4 TRANSPORTATION SAFETY AND SECURITY

TRANSPORTATION SAFETY

This section presents the most recent safety-related statistics for all modes of transportation, as well as for the transportation of dangerous goods. Reports of accidents and incidents made to the Transportation Safety Board (TSB) are one of the principal sources of safety-related occurrence statistics. 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. (Details for aviation, marine and rail are available under TSB Regulations at www.tsb.gc.ca/en/common/acts.asp.) For road, collisions reported to the police are collected by the provinces/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 over 600,000 crash cases annually can take over a year to compile and release the statistics at the jurisdictional and national levels. Transport Canada is the primary source for the dangerous goods statistics. There has been a recent change in reporting criteria affecting these statistics (For details, refer to http://tcinfo/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.

Compared with 2002, the number of accidents in 2003 increased for aviation (eight per cent), marine (15 per cent) and rail transportation (4.5 per cent). With the exception of marine, however, the number of accidents in 2003 remained below the previous five-year average. The latest available statistics for road casualty collisions (2002) show an increase of 3.4 per cent from 2001. Reportable accidents involving the transportation of dangerous goods decreased from 439 in 2002 to 358 in 2003. This decrease is largely attributed to changes in accidentreporting regulations. Table 4-1 and the more detailed Table A4-1 in the Addendum summarize the modal safety record in 2003, including the transportation of dangerous goods.

Note: P= Preliminary data for 2003. e = estimated. N/A = Not available.

1. Canadian-registered aircraft, other than ultralights. Accident rates per 100,000 itinerant aircraft movements at top 100 airports.
2. Accidents involving Canadian-registered vessels. Accident rates per million vessel kilometres for commercial vessels of equal to or greater than 15 GRT.
3. Railways under federal jurisdiction. Accident rates per million main track train-miles and includes both main track and yard switching miles.
4. Road statistics relate to 2002 (most recent road safety statistics) and to the 1997 - 2001 five-year averages. Rate per 100 million vehicle-kilometres. Road accidents are casualty collisions, which exclude collisions in which only property is damaged.
5. TDG = Transportation of Dangerous Goods. Fatalities caused by the dangerous goods.

Source: Transportation Safety Board, Transport Canada and Statistics Canada

Another indicator of the safety performance of the transportation system is the number of fatalities. In 2003, there were no fatalities caused by the dangerous goods in a transport accident. In addition, there were fewer fatalities in the marine and rail modes. There was a slight increase in aviation fatalities but the total remained below the five-year average. From 2001 to 2002 (the most recent statistics), road fatalities increased by 5.6 per cent to 2,936.

The above year-over-year analysis and modal comparisons can be incomplete if the long-term trends and specifics of each mode, including the level of activity and therefore exposure to risk, are not taken into account. That said, accident rates in 2003 changed less notably. They were closer to the same levels as in 2002 or the previous five-year average. The 2003 rates for air were up slightly over 2002, but remained at the same levels compared with the 1998 - 2002 averages. No notable changes in accident rates were indicated for marine (Canadian commercial vessels of <= 15 GRT), rail or road when compared with the previous year or the previous five-year averages. This indicates that the increases in the levels of activity measures (representing to various degrees the increased exposure to risk) have contributed toward the increases 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 and may have its own set of data limitations. (For more information, see notes to 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

In 2003, the number of reported rail accidents increased by 4.5 per cent, from 984 in 2002 to 1,028 in 2003. Although this increase interrupted the downward trend of previous years, the actual number of rail accidents in 2003 remained 3.2 per cent below the previous five-year average (1998 - 2002) of 1,062.2 accidents. An accident rate of 11.5 per million train-miles was observed in 2003, up from 11.0 in 2002 but still below the previous five-year average of 11.9. This increase is attributed mainly to a greater number of main track (from 116 in 2002 to 148 in 2003) and non-main track (from 347 to 387) train derailment accidents. Of reported accidents, 48 per cent occurred on non-main tracks and involved either a derailment or collision. These accidents are generally minor, as they usually involve rolling stock travelling at slow speeds and generally pose less risk to the travelling public. The reported rail accidents presented in this section, and in tables A4-2 to A4-4 in the Addendum, cover the rail networks under federal jurisdiction only.

The number of rail accident fatalities decreased by 20 per cent in 2003 and by 21 per cent compared with the 1998 - 2002 average. In 2003, there were 72 fatal accidents (resulting in 77 fatalities). A total of 63 serious accidents resulted in 77 serious injuries, a slight increase over the 71 injuries reported in 2002 but still below the five-year average of 79.4. The majority of these fatalities and injuries resulted from crossing or trespasser accidents. For a provincial breakdown of accidents, fatalities and serious injuries involving railways under federal jurisdiction, see tables A4-3 and A4-4 in the Addendum. In recent years, a federal/provincial data sharing initiative was undertaken to capture occurrences on rail networks under provincial jurisdiction, (accounting for 17 per cent of the total national rail network).

Direction 2006 Initiative - Launched in 1996, Direction 2006 is a strategic partnership initiative aimed at reducing crossing and trespasser accidents by 50 per cent by 2006. (For more information on Direction 2006, visit www.tc.gc.ca/Railway/Dir2006_e.htm.) Crossing and trespasser accidents continued to account for the greatest number of fatal and serious accidents in 2003: 95 per cent of the fatalities and 92 per cent of the serious injuries reported. Crossing accidents remained below the five-year average and decreased five per cent, from 261 in 2002 to 248 in 2003. Fatalities related to crossing accidents decreased notably, from 46 to 27, while serious injuries increased slightly, from 42 to 50. Trespasser accidents decreased from 73 in 2002 to 68 in 2003. Trespasser fatalities decreased from 49 to 46, while serious injuries remained the same at 21. Figure 4-2 presents recent trends in crossing and trespasser accidents.

FIGURE 4-2: CROSSING AND TRESPASSER ACCIDENTS, 1994 - 2003

Source: Transport Canada, based on Transportation Safety Board data

Accidents at public automated crossings increased slightly in 2003 (from 128 to 135), while accidents decreased at public passive crossings (from 96 in 2002 to 72 in 2003 and over the five-year average of 90.0). See Addendum Table A4-4 for more details. Transport Canada, together with its partners and stakeholders, is finalizing new regulations that will establish clear direction and consistency in the construction and maintenance of crossings and access control along rail lines. In collaboration with railways and road authorities, Railway Safety Inspectors conduct risk assessments of highway-railway grade crossings, while Transport Canada administers a crossing funding program for those crossings at greatest risk. In addition, to reduce the risk of accidents at night, Transport Canada continued to fund initiatives to apply reflective material on the front and back of railway crossing signs and supporting posts at 11,000 passive grade crossings across Canada.

Passenger safety - In 2003, the number of passenger trains involved in accidents decreased notably, from 67 in 2002 to 53, to remain below the five-year average of 68.6. In 2002, VIA Rail began train service with passenger cars equipped with crash energy management technology that was introduced in consultation with Transport Canada.

Work/Rest Rules - In-depth investigations have demonstrated that fatigue is a major factor in transportation accidents. In consultation with railway unions, the Railway Association of Canada and its members developed work/rest rules for rail operating employees, which came into effect in April 2003. During 2003, these rules were implemented across the rail industry. Application of these rules continues to be monitored by Transport Canada, and problems identified are being evaluated. Ongoing discussions are being held with the industry to resolve outstanding issues and further improve crew alertness and safety.

Safety Management Systems - The implementation of safety management systems (SMS) continues to be the cornerstone of Transport Canada's work to instill a strong safety culture in the transportation industry. The Railway Safety Management System (RSMS) Regulations, which came into effect on March 31, 2001, require all federally regulated railway companies to implement and maintain an RSMS. In 2003, Transport Canada continued to establish its RSMS audit program by assessing company SMS documentation and evaluating the implementation and effectiveness of documented processes and procedures. To date, more than 40 railways have undergone an RSMS documentation audit and 12 railways have undergone verification audits. Transport Canada continued to focus on industry education and awareness of the RSMS regulations and its purpose, as well as the completion of the initial cycle of RSMS audits.

Transportation Appeal Tribunal of Canada - The Transportation Appeal Tribunal of Canada (TATC) became functional on June 30, 2003, providing a recourse mechanism with respect to certain administrative actions taken by the Minister of Transport under various pieces of federal transportation legislation. For federally regulated railways in Canada, this means that a request for a review hearing will be available where a Notice and Order is issued under the Railway Safety Act. In 2003, the Rail Safety Program made railways aware of the TATC and established related Transport Canada Rail review processes and procedures. For more information on these and other initiatives, visit www.tc.gc.ca/railway/en/menu.htm.

ROAD

Over the last two decades, Canada's road safety record has improved continuously. In 2002 (most recent statistics), however, there was a 3.4 per cent increase in casualty collisions from 2001. There was also a 5.6 per cent increase in road-related fatalities (from 2,781 in 2001 to 2,936 in 2002) and a three per cent increase in roadrelated injuries, translating into 6,647 additional injuries in 2002. Addendum Table A4-5 illustrates annual and longer-term trends in road-related casualty collisions that have resulted in fatalities and injuries. This annual increase may be attributable in part to changes in vehicular traffic, such as the increased number of vehicle registrations (up three per cent) and vehicle-kilometres travelled (up two per cent). The 2002 increases have resulted in a small increase (less than one per cent) in the casualty collision rate per 100 million vehicle-kilometres travelled over the 2001 rate (from 49.7 to 50.5). The longer-term downward trend in fatalities (679 fewer fatalities in 2002 than the 3,615 in 1993) and injuries (19,820 fewer injuries in 2002 than in 1993) has helped reduce the estimated annual social cost to Canadians of up to $25 billion. The long-term trends are confirmed by a rate based on the annual number of motor vehicle registrations (e.g. 1.6 fatalities per 10,000 motor vehicles in 2002 compared with 2.2 in 1993). Data by provinces/territories are shown in Addendum Table A4-6.

Road Safety Vision 2010 - Road Safety Vision 2010 (RSV 2010) was adopted in the fall of 2001. Its national target is a 30 per cent decrease by 2010 in the average number of road users killed or seriously injured over comparable 1996 - 2001 figures. For more information on Canada's road safety record, including international comparisons, and on RSV 2010 targets and the nine subtarget areas, visit www.tc.gc.ca/roadsafety/vision/2010/ en/menu.htm.

Seat belts - One of the key RSV 2010 sub-targets is to increase the number of Canadians who wear seat belts. A national seat belt survey conducted each June since 1988 shows that the use rate for passenger car drivers has reached a plateau, hovering just above 90 per cent since 1995. The increased use of seat belts has contributed to saving thousands of lives over the years. Addendum Table A4-7 provides the motor vehicle occupant fatalities and seat belt wearing rates. In September 2002, Transport Canada conducted an observational survey of seat belt use in rural communities across Canada. The survey was undertaken because evidence indicated that the majority of motor vehicle fatalities in rural areas involve people who were not wearing seat belts. The survey showed that the seat belt wearing rate in rural areas was approximately five per cent lower than the national average. Much lower rates of seat belt use were indicated among front seat occupants of light trucks (77.5 per cent) than of passenger cars and passenger vans (both at 88.2 per cent), and the rate was lowest (81.5 per cent) among those aged 25 and under. In 2001, 66 per cent of the total fatalities by location (2,433) were on rural roads, while the remainder was on urban roads. For more information on the survey of seat belt use in rural communities across Canada and provincial/territorial breakdown jurisdiction, visit www.tc.gc.ca/roadsafety/ tp2436/rs200302/menu.htm#Chart_1.

Drinking drivers - 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 since the late 1980s, from 40 per cent to approximately 30 per cent in recent years. The same is true for the number of persons charged with impaired driving offences (70,539 in 2001 (most recent data) compared with 112,000 in 1991). It is not known whether the decrease in charges is a result of public education programs, stiffer penalties or reductions in police enforcement, or a combination of all these factors. Despite these declines, alcohol was still a contributing factor in approximately 1,103 road fatalities (2001 data). As Addendum Table A4-8 shows, 2001 saw an increase in the percentage of those fatalities with over 80 mg% in blood alcohol concentration.

Commercial Vehicles - Another RSV 2010 sub-target is to reduce the number of road users killed or seriously injured in crashes involving commercial vehicles (i.e. heavy trucks and buses). Addendum tables A4-9A and A4-9B, show, from 1997 to 2001, that while commercial vehicles accounted for about eight per cent of all vehicles involved in all types of collisions, collisions involving commercial vehicles were the source of roughly 20 per cent of all road fatalities. In 2001 (most recent data), 548 fatalities resulted from collisions involving commercial vehicles. Fatigue is recognized as a major factor in transportation accidents. Consequently, a key initiative in recent years has been to revise and modernize the hours of service rules under the National Safety Code, allowing trucking companies to better manage the fatigue factor in their operations. Revisions to the Motor Vehicle Transport Act, 1987 (MVTA), Bill S-3, which authorizes provinces to regulate extra-provincial motor carriers, received Royal Assent on June 14, 2001. The revised Act creates a national framework for motor carrier safety regulation focussed on the consensus-based National Safety Code Standard #14 - Safety Rating by authorizing the provincial governments to apply a national safety regulatory regime to extra-provincial motor carriers operating out of their jurisdiction. Once a sufficient level of national consistency in safety rating is achieved, the revisions to the Motor Carrier Safety Fitness Certificate Regulations will also come into force.

As Addendum Table A4-10 shows, motor vehicle drivers accounted for about half (53 per cent) of the 1998 - 2002 average total fatalities (2,916) by road user class, while passengers accounted for a quarter (25 per cent). Driver (1,546) and passenger (730) fatalities increased by seven and 12 per cent, respectively, in 2002 over 2001. Pedestrian fatalities also increased, by nine per cent, from 335 in 2001 to 370 in 2002, accounting for 13 per cent of the total number of road-related fatalities and the third largest share of the five-year average total. As Addendum Table A4-11 shows, of the vehicles involved in fatal collisions between 1997 and 2001, automobiles accounted for approximately half, pickup trucks were second (accounting for about a third) and the larger trucks were third, while motorcycles were a distant fourth. The 2001 (163) and 2002 (172) motorcyclists fatalities, however, accounted for six per cent of total fatalities, despite accounting for less than two per cent of the total number of licensed drivers. For more statistics on road safety system performance, including the updates to 2002 Canadian Motor Vehicle Traffic Collision Statistics, visit www.tc.gc.ca/roadsafety/stats/menu.htm.

MARINE

In the marine transportation sector, after a record low year, the number of marine accidents increased by 15 per cent in 2003, with 483 Canadian vessel accidents compared with 421 in 2002. The majority of these accidents were shipping accidents (431), five per cent more than the previous five-year average. Accidents aboard Canadian ships also increased (52) over the five-year average (46.6) and made up the remainder of accidents. Of the 468 total Canadian vessels involved in an accident, which includes those where more than one vessel was involved (e.g. striking or collision between vessels), fishing vessels represented the largest proportion, with 54 per cent, while commercial vessels followed with 35 per cent. The commercial accident rate, based on vessel-kilometres and commercial vessels >=15 gross registered tonnage (GRT), remained about the same in 2003 (17.9) as in 2002 (18.0).

Despite the increase in Canadian marine accidents in 2003, there was a record equivalent low in the number of lives lost (19 compared with 24 for the previous five-year average). There were 72 persons injured in 2003, close to the 2002 total of 70 but somewhat higher than the five-year average of 68.4. For a second year, confirmed Canadian vessel losses remained low, 30 in 2003, which is below the previous five-year average of 40.8.

Regionally, the increase in shipping accidents in 2003 was largely recorded on the Atlantic coast. For more details on accidents reported to the Transportation Safety Board, and for a comprehensive regional breakdown, see Addendum tables A4-12 and A4-13.

Small Commercial Vessels - In 2003, the 69 small vessels (<=150 GRT) engaged in commercial operations, excluding fishing, represented 15 per cent of Canadian vessels involved in shipping accidents. Of these 69, 44 were engaged in passenger/charter activities. For more details, see Addendum Table A4-14. Transport Canada continued to advance the regulatory and safety agenda for small commercial vessels in 2003 through the Marine Safety Small Vessel Monitoring and Inspection Program. This program is committed to improved inspection and monitoring of vessel compliance. These measures will help identify vessels of higher risk. Impending amendments to stability and construction standards and life-saving equipment in the Small Vessel Regulations will further enhance safety.

Small Fishing Vessels - As in previous years, the number of small vessels engaged in fishing activities accounted for the largest proportion of Canadian vessels involved in shipping accidents, 54 per cent in 2003. It should, however, be noted that accidents involving these vessels have greatly declined in the last decade, as shown in Addendum Table A4-15. The safety of these vessels continued to remain a priority within Transport Canada. 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. To further promote an enhanced safety culture within the fishing industry, Transport Canada also revised and distributed the Small Fishing Vessel Safety Manual to commercial vessel licence holders.

International - As a member of the International Maritime Organization, Canada is required to report casualties for large commercial vessels. In 2003, there were no "very serious" casualties (e.g. loss of life, total vessel loss, severe pollution) involving Canadian vessels. One "serious" casualty (defined as main engine failure or damage rendering the ship unable to proceed) was reported. There were 49 shipping accidents involving foreign-flag vessels in Canadian waters, below the 2002 total of 54, but there were more accidents aboard ship in 2003 (15) than in 2002 (10). Canada is a signatory to two Memoranda of Understanding (MOU) on Port State Control. Under the MOUs, 1,276 foreign-flag vessels were inspected in 2003. Improved targetting and special inspection programs for bulk carriers and tankers have helped improve the safety of foreign ships entering Canadian ports. The percentage of ships with deficiencies decreased from 45 per cent in 2002 to 38 per cent in 2003. The number of detentions (58) was about the same as in 2002 but has decreased over the last five years.

Marine Transportation Safety Management Systems - Transport Canada's focus on safety within the marine transportation sector is the continued implementation of 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. In Canada, this is implemented through the Safety Management Regulations. To date, 21 companies and 62 Canadian vessels have obtained the required statutory certification; which is issued by authorized third-party organizations (also known as classification societies) on behalf of Transport Canada. Transport Canada directly monitors the performance of these third parties. In 2003, 10 monitoring visits were carried out and a sample of audit reports were reviewed. Some areas for improvement were identified and changes were initiated to bring communication directly to the regional level. Opportunities for increasing the scope of the Safety Management Regulations are now being investigated.

For occurrence information on recreational boating and related regulatory initiatives, visit www.redcross.ca and www.ccg-gcc.gc.ca.

AVIATION

Preliminary air accident figures reported to the Transportation Safety Board increased in 2003 by eight per cent. This increase interrupted a general downward trend, which up to 2002 represented the lowest annual number of accidents, including fatalities, involving Canadian-registered aircraft in the last 25 years. The 2003 increase is attributed primarily to an increase in private operator accidents (from 110 in 2002 to 137 in 2003). Although the number of accidents involving aircraft increased (from 274 in 2002 to 296 in 2003), it is at the same level as in 2001 (295) and remains eight per cent below the 1998 - 2002 average of 323.2. The number of fatal accidents remained about the same in 2003 as in 2002 (31 and 30, respectively), with eight more fatalities in 2003 (58 and 50). Comparing the 2003 year with the previous five-year average, shows a decrease in fatal accidents (33.2 in 1998 - 2002) and a decrease in fatalities (65.2). The number of serious injuries in 2003 (44) was about the same as in 2002 (42) and the five-year average (44.2). This section presents the Canadian-registered aircraft accidents only. For more details, please see Addendum Table A4-16.

As Addendum Table A4-17 shows, the 2003 aeroplane accident rates by hours flown, itinerant movements and the number of Canadian-registered aeroplanes all confirm about the same or slightly increasing rates compared with 2002 and the previous five-year average, and where the rates diminish in comparative consistency by the category of aircraft operations. Addendum tables A4-18A and A4-18B provide a breakdown by province of aviation accidents, fatal accidents and fatalities.

The year 2003 was a safe one for airlines and commuter aircraft, as no fatal accidents were reported despite a nominal increase in the number of accidents for airlines (from six in 2002 to seven in 2003) and an increase in commuter aircraft accidents (from six to nine). The 2003 accident rates for airliners and commuter aircraft (0.6 and 1.8 per 100,000 itinerant movements, respectively) confirm a consistent trend over that of the previous years. The sector of Air Taxi aircraft operations showed a slight increase in accidents in 2003 (41) compared with 2002 (35), with a marked decrease over the five-year average (60.2).

The Private/Other aircraft operations sector continued to account for the major proportion of all airplane accidents, 70 per cent in 2003 and 61 per cent of the 1998 - 2002 five-year average. Reported accidents within this sector of air transport activity increased from 139 in 2002 to 169 in 2003, an increase also over the previous five-year average of 161.2. The number of fatal accidents remained about the same in 2003 (17) as in previous years (15 in 2002 and 16.2 for the 1998 - 2002 average). Flight training is included as part of this sector of air operations. On average, it accounted for 19 per cent of all airplane accidents between 1998 and 2002 and 18 per cent of all airplane accidents during 2003.

In 2003, there were 834 reported incidents in total. Incidents refer to those occurrences that did not result in an accident but for which a potential for an accident was identified. The Declared Emergencies category (requiring priority handling by air traffic control or standby by emergency response services) continued to represent the largest share (35 per cent) of this total, followed by Risk of Collision / Loss of Separation (19 per cent). The 2003 engine failure incidences (132) were the lowest in more than a decade and have markedly decreased (20 per cent) over the five-year average of 164.

Flight 2005 - The Civil Aviation Safety Framework for Canada aims at two key objectives: 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. The implementation of initiatives emanating from Flight 2005 is ongoing, with emphases on a system approach to safety and consultations with the aviation industry. For information on Flight 2005 Safety Indicators and Targets, visit www.tc.gc.ca/civilaviation/Flight2005/Status/indicators.htm.

Safety Management Systems - The implementation of safety management systems (SMS) in aviation organizations has been a key instrument in improving the safety performance within the air transportation industry. Such systems establish more industry accountability and instill a consistent and positive safety culture throughout the aviation industry. The systems' goals have been realized by regulating safety performance, while leaving the means of achieving that performance more in the hands of industry management.

Aeronautics Act - A project to amend the Aeronautics Act was initiated to address fatigue management, liability insurance, aviation companies' management systems, analysis and reporting of safety data, and new compliance and enforcement tools. The amendment process has been progressing, as early consultation with key industry stakeholders has been completed, and continued input is being sought throughout the drafting process.

For more information on Flight 2005, SMS and the Aeronautics Act, visit www.tc.gc.ca/CivilAviation/menu.htm.

TRANSPORTATION OF DANGEROUS GOODS

In 2003, there were 358 reportable accidents involving the transportation of dangerous goods, down from 439 in 2002. Few accidents involving dangerous goods are actually caused by the goods themselves. Of the 358 reportable accidents, dangerous goods caused only two. 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 2003, five fatalities and 39 injuries resulted from accidents involving dangerous goods. Of these, seven injuries resulted from the dangerous goods themselves.

The decrease in reportable accidents in 2003 is largely attributable to changes to the accident-reporting requirements in the revised version of the Transportation of Dangerous Goods (TDG) Regulations, which came into force on August 15, 2002. New requirements are based solely on the dangerous goods quantity released at the accident.

FIGURE 4-3: TDG REPORTABLE ACCIDENTS BY MODE AND AT TRANSPORTATION FACILITIES, 1994 - 2003

Source: Transport Canada, Dangerous Goods Accident Information System

Freight and freight movement can be measured in more than one way: 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 travelled (vehicle-kilometre). The measurement used depends on the nature of the need for a measure of the activity. 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 (90 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, only 51 per cent of the volume of dangerous goods transported is done by road while 38 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 winter 2002 - 2003 edition of The Dangerous Goods newsletter at www.tc.gc.ca/tdg/newsletter/winter2002-2003.htm. For details on the number of reportable accidents by mode of transport and those accidents resulting in fatalities and injuries, see Addendum tables A4-19A to A4-19C.

Explosion during transport of explosives - A multi-year investigation into a traffic accident that involved a tractortrailer transporting 18 tonnes of explosives and that resulted in an explosion was completed. It concluded that the most probable cause was the violent rupture of truck components (e.g. tires, some engine components, spring brake chambers, etc.) whose fragments, with sufficient energy, struck heat-sensitized explosives. Consequently, amendments to the way explosives are transported, handled or offered for transport were not considered.

Tank Car Thermal Protection Integrity - As a result of a Tank Car Thermal Protection Integrity project, it is now possible to use infrared camera technology to assess the integrity of the thermal protection systems found on rail tank cars. In 2003, inspectors were trained and based on preliminary assessment critera, have started using this new approach to assess compliance with the thermal protection standard.

Highway tanker truck stability tests - A test program at the National Research Council has been launched to determine the rollover threshold of highway tanker trucks. Approximately 25 different trucks have been tested on a tilt-table. The collected data will be analyzed to see whether they can be used to develop a rollover threshold standard for 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 2003, such an Agreement was concluded with the recently created Territory of Nunavut. During the year, Transport Canada held training sessions throughout the country on the TDG Regulations offered to federal, provincial and territorial inspectors. A review of the TDG Act, 1992 started in the fall of 2003.

International harmonization - The harmonization of regulatory requirements across jurisdictions remains an important objective. Through participation in the North American Free Trade Agreement-related initiatives, Canada has proposed the establishment of harmonized North American Model Standards for highway and rail tank cars. Agreement has been reached to undertake such work for both the manufacturing and use of rail and truck tanks, with Canada leading the work on rail tank cars. Such work is important for the prevention of accidental releases of dangerous goods. In 2003, regulations requiring the use in Canada of United Nations (UN) performance packaging for all small containers (drums, boxes, bags or other similar containers) used to transport dangerous goods came into force. The UN performance requirements are based on UN recommendations and foster safety as well as international harmonization.

For more information on these initiatives, including the new Clear Language version of the TDG Regulations, visit www.tc.gc.ca/tdg/menu.htm.

Transportation Safety

Transportation Security