of dangerous goods were caused by the accident (a collision) itself, not the dangerous goods. In 2004, 11 fatalities and 35 injuries resulted from accidents involving dangerous goods. Of these, 12 injuries and one fatality resulted from the dangerous goods themselves.

FIGURE 4-3: TDG REPORTABLE ACCIDENTS BY MODE AND AT TRANSPORTATION FACILITIES, 1995 – 2004

Source: Transport Canada, Dangerous Goods Accident Information System

There are several ways to measure freight and freight movement: the number of shipments, the weight of the shipment (tonne), the weight and distance of the shipment movement (tonne-kilometre), and the distance over which the shipment traveled (vehicle-kilometre). The measurement method used depends on the end need. There are approximately 30 million shipments of dangerous goods in Canada every year that are subject to the TDG Regulations. Almost all (99.99 per cent) arrive safely at their destinations. As Figure 4-3 shows, among the four modes of transport, most reportable accidents (89 per cent) occur on road. It must be kept in mind, however, that 93 per cent of dangerous goods are shipped using road transportation. When tonnage is used as the unit of measurement of dangerous goods transported in Canada, more than 46 per cent of the volume is transported by road while 39 per cent is transported by rail. The TDG program does not cover dangerous goods transported in bulk on ships or by pipeline. For more information on TDG exposure data, see the October 2004 Transport Canada report entitled "The Movement and Handling of Dangerous Goods in Canada for the Year 2002" (to obtain a copy contact: provencherm@tc.gc.ca). For details on the number of reportable accidents by mode of transport and those accidents resulting in fatalities and injuries, see Addendum tables A4-20A to A4-20C.

Review of the TDG Act — In 2004, the focus of the review was to collect and analyze information aimed at identifying potential safety enhancements to the Act as well as emerging security issues. Public consultations were conducted across the country. Analysis of the issues, alternatives and solutions continues until spring 2005.

Tank Car Thermal Protection Integrity— As a result of the Tank Car Thermal Protection Integrity project, propane tank fire tests and high-temperature steel tests were performed to provide data to validate a 3-D computer model for tank car defects. In 2004, US DOT (Federal Railroad Administration) inspectors were trained in the use of infrared camera technology. Transport Canada inspectors removed tank cars from service due to non-compliance with the thermal protection standard. Meetings and discussions were held with Canadian and United States government and industry officials to plan for fire tests of such tank cars with defective protection systems.

Highway tanker truck stability tests — A research program at the National Research Council has resulted in the testing of approximately 20 different tanker trucks carrying dangerous goods on a tilt-table. A rollover computer model has been developed and validated with the tilt-table data. A user-friendly computer model is envisaged, and work will continue in the development of a rollover threshold standard for highway tanker trucks transporting dangerous goods.

The National TDG Program — This program is delivered across Canada in partnership with provinces and territories under terms defined in Memoranda of Agreement between the federal Minister of Transport and provincial/territorial ministers. In 2004, such an Agreement was concluded with the Province of British Columbia. During the year, Transport Canada held training sessions throughout the country on the TDG Regulations offered to federal, provincial and territorial inspectors.

International harmonization — Transport Canada's aim to harmonize the regulatory requirements across jurisdictions remains an important objective. Transport Canada's TDG is the head of the Canadian delegation to the United Nations (UN) Sub-committee of Experts on the Transport of Dangerous Goods, and acts as the Vice- Chairman of the Sub-committee. Transport Canada's TDG acts as technical advisor to the Canadian representative to the ICAO DGP and the IMO DSC. The impact test for portable tanks that Canada developed was adopted by the UN Sub-committee for the 14^th edition of the Recommendations on the Transport of Dangerous Goods, Modal Regulations published by the UN.

Emergency Response Guidebook — The Canadian Transport Emergency Centre (CANUTEC) assists personnel in handling dangerous goods emergencies 24 hours a day, seven days a week. Transport Canada's CANUTEC works cooperatively with the United States and Mexico under a NAFTA initiative to develop the "Emergency Response Guidebook" that provides harmonized emergency response procedures. This guidebook is updated every four years, and in 2004 it was distributed to fire departments, police departments and ambulance services. With one book provided for each response vehicle, more than 2,000,000 copies have been distributed throughout the Americas. The guidebook is also available to other countries and has been translated in 17 different languages. For more information on these initiatives, including the review of the TDG Act, 1992, visit www.tc.gc.ca/tdg/menu.htm.

1 Perceptions of Air Travel Safety and Security in Canada: Wave III EKOS Research Associates, March 2004. Most recent polling data suggest that a high confidence rating has reached the 70 per cent mark further substantiating this increasing change. Back to text

Transportation Safety

Transportation Security